U.S. patent application number 12/376330 was filed with the patent office on 2010-05-27 for internal combustion engine.
Invention is credited to Hiroki Nagafuchi.
Application Number | 20100126153 12/376330 |
Document ID | / |
Family ID | 39033395 |
Filed Date | 2010-05-27 |
United States Patent
Application |
20100126153 |
Kind Code |
A1 |
Nagafuchi; Hiroki |
May 27, 2010 |
INTERNAL COMBUSTION ENGINE
Abstract
An in-line four-cylinder internal combustion engine wherein
exhaust ports (8, 9) of a pair of cylinders positioned at the
center are connected to a single merged exhaust port (11) and this
merged exhaust port (11) is connected through a first exhaust pipe
(19) to a catalytic converter (18). On the other hand, exhaust
ports (7, 10) of pairs of cylinders positioned at the two ends are
connected through a second exhaust pipe (21) to a catalytic
converter (18). A length of the first exhaust pipe (19) from the
merged exhaust port (11) to the catalytic converter (18) is made
shorter than the length of the second exhaust pipe (21) from the
exhaust ports (7, 10) to the catalytic converter (18).
Inventors: |
Nagafuchi; Hiroki;
(Shizuoka, JP) |
Correspondence
Address: |
FINNEGAN, HENDERSON, FARABOW, GARRETT & DUNNER;LLP
901 NEW YORK AVENUE, NW
WASHINGTON
DC
20001-4413
US
|
Family ID: |
39033395 |
Appl. No.: |
12/376330 |
Filed: |
August 3, 2007 |
PCT Filed: |
August 3, 2007 |
PCT NO: |
PCT/JP2007/065669 |
371 Date: |
February 4, 2009 |
Current U.S.
Class: |
60/299 ;
60/323 |
Current CPC
Class: |
F02F 1/4264 20130101;
F01N 2470/16 20130101; F01N 13/001 20130101; F01N 2470/20 20130101;
F01N 2260/08 20130101; F02B 37/00 20130101 |
Class at
Publication: |
60/299 ;
60/323 |
International
Class: |
F01N 3/10 20060101
F01N003/10; F01N 1/00 20060101 F01N001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 9, 2006 |
JP |
2006-217025 |
Claims
1. An in-line four-cylinder internal combustion engine wherein
central exhaust ports of a pair of cylinders positioned at the
center open on a side wall surface of the cylinder head, exhaust
ports of a pair of cylinders positioned at the two ends open on the
side wall surface of the cylinder head at the two sides of the
opening part of the central exhaust ports as independent exhaust
ports, and the opening part of said central exhaust ports is
connected through a first exhaust pipe to an exhaust inflow part of
a catalytic converter, the opening parts of said pair of
independent exhaust ports being connected through a second exhaust
pipe merged midway to the same exhaust inflow part, and a length of
the first exhaust pipe from the corresponding opening part to said
exhaust inflow part being made shorter than the length of the
second exhaust pipe from the corresponding opening parts to said
exhaust inflow part, characterized in that the central exhaust
ports (8, 9) of a pair of the cylinders (#2, #3) positioned at the
center merge inside the cylinder head (1) into a single merged
exhaust port (11) which has the single opening part (14) connected
to the first exhaust pipe (19), and the exhaust ports (7, 10) of a
pair of the cylinders (#1, #4) at the two ends extend along the
merged exhaust port (11) separated from the merged exhaust port
(11) by corresponding thin walls (12, 13) at the sides of the
merged exhaust port (11) until the side wall surface (5) of the
cylinder head (1).
2. An internal combustion engine as set forth in claim 1, wherein
the catalytic converter (18) is provided with a pair of exhaust
inflow openings (22, 23), and said first exhaust pipe (19) and
second exhaust pipe (21) are connected to the corresponding exhaust
inflow openings (22, 23).
3. An internal combustion engine as set forth in claim 1, wherein
an exhaust turbocharger (24) is provided in place of a catalytic
converter and is provided with a pair of exhaust inflow openings
(26, 27), and said first exhaust pipe (19) and second exhaust pipe
(21) are connected to the corresponding exhaust inflow openings
(26, 27).
