EP2003313B1 - Exhaust pressure control valve - Google Patents

Exhaust pressure control valve Download PDF

Info

Publication number
EP2003313B1
EP2003313B1 EP07738722A EP07738722A EP2003313B1 EP 2003313 B1 EP2003313 B1 EP 2003313B1 EP 07738722 A EP07738722 A EP 07738722A EP 07738722 A EP07738722 A EP 07738722A EP 2003313 B1 EP2003313 B1 EP 2003313B1
Authority
EP
European Patent Office
Prior art keywords
valve
main
exhaust
passage
exhaust gas
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.)
Not-in-force
Application number
EP07738722A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2003313A4 (en
EP2003313A2 (en
EP2003313A9 (en
Inventor
Kimio Nemoto
Mitsuru Takeuchi
Yukihiro Harada
Koji Sakurai
Koichi Sugihara
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.)
Aisan Industry Co Ltd
Original Assignee
Aisan Industry 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
Priority claimed from JP2006070481A external-priority patent/JP2007247488A/ja
Priority claimed from JP2006082528A external-priority patent/JP2007255351A/ja
Priority claimed from JP2006084510A external-priority patent/JP2007255395A/ja
Application filed by Aisan Industry Co Ltd filed Critical Aisan Industry Co Ltd
Publication of EP2003313A2 publication Critical patent/EP2003313A2/en
Publication of EP2003313A9 publication Critical patent/EP2003313A9/en
Publication of EP2003313A4 publication Critical patent/EP2003313A4/en
Application granted granted Critical
Publication of EP2003313B1 publication Critical patent/EP2003313B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0235—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using exhaust gas throttling means
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/1055—Details of the valve housing having a fluid by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type

Definitions

  • the present invention relates to an exhaust pressure control valve for controlling the pressure of an exhaust gas discharged from an engine.
  • An exhaust pressure control valve for controlling the pressure of an exhaust gas discharged from an engine is utilized to increase the starting ability of the engine or to clean the exhaust gas discharged from the engine.
  • a conventional exhaust pressure control valve is disclosed in International Laid Open Patent Publication No. WO 99/41495 .
  • This exhaust pressure control valve comprises a housing having a main passage and a bypass passage. An inlet port and an outlet port are formed in an inner wall face of the main passage. An upstream end of the bypass passage is connected with the inlet port, and a downstream end of the bypass passage is connected with the outlet port.
  • a main valve for opening and closing the main passage is provided in the main passage. The main valve is disposed between the inlet port and the outlet port.
  • a bypass valve for opening and closing the bypass passage is provided in the bypass passage.
  • the bypass valve When the bypass valve is opened, the exhaust gas at the upstream end of the main valve can flow along the bypass passage to the downstream end of the main valve.
  • the pressure of the exhaust gas increases if the degree of opening of the main valve is restricted.
  • the bypass valve opens when the pressure of the exhaust gas exceeds a predetermined value.
  • the bypass valve opens, the exhaust gas flows along the bypass passage.
  • the pressure increase of the exhaust gas is thus restrained, and the pressure of the exhaust gas is maintained at the predetermined value.
  • the degree of opening of the main valve is increased, the pressure of the exhaust gas decreases, the bypass valve closes, and the bypass passage is also closed.
  • JP 55-170431 U and JP 61-025554 U disclose further exhaust pressure valves.
  • JP 2000-002125 A and JP 11-013500 A disclose throttle valves.
  • US 4 231 337 A discloses an air intake system for a diesel engine.
  • GB 1 183 954 A discloses an internal combustion engine.
  • the DPF system is a system for catching particulates (particulate matter) or graphite included in the exhaust gas of the diesel engine by using a ceramic filter.
  • the exhaust pressure control valve is utilized to recondition the filter.
  • the exhaust pressure control valve is disposed upstream or downstream from the filter.
  • the degree of opening of the main valve is restricted and the pressure of the exhaust gas is increased.
  • the bypass valve opens and the exhaust gas flows along the bypass passage. The pressure of the exhaust gas is thus maintained at the predetermined value. If the load on the engine increases due to an increase in the pressure of the exhaust gas, the amount of fuel fed to the engine is increased. As a result, the exhaust temperature increases and catalysts are activated, and a part of the fuel not burnt by the engine is fed to oxidation catalysts at the upstream end of the filter.
  • the fuel fed to the oxidation catalysts increases the exhaust gas temperature within the catalyst due to an oxidation reaction, and the particulate matter (PM) having soot as its main component caught in the