EP1978216A2 - Verfahren und Gerät zur Steuerung des Motorabgasgeräuschs von Fahrzeugen - Google Patents

Verfahren und Gerät zur Steuerung des Motorabgasgeräuschs von Fahrzeugen Download PDF

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Publication number
EP1978216A2
EP1978216A2 EP08005826A EP08005826A EP1978216A2 EP 1978216 A2 EP1978216 A2 EP 1978216A2 EP 08005826 A EP08005826 A EP 08005826A EP 08005826 A EP08005826 A EP 08005826A EP 1978216 A2 EP1978216 A2 EP 1978216A2
Authority
EP
European Patent Office
Prior art keywords
valve
baffle plate
engine speed
expansion chamber
exhaust
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.)
Withdrawn
Application number
EP08005826A
Other languages
English (en)
French (fr)
Other versions
EP1978216A3 (de
Inventor
Kazushige Maeda
Akira Sasaki
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP1978216A2 publication Critical patent/EP1978216A2/de
Publication of EP1978216A3 publication Critical patent/EP1978216A3/de
Withdrawn legal-status Critical Current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
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/16—Silencing apparatus characterised by method of silencing by using movable parts
    • F01N1/166—Silencing apparatus characterised by method of silencing by using movable parts for changing gas flow path through the silencer or for adjusting the dimensions of a chamber or a pipe
    • 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
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/084—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling the gases flowing through the silencer two or more times longitudinally in opposite directions, e.g. using parallel or concentric tubes
    • 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
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/089—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling using two or more expansion chambers 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
    • F01N1/16—Silencing apparatus characterised by method of silencing by using movable parts
    • F01N1/168—Silencing apparatus characterised by method of silencing by using movable parts for controlling or modifying silencing characteristics only
    • 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
    • F01N2470/00—Structure or shape of gas passages, pipes or tubes
    • F01N2470/14—Plurality of outlet tubes, e.g. in parallel or with different length

Definitions

  • the present invention relates to method and apparatus for controlling engine exhaust sound that is emitted from an exhaust system of vehicles such as an automobile.
  • Japanese Patent Application First Publication No. 8-109815 indicates engine exhaust sound controlling apparatus for vehicles which includes a valve for conducting changeover of exhaust paths in response to exhaust pressure, a biasing member such as a spring which biases the valve in a closing direction of the valve against the exhaust pressure, and a spring constant changing member that reduces an increment of a reaction force of the biasing member when a rotational angle of the valve exceeds a predetermined value.
  • the valve when the engine is operated in the low engine speed region, the valve is kept in the closed state by the biasing member until a pressure in a muffler reaches a certain pressure value in order to ensure the silence within the interior of the vehicle. Further, in the conventional apparatus, the valve is kept closed even in the engine starting region.
  • the conventional art shows the exhaust system that is constructed from a viewpoint of reducing the exhaust sound. Therefore, the apparatus of the conventional art fails to produce a powerful exhaust sound in the engine starting region.
  • a method for controlling exhaust sound from an engine which is emitted through an exhaust path comprising:
  • an apparatus for controlling exhaust sound from an engine which is emitted through an exhaust path comprising:
  • FIG. 1 is a front view of a valve structure for use in an exhaust sound control apparatus of an embodiment of the present invention.
  • FIG. 2 is a sectional view of the valve structure, taken along line 2-2 of FIG. 1 .
  • FIG. 3 is an explanatory diagram illustrating an operation of a valve of the valve structure of FIG. 1 .
  • FIG. 4 is a sectional view of a muffler to which the exhaust sound control apparatus of the embodiment is applied.
  • FIG. 5 is a diagram showing a relationship between engine speed and opening of the valve.
  • FIG. 6 is a diagram showing a relationship between a flow rate of exhaust gas and a pressure forward of the valve.
  • FIG. 7 is a front view of a modification of the valve structure shown in FIG. 1 .