4. An internal combustion engine as set forth in claim 1, wherein
said first exhaust pipe (19) and second exhaust pipe (21) are bent
in the middle of the distance from the corresponding opening parts
(14, 15, 16) toward said exhaust inflow part toward the same
direction, and said second exhaust pipe (21) extends along the
outside of the first exhaust pipe (19) after branches of said
second exhaust pipe (21) merge at the outside of the first exhaust
pipe (19).
5. An internal combustion engine as set forth in claim 1, wherein
the opening area of the opening part (14) of said merged exhaust
port (11) is larger than the opening area of the opening part (15,
16) of each independent exhaust port (7, 10).
Description
TECHNICAL FIELD
[0001] The present invention relates to an internal combustion
engine.
BACKGROUND ART
[0002] In in-line four-cylinder internal combustion engines, there
is known an internal combustion engine in which a pair of cylinders
positioned at the center have exhaust ports merged into a single
merged exhaust port inside the cylinder head and opening on the
side wall surface of the cylinder head and in which pairs of
cylinders positioned at the two ends have exhaust ports opening on
the side wall surface of the cylinder head at the two sides of the
opening part of the merged exhaust port as independent exhaust
ports (see Japanese Patent Publication (A) No. 2003-176722).
[0003] In this internal combustion engine, an exhaust manifold
common to all cylinders is attached to the side wall surface of the
cylinder head.
DISCLOSURE OF THE INVENTION
[0004] An object of the present invention is to provide an optimum
layout and structure of a first exhaust pipe connected to a merged
exhaust port and a second exhaust pipe connected to a pair of
independent exhaust ports when constructing a double system of
these exhaust pipes in the case of an internal combustion engine
having one merged exhaust port and a pair of independent exhaust
ports such as explained above.
[0005] According to the present invention, there is provided an
in-line four-cylinder internal combustion engine wherein exhaust
ports of a pair of cylinders positioned at the center merge inside
a cylinder head into a single merged exhaust port and open on a
side wall surface of the cylinder head, exhaust ports of pairs of
cylinders positioned at the two ends open on the side wall surface
of the cylinder head at the two sides of an opening part of the
merged exhaust port as independent exhaust ports, and the opening
part of said merged exhaust port is connected through a first
exhaust pipe to either an exhaust inflow part of a catalytic
converter or an exhaust inflow part of an exhaust turbocharger, the
opening parts of said pair of independent exhaust port being
connected through a second exhaust pipe merged midway to the same
exhaust inflow part, and a length of the first exhaust pipe from
the corresponding opening part to said exhaust inflow part being
made shorter than the length of the second exhaust pipe from the
corresponding opening parts to said exhaust inflow part.
[0006] In the present invention, the exhaust gas temperature of the
exit part of the merged exhaust port is higher than the exhaust gas
temperature at the exit part of the independent exhaust port. The
higher temperature exhaust gas is fed through the first exhaust
pipe with the shorter pipe length, that is, the smaller temperature
drop, to a catalytic converter or exhaust turbocharger. That is,
since the first exhaust pipe can feed high temperature exhaust gas
to the catalytic converter or exhaust turbocharger, warmup of the
catalyst can be promoted or the efficiency of the exhaust
turbocharger can be improved.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 is a plan cross-sectional view of a cylinder
head.
[0008] FIG. 2 is a cross-sectional view of a cylinder head as seen
along II-II of FIG. 1.
[0009] FIG. 3 is a perspective view showing the contour shapes of
exhaust ports.
[0010] FIG. 4 is a front view of the side wall surface of a
cylinder head.
[0011] FIG. 5 is a perspective view of an internal combustion
engine.
[0012] FIG. 6 is a side view of the internal combustion engine
shown in FIG. 5.
[0013] FIG. 7 is a side view of another embodiment of an internal
combustion engine.
BEST MODE FOR WORKING THE INVENTION
[0014] FIG. 1 and FIG. 2 show a cylinder head 1 integrally cast
from for example an aluminum alloy. Note that the circles shown by
broken lines in FIG. 1 show the positions of the No. 1 cylinder #1,
No. 2 cylinder #2, No. 3 cylinder #3, and No. 4 cylinder #4.
