CN115280005B - Noise suppressing device - Google Patents
Noise suppressing device Download PDFInfo
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- CN115280005B CN115280005B CN202180020116.XA CN202180020116A CN115280005B CN 115280005 B CN115280005 B CN 115280005B CN 202180020116 A CN202180020116 A CN 202180020116A CN 115280005 B CN115280005 B CN 115280005B
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- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 50
- 230000001629 suppression Effects 0.000 claims abstract description 20
- 238000007599 discharging Methods 0.000 claims abstract description 4
- 230000006835 compression Effects 0.000 claims description 45
- 238000007906 compression Methods 0.000 claims description 45
- 230000001902 propagating effect Effects 0.000 claims description 14
- 101100494448 Caenorhabditis elegans cab-1 gene Proteins 0.000 description 22
- 238000000034 method Methods 0.000 description 4
- 230000000903 blocking effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000012805 post-processing Methods 0.000 description 3
- 230000008929 regeneration Effects 0.000 description 3
- 238000011069 regeneration method Methods 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 230000015556 catabolic process Effects 0.000 description 2
- 238000006731 degradation reaction Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000000644 propagated effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000004590 computer program Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
- F02D9/06—Exhaust brakes
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Exhaust Silencers (AREA)
Abstract
Provided is a noise suppression device that suppresses noise transmitted to a cab. The noise suppression device is provided with: an acquisition unit that acquires operation information of an engine brake that obtains braking force by discharging compressed air from within a vehicle engine to an exhaust pipe; an upstream valve which is disposed in the extended portion of the exhaust pipe at a position closer to the engine than the central portion, and which adjusts the opening degree of an exhaust passage that guides exhaust gas discharged from the engine to a discharge port; and a valve control unit that determines whether or not the engine brake is activated based on the operation information acquired by the acquisition unit, and when it is determined that the engine brake is activated, controls the upstream valve so as to reduce the opening of the exhaust passage as compared with a case where the engine brake is not activated.
Description
Technical Field
The present disclosure relates to noise suppression devices.
Background
Conventionally, for example, in a vehicle such as a commercial vehicle, a technique for improving braking force by using an engine brake such as a compression release brake in addition to a friction brake has been put into practical use. The compression release brake discharges the compressed air in the cylinder to the exhaust pipe in the vicinity of the top dead center in the compression stroke of the engine, thereby releasing the pressure energy, and thus can obtain a high braking force.
However, the compression release brake may generate noise due to the discharge of the compressed air to the exhaust pipe.
Accordingly, as a technique for suppressing noise of the compression release brake, for example, patent document 1 discloses a compression release brake device capable of suppressing noise generated when the brake is operated. In this compression release brake device, an on-off valve is disposed in an EGR pipe connecting an exhaust pipe and an intake pipe, and the on-off valve prevents inflow of compressed air into the EGR pipe, thereby suppressing noise.
Prior art literature
Patent literature
Patent document 1: japanese patent application laid-open No. 2014-37779.
Disclosure of Invention
Problems to be solved by the application
However, the device of patent document 1 is a device that suppresses noise generated in the EGR pipe, and it is difficult to suppress noise generated in an extension portion of the exhaust pipe extending from the engine to the exhaust port. Noise generated in the extension portion of the exhaust pipe may be reflected by the exhaust port or the like and returned to the engine side, and the noise may be propagated to the cab through the engine.
An object of the present disclosure is to provide a noise suppression device that suppresses noise propagating to a cab.
Means for solving the problems
The noise suppression device of the present disclosure includes: an acquisition unit that acquires operation information of an engine brake that obtains braking force by discharging compressed air from within a vehicle engine to an exhaust pipe; an upstream valve which is disposed in the extended portion of the exhaust pipe at a position closer to the engine than the central portion, and which adjusts the opening degree of an exhaust passage that guides exhaust gas discharged from the engine to a discharge port; and a valve control unit that determines whether or not the engine brake is activated based on the operation information acquired by the acquisition unit, and when it is determined that the engine brake is activated, controls the upstream valve so as to reduce the opening of the exhaust passage as compared with a case where the engine brake is not activated.
Effects of the application
According to the present disclosure, noise propagating to the cab can be suppressed.