  • FIG. 8 is a sectional view of the modified valve structure, taken along line 8-8 of FIG. 7 .
  • FIG. 10 is a sectional view of a modification of the muffler shown in FIG. 4 .
  • the exhaust sound controlling apparatus includes a valve structure shown in FIG. 1 and FIG. 2 .
  • the valve structure includes valve 2 that is disposed on baffle plate 1.
  • Baffle plate 1 is disposed within a muffler as explained later which is connected to a vehicle engine.
  • Baffle plate 1 divides an interior of the muffler into a plurality of expansion chambers which constitute an exhaust path through which a flow of exhaust gas from the engine passes.
  • Baffle plate 1 is so arranged as to block the flow of exhaust gas in the exhaust path.
  • Baffle plate 1 includes a generally rectangular-shaped aperture 1a as shown in FIG. 1 .
  • Aperture 1a extends through baffle plate 1.
  • Valve 2 is disposed on a downstream side surface of baffle plate 1 with respect to the flow of exhaust gas and so arranged as to cover a part of aperture 1a.
  • a pair of supports 3a, 3b are arranged in a spaced and opposed relation to each other.
  • Supports 3a, 3b are fixed to baffle plate 1 by a suitable fastening manner such as welding.
  • Valve shaft 4 is supported at opposite end portions thereof by supports 3a, 3b.
  • Valve 2 is rotatably mounted onto valve shaft 4.
  • Valve 2 is rotationally moveable relative to baffle plate 1 so as to be apart from baffle plate 1 in a direction of the flow of exhaust gas. Valve 2 is operated to open and close a communication passage which allows fluid communication between an upstream side expansion chamber and a downstream side expansion chamber which are disposed on an upstream side and a downstream side of baffle plate 1 with respect to the flow of exhaust gas in the exhaust path.
  • valve 2 is a generally rectangular-shaped plate member.
  • Valve 2 includes curved end portion 2a at one end thereof, a pair of support portions 2b disposed on opposite sides of curved end portion 2a and planar valve body 2c connected with curved end portion 2a.
  • Valve 2 has end peripheral surface 2d and two side peripheral surfaces which are disposed on an outer periphery of valve body 2c.
  • End peripheral surface 2d is located at an opposite end of valve 2, namely, at a lower end of valve 2 when viewed in FIG. 2 .
  • the side peripheral surfaces are opposed to each other in the axial direction of valve shaft 4 and joined with end peripheral surface 2d.
  • Curved end portion 2a is raised up from valve body 2c and formed into a curved shape.
  • Support portions 2b are spaced from each other in an axial direction of valve shaft 4 and located between supports 3a, 3b.
  • Valve shaft 4 extends through shaft insertion holes of support portions 2b and is supported by support portions 2b.
  • Valve body 2c serves as a closing member that comes into contact and non-contact with baffle plate 1 so as close the part of aperture 1a.
  • Curved end portion 2a is so curved as to have a predetermined radius that extends from a central axis of valve shaft 4.
  • An outer circumferential surface of curved end portion 2a is opposed to baffle plate 1 and substantially in slide contact with baffle plate 1 during the rotational movement of valve 2 about valve shaft 4.
  • Torsion spring 5 is mounted to valve shaft 4 and biases valve body 2c of valve 2 toward baffle plate 1.
  • valve body 2c When valve 2 is biased by torsion spring 5 so as to be placed in a position shown in FIG. 2 , valve body 2c is contacted near curved end portion 2a with a part of baffle plate 1 which is located along an upper periphery of aperture 1a.
  • a planer upstream side surface of valve body 2c is contacted with the downstream side surface of baffle plate 1 exclusive of aperture 1a.
  • the upstream side surface of valve body 2c is aligned with the downstream side surface of baffle plate 1.
