EXHAUST DEVICE FOR INTERNAL COMBUSTION ENGINE

Abstract: In an exhaust device for use in an internal combustion engine including a plurality of independent passages (26, 28, 30, 32) each connected to an exhaust port (16) of a cylinder (1, 2, 3, 4), at least one communicating passage (34) is provided to connect the independent passages (26, 28, 30, 32) to each other at points upstream of a junction where the independent passages (26,28, 30, 32) are joined together. The communicating passage (34) permits the exhaust gases from one cylinder to flow into the independent passages for the other cylinders, enabling to lower the gas temperature for the purpose of improving the fuel consumption.

Description: The present invention relates to an exhaust device for use in an internal combustion engine and, more particularly, to an exhaust device for a multiple cylinder engine in which an independent exhaust passage is provided for each cylinder. As is well known, a turbocharger has been used which is operated by exhaust gases from the engine, and which is a kind of supercharger for increasing the intake pressure to thereby increase volume of the suction air to be charged into the cylinder. The turbocharger has in the exhaust passage an exhaust gas turbine which is rotated by the exhaust gases to drive a pump for compressing the air. In the engine provided with the turbocharger, for improving charging response during lower speed driving of the engine the independent exhaust passages for respective cylinders should be somewhat of small diameter to decrease the volume of portions thereof upstream of the turbine, which however results in high temperature and high pressure of the exhaust gases in the high-speed, high-loaded engine conditions. When these high-temperature, high-pressure gases are directly supplied to the exhaust gas turbine, large thermal load is imposed on the turbine. On the other hand, also in the engine without turbocharger, i.e. natural aspiration engine, the exhaust gases become of high temperature and high pressure in the high-speed, high-loaded engine conditions so that there is the possibility that the exhaust manifold and an exhaust emission control device in the exhaust passage downstream of the manifold may be deteriorated prematurely. An attempt to solve this problem by enlarging the diameter of the exhaust passage would cause a disadvantageously large size of the exhaust device. Under the situation it has been considered necessary to set an air-fuel ratio richer than the theoretical air-fuel ratio, so that excessive amount of fuel which is not burned in the cylinder consumes energy of the exhaust gases when vaporized, resulting in lowering the temperature of the exhaust gases. This solution, however, involves not only a poor fuel consumption but also a decrease in torque due to the richer air-fuel ratio. Japanese Utility Model Laid-Open (Kokai) No. 59-148427 discloses an exhaust manifold having a partition which divides an internal passage of the manifold in such a manner as to avoid interaction of the exhaust gases from cylinders and in which is provided a communication port adapted to open when number of revolution of the engine exceeds a predetermined value. This proposed structure might lower the temperature of exhaust gases in some degree due to a decrease in gas pressure, but the lowering is still unsatisfactory. From the document FR-A-1 140 745 an exhaust device of an internal combustion engine comprising the features (a) and (b) of claim 1 is known, i.e. comprising: (a) a plurality of independent passages; each indepently connected to an exhaust port of a clyinder of said engine and leading to a junction of several independent passages; and (b) at least one communicating passage communicating at least two independent passages to each other at points upstream of said junction. In this known exhaust device the cross-section of each independent passage is the same upstream and downstream of the merging point with a communicating passage. The communicating passage merges in the independent passages either perpendicularly or with branches directed opposite to the exhaust port the respective independent passage is associated to. It is an object of the present invention to provide an exhaust device for an internal combustion engine which may lower temperature and pressure of exhaust gases in the high-speed, high-loaded engine conditions without the necessity of setting the air-fuel ratio richer. Another object of the invention is to provide an exhaust device which can improve fuel consumption without spoiling its durability. Subject matter of the invention is an exhaust device of a combustion engine, comprising: (a) a plurality of independent passages; each independently connected to an exhaust port of a cylinder of said engine and leading to a junction of several independent passages; and (b) at least one communication passage communicating at least two independent passages to each other at points upstream of said junction, characterized in (c) that said communicating passage comprises at least two branches , each branch bifurcating from an independent passage at one of said points and being directed towards said exhaust port at this point; and (d) that in a portion downstream of