Drawings
Fig. 1 is a diagram showing a structure of a vehicle provided with a noise suppression device according to embodiment 1 of the present disclosure.
Fig. 2 is a graph showing the magnitude of noise caused by the compression-release brake operation.
Fig. 3 is a diagram showing a structure of the noise suppression device according to embodiment 2.
Fig. 4 is a diagram showing a structure of the noise suppression device according to embodiment 3.
Detailed Description
Embodiments described in the present disclosure are described below with reference to the drawings.
Fig. 1 shows a structure of a vehicle provided with a noise suppression device according to embodiment 1 of the present disclosure. The vehicle includes a cab 1, an engine 2, an exhaust pipe 3, an operation unit 4, an engine control unit 5, and a noise suppression device 6. The operation unit 4, the engine control unit 5, and the engine 2 are connected in this order, and the operation unit 4 and the engine control unit 5 are connected to the noise suppression device 6, respectively. The vehicle may be a commercial vehicle such as a truck.
The cab 1 is for a rider to ride on, and is disposed in front of a vehicle.
The engine 2 drives the vehicle and is disposed below the cab 1. The engine 2 is, for example, a diesel engine of a four-stroke engine.
The exhaust pipe 3 is formed to extend in the vehicle front-rear direction, with a front end portion connected to an exhaust port of the engine 2, and a discharge port 3a formed at a rear end portion. An exhaust passage 3b for guiding exhaust gas discharged from the engine 2 to the exhaust port 3a is formed in the exhaust pipe 3. Further, a post-processing unit 7 is disposed near the exhaust port 3a of the exhaust pipe 3.
The post-treatment unit 7 purifies the exhaust gas, and is provided with a diesel particulate filter or the like, for example.
The operation unit 4 is for a driver to operate the vehicle, and is disposed in a driver seat of the cab 1. The operation unit 4 includes, for example, a brake switch for operating an accelerator of the engine 2 and operating a compression release brake.
The engine control unit 5 controls the engine 2 according to the operation of the operation unit 4, and controls the rotation speed of the engine 2 according to the opening degree of an accelerator, for example.
The noise suppression device 6 has an acquisition unit 8 connected to the operation unit 4 and the engine control unit 5, and the acquisition unit 8 is connected to an upstream valve 10 via a valve control unit 9.
The acquisition section 8 acquires the operation information of the compression release brake from the operation section 4, and acquires the rotation speed of the engine 2 from the engine control section 5.
The upstream valve 10 is a member for adjusting the opening degree of the exhaust passage 3b of the exhaust pipe 3, has a plate shape corresponding to the size of the exhaust passage 3b, and is disposed rotatably about a rotation axis orthogonal to the exhaust pipe 3. That is, the upstream side valve 10 adjusts the opening degree of the exhaust passage 3b by rotating about the rotation axis. The upstream valve 10 is disposed near the engine 2 at an extended portion of the exhaust pipe 3, that is, at a portion extending continuously from the engine 2 to the exhaust port 3a. Specifically, the upstream valve 10 is disposed immediately behind the turbocharger of the engine 2 in the exhaust direction, that is, in the vicinity of the tip end portion of the extension portion of the exhaust pipe 3 that is not cut and that is directly connected to the exhaust port 3a.
Here, the upstream side valve 10 may be constituted by an exhaust throttle valve provided for throttling exhaust gas during regeneration processing of the diesel particulate filter of the post-processing portion 7, warm-up operation of the engine 2, and the like. For example, in the regeneration process of the diesel particulate filter, in order to efficiently burn the particulate matter adhering to the diesel particulate filter, the exhaust throttle valve is closed and the temperature in the exhaust pipe is raised.
The valve control unit 9 determines whether or not the compression release brake is activated based on the activation information of the compression release brake acquired by the acquisition unit 8. The valve control unit 9 determines whether the rotation speed of the engine 2 acquired by the acquisition unit 8 is within a predetermined range set in advance. Then, when the compression release brake is on and the rotation speed of the engine 2 is within a predetermined range, the valve control unit 9 controls the upstream side valve 10 to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3.