  • Aperture 1a is so configured as to be partially covered by valve body 2c of valve 2. Specifically, aperture 1a extends in the axial direction of valve shaft 4 so as to have an opening width equal to or slightly smaller than a width of valve 2 as shown in FIG. 1 . As shown in FIG. 2 , aperture 1a also extends in a direction perpendicular to the axial direction of valve shaft 4 beyond end peripheral surface 2d of valve 2. A part of aperture 1a which is located on an outside of end peripheral surface 2d of valve 2, namely, on a lower side of end peripheral surface 2d in FIG.
  • valve 2 serves as opening 10 through which an upstream side expansion chamber and a downstream side expansion chamber disposed on an upstream side and a downstream side of baffle plate 1 with respect to the flow of exhaust gas in the exhaust path are communicated with each other when valve 2 is urged to be in the position shown in FIG. 2 .
  • valve body 2c is in contact with baffle plate 1 and aperture 1a is covered by valve body 2c except for opening 10.
  • Opening 10 is disposed between end peripheral surface 2d and an aperture forming rim of baffle plate 1 which defines a periphery of the rectangular-shaped aperture 1a. Opening 10 is always prevented from being covered by valve body 2c.
  • Valve guides 6, 7 and 8 serve as an enclosure member that extends from baffle plate 1 so as to surround the outer periphery of valve 2. Valve guides 6, 7 and 8 cooperate with baffle plate 1 and valve 2 to define the communication passage that allows the fluid communication between the upstream side expansion chamber disposed on the upstream side of baffle plate 1 and the downstream side expansion chamber disposed on the downstream side of baffle plate 1.
  • side valve guides 6 and 7 are disposed on both sides of valve 2 in an opposed and spaced relation thereto in the axial direction of valve shaft 4.
  • Side valve guides 6 and 7 are formed into a plate shape and extend from the downstream side surface of baffle plate 1 in the direction of the flow of exhaust gas, namely, in a rotational direction of valve 2, so as to be opposed to the side peripheral surfaces of valve 2 during the rotational movement of valve 2 about valve shaft 4.
  • End valve guide 8 is interposed between side valve guides 6 and 7 on the side of the other end of valve 2.
  • End valve guide 8 is opposed to and spaced from end peripheral surface 2d of valve 2 in the direction perpendicular to the axial direction of valve shaft 4.
  • End valve guide 8 uprightly extends from the downstream side surface of baffle plate 1 and has a predetermined height.
  • End valve guide 8 extends along the bottom-linear part of the generally rectangular-shaped periphery of aperture 1a in the axial direction of valve shaft 4.
  • End valve guide 8 has clearance forming surface 8a and contact surface 8b on a side of valve 2 and valve shaft 4, namely, on an upper side of end valve guide 8 in FIG. 1 and FIG. 2 .
  • clearance forming surface 8a extends uprightly from the downstream side surface of baffle plate 1.
  • Valve 2 serves as a control valve that controls the flow of exhaust gas passing through the exhaust path. An operation of valve 2 is explained hereinafter with reference to FIG. 3 .
  • valve 2 is urged to be placed in position A by the biasing force of torsion spring 5.
  • position A valve body 2c is in contact with baffle plate 1, and aperture 1a of baffle plate 1 is covered with valve body 2c except for opening 10 that is disposed on the outside of end peripheral surface 2d of valve 2.
  • opening 10 is prevented from being covered with valve body 2c and there is a clearance between end peripheral surface 2d of valve 2 and clearance forming surface 8a of end valve guide 8.
  • valve 2 can be kept in the first open state while valve 2 is moved from position A to the position immediately before position B.
  • valve 2 When the external force that is applied to valve 2 in the opening direction is increased, valve 2 is further rotated about valve shaft 4 against the biasing force of torsion spring 5. Valve 2 is placed in position B and then moved from position B to position C. At this time, the rotation amount of valve 2 becomes intermediate and the distance between baffle plate 1 and valve body 2c in the direction of the flow of exhaust gas becomes intermediate.
  • the rotational movement of valve 2 from position B to position C at least a part of the outer periphery of valve 2, namely, end peripheral surface 2d of valve 2, is in substantially contact, namely, slide contact, with contact surface 8b of end valve guide 8.