said point the equivalent diameter of said independent passage is smaller than upstream of said point. In the exhaust device thus constituted, a part of exhaust gases from one of the cylinders are discharged through the independent passage connected to that cylinder, while the other part of gases are discharged through the communicating passage and successively through the independent passage of at least one other cylinder. The communicating passage and the other independent passage(s)provide a longer distance for flow of the exhaust gases and remarkably increase a radiating surface, whereby the temperature of gases can be sufficiently lowered. Further, since the exhaust gases from one cylinder are distributed between the independent passage of that cylinder and the independent passage of at least one other cylinder via the communicating passage, the actual effective area for the flow of gases is increased to thereby reduce the passage resistance, which results in a reduction of the gas pressure and subsequent further lowering of the gas temperature. Other objects, features and advantages of the present invention will become apparent from the following detailed description thereof when taken in conjuction with the accompanying drawings. FIG. 1A is a schematic plan view showing an exhaust device for an engine according to a first embodiment of the present invention; FIG. 1B is a sectional view showing a part of the device in FIG. 1A; FIG. 2A is a schematic plan view of an exhaust device according to a second embodiment of the present invention; FIG. 2B is a sectional view showing a part of the device in FIG. 2A; FIG. 3 is a sectional view showing a part of an exhaust device according to a third embodiment of the present invention; FIG. 4 is a view similar to FIG. 3 showing a fourth embodiment of the present invention; FIG. 5 is a schematic plan view of the exhaust device according to a fifth embodiment of the present invention; FIG. 6 is a diagram showing relationship between degrees of opening of primary and secondary exhaust valves relative to a crank angle; FIGS. 7 and 8 are schematic plan views of the exhaust devices according to sixth and seventh embodiments, respectively, of the present invention; FIG. 9 is a schematic plan view of an exhaust comprising a different type of communicating passage. As far as the diameter of the independent passages downstream of the merging points with the communication passage is concerned, this exhaust device is not in accordance with the invention as claimed. FIGS. 10 and 11 are schematic plan views of the exhaust device according to ninth and tenth embodiments, respectively, of the present invention; FIGS. 12 A and B are diagrams showing relationship of temperature of exhaust gases and fuel consumption relative to air-fuel ratio; FIG. 13 is a schematic plan view showing a conventional exhaust device used in the tests; FIGS. 14 A and B are diagrams each showing fuel consumption relative to diameter of a communicating passage; and FIGS. 15 A and B are explanatory plan views of the devices used for measurement of the characteristics shown in FIG. 14. Referring first to FIG. 1 of the drawings, there is illustrated an exhaust device of the invention applied to a four-cylinder (#1 through #4) engine having a turbocharger. Each cylinder includes a piston 10 mounted in a cylinder block 12 for defining a combustion chamber 23 in cooperation with a cylinder head 18. Formed in the cylinder head 18 are intake and exhaust ports 14 and 16 which are adapted to open to the combustion chamber 23 through intake and exhaust valves 20 and 22, respectively. For discharging exhaust gases from the combustion chamber 23, each exhaust port 16 is connected to an exhaust passage 24 which, in the illustrated embodiment, comprises four independent passages 26, 28, 30 and 32 and a communicating passage 34. The independent passages are each separately connected at one end thereof to the exhaust port 16 of the respective cylinder and are joined together at the other ends so as to form a single passage 38 downstream of the junction. As clearly seen from the figures, the communicating passage 34 is provided to communicate the independent passages with each other at points upstream of the junction, that is, near the exhaust ports 16 in the illustrated embodiment. Each independent passage of this embodiment is formed to have a diameter smaller than a diameter of the communicating passage 34. A rotary-type valve 36 is provided in each branch of the communicating passage 34 bifurcating from the independent passage, so that the communication may be controlled according to the engine condition as described hereinafter. The rotational axes of the valves 36 are all aligned as seen from FIG. 1A. Provided in the downstream single portion 38 of the exhaust passage 24 is a turbine 40 adapted to be rotationally driven by the exhaust gases, and a bypass 42 is formed to have the gases bypass the turbine 40 when so desired. The bypass 42 is opened or closed by a waste gate valve 44 disposed therein. In the exhaust device constituted as above, the valves 36 are opened in the high-speed, high-loaded engine conditions. In this state, a part of the exhaust gases from one of the cylinders #1 through #4 is