The functions of the engine control unit 5, the acquisition unit 8, and the valve control unit 9 can also be realized by a computer program. For example, the reading device of the computer reads the program from the recording medium in which the program for realizing the functions of the engine control unit 5, the acquisition unit 8, and the valve control unit 9 is recorded, and stores the program in the storage device. Then, the CPU (Central Processing Unit ) copies the program stored in the storage device to the RAM (Random Access Memory ), and sequentially reads out and executes commands included in the program from the RAM, thereby realizing the functions of the engine control unit 5, the acquisition unit 8, and the valve control unit 9.
Next, the operation of the present embodiment will be described.
First, as shown in fig. 1, the driver operates the operation unit 4, and the operation signal is input to the engine control unit 5. Then, the engine control unit 5 controls driving of the engine 2 based on the operation signal to drive the vehicle. At this time, when the compression release brake is operated to brake the vehicle, the driver operates the operation unit 4 to turn on the brake switch and release the accelerator to zero the opening degree. The operation information indicating the operation of the compression release brake is input to the engine control unit 5, and the engine control unit 5 controls the engine 2 so that the compression release brake is operated. This makes it possible to brake the vehicle by the compression release brake.
At this time, the operation unit 4 also outputs operation information indicating the operation of the compression release brake to the acquisition unit 8 of the noise suppression device 6. The engine control unit 5 outputs the rotation speed of the engine 2 to the acquisition unit 8.
When the operation information output from the operation portion 4 and the rotation speed of the engine 2 output from the engine control portion 5 are input to the acquisition portion 8, the acquisition portion 8 outputs the operation information and the rotation speed of the engine 2 to the valve control portion 9.
Then, the valve control unit 9 determines whether or not the compression release brake is operated based on the operation information input from the acquisition unit 8. The valve control unit 9 can determine that the compression release brake is operated when, for example, the brake switch is in the on state.
In this case, the valve control unit 9 preferably determines whether or not the compression release brake is activated based on the plurality of pieces of operation information. For example, when the brake switch is on and the accelerator opening is zero, the valve control unit 9 can determine that the compression release brake is on. In this way, the valve control unit 9 can determine whether or not the compression release brake is operated with high accuracy by performing determination based on the plurality of pieces of operation information.
When it is determined that the compression release brake is on, the valve control unit 9 determines whether or not the rotation speed of the engine 2 input from the acquisition unit 8 is within a predetermined range.
In general, noise caused by the compression-release brake operation is generated by the compressed air in the cylinder of the engine 2 being discharged into the exhaust pipe 3. Here, it is found that, when the rotation speed of the engine 2 is within a predetermined range, the heavy bass sound such as clunk increases sharply after examining the noise caused by the compression release brake operation. For example, it is considered that the noise S1 increases sharply due to resonance or the like when the noise S generated in the generation region a near the center of the exhaust pipe 3 propagates toward the exhaust port 3a and then is reflected at the exhaust port 3a and propagates toward the engine 2. When such a large noise S1 propagates through the exhaust pipe 3 toward the engine 2, the noise S1 may propagate to the cab 1 disposed above the engine 2, and the cab 1 may be exposed to the noise S1.
Therefore, when the compression release brake is applied and the rotation speed of the engine 2 is within the predetermined range, the valve control unit 9 controls the upstream side valve 10 to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 as compared with the case where the compression release brake is not applied. As a result, the noise S1 traveling toward the engine 2 in the exhaust pipe 3 is blocked by the upstream valve 10, and therefore the amount of noise traveling toward the cab 1 can be reliably suppressed.
In fact, fig. 2 shows the result of measuring the magnitude of noise S caused by the compression release brake operation in the case of being blocked by the upstream side valve 10 and in the case of being not blocked.
As a result, when the upstream valve 10 is not blocked, the noise S1 in which the noise amount increases sharply is detected in the rotation speed range R1 of the engine 2. In addition, noise S2 having a smaller noise level than noise S1 is detected in rotational speed range R2 of engine 2. The noise S1 is considered to be a noise that increases sharply due to resonance or the like of the noise S generated in the generation region a. In addition, the noise S2 is considered to be caused by vibration of each portion including the generation region a.
On the other hand, it is found that when the upstream valve 10 is blocked, the noise level of the noise S1 is greatly suppressed. Further, it is found that the blocking by the upstream side valve 10 can suppress the noise level of the noise S2.