  • valve 2 When the external force is further increased, valve 2 is further rotated about valve shaft 4 against the biasing force of torsion spring 5 and moved from position C in the opening direction to thereby be apart from end valve guide 8. At this time, the rotation amount of valve 2 becomes large and the distance between baffle plate 1 and valve body 2c in the direction of the flow of exhaust gas becomes large. End peripheral surface 2d of valve 2 is apart from contact surface 8b of end valve guide 8, and there is generated a clearance between end peripheral surface 2d and contact surface 8b. Therefore, the upstream side expansion chamber on the upstream side of baffle plate 1 can be communicated again with the downstream side expansion chamber on the downstream side of baffle plate 1 through the clearance between end peripheral surface 2d and contact surface 8b.
  • valve 2 when valve 2 is further rotationally moved from position C in the opening direction, valve 2 is in a second open state in which the fluid communication between the upstream side expansion chamber and the downstream side expansion chamber which are disposed on the upstream and downstream sides of baffle plate 1 can be re-established through the clearance between end peripheral surface 2d and contact surface 8b.
  • the clearance is increased as the distance between baffle plate 1 and valve body 2c in the direction of the flow of exhaust gas becomes larger.
  • the opening of valve 2 and the angular position of valve 2 with respect to baffle plate 1 varies in accordance with the rotation amount of valve 2 and the distance between baffle plate 1 and valve body 2c in the direction of the flow of exhaust gas. That is, as the rotation amount of valve 2 and the distance between baffle plate 1 and valve body 2c in the direction of the flow of exhaust gas increases, the opening of valve 2 becomes larger.
  • Opening 10 and the clearance between baffle plate 1, valve body 2c and valve guides 6, 7 and 8 constitute the communication passage between the upstream side expansion chamber disposed on the upstream side of baffle plate 1 and the downstream side expansion chamber disposed on the downstream side of baffle plate 1. That is, the communication passage is formed by the aperture-forming rim of baffle plate 1, end peripheral surface 2d of valve body 2c, opposed surfaces of side valve guides 6 and 7 opposed in the axial direction of valve shaft 4, and clearance forming surface 8a and contact surface 8b of end valve guide 8.
  • FIG. 4 shows a sectional view of muffler 20, taken in a direction of the flow of exhaust gas that passes through muffler 20.
  • Muffler 20 may have a generally elliptic-shape in cross-section taken in a direction perpendicular to the direction of the flow of exhaust gas.
  • baffle plate 21 is disposed within muffler 20 so as to divide an interior of muffler 20 into two expansion chambers adjacent to each other, namely, first expansion chamber 22 and second expansion chamber 23 which are located on the left side and the right side of FIG. 4 , respectively. First expansion chamber 22 and second expansion chamber 23 are thus separated from each other by baffle plate 21.
  • Inlet tube 24 extends into second expansion chamber 23 through an upstream end wall of muffler 20, first expansion chamber 22 and baffle plate 21.
  • Inlet tube 24 has one end that outwardly projects from the upstream end wall of muffler 20 and is connected to the engine through an exhaust pipe, not shown.
  • Inlet tube 24 has the other end that is opened within second expansion chamber 23.
  • Inlet tube 24 serves as a first communication tube that communicates second expansion chamber 23 with the engine.
  • Inlet tube 24 introduces the exhaust gas from the engine into second expansion chamber 23.
  • Pass-through tube 25 extends through baffle plate 21 and communicates first expansion chamber 22 and second expansion chamber 23 with each other. Pass-through tube 25 has one end that is opened within second expansion chamber 23 and the other end that is opened within first expansion chamber 22.
  • Tail tube 26 extends from first expansion chamber 22 to an outside of muffler 20 through baffle plate 21, second expansion chamber 23 and a downstream end wall of muffler 20.