directly supplied to the turbine 40 through one of the independent passages 26, 28, 30 and 32 connected to the corresponding exhaust port 16 of the cylinder. At the same time, the other part of gases flows into the communicating passage 34 and then the other independent passages and are thereafter supplied to the turbine 40. For instance, when the exhaust gases are discharged from the exhaust port 16 of the cylinder #1, a part of gases is supplied to the turbine 40 directly through the independent passage 26 for the cylinder #1, and the other part of gases through the other independent passages 28, 30 and 32 for the cylinders #2 to #4 via the communicating passage 34. This increases the effective area for the flow of gases because the gases are discharged through the plural independent passages. Therefore, the passage resistance against the flow of gases is reduced, which involves a decrease in the exhaust gas pressure and a consequent lowering of the gas temperature. As the result, it becomes substantially no longer necessary to provide a rich air-fuel mixture into the combustion chamber 23, which has hitherto been carried out in order to lower the temperature of exhaust gases as discussed above, so that the fuel consumption can be reduced in the high-speed, high-loaded engine conditions. On the other hand, the valves 36 are closed or shut in the low-speed, low-loaded engine conditions. In that state, the exhaust gases from each of the cylinders #1 through #4 are led to the turbine 40 through only one of the independent exhaust passages 26, 28, 30 and 32 connected to the corresponding exhaust port 16. Thus, by forming each independent passage to have a desired small diameter, the exhaust gases are restrained from expanding and their flow velocity is maintained until they reach the turbine 40 for providing the energy thereto. Accordingly, high dynamic charging effect can be obtained, and the torque and accelerating response at low speeds can be improved. In the above embodiment, boost can be controlled by the waste gate valve 44 in the bypass 42, and it is also possible to control the boost by gradually opening the valves 36 and by the waste gate valve 46 after the valves 36 are fully opened. In a second embodiment of the present invention illustrated in FIG. 2, a communicating passage comprises a first passage 50 which communicates the two independent passages 26 and 32 for the respective cylinders #1 and #4 with each other, and a second passage 52 which communicates the other two independent passages 28 and 30 for the respective cylinders #2 and #3 with each other. This structure has an additional advantage that there is no interaction between the exhaust gases discharged from the cylinders #1 through #4. It is to be noted here that when a communicating passage is divided into plural ones, each passage should communicate a group of independent passages in such a manner that each group exhausts alternately, to thereby prevent the interaction of exhaust gases. Thus, an application of the plural communicating passage structure is not limited to the four-cylinder engine. Instead of the valves 36 provided in each branch of the communicating passages 50 and 52 in the second embodiment, a single valve may be provided in the intermediate portion of each communicating passage. In that case, the structure can be simplified. An exhaust device illustrated in FIG. 3 is different from the device of FIG. 1 in that a swing-arm type valve 60 is provided instead of the rotary type valve 36, which valve 60 is adapted to open or close an opening of the exhaust port 16 for controlling the communication between the independent passage 26, 28, 30 or 32 and the communicating passage 34. The arm type valve 60 may have better reliability than the rotary type valve has. In an embodiemnt of FIG. 4, a communicating passage 62 is secured to each cylinder head 18 through a gasket 64 and has a double wall structure to define therebetween a space 66 in which circulates cooling water 68 used in the cylinder head 18. This can remarkably promote the lowering of temperature and pressure of the exhaust gases to be supplied to the turbine 40. FIG. 5 shows another modification of the present invention applied to a so-called twin-scroll turbocharger in which independent passages 70 and 72 for cylinders #1 and #2 are joined together to form a first combined passage 82 and independent passages 74 and 76 for cylinders #3 and #4 are also joined together to form a second combined passage 84, and in which these two combined passages separately extend to the turbine 40. Also, each of the cylinders #1 through #4 is provided with two exhaust valves, namely primary valve P and secondary valve S. The primary valve P is located closer to a branch of a communicating passage 78 and is arranged to open earlier than the secondary valve S as shown in FIG. 6. Thus, the high-pressure, high-temperature blowdown gases effectively flow into the communicating passage 78 by fully opening the primary valves P earlier than the secondary valves S, resulting in a greater decrease in pressure and temperature of the exhaust gases. In the above embodiemnt, each of the cylinders #1 through #4 is not individually provided with a valve, but only a single valve 80 is