That is, when the rotation speed of the engine 2 is within the range R1, the valve control unit 9 controls the upstream valve 10 so as to reduce the opening of the exhaust path 3b of the exhaust pipe 3, thereby blocking the noise S1 and reliably suppressing the amount of noise transmitted to the cab 1. When the rotation speed of the engine 2 is within the range R2, the valve control unit 9 controls the upstream valve 10 so as to reduce the opening of the exhaust passage 3b of the exhaust pipe 3, thereby blocking the noise S2 and more reliably suppressing the amount of noise transmitted to the cab 1.
At this time, the valve control unit 9 controls the upstream valve 10 by limiting the rotation speed of the engine 2 to the range R1 and the range R2, and therefore, the frequency of use of the upstream valve 10 can be reduced, and degradation of the upstream valve 10 can be suppressed. Therefore, even if the upstream side valve 10 is constituted by an exhaust throttle valve, that is, even when used together with the regeneration process of the post-processing portion 7, the warm-up operation of the engine 2, and the like, deterioration of the upstream side valve 10 can be suppressed.
The valve control unit 9 may control the upstream valve 10 to reduce the opening of the exhaust passage 3b only when the rotational speed of the engine 2 is in the range R1, without reducing the opening of the exhaust passage 3b of the exhaust pipe 3 when the rotational speed of the engine 2 is in the range R2. This can reliably suppress degradation of the upstream valve 10.
In addition, the exhaust pipe 3 of the commercial vehicle is generally formed longer. Since the noise S generated in the generation region a increases according to the length of the exhaust pipe 3, the noise S tends to increase in the commercial vehicle, and accordingly the noise S1 may also increase. Therefore, by disposing the noise suppression device 6 in the exhaust pipe 3 of the commercial vehicle, the large noise S1 can be effectively suppressed.
The upstream valve 10 is disposed at a position closer to the engine 2 than the central portion of the extension portion of the exhaust pipe 3. Therefore, not only noise propagating through the exhaust pipe 3 toward the engine 2, that is, noise reflected by the exhaust port 3a, but also noise propagating from the generation region a directly toward the engine 2 can be blocked, and noise propagating toward the cab 1 can be reliably suppressed.
The upstream valve 10 is disposed near the engine 2, specifically, immediately behind the turbocharger. Therefore, all noise propagating to the engine 2 through the exhaust pipe 3 can be blocked, and noise propagating to the cab 1 can be suppressed more reliably.
The upstream valve 10 may be disposed at a position that is offset to the outside of the cab 1, that is, to the rear of the vehicle from the cab 1. This can reliably suppress noise transmitted to the cab 1.
In this way, it is possible to suppress the propagation of the noises S1 and S2 to the cab 1, and brake the vehicle by compressing the release brake.
At this time, the valve control unit 9 controls the upstream side valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3, and thus can increase the braking force of the compression release brake.
According to the present embodiment, when it is determined that the compression release brake is activated, the valve control unit 9 controls the upstream side valve 10 to reduce the opening degree of the exhaust passage 3b as compared with the case where the compression release brake is deactivated, and thus can suppress the noise S1 and S2 transmitted to the cab 1.
(embodiment 2)
Embodiment 2 of the present disclosure will be described below. Here, differences from embodiment 1 will be mainly described, and common reference numerals are used for common points with embodiment 1, and detailed description thereof will be omitted.
In embodiment 1 described above, the valve control unit 9 controls the upstream valve 10 based on the operation information of the compression release brake and the rotation speed of the engine 2, but the present application is not limited to this, as long as the upstream valve 10 is controlled when the compression release brake is operated.
For example, as shown in fig. 3, a temperature sensor 21 can be newly disposed in the exhaust pipe 3 of embodiment 1.
The temperature sensor 21 is disposed near the central portion in the extending direction of the exhaust pipe 3, and detects the temperature of the exhaust path 3b. That is, the temperature sensor 21 detects the temperature of the generation region a. The temperature sensor 21 is connected to the acquisition unit 8, and sequentially outputs the temperature of the exhaust pipe 3 to the acquisition unit 8.