  • Tail tube 26 has one end that is opened within first expansion chamber 22 and the other end that outwardly projects from the downstream end wall of muffler 20 and is exposed to atmospheric air.
  • Tail tube 26 serves as a second communication tube that communicates first expansion chamber 22 with atmospheric air.
  • First expansion chamber 22 and second expansion chamber 23 are larger in cross-sectional area than inlet tube 24, pass-through tube 25 and tail tube 26.
  • Baffle plate 21 has generally rectangular-shaped aperture 21a that is disposed parallel with pass-through tube 25.
  • the valve structure described above with reference to FIG. 1 to FIG. 3 is provided on baffle plate 21 on a side of first expansion chamber 22. That is, valve 2 is arranged on a downstream side surface of baffle plate 21 which is exposed to first expansion chamber 22, such that valve body 2c covers aperture 21a except for opening 10.
  • Valve 2, valve guides 6, 7 and 8 and baffle plate 21 cooperate with each other to define a communication passage that allows fluid communication between first expansion chamber 22 and second expansion chamber 23 in parallel with pass-through tube 25.
  • the communication passage includes opening 10 that is disposed between end peripheral surface 2d of valve 2 and the aperture-forming rim of baffle plate 21 which defines the periphery of aperture 21a.
  • the communication passage further includes the clearance that is formed between valve 2 and valve guides 6, 7 and 8 upon rotation of valve 2 about valve shaft 4.
  • the exhaust path extends through inlet tube 24, pass-through tube 25, tail tube 26, first expansion chamber 22, second expansion chamber 23 and the communication passage between first expansion chamber 22 and second expansion chamber 23.
  • exhaust sound generated from the engine is controlled in accordance with an operating condition of the engine.
  • the exhaust sound is emitted to atmospheric air via a first route, a second route or both of the first and second routes in accordance with the engine operating condition.
  • the first route is indicated by arrow A in FIG. 4 and the second route is indicated by arrow B in FIG. 4 .
  • the first route extends sequentially through inlet tube 24, second expansion chamber 23, pass-through tube 25, first expansion chamber 22 and tail tube 26.
  • the second route extends sequentially through inlet tube 24, the communication passage between valve 2 and valve guides 6, 7 and 8, first expansion chamber 22 and tail tube 26. The second route thus bypasses pass-through tube 25.
  • valve 2 is rotationally moved from position A to the position immediately before position B as shown in FIG. 3 .
  • valve 2 is placed in the first open state in which second expansion chamber 23 is communicated with first expansion chamber 22 through the communication passage therebetween, namely, through opening 10 and the clearance between end peripheral surface 2d of valve 2 and clearance forming surface 8a of end valve guide 8.
  • the exhaust sound from the engine is emitted from tail tube 26 to atmospheric air via the second route in addition to the first route. Since the emission of the exhaust sound is performed via both the first route and the second route, the exhaust sound that is generated in the engine starting region can be enhanced as compared to the conventional exhaust sound controlling apparatus.
  • valve 2 when the engine speed is raised up to a predetermined engine speed which is in the idling region, valve 2 is rotationally moved to position B shown in FIG. 3 due to an increase in an exhaust pressure immediately forward of valve 2, namely, an exhaust pressure within second expansion chamber 23, which is hereinafter referred to as a valve-forward pressure.
  • Valve 2 is placed in the closing state in which end peripheral surface 2d is substantially contacted with contact surface 8b of end valve guide 8. In the closing state of valve 2, the opening of valve 2 and the sectional area of the communication passage are approximately zero. The exhaust sound from the engine is emitted to atmospheric air substantially only via the first route. As a result, the exhaust sound can be reduced.
  • valve-forward pressure is further increased with the engine speed raise. Due to the increase in the valve-forward pressure, valve 2 is rotationally moved from position B to position C shown in FIG. 3 . During the rotational movement from position B to position C, valve 2 is kept in the closing state. Therefore, the emission of the exhaust sound substantially only via the first route is maintained so that the exhaust sound can be reduced.