provided within the communicating passage 78 at a position between the two groups of the cylinders, i.e. cylinders #1 and #2 and cylinders #3 and #4, each group being connected to each combined passage so that the control mechanism is simplified without significantly impairing a response of the turbocharger. An exhaust device in FIG. 7 is illustrated as applied to a six-cylinder (#1 through #6) engine provided with two separate turbines 86 and 88, i.e. a so-called twin turbo engine, in which the turbine 86 is arranged to be driven by the exhaust gases from independent passages 90, 92 and 94 for the cylinders #1 to #3, respectively, and the other turbine 88 is from independent passages 96, 98 and 100 for the cylinders #4 to #6, respectively. Although a communicating passage 102 is shown as having six valves 36 mounted in six branches, these valves 36 may be replaced by a single valve mounted within the communicating passage 102 at a position between the two groups of cylinders connected to the respective turbines. FIG. 8 shows another modification of the invention applied to the twin scroll turbocharger as in the FIG. 5 embodiment. In this embodiment, however, independent passages 120 and 126 for the respective cylinders #1 and #4 are combined together to form one scroll, while independent passages 122 and 124 for the respective cylinders #2 and #3 are also combined together to form another scroll. Two communicating passages 110 and 112 are provided, one (110) communicating the independent passages 120 and 122 each other and the other (112) communicating the independent passages 124 and 126. It should be understood that the devices shown in FIGS. 5, 7 and 8 can attain the advantages of the invention without spoiling the known advantages of the twin scroll turbocharger or twin turbo engine. FIG. 9 illustrates an exhaust device which is not in accordance with the invention, but serves to elucidate a further type of communicating passage. The exhaust system is applied to a turbocharged engine having four cylinders, in which independent passages 140 and 146 for the respective cylinders #1 and #4 are formed to have a diameter smaller than a diameter of independent passages 142 and 144 for the cylinders #2 and #3 positioned between the cylinders #1 and #4. A single communicating passage 148 is provided to communicate only the two independent passages, i.e. passages 140 and 146, positioned farthest from each other. Thus, the exhaust gases from the cylinders #2 and #3, which are situated closer to the turbine 40 than the cylinders #1 and #4 are, are quickly supplied to the turbine 40 through their respective passages 142 and 144 so that a charging response may be maintained in a sufficient level. The independent passages 140 and 146 for the cylinders #1 and #4 are formed small in diameter in order to prevent expansion of the exhaust gases during the relatively long travel to the turbine 40, but the communicating passage 148 having a large length can radiate the heat to thereby lower the gas temperature. Depending on the diameters of the independent passages 140 and 146 and of the communicating passage 148, valves such as 36 in the above embodiments may be omitted, which can further simplify the structure. It is to be noted that in any of the above embodiments provision of the valve for closing the communicating passage is not essential, particularly for the purpose of improving fuel consumption in the high-speed, high-loaded engine conditions. The invention may also be applicable to an engine with no turbocharger, i.e. to a naturally aspirated engine, and several examples thereof will be described below. FIG. 10 shows one example of the present device applied to a naturally aspirated engine in which independent passages 160, 162, 164 and 166 are communicated to each other through a communicating passage 168. Also, FIG. 11 shows another example of the device applied to a naturally aspirated engine in which independent passages 170 and 176 for cylinders #1 and #4, of which exhaust strokes are not continuous, are communicated by a passage 178, and the remaining independent passages 172 and 174 for cylinders #2 and #3, of which exhaust strokes also are not continuous, are communicated by another passage 179, as in the FIG. 2 embodiment. These exhaust devices enable to lower the gas temperature due to provision of the communicating passages. The applicants herein conducted tests in order to see the relationship between the gas temperature and fuel consumption, with using the devices of FIGS. 10 and 11 and, for comparative purpose, a conventional exhaust device as shown in FIG. 13. The test results are indicated in diagrams of FIGS. 12A and B, in which gas temperatures marked with X are values measured in the conventional device, with white circles are in the device of FIG. 10 and with black circles are in the device of FIG. 11, and in which lines A show variations of gas temperature measured at Point A near the exhaust port in the devices while lines B show variations measured at Point B in the downstream portion 38 where the independent passages are all joined together. The passage wall made of material which is typically employed for the exhaust manifold has a heat resistance up to about 850°C. As clearly