With this configuration, the acquisition unit 8 acquires the operation information of the compression release brake from the operation unit 4, acquires the rotation speed of the engine 2 from the engine control unit 5, and further acquires the temperature of the exhaust pipe 3 from the temperature sensor 21.
Then, the valve control unit 9 determines whether or not the compression release brake is activated based on the activation information of the compression release brake acquired by the acquisition unit 8, as in embodiment 1. When it is determined that the compression release brake is on, the valve control unit 9 calculates the timing of reducing the opening of the exhaust passage 3b of the exhaust pipe 3 based on the rotation speed of the engine 2 and the temperature of the temperature sensor 21.
In general, the state of noise S propagating from the generation region a varies according to the temperature of its propagation environment. Therefore, in fig. 2, the ranges R1 and R2 in which the noises S1 and S2 are generated may be shifted to different rotational speeds according to the temperature of the propagation environment thereof.
Therefore, the valve control section 9 calculates the ranges R1 and R2 in which the noises S1 and S2 are generated based on the temperature detected by the temperature sensor 21. For example, the valve control unit 9 can store a table showing changes in the ranges R1 and R2 of the noises S1 and S2 corresponding to the temperature of the exhaust pipe 3 in advance, and calculate the ranges R1 and R2 based on the stored table.
Thus, the valve control unit 9 controls the upstream side valve 10 to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is within the calculated ranges R1 and R2.
In this way, the valve control unit 9 changes the timing of reducing the opening of the exhaust passage 3b by the upstream side valve 10 in accordance with the temperature of the exhaust pipe 3 detected by the temperature sensor 21, and thus can reliably suppress the noise S1 and S2 propagating to the cab 1.
In addition, when the rotational speed of the engine 2 is in the ranges R1 and R2, the valve control unit 9 controls the upstream side valve 10 to reduce the opening of the exhaust path 3b of the exhaust pipe 3, so that the amount of noise transmitted to the cab 1 can be suppressed more reliably.
Further, since the temperature sensor 21 is disposed near the central portion of the exhaust pipe 3, the temperature of the environment in which the noise S propagates can be reliably detected, and the timing of reducing the opening of the exhaust passage 3b can be calculated with high accuracy.
According to the present embodiment, the valve control portion 9 changes the timing of reducing the opening of the exhaust passage 3b of the exhaust pipe 3 by the upstream side valve 10 according to the temperature of the exhaust pipe 3, so that the noise S1 and S2 propagating to the cab 1 can be suppressed more reliably.
Embodiment 3
Embodiment 3 of the present disclosure will be described below. Here, the differences from embodiments 1 and 2 will be mainly described, and common reference numerals are used for common points with embodiments 1 and 2, and detailed description thereof will be omitted.
In embodiments 1 and 2 described above, one upstream side valve 10 is disposed in the exhaust pipe 3, but a plurality of valves may be disposed in the exhaust pipe 3.
For example, as shown in fig. 4, a downstream valve 31 may be disposed in the exhaust pipe 3 of embodiment 1, and a noise sensor 32 may be disposed in the vicinity of the cab 1.
The downstream valve 31 is a member for adjusting the opening of the exhaust passage 3b of the exhaust pipe 3, and has a plate shape corresponding to the size of the exhaust passage 3b, and is disposed rotatably about an axis orthogonal to the exhaust pipe 3, similarly to the upstream valve 10. Here, the downstream valve 31 is disposed in the vicinity of the discharge port 3a in the extension portion of the exhaust pipe 3. The downstream valve 31 is connected to the valve control unit 9, and adjusts the opening of the exhaust passage 3b under the control of the valve control unit 9.
The noise sensor 32 detects noise transmitted from the exhaust pipe 3 to the cab 1, and is connected to the acquisition unit 8.
With this configuration, the valve control unit 9 controls the upstream side valve 10 to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the compression release brake is operated and the rotation speed of the engine 2 is within a predetermined range, as in embodiment 1, as compared with the case where the compression release brake is not operated.
Next, the valve control unit 9 controls the downstream valve 31 to repeat the opening of the exhaust passage 3b of the exhaust pipe 3 in the opened state and the reduced state.