  • valve-forward pressure is further increased due to an increase in the flow of exhaust gas from the engine.
  • Valve 2 is further rotationally moved away from position C and placed in the second open state. In the second open state, end peripheral surface 2d of valve 2 becomes out of contact with contact surface 8b of end valve guide 8 so that there is generated a clearance therebetween. Therefore, the exhaust sound from the engine is emitted from tail tube 26 to atmospheric air via both the first route and the second route.
  • increase in pressure loss can be suppressed to thereby enhance the engine output in the high engine speed region.
  • valve 2 Owing to suitably setting the spring constant of torsion spring 5 as described above, the rotational movement of valve 2 from position B and position C can be ensured even when the flow of exhaust gas pulses in the idling region and the low engine speed region and the rotational movement of valve 2 pulses along with the pulse of the flow of exhaust gas. Valve 2, therefore, can be prevented from coming into contact with baffle plate 1, 21. As a result, when the engine is operated in the idling region and the low engine speed region, it is possible to suppress occurrence of striking noise which would be caused due to the contact of valve 2 with baffle plate 1, 21, and maintain a silence within the interior of the vehicle.
  • valve 2 In the engine starting region, valve 2 is placed in the first open state in which exhaust gas emitted from the engine is permitted to pass through the communication passage in the second route B and thereby flow in the exhaust path via both the first route A and the second route B as shown in FIG. 4 . As a result, powerful exhaust sound can be created. In the idling region and the low engine speed region, valve 2 is placed in the closing state in which the flow of exhaust gas is prevented from passing through the communication passage in the second route B and thereby allowed to flow in the exhaust path substantially only via the first route A. As a result, a silence within the interior of the vehicle can be ensured.
  • the exhaust sound control can be suitably performed depending on the engine speed as explained above. Further, the exhaust sound can be controlled by setting the spring constant (the biasing force) of torsion spring 5 as explained above.
  • Gas leakage inhibiting member 11 is disposed on the downstream side surface of baffle plate 1 and located on a side of one end portion 2e of valve body 2c. Gas leakage inhibiting member 11 extends parallel to valve shaft 4 or one end portion 2e of valve body 2c, namely, an upper end periphery of valve 102 when viewed in FIG. 7 and FIG. 8 .
  • Gas leakage inhibiting member 11 is a bar member that has a generally L-shape in cross-section as shown in FIG. 8 .
  • Gas leakage inhibiting member 11 has one strip portion 11a that is mounted to baffle plate 1 and the other strip portion 11b that is disposed uprightly with respect to baffle plate 1. Specifically, the other strip portion 11b is inclined toward aperture 1a of baffle plate 1.
  • valve 102 During the rotational movement of valve 102, the exhaust gas and the exhaust sound can be prevented from leaking from one end portion 2e of valve 102 at which valve 102 is supported relative to baffle plate 1 through gas leakage inhibiting member 11, toward the downstream side of baffle plate 1.
  • the other strip portion 11b of gas leakage inhibiting member 11 is curved in conformity with a locus of the tip end of one end portion 2e of valve 102 which is drawn during the rotational movement of valve 102.
  • Valve 102 has the same operating positions and operating states as those of valve 2 as shown in FIG. 3 . That is, in the engine starting region, valve 102 is moveable from position A to a position immediately before position B as shown in FIG. 9 . At this time, valve 102 is in the first open state in which the fluid communication between the upstream side expansion chamber on the upstream side of baffle plate 1 and the downstream side expansion chamber on the downstream side of baffle plate 1 through the communication passage therebetween is established. In the idling region and the low engine speed region, valve 102 is moved from position B to position C as shown in FIG. 9 .
  • valve 102 is in the closing state in which the fluid communication between the upstream side expansion chamber on the upstream side of baffle plate 1 and the downstream side expansion chamber on the downstream side of baffle plate 1 through the communication passage therebetween is blocked.
  • valve 102 is moved away from position C in the opening direction.