seen from FIG. 12A, in the conventional exhaust device the temperature (marked with X) at Point B reached the limit of 850°C when the air-fuel ratio exceeded about 13, and therefore the air-fuel mixture could not be made still leaner. In this connection, it should be noted that the temperatures (average temperatures) at Point B were higher than the temperatures at Point A because the exhaust gases continuously flowed in the combined portion 38. On the other hand, the temperature (marked with white circle) in the device of FIG. 10 did not reach the limit of 850°C until the air-fuel ratio approached 14, which enables to improve the fuel consumption by about 4% compared with the conventional device. In the FIG. 10 device the temperatures at Point A were higher than those at Point B because the communicating passage 168 continuously supplied the exhaust gases from the other cylinders to Point A which was near the exhaust port 16. Meanwhile, the temperatures (marked with black circle) in the FIG. 11 device were found below the limit at both Points A and B even when the air-fuel ratio was approximated to 15, i.e to the theoretical ratio. Accordingly, by setting a critical air-fuel ratio to around 15, the fuel consumption can be improved by about 12% compared with the conventional device, as indicated in FIG. 12B. Thus, the FIG. 11 device was able to lower the exhaust gas temperature relative to the air-fuel ratio more than the FIG. 10 device could. This is because of the less amount of gasses flowing into Point A in the FIG. 11 device in which one communicating passage connects two of the four independnent passages with each other. For the same reason, the temperatures were higher at Point B than at Point A. It may be understood that when the present device is applied to the naturally aspirated engine as illustrated in FIGS. 10 and 11 valves need not be provided in the communicating passage for closing the same. In connection with the naturally aspirated engine, it is particularly preferred to provide the communicating passages in such a manner that each passage communicates the independent passages for those cylinders of which exhaust strokes substantially do not overlap, so that interaction of the exhaust gases may be prevented. In order to see how the fuel consumption varies according to a dimensional change of the communicating passage, the applicants prepared two sample devices as shown in FIG. 15. The exhaust device of FIG. 15A is substantially the same as that of FIG. 5 and was applied to a turbocharged engine (1.6 liter with four cylinders) having one exhaust valve for each cylinder, and the exhaust device of FIG. 15B had the substantially same structure as that of FIG. 11 and was applied to a naturally aspirated engine (2.0 liter with four cylinders). In each device, a diameter of the independent passage is indicated as D₁ while a diameter of the communicating passage is indicated as D₂. The exhaust manifold in FIG. 15A had a capacity of 300cm³ (except the communicating passage 78) with each independent passage of 25mm equivalent diameter (D₁), and the manifold in FIG. 15B had a capacity of 500cm³ (except the communicating passages 178 and 179) with each independent passage of 28mm equivalent diameter (D₁). Tests were conducted to measure the fuel consumption while changing the equivalent diameter D₂ of the communicating passage, and test results are illustrated in FIG. 14. As apparent from FIG. 14A, in the turbocharged engine fuel consumption ratio began to decrease remarkably when D₂ was set to about one half of D₁, and became substantially constant after D₂ approximated D₁. Accordingly, in case of turbocharged engines it is preferred that the communicating passage has a diameter D₂ over one half (1/2) of a diameter D₁ of the independent passage and, more preferably, the diameter D₂ should approximate or even exceed the diameter D₁. On the other hand, in the naturally aspirated engine remarkable improvement in fuel consumption ratio began to be observed when D₂ was about one quarter of D₁, and became substantially constant after D₂ approximated one half of D₁ as seen from FIG. 14B. Accordingly, in case of naturally aspirated engines the communicating passage should preferably have a diameter D₂ over one quarter (1/4) of a diameter D₁ of the independent passage and, more preferably, the diameter D₂ should be more than one half (1/2) of the diameter D₁. The communicating passage is branched off the independent passage preferably in such a manner that the exhaust gases, when flowing into the independent passage from the branch, flows in the upstream direction, i.e. toward the exhaust port. As discussed above, it is necessary to provide the openings, through which the communicating passage is connected to the independent passages, at positions upstream of a first junction where all or some of the independent passages are first joined together. It is preferred in this connection that a distance between the exhaust port 16 and the opening of communicating passage (indicated as L₂ in FIG. 15), is less than one half (1/2) of a distance between the exhaust port and the first junction (L₁) so that the gases may flow into the communicating passage immediately after discharged from the exhaust port.