In general, the noise S generated in the generation region a changes in phase when reflected by the discharge port 3a, and resonance may be generated between the noise S and noise propagating through the exhaust pipe 3 due to the phase change, thereby generating a large noise S1.
Accordingly, the noise S is reflected in the open state and the closed state of the downstream side valve 31, that is, the noise S is reflected through the discharge port 3a and the downstream side valve 31. Thus, for example, the noise S whose phase is changed by the reflection at the discharge port 3a and the noise S whose phase is not changed by the reflection at the downstream side valve 31 can be propagated separately.
Then, noise transmitted to the engine 2 through the exhaust pipe 3 is detected by the noise sensor 32, and the noise information is output to the valve control unit 9 through the acquisition unit 8.
The valve control unit 9 determines the state of the downstream valve 31 having a small noise amount based on the noise information, and controls the downstream valve 31 to this state. In this way, the valve control unit 9 can prevent the occurrence of the loud noise S1 caused by resonance by controlling the downstream side valve 31 so that the noise propagating to the engine 2 in the exhaust pipe 3 is reduced, and can more reliably suppress the noise S1 propagating to the cab 1.
In embodiments 1 to 3 described above, the valve control unit 9 controls the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b when the rotational speed of the engine 2 is within a predetermined range, but the present application is not limited to this, and may control the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b when the compression release brake is already on.
In embodiments 1 to 3, the upstream valve 10 is disposed in the vicinity of the engine 2, but the position is not limited to this, as long as it is disposed on the engine 2 side of the central portion in the extension portion of the exhaust pipe 3.
In embodiment 3, the downstream valve 31 is disposed in the vicinity of the discharge port 3a, but the present application is not limited to this, as long as it is disposed on the discharge port 3a side of the central portion in the extension portion of the exhaust pipe 3.
In embodiments 1 to 3, the acquisition unit 8 acquires the operation information of the compression release brake from the operation unit 4 and acquires the rotation speed of the engine 2 from the engine control unit 5, but the operation information of the compression release brake and the rotation speed of the engine 2 may be acquired separately, and are not limited to the operation unit 4 and the engine control unit 5.
In embodiments 1 to 3, the valve control unit 9 controls the operation information of the compression release brake, but the present application is not limited to this, as long as the control can be performed based on the operation information of the engine brake that obtains the braking force by discharging compressed air from the engine 2 to the exhaust pipe 3.
In embodiments 1 to 3, the upstream valve 10 is constituted by an exhaust throttle valve, but the opening degree of the exhaust passage 3b of the exhaust pipe 3 may be adjusted, and is not limited thereto.
The above embodiments are merely examples of embodiments for implementing the present application, and the technical scope of the present application should not be construed in a limiting manner by these embodiments. That is, the present application can be implemented in various forms without departing from the gist or main characteristics thereof. For example, the disclosure of the shape, number, and the like of each part described in the above embodiment is merely an example, and can be implemented with appropriate modifications.
The present application claims priority from japanese patent application (japanese patent application 2020-055810) filed on 3/26/2020, the entire contents of which are incorporated herein by reference.
Industrial applicability
The noise suppression device according to the present disclosure can be used as a device for suppressing noise caused by compressed air discharged from an engine into an exhaust pipe.
Symbol description
1. Cab
2. Engine with a motor
3. Exhaust pipe
3a discharge port
3b exhaust passage
4. Operation part
5. Engine control unit
6. Noise suppressing device
7. Post-treatment part
8. Acquisition unit
9. Valve control unit
10. Upstream side valve
21. Temperature sensor
31. Downstream side valve
32. Noise sensor
A production region
R1 and R2 ranges
S, S1S 2 noise
Claims (5)
1. A noise suppression device is provided with:
an acquisition unit that acquires operation information of an engine brake that obtains a braking force by discharging compressed air from within an engine of a vehicle to an exhaust pipe, and a rotational speed of the engine;
an upstream valve that is disposed in the extended portion of the exhaust pipe at a position closer to the engine than a noise generation region near a central portion, and that adjusts an opening degree of an exhaust path that guides exhaust gas discharged from the engine to a discharge port; and
and a valve control unit that stores a noise range of the engine rotational speed in advance, determines whether or not the engine brake is operated based on the operation information acquired by the acquisition unit, and determines whether or not the engine rotational speed acquired by the acquisition unit is within the noise range, wherein when it is determined that the engine brake is operated and the engine rotational speed is within the noise range, the valve control unit controls the upstream side valve to reduce the opening degree of the exhaust path, as compared with a case where the valve is not operated, the noise range being a range of the engine rotational speed in which the noise increases to exceed a predetermined value when the engine rotational speed is within the range.