  • valve 102 is in the second open state in which the fluid communication between the upstream side expansion chamber on the upstream side of baffle plate 1 and the downstream side expansion chamber on the downstream side of baffle plate 1 through the communication passage therebetween is re-established.
  • modified muffler 40 includes first baffle plate 41 and second baffle plate 42 that extend within muffler 40 in a cross-sectional direction of muffler 40, namely, in a direction perpendicular to the flow of exhaust gas that passes through muffler 40.
  • Baffle plates 41 and 42 are disposed within muffler 40 so as to divide the interior of muffler 40 into three expansion chambers adjacent to each other, namely, first expansion chamber 43, second expansion chamber 44 and third expansion chamber 45, which are located from the left side to the right side of muffler 40 in this order.
  • First expansion chamber 43 and second expansion chamber 44 are separated from each other by baffle plate 41.
  • Second expansion chamber 44 and third expansion chamber 45 are separated from each other by baffle plate 42.
  • Second expansion chamber 44 is disposed between first expansion chamber 43 and third expansion chamber 45.
  • Inlet tube 46 extends into second expansion chamber 44 through an upstream end wall of muffler 40, first expansion chamber 43 and first baffle plate 41. Inlet tube 46 has one end that outwardly projects from the upstream end wall of muffler 40 and is connected to the engine through an exhaust pipe, not shown. Inlet tube 46 has the other end that is opened within second expansion chamber 44. Inlet tube 46 introduces the exhaust gas from the engine into second expansion chamber 44.
  • First pass-through tube 47 is disposed within muffler 40 coaxially with inlet tube 46.
  • First pass-through tube 47 extends from second expansion chamber 44 into third expansion chamber 45 through second baffle plate 42 and communicates second expansion chamber 44 and third expansion chamber 45 with each other.
  • First pass-through tube 47 has one end that is opened within second expansion chamber 44 and the other end that is opened within third expansion chamber 45 with each other.
  • Second pass-through tube 48 extends through second baffle plate 42 in parallel with first pass-through tube 47.
  • Second pass-through tube 48 has one end that is opened within third expansion chamber 45 and the other end that is connected with one side surface of first baffle plate 41 which is exposed to second expansion chamber 44.
  • Valve 2 or 102, valve guides 6, 7 and 8 and first baffle plate 41 cooperate with each other to define a communication passage that allows fluid communication between first expansion chamber 43 and third expansion chamber 45 through second pass-through tube 48.
  • the communication passage includes opening 10 that is disposed between end peripheral surface 2d of valve 2 or 102 and an aperture-forming rim of first baffle plate 41 which defines the periphery of aperture 41a.
  • the communication passage further includes the clearance that is formed between valve 2 or 102 and valve guides 6, 7 and 8 upon rotation of valve 2 or 102 about valve shaft 4.
  • exhaust sound generated from the engine is controlled depending on an operating condition of the engine.
  • the exhaust sound is emitted to atmospheric air via a first route indicated by arrow A in FIG. 10 , a second route indicated by arrow B in FIG. 10 or both the first route and the second route in accordance with the engine operating condition.
  • the first route extends sequentially through inlet tube 46, second expansion chamber 44 and second tail tube 50.
  • the second route extends sequentially through inlet tube 46, second expansion chamber 44, first pass-through tube 47, third expansion chamber 45, second pass-through tube 48, the communication passage between valve 2 or 102 and valve guides 6, 7 and 8, first expansion chamber 43 and first tail tube 49.
  • the second route bypasses second tail tube 50.
  • valve 2 or 102 when the engine speed is raised up to the idling region, valve 2 or 102 is rotationally moved to position B shown in FIG. 9 due to an increase in the valve-forward pressure.
  • Valve 2 or 102 is placed in the closing state in which end peripheral surface 2d is substantially contacted with contact surface 8b of end valve guide 8. Therefore, the exhaust sound from the engine is prevented from being emitted from tail tube 49 to atmospheric air via the second route indicated by arrow B in FIG. 10 and can be emitted from tail tube 50 to atmospheric air substantially only via the first route indicated by arrow A in FIG. 10 .
