EP1664499B1 - Systeme d'echappement pour moteur a combustion - Google Patents

Systeme d'echappement pour moteur a combustion Download PDF

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Publication number
EP1664499B1
EP1664499B1 EP04765039A EP04765039A EP1664499B1 EP 1664499 B1 EP1664499 B1 EP 1664499B1 EP 04765039 A EP04765039 A EP 04765039A EP 04765039 A EP04765039 A EP 04765039A EP 1664499 B1 EP1664499 B1 EP 1664499B1
Authority
EP
European Patent Office
Prior art keywords
muffler
part space
outlet pipe
exhaust system
accordance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP04765039A
Other languages
German (de)
English (en)
Other versions
EP1664499A1 (fr
Inventor
Robert Mirlach
Björn KOCH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Friedrich Boysen GmbH and Co KG
Original Assignee
Bayerische Motoren Werke AG
Friedrich Boysen GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG, Friedrich Boysen GmbH and Co KG filed Critical Bayerische Motoren Werke AG
Publication of EP1664499A1 publication Critical patent/EP1664499A1/fr
Application granted granted Critical
Publication of EP1664499B1 publication Critical patent/EP1664499B1/fr
Anticipated expiration legal-status Critical
Active legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/02—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate silencers in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/02—Silencing apparatus characterised by method of silencing by using resonance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2490/00—Structure, disposition or shape of gas-chambers
    • F01N2490/15—Plurality of resonance or dead chambers
    • F01N2490/155—Plurality of resonance or dead chambers being disposed one after the other in flow direction