Therefore, it is learned that the internal combustion engine
provided with the cylinder head 1 shown in FIG. 1 is an in-line
four-cylinder internal combustion engine. In FIG. 1, 2 shows a
valve port opened and closed by an intake valve, while 3 shows a
valve port opened and closed by an exhaust valve. Therefore, it is
learned that each cylinder #1, #2, #3, and #4 is provided with a
pair of intake valves and a pair of exhaust valves.
[0015] Note that the cylinder head 1 actually has cooling water
passages extending along complicated paths, support parts of the
valve trains, insertion parts for spark plugs, insertion parts for
fuel injectors, etc. formed in it, but in FIG. 1 and FIG. 2, these
are omitted.
[0016] The cylinder head 1 has side wall surfaces 4 and 5
substantially in parallel at the two sides of a plane including the
cylinder axial lines of the cylinders #1, #2, #3, and #4. The
intake ports 6 of the cylinder #1, #2, #3, and #4 formed in the
cylinder head 1 open on the side wall surface 4.
[0017] Further, the cylinder head 1 has exhaust ports 7 of the No.
1 cylinder #1, exhaust ports 8 of the No. 2 cylinder #2, exhaust
ports 9 of the No. 3 cylinder #3, and exhaust ports 10 of the No. 4
cylinder #4 formed in it. FIG. 3 is a perspective view of the
contour shapes of such exhaust ports. As will be explained from
FIG. 1, the pairs of exhaust ports 7, 8, 9, and 10 are separate
near the corresponding pairs of valve ports 3, but when leaving the
valve ports 3 a bit become single exhaust ports.
[0018] Now, as will be understood from FIG. 1, the exhaust ports of
the pair of cylinders positioned at the center, that is, the
exhaust ports 8 of the No. 2 cylinder #2 and the exhaust ports 9 of
the No. 3 cylinder #3 are merged inside the cylinder head 1 to form
a single merged exhaust port 11. This merged exhaust port 11 is
extended to the side wall surface 5 of the cylinder head 1. In FIG.
1, if the plane extending through the center between the No. 2
cylinder #2 and No. 3 cylinder #3 in the cylinder axial line
direction and perpendicular to the plane including the cylinder
axial lines of the cylinders #1, #2, #3, and #4 is referred to as
the "symmetrical plane K-K", the exhaust ports 8 of the No. 2
cylinder #2 and the exhaust ports 9 of the No. 3 cylinder #3 are
arranged symmetrically with respect to the symmetrical plane K-K.
The merged exhaust port 11 extends along the symmetrical plane K-K
to the side wall surface 5 of the cylinder head 1.
[0019] On the other hand, the exhaust ports of the pairs of
cylinders positioned at the two ends, that is, the exhaust ports 7
of the No. 1 cylinder #1 and the exhaust ports 10 of the No. 4
cylinder #4, are also arranged symmetrically with respect to the
symmetrical plane K-K. In this case, the exhaust ports 7 of the No.
1 cylinder #1 extend from the No. 1 cylinder #1 toward the merged
exhaust port 11, then extend along the merged exhaust port 11
separated from the merged exhaust port 11 by a thin wall 12 at the
side of the merged exhaust port 11 until the side wall surface 5 of
the cylinder head 1, while the exhaust ports 10 of the No. 4
cylinder #4 extend from the No. 4 cylinder #4 toward the merged
exhaust port 11, then extend along the merged exhaust port 11
separated from the merged exhaust port 11 by a thin wall 13 at the
side of the merged exhaust port 11 until the side wall surface 5 of
the cylinder head 1.
[0020] As shown from FIG. 1 to FIG. 4, the merged exhaust port 11
opens on the side wall surface 5 of the cylinder head 1 at 14,
while the pairs of independent exhaust ports, that is, the exhaust
ports 7 of the No. 1 cylinder #1 and the exhaust ports 10 of the
No. 4 cylinder #4, open at the two sides of the opening part 14 of
the merged exhaust port 11 at the side wall surface 5 of the
cylinder head 1 as shown by 15 and 16. Note that as will be
understood from FIG. 3 and FIG. 4, the opening area of the opening
part 14 of the merged exhaust port 11 is larger than the opening
part 15, 16 of the pairs of independent exhaust ports 7, 10.
