Thermal Management System for Catalytic Converters

This invention relates to internal combustion engines for automotive vehicles having catalytic converters, and more particularly, to a thermal management system for such catalytic converters.

Conventional exhaust pipe arrangements are designed so that the exhaust gases from each bank of cylinders pass through separate exhaust pipes to catalytic converters. However, these arrangements have the disadvantage that when temperature control is desired, such as rapid heating of the converters, it is not practical to provide a variable length exhaust path to the catalytic converter because of packaging issues.

Accordingly, it is an object of the invention to provide an arrangement which avoids these disadvantages by providing an exhaust pipe with larger cross-section and considerable length combined with bypass pipes of smaller cross-section and shorter length for catalytic converter temperature control.

To achieve this object, the exhaust gases from cylinders on each side of a "V" type internal combustion engine are led by an exhaust manifold and an exhaust pipe the respective other side of the engine and to a catalytic converter, also located on said other side. A control valve unit is incorporated in each of the exhaust pipes by which the exhaust pipes can be shut off. In each case, a respective bypass pipe, having a substantially smaller cross-section than the exhaust pipes, is provided between the exhaust pipe of one bank of cylinders and the exhaust pipe of the other bank of cylinders. The bypass pipes connect the region of the exhaust pipes nearest to the exhaust manifold of the first bank of cylinders to a region near where the exhaust pipe for the second bank of cylinders opens into the respective catalytic converter, with the catalytic converter being located on the same side of the vehicle as the first bank of cylinders.

In this way, when rapid heating of the converter from one bank of cylinders is desired, the exhaust flow from this bank of cylinders is throttled and the exhaust gas is passed via a bypass pipe having a smaller cross-section directly to the exhaust pipe of the other bank of cylinders which opens directly into the respective converter. This same arrangement is provided for the other bank of cylinders. On the other hand, by routing the exhaust pipe of one bank of cylinders to the converter on the other side of the vehicle, the length of the exhaust pipe is increased in a desirable manner, thus increasing the cooling effect. However, the bypass pipes are kept desirably short.

If space is available in the vehicle, the exhaust pipes can be arranged behind the engine (from the point of view of direction of travel and seen from above). If, however, greater cooling during normal operation of the vehicle is required, the length of the exhaust pipes can be increased by arranging the exhaust pipes in front of the engine.

Advantageously, in both arrangements, the control valve units can be combined in one component. In addition, it is possible to combine the tailpipes at the end of the vehicle to form a single exhaust.

Embodiments of the invention are illustrated in the drawings, in which:

FIG. 1 is a perspective view of the exhaust arrangement of one embodiment according to the present invention;

FIG. 2 is a plan view of the arrangement shown in FIG. 1; and

FIG. 3 is a plan view of another embodiment according to the present invention.

In an exemplary embodiment of the invention illustrated particularly in FIGS. 1 and 2, internal combustion engine 1 includes cylinder banks 2 and 3, thereby shown in a "V" configuration and mounted in a vehicle (not shown) in a North-South configuration. A gear box 4 is located behind the engine 1 (south side). The exhaust gases from the engine 1 passes through exhaust manifolds 5 and 6, through coupling elements 7 and 8, to exhaust pipes 9 and 10, respectively.

The exhaust pipes 9 and 10 for the respective banks of cylinders 2 and 3 may run behind the engine (south side) to the other side of the engine 1 and then enter a respective catalytic converter 11 and 12 located on that side. The route of the exhaust pipes 9 and 10 is preferably below the engine 1 and gearbox 4. Those skilled in the art will recognize in view of this disclosure that a different engine layout, such as a transverse (east-west)mounted engine, may be used. In this case, the relative length of the main exhaust pipes 9 and 10 will be adjusted accordingly. In the embodiment shown in FIGS. 1 and 2, control valve units 17 and 18, respectively, which may be used to throttle exhaust flow in pipes 9 and 10 for temperature control in order to achieve rapid heating of the converters, for example, are arranged behind engine 1. Bypass pipes 15 and 16, are used as a short heat path to direct heated exhaust gas to converters 11 and 12, respectively. Bypass pipes 15 and 16 connect a region of pipes 9 and 10 near exhaust manifolds 5 and 6 of each bank of cylinders 2 and 3 to the exhaust pipe which is associated with the other bank of cylinders. Accordingly, the exhaust gases are led through the exhaust pipes from a manifold on one side of the engine to a converter on the opposite side of the engine, while the bypass pipe forms a direct and short path from the manifold on one side of the vehicle to the converter on the same side, with this converter being the main converter corresponding to the bank of cylinders on the opposite side of the engine.

In another exemplary embodiment of the invention, as shown in FIG. 3, exhaust pipes 21 and 22 are coupled to exhaust manifolds 19 and 20 and pass in front (north side) of the engine to the opposite side, where they are coupled to a respective converter on that side of the engine. As described with reference to FIGS. 1 and 2, bypass pipes 23 and 24 are coupled to pipes 21 and 22 to feed exhaust gas from one bank of cylinders to the catalytic converter corresponding to the other bank of cylinders for rapid heating. In addition, control valve 17 and 18 may be located in front of engine 1.

Bypass pipes 15, 16 and 23 and 24 are substantially shorter in length than exhaust pipes 5, 6, and 21, 22, and the bypass pipes have a substantially smaller cross-section than the exhaust pipe. In addition, exhaust pipes 13 and 14 may be joined to form a common exhaust.

While the best mode for carrying out the invention has been described in detail, those skilled in the art in which this invention relates will recognize various alternative designs and embodiments, including those mentioned above, in practicing the invention that has been defined by the following claims.