Definitions

  • the invention relates to an exhaust system according to the preamble of claim 1.
  • Such exhaust systems are used in series in particular in motor vehicles in order to influence the sound emission of the internal combustion engine.
  • DE 197 43 446 A1 a generic exhaust system for an internal combustion engine, which ensures good sound attenuation over the entire frequency range in view of a reduced noise level of motor vehicle engines and yet can not increase the exhaust pressure too high even at high engine speed.
  • two parallel mufflers are provided, which are tuned to different frequencies. Both mufflers are on the one hand as flowed through
  • by closing the output tube of a muffler by means of an exhaust flap leakage of the exhaust stream from the muffler can be prevented, so that it then acts as a Helmholtz resonator.
  • the with the DE 197 43 446 A1 described exhaust system comprises an exhaust line, which is partially formed in parallel.
  • the exhaust gas flow is supplied to the two mufflers on the input side via a common, forking exhaust pipe and / or merged on the output side and discharged via a common exhaust pipe, respectively, a double-forked crosspiece is provided as a cross-talk.
  • the typical sound of an internal combustion engine having at least two rows of cylinders, such as V8, is lost.
  • the vibrations of odd orders are lost, it dominates the ignition order (4th order of the vibrations) and their harmonics. Attributes such as strength and strength can only be represented by volume, so that in this respect there is a conflict with the demand for comfort which is placed on the drive.
  • crankshaft of multi-cylinder internal combustion engines is created by juxtaposing the crankcases of the individual cylinders.
  • a common firing order is 1-5-4-8-6-3-7-2 with cylinders 1-4 associated with one cylinder bank and cylinders 5-8 with the other cylinder bank. Because of this firing order occurs in each cylinder bank to significant frequency components in the oscillations of odd orders, since, for example, on the one cylinder bank between cylinder four and three 270 ° crankshaft and between cylinder two and one are only 90 ° crankshaft.
  • the exhaust-gas-side excitation spectra of both cylinder banks are again identical, but phase-shifted, to one another.
  • the object of the invention is to provide an aforementioned exhaust system, by means of which without excessive volume and thus a high level of comfort sufficient, the typical powerful and strong sound of an internal combustion engine with multiple cylinder banks, such as a V8 internal combustion engine, can be displayed. In particular, the significant frequency components in the oscillations of odd orders should be preserved.
  • the first muffler comprises an input and an output tube, wherein the output tube has a relatively small length and the second muffler comprises an input and an output tube, said Starting pipe has a relatively large length.
  • “Short length” and “long length” refers to the ratio of lengths among each other, with one length being significantly larger than the other.
  • the decisive factor here is the acoustically effective length, which is determined by the exhaust gas inlet and outlet location.
  • the output tube of the second silencer has at least approximately twice the length of the output tube of the first silencer.
  • the output tube of the second silencer has an at least slightly larger diameter than the output tube of the first silencer, so that backpressure differences due to the longer output tube are avoided.
  • the inlet pipe of the first silencer expediently opens into the input side first subspace.
  • the output tube passes through the second and third subspaces, wherein the output tube is fluidizable both from the first subspace and from the first subspace through the second subspace.
  • the second silencer has an inner structure which is subdivided into three subspaces by means of two partitions, wherein the first parting plate is sealed and the second parting plate is perforated. Between the second and the third subspace is a Gas exchange via the partition possible, the partition to the first compartment is tightly closed.
  • the inlet pipe of the second silencer expediently passes through the first and second Input side subspace and opens into the third subspace.
  • the starting tube leads through the second subspace into the first input side subspace and arcuately curved back through the second subspace and the third subspace, wherein the output tube can be subjected to flow through the second subspace both from the third subspace and from the third subspace on the input side.
  • the use of a resonator which connects the third subspace to the first subspace has proven to be very advantageous.
  • FIG. 1 shows a twin-flow exhaust system 100 with a first exhaust gas line 102 and a second exhaust gas line 104 for a V8 internal combustion engine (not shown here).
  • the internal combustion engine comprises two rows of four cylinders each, wherein a first cylinder bank with the cylinders one to four and a second cylinder bank with the cylinders five to eight are formed.
  • ignition takes place in the order 1-5-4-8-6-3-7-2.
  • the outlets of the first cylinder bank open into the manifold 106 of the first exhaust line 102, the outlets of the second cylinder bank open into the manifold 108 of the second Exhaust line 104.
  • each exhaust gas train 102, 104 includes a catalyst 110, 112 close to the engine for exhaust gas aftertreatment, which in the present case is conventional 3-way catalysts.
  • each exhaust gas train 102, 104 comprises pre-silencers 114, 116 and middle silencer 118 and rear silencers 124, 126 configured as absorption dampers.
  • the exhaust system 100 is completely twin-flow, designed essentially without crosstalk.
  • a minimal cross-talk location is provided in the area of the center silencer 118, wherein an internal separation occurs within the common center silencer 118.
  • the front portion of the center muffler 118 is assigned to the one exhaust line, the rear area to the other.
  • the rear silencer 124, 126 of the exhaust system 100 are constructed differently from the otherwise symmetrical structure of the exhaust system 100 with the goal by changing the phase relationship of the individual mouths amplification of the vibrations odd To achieve orders in the far field outside and inside noise. Details of the rear mufflers 124, 126 are shown and described with FIGS. 2 and 3.
  • the rear muffler 120 of the first exhaust line 102 is shown in Figure 2 in two views and designated 200.
  • the rear silencer 200 is pot-shaped from two mutually tightly connected half shells 202 and 204 formed, which enclose an interior.
  • the interior is divided by a perforated partition 206 and a dense partition 208 into three compartments 210, 212 and 214, wherein the compartment 212 is filled with an absorbent material 228.
  • the input tube 216 opens into the first subspace 210, it is followed by a resonator 226 extending through the second subspace 212 into the third subspace 214.
  • the outlet pipe 224 extends from the first partial space 210 through the second partial space 212 and the third partial space 214.
  • the flow through of the rear silencer 200 proceeds from the inlet pipe 216, which opens via perforations 218 into the first partial space 210 via perforations 220 in the outlet pipe 224 on the one hand and through the perforated partition 206 and the second compartment 212 via holes 222 in the output tube 224 on the other.
  • the rear muffler 122 of the second exhaust line 104 is shown in Figure 3 in two views and designated 300.
  • the rear silencer 300 is pot-shaped from two mutually tightly connected half-shells 302 and 304 formed, which enclose an interior.
  • the interior is subdivided by a dense partition 306 and a perforated partition 308 into three compartments 310, 312 and 314, wherein the compartment 312 is filled with an absorbent material 328.
  • the inlet pipe 316 extends through the first partial space 310 and the second partial space 312 and opens into the third partial space 314.
  • the end-side open tube 316 is additionally provided with perforations 318 in the end region Mistake.
  • the output tube 324 extends - concealed in the present view from the inlet tube 316 - from the third subspace 314 through the second subspace 312 into the first subspace 310 and arcuately curved back through the second subspace 312 and the third subspace 314.
  • the throughflow of the rear silencer 200 takes place starting from the inlet pipe 316, which opens into the third subspace 314, through the exit pipe 324 on the one hand and through the perforated partition wall 308 and the second subspace 312 via perforations in the exit pipe 324, which are not visible here.
  • a resonator 326 connects the third subspace 314 to the first subspace 310.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Claims (11)