[0021] FIG. 5 shows part of an internal combustion engine, while
FIG. 6 is a side view of the internal combustion engine shown in
FIG. 5. Note that in FIG. 5 and FIG. 6, 17 shows a cylinder block,
while 18 shows a catalytic converter. As will be understood from
FIG. 4, FIG. 5, and FIG. 6, according to the present invention, the
opening part 14 of the merged exhaust port 11 is connected through
a first exhaust pipe 19 to an exhaust inflow part 20 of the
catalytic converter 18, while the opening parts 15, 16 of the pairs
of independent exhaust ports 7, 10 are connected through a second
exhaust pipe 21 merged midway to the exhaust inflow part 20 of the
catalytic converter 18. In this case, the pipe length of the first
exhaust pipe 19 from the corresponding opening part 14 to the
exhaust inflow part 20 is formed shorter than the pipe length of
the second exhaust pipe 21 from the corresponding opening parts 15,
16 to the exhaust inflow part 20.
[0022] Explaining this in slightly more detail, the first exhaust
pipe 19 and the second exhaust pipe 21 are bent downward in the
middle of their distance from the corresponding opening parts 14,
15, 16 to the exhaust inflow part 20. The second exhaust pipe 21
extends along the outside of the first exhaust pipe 19 after the
branches of the second exhaust pipe 21 merge at the outside of the
first exhaust pipe 19. Further, the catalytic converter 18 is
provided with a pair of exhaust inflow openings 22, 23. The first
exhaust pipe 19 and second exhaust pipe 21 are connected to
corresponding exhaust inflow openings 22, 23.
[0023] However, in this embodiment according to the present
invention, the firing sequence of the cylinders is made
#1.fwdarw.*#3.fwdarw.#4.fwdarw.#2 or
#1.fwdarw.#2.fwdarw.#4.fwdarw.#43. In both cases, the pairs of
cylinders at every other place in the firing sequence become the
pair of the No. 2 cylinder #2 and No. 3 cylinder #3 positioned at
the center and the pair of the No. 1 cylinder #1 and No. 4 cylinder
#4 positioned at the two ends. In this case, if all of the exhaust
ports were merged inside the cylinder head 1 or if all of the
exhaust ports were opened inside an exhaust manifold with a
manifold chamber extending along the side wall surface 5 of the
cylinder head 1, the positive pressures generated inside exhaust
ports at the time of an exhaust stroke of a certain cylinder would
act at the time of the exhaust stroke in the exhaust ports of the
cylinder next fired and as a result the problem would arise of the
exhaust action of the burned gas from the combustion chamber being
impaired.
[0024] As opposed to this, as shown in the embodiment of the
present invention, if merging the exhaust ports of only the
cylinders at every other place in the firing sequence, that is,
merging the exhaust ports 8 of the No. 2 cylinder #2 and the
exhaust ports 9 of the No. 3 cylinder #3, merging the exhaust ports
7 of the No. 1 cylinder #1 and the exhaust ports 10 of the No. 4
cylinder #4, and keeping the merged exhaust passages, that is, the
exhaust passage in the first exhaust pipe 19 and the exhaust
passage in the second exhaust pipe 21, separate until the exhaust
inflow part 20 of the catalytic converter 18, the positive pressure
generated inside the exhaust ports of the other cylinders will not
act on the exhaust ports where an exhaust action is being performed
at the time of an exhaust stroke, therefore burned gas will no
longer be exhausted well from the combustion chamber. That is,
exhaust interference can be prevented, so a high charging
efficiency can be secured.
[0025] Now, here, if comparing the flow of exhaust gas in the
merged exhaust port 11 and the flows of exhaust gas in the
independent exhaust ports 7, 10, exhaust gas flows to the exit part
of the merged exhaust port 11 two times in each cycle, while
exhaust gas only flows to the exit parts of the independent exhaust
ports 7, 10 once in each cycle. Therefore, the wall temperature of
the exit part of the merged exhaust port 11 becomes considerably
higher than the wall temperatures of the exit parts of the
independent exhaust ports 7, 10. Further, the lengths of the
passages of the exhaust ports 7, 10 are long, so the exhaust gas
exhausted inside the exhaust ports 7, 10 is considerably cooled
inside the cylinder head 1. As opposed to this, the length of the
passage of the merged exhaust port 11 is short, so the exhaust gas
exhausted inside the merged exhaust port 11 is not cooled much at
all inside the cylinder head 1. Therefore, the temperature of the
exhaust gas flowing out from the opening part 14 of the merged
exhaust port 11 becomes considerably higher than the temperature of
the exhaust gas flowing out from the opening parts 15, 16 of the
independent exhaust ports 7, 10.