Claims: An exhaust device of an internal combustion engine, comprising: (a) a plurality of independent passages (26, 28, 30, 32; 70, 72, 74, 76; 90, 92, 94, 96, 98, 100; 120, 122, 124, 126; 140, 142, 144, 146; 160, 162, 164, 166; 170, 172, 174, 176) each independently connected to an exhaust port (16) of a cylinder (#1, #2, #3, #4; #1, #2, #3, #4, #5, #6) of said engine and leading to a junction of several independent passages; and (b) at least one communicating passage (34; 50, 52; 62; 78; 102; 110, 112; 148; 168; 178, 179) communicating at least two independent passages to each other at points upstream of said junction, characterized in (c) that said communicating passage comprises at least two branches, each branch bifurcating from an independent passage at one of said points and being directed towards said exhaust port at this point; and (d) that in a portion downstream of said point the equivalent diameter of said independent passage is smaller than upstream of said point. An exhaust device as claimed in claim 1, characterized in that said communicating passage (34; 50, 52; 62; 78; 102; 168; 178, 179) comprises a long passage (34; 50; 62; 78; 102; 148; 168; 178) communicating at least the independent passages (26, 32; 70, 76; 140, 146; 160, 166; 170, 176) for the cylinders of which the exhaust strokes substantially do not overlap with each other and which are positioned remotest from each other. An exhaust device as claimed in claim 2, characterized in that said long passage (148) communicates the said two independent passages (140, 146) only. An exhaust device as claimed in any one of claims 1 to 3, characterized in that the exhaust device comprises a plurality of communicating passages (50, 52; 110, 112; 178, 179) and that each said passage communicates a group of said independent passages for the cylinders of which the exhaust strokes substantially do not overlap with each other. An exhaust device as claimed in any one of claims 1 to 4, characterized in that adjacent independent passages (142, 144) are not communicated with each other by a communicating passage (148). An exhaust device as claimed in any one of claims 1 to 5, characterized in that the distance (L₂) between each said exhaust port (16) and each said relating point is less than 50% of the distance (L₁) between said exhaust port and said junction of said independent passages (70, 72, 74, 76; 170, 172, 174, 176). An exhaust device as claimed in any one of claims 1 to 6, characterized in that said engine is a naturally aspirated engine and that said communicating passage (178, 179) has an equivalent diameter (D₂) of more than 25% of an equivalent diameter (D₁) of said independent passage (170, 172, 174, 176) downstream of said points. An exhaust device as claimed in any one of claims 1 to 7, characterized in that said communicating passage (62) is secured to the cylinder head (18) of said engine with a gasket (64) interposed therebetween and that said communicating passage has a double wall defining therebetween a cooling water circulation space (66) communicating with the cooling water in said cylinder head. An exhaust devive as claimed in any one of claims 1 to 8, characterized in that each said cylinder of said engine is provided with a plurality of exhaust valves (22) and that the exhaust valve (P) positioned at the side closer to said communicating passage (78) is adapted to open at timings earlier than the other exhaust valve (S). An exhaust device as claimed in any one of claims 1 to 9, characterized in that said engine is equipped with at least one exhaust turbo-supercharger (40; 86, 88). An exhaust device as claimed in claim 10, characterized in that said independent passages (70, 72, 74, 76) are combined at said junction to form two extensions (82, 84) which separately lead the exhaust gases to the turbine (40). An exhaust device as claimed in claim 10 or 11, characterized in that at least one of said independent passages (142, 144) for a cylinder positioned closer to the turbine (40) is not connected to said communicating passage (148). An exhaust device as claimed in claim 12, characterized in that said independent passages (140, 146) connected to said communicating passage (148) have a diameter smaller than the diameter of said at least one independent passage (142, 144). An exhaust device as claimed in any one of claims 10 to 13, characterized in that said exhaust turbo-supercharger includes two separately arranged turbines (86, 88) and that said independent passages (90, 92, 94; 96, 98, 100) are divided into two groups each for leading the exhaust gases to one of said turbines. An exhaust device as claimed in any one of claims 10 to 14, characterized in that said communicating passage includes valve means (36; 60; 80) for controlling the communication between said independent passages, said valve means being opened for achieving the communication in high-speed and high loaded engine conditions. An exhaust device as claimed in claim 15, characterized in that said valve means comprises a plurality of valves (36; 60) each mounted at said point where said independent passage is connected to said communicating passage. An exhaust device as claimed in claim 15, characterized in that said valve means comprises a single valve (80) mounted in the middle of said communicating passage (78). An exhaust device as claimed in any one of claims 15 to 17, characterized in that said valve means comprises a rotary valve (36). An exhaust device as claimed in any one of claims 15 to 17, characterized in that said valve means comprises a swing valve (60) pivoted at one end thereof. An exhaust device as claimed in any one of claims 10 to 19, characterized in that said communicating passage (78) has an equivalent diameter (D₂) of more than 50% of the equivalent diameter (D₁) of said independent passages (70, 72, 74, 76) downstream of said points.

Inventors: HINATASE, FUMIO, HITOMI, MITSUO, UMEZONO, KAZUAKI
Applicants: MAZDA MOTOR CORPORATION
Application year: 1987
Main classification: F02B37
IPC codes: F02B27, F02B37, F01N13