  1. Installation d'échappement pour un moteur à combustion, comprenant un premier circuit de gaz d'échappement partant d'une première rangée de cylindres et comprenant un premier silencieux traversé par l'écoulement, en particulier un silencieux finisseur, et au moins un second circuit de gaz d'échappement, parallèle à celui-ci, partant d'une seconde rangée de cylindres et comprenant un second silencieux traversé par l'écoulement, en particulier un silencieux finisseur, le premier silencieux et le second silencieux présentant une structure différente l'un de l'autre,
    caractérisée en ce que
    - le premier et le second circuit de gaz d'échappement (102, 104) sont menés sur la totalité de leur longueur tout au plus avec un ou plusieurs emplacements de diaphonie minimaux,
    - le premier silencieux (120, 200) comporte un tube d'entrée (216) et un tube de sortie (224),
    - le second silencieux (122, 300) comporte un tube d'entrée (316) et un tube de sortie (324),
    - le tube de sortie (224) du premier silencieux (120, 200) présente une longueur comparativement faible par rapport au tube de sortie (324) du second silencieux (122, 300), et
    - le tube de sortie (324) du second silencieux (122, 300) présente une longueur comparativement grande par rapport au tube de sortie (224) du premier silencieux (120, 200).
  2. Installation d'échappement selon la revendication 1, caractérisée en ce que le tube de sortie (224) du second silencieux (120, 200) présente au moins approximativement deux fois la longueur du tube de sortie (324) du premier amortisseur (122, 300).
  3. Installation de d'échappement selon la revendication 1 ou 2, caractérisée en ce que le tube de sortie (324) du second silencieux (122, 300) présente un diamètre au moins légèrement plus grand que le tube de sortie (224) du premier silencieux (120, 200).
  4. Installation d'échappement selon l'une des revendications précédentes, caractérisée en ce que le premier silencieux (120, 200) présente une structure intérieure subdivisée en trois compartiments partiels (210, 212, 214) au moyen de deux tôles de séparation (206, 208), la première tôle de séparation (206) étant perforée et la seconde tôle de séparation (208) étant étanche.
  5. Installation d'échappement selon la revendication 4, caractérisée en ce que le tube d'entrée (216) débouche dans le premier compartiment partiel (210) côté entrée.
  6. Installation d'échappement selon la revendication 4 ou 5, caractérisée en ce que le tube de sortie (224) est mené, en partant du premier compartiment partiel (210) côté entrée, à travers le second (212) et le troisième (214) compartiment partiel, ledit tube de sortie (224) étant susceptible d'être alimenté en écoulement aussi bien depuis le premier compartiment partiel (210) que depuis le premier compartiment partiel (210) et le second compartiment partiel (212).
  7. Installation d'échappement selon l'une des revendications 4 à 6, caractérisée en ce qu'un résonateur (226), qui s'étend jusque dans le second (212) et dans le troisième (214) compartiment partiel se raccorde au tube d'entrée (216).
  8. Installation d'échappement selon l'une des revendications précédentes, caractérisée en ce que le second silencieux (122, 300) présente une structure intérieure subdivisée en trois compartiments partiels (310, 312, 314) au moyen de deux tôles de séparation (306, 308), la première tôle de séparation (306) étant étanche et la seconde tôle de séparation (308) étant perforée.
  9. Installation d'échappement selon la revendication 8, caractérisée en ce que le tube d'entrée (316) s'étend à travers le premier (310) et le second compartiment partiel (312) côté entrée et débouche dans le troisième compartiment partiel (314).
  10. Installation d'échappement selon l'une des revendications 8 ou 9, caractérisée en ce que le tube de sortie (324) est mené, en partant du troisième compartiment partiel (314), à travers le second (312) jusque dans le premier compartiment partiel (310) côté entrée et en retour en formant un coude cintré à travers le second (312) et le troisième compartiment partiel (314), ledit tube de sortie (324) étant susceptible d'être alimenté en écoulement du côté entrée aussi bien depuis le troisième compartiment partiel (314) que depuis le troisième compartiment partiel (314) et le second compartiment partiel (312).
  11. Installation d'échappement selon l'une des revendications 8 à 10, caractérisée en ce qu'un résonateur (326) relie le troisième compartiment partiel (314) au premier compartiment partiel (310).
EP04765039A 2003-10-02 2004-09-10 Systeme d'echappement pour moteur a combustion Active EP1664499B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10346479A DE10346479A1 (de) 2003-10-02 2003-10-02 Abgasanlage für eine Brennkraftmaschine
PCT/EP2004/010109 WO2005033485A1 (fr) 2003-10-02 2004-09-10 Systeme d'echappement pour moteur a combustion

Publications (2)

Publication Number Publication Date
EP1664499A1 EP1664499A1 (fr) 2006-06-07
EP1664499B1 true EP1664499B1 (fr) 2007-07-04

Family

ID=34399324

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04765039A Active EP1664499B1 (fr) 2003-10-02 2004-09-10 Systeme d'echappement pour moteur a combustion

Country Status (4)

Country Link
US (1) US7942235B2 (fr)
EP (1) EP1664499B1 (fr)
DE (2) DE10346479A1 (fr)
WO (1) WO2005033485A1 (fr)

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DE102013219332B4 (de) * 2013-09-25 2021-08-26 Bayerische Motoren Werke Aktiengesellschaft Steuereinheit zur Ansteuerung von Abgasklappenaktoren und mehrflutige Abgasanlage
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Also Published As

Publication number Publication date
DE502004004254D1 (de) 2007-08-16
US7942235B2 (en) 2011-05-17
WO2005033485A1 (fr) 2005-04-14
DE10346479A1 (de) 2005-05-12
US20070272479A1 (en) 2007-11-29
EP1664499A1 (fr) 2006-06-07

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