[0026] On the other hand, as explained above, the length of the
first exhaust pipe 19 is shorter than the length of the second
exhaust pipe 21, therefore when exhaust gas flows inside the
exhaust pipes 19, 21, the amount of drop of the exhaust gas
temperature in the first exhaust pipe 19 is smaller than the amount
of drop of the exhaust gas temperature in the second exhaust pipe
21. In this way, high temperature exhaust gas is exhausted from the
merged exhaust port 11 into the first exhaust pipe 19. At this
time, the amount of drop of the exhaust gas temperature in the
first exhaust pipe 19 is small, so the temperature of the exhaust
gas flowing from the first exhaust pipe 19 into the catalytic
converter 18 becomes considerably high. Therefore, it is possible
to quickly warm up the catalyst in the catalytic converter 18.
[0027] On the other hand, the amount of exhaust gas flowing out
from the opening part 14 of the merged exhaust port 11 becomes two
times the amount of exhaust gas from the opening part 15, 16 of
each of the independent exhaust ports 7, 10, so the opening area of
the opening part 15 of the merged exhaust port 11 is formed larger
than the opening area of the opening part 15, 16 of each of the
independent exhaust ports 7, 10. Therefore, the flow area of the
first exhaust pipe 19 also is formed larger than the flow area of
each of the two branch parts 21a of the second exhaust pipe 21. As
will be understood from FIG. 5, in this embodiment according to the
present invention, to hold the temperature of the first exhaust
pipe 19 at as high a temperature as possible and prevent the
temperature of the exhaust gas flowing in the first exhaust pipe 19
from dropping as much as possible, the first exhaust pipe 19 is
surrounded at its outside by the second exhaust pipe 21.
[0028] FIG. 7 shows another embodiment. In this embodiment, the
first exhaust pipe 19 and second exhaust pipe 21 are connected to
the exhaust inflow part 25 of the exhaust turbocharger 24. In this
case, the first exhaust pipe 19 and the second exhaust pipe 21 are
bent upward from the corresponding opening parts 14, 15, 16 toward
the exhaust inflow part 25, while the second exhaust pipe 21
extends along the outside of the first exhaust pipe 19 after the
branches of the second exhaust pipe 21 merge at the outside, of the
first exhaust pipe 19.
[0029] In this embodiment as well, the length of the first exhaust
pipe 36 from the corresponding opening part 14 to the exhaust
inflow part 25 is formed shorter than the length of the second
exhaust pipe 21 from the corresponding opening parts 15, 16 to the
exhaust inflow part 25. Further, the exhaust turbocharger 24 is
comprised of a twin entry type turbocharger provided with a pair of
exhaust inflow openings 26, 27. The first exhaust pipe 19 and
second exhaust pipe 21 are connected to the respective
corresponding exhaust inflow openings 26, 27.
[0030] In this embodiment as well, high temperature, that is, high
pressure, exhaust gas is fed from the first exhaust pipe 19 into
the exhaust turbocharger 24, so the speed of the exhaust
turbocharger 24 can be raised and therefore the efficiency of the
exhaust turbocharger 24 can be enhanced. Note that in FIG. 5 and
FIG. 6, instead of the catalytic converter 18, it is possible to
attach an exhaust turbocharger 24. In this case, a catalytic
converter 18 can also be connected to the exhaust outflow part of
the exhaust turbocharger 24. Further, similarly, in FIG. 7, a
catalytic converter 18 can be attached instead of the exhaust
turbocharger 24.
LIST OF REFERENCE NUMERALS
[0031] 1 cylinder head [0032] 7,8,9,10 exhaust port [0033] 11
merged exhaust port [0034] 14,15,16 opening part [0035] 18
catalytic converter [0036] 19 first exhaust pipe [0037] 20,25
exhaust inflow part [0038] 21 second exhaust pipe [0039]
22,23,26,27 exhaust inflow openings [0040] 24 exhaust
turbocharger
* * * * *