  • the exhaust sound that is emitted from muffler 40 to atmospheric air can be reduced.
  • valve-forward pressure is further increased with raising of the engine speed. Due to the increase in the valve-forward pressure, valve 2 or 102 is rotationally moved from position B to position C shown in FIG. 9 . During the rotational movement from position B to position C, valve 2 or 102 is kept in the closing state. Therefore, the emission of the exhaust sound substantially only via the first route indicated by arrow A in FIG. 10 is maintained so that the exhaust sound from the engine can be kept reduced.
  • valve-forward pressure is further increased due to an increase in the flow of exhaust gas from the engine.
  • Valve 2 or 102 is further rotationally moved away from position C shown in FIG. 9 and placed in the second open state.
  • end peripheral surface 2d of valve 2 or 102 becomes out of contact with contact surface 8b of end valve guide 8 and there is generated a clearance therebetween. Therefore, the exhaust sound from the engine is emitted from both tail tubes 49 and 50 to atmospheric air via both the first route indicated by arrow A in FIG. 10 and the second route indicated by arrow B in FIG. 10 .
  • increase in pressure loss can be suppressed to thereby enhance the engine output.
  • the method includes a first control step of reducing a flow rate of exhaust gas that passes through the exhaust path, to a first flow rate in accordance with increase in engine speed in a first engine speed region, and a second control step of increasing the flow rate of exhaust gas to a second flow rate in accordance with increase in engine speed in a second engine speed region in which the engine speed is higher than the engine speed in the first engine speed region.
  • the method further includes a third control step of reducing the flow rate of exhaust gas to a third flow rate that is lower than the first flow rate and the second flow rate in a third engine speed region between the first engine speed region and the second engine speed region.
  • the method for controlling exhaust sound can perform the following effects.
  • exhaust gas emitted from the engine is permitted to pass through the exhaust path so that powerful exhaust sound can be created.
  • the flow of exhaust gas is reduced so that a silence within the interior of the vehicle can be ensured.
  • the flow of exhaust gas is permitted to pass through the exhaust path and the flow rate of exhaust gas is increased as the engine speed becomes higher. As a result, increase in pressure loss can be suppressed.
EP08005826A 2007-04-04 2008-03-27 Verfahren und Gerät zur Steuerung des Motorabgasgeräuschs von Fahrzeugen Withdrawn EP1978216A3 (de)

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JP2007098526A JP2008255879A (ja) 2007-04-04 2007-04-04 車両用排気音制御方法及び車両用排気音制御装置

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EP1978216A2 true EP1978216A2 (de) 2008-10-08
EP1978216A3 EP1978216A3 (de) 2009-09-30

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EP2802750B1 (de) 2012-01-13 2017-03-15 Kesstech GmbH Schalldämpfer-anordnung
EP2646660B1 (de) 2010-12-02 2017-03-22 Kesstech GmbH Schalldämpfer für auspuff-anlagen

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JP6017798B2 (ja) * 2012-02-23 2016-11-02 フタバ産業株式会社 排気流路用弁装置
KR101349600B1 (ko) * 2012-08-06 2014-01-16 현대자동차주식회사 다이나믹 스포티 배기 사운드 장치 및 이의 제어방법
KR20140077039A (ko) * 2012-12-13 2014-06-23 현대자동차주식회사 가변 밸브 장치 및 이를 구비한 소음기
CN103437860B (zh) * 2013-07-15 2016-08-10 江苏大学 一种磁力控制声学阀
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EP2802750B1 (de) 2012-01-13 2017-03-15 Kesstech GmbH Schalldämpfer-anordnung

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EP1978216A3 (de) 2009-09-30
JP2008255879A (ja) 2008-10-23
CN101280707A (zh) 2008-10-08

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