2. The noise suppression apparatus according to claim 1, wherein,
the acquisition portion also acquires the temperature of the exhaust pipe,
the valve control portion changes timing of reducing the opening degree of the exhaust passage by the upstream side valve in accordance with the temperature of the exhaust pipe.
3. The noise suppression apparatus according to claim 1, further comprising:
a downstream valve which is disposed on the discharge port side of the central portion in the extension portion of the exhaust pipe and adjusts the opening degree of the exhaust passage,
the valve control portion controls the downstream side valve to reduce noise propagating in the exhaust pipe toward the engine.
4. The noise suppression apparatus according to claim 1, wherein,
the upstream side valve is disposed outside of a cab of the vehicle.
5. The noise suppression apparatus according to claim 1, wherein,
the acquisition section acquires operation information of the compression release brake,
the upstream side valve is constituted by an exhaust throttle valve.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020-055810 | 2020-03-26 | ||
| JP2020055810A JP2021156192A (en) | 2020-03-26 | 2020-03-26 | Noise suppression device |
| PCT/JP2021/009424 WO2021193045A1 (en) | 2020-03-26 | 2021-03-10 | Noise suppression device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115280005A CN115280005A (en) | 2022-11-01 |
| CN115280005B true CN115280005B (en) | 2023-10-24 |
Family
ID=77891471
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180020116.XA Active CN115280005B (en) | 2020-03-26 | 2021-03-10 | Noise suppressing device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2021156192A (en) |
| CN (1) | CN115280005B (en) |
| WO (1) | WO2021193045A1 (en) |
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| JP2005090360A (en) * | 2003-09-17 | 2005-04-07 | Mitsubishi Fuso Truck & Bus Corp | Exhaust brake device |
| JP2010270690A (en) * | 2009-05-21 | 2010-12-02 | Yanmar Co Ltd | Exhaust emission control system |
| CN104919162A (en) * | 2012-06-07 | 2015-09-16 | 达夫卡车股份有限公司 | Controlling a compression release brake |
| JP2017198104A (en) * | 2016-04-26 | 2017-11-02 | いすゞ自動車株式会社 | Engine system |
| DE102017210769A1 (en) * | 2017-06-27 | 2018-12-27 | Robert Bosch Gmbh | Method for performing a braking operation |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0447397Y2 (en) * | 1986-11-10 | 1992-11-09 | ||
| JPH0359443U (en) * | 1989-10-12 | 1991-06-12 | ||
| JP2816460B2 (en) * | 1992-07-31 | 1998-10-27 | 三菱自動車工業株式会社 | Automotive brake device |
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- 2020-03-26 JP JP2020055810A patent/JP2021156192A/en active Pending
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- 2021-03-10 WO PCT/JP2021/009424 patent/WO2021193045A1/en active Application Filing
- 2021-03-10 CN CN202180020116.XA patent/CN115280005B/en active Active
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| JPH09303162A (en) * | 1996-05-17 | 1997-11-25 | Nissan Diesel Motor Co Ltd | Compression pressure release type brake device |
| JP2005090360A (en) * | 2003-09-17 | 2005-04-07 | Mitsubishi Fuso Truck & Bus Corp | Exhaust brake device |
| JP2010270690A (en) * | 2009-05-21 | 2010-12-02 | Yanmar Co Ltd | Exhaust emission control system |
| CN104919162A (en) * | 2012-06-07 | 2015-09-16 | 达夫卡车股份有限公司 | Controlling a compression release brake |
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| DE102017210769A1 (en) * | 2017-06-27 | 2018-12-27 | Robert Bosch Gmbh | Method for performing a braking operation |
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| CN115280005A (en) | 2022-11-01 |
| JP2021156192A (en) | 2021-10-07 |
| WO2021193045A1 (en) | 2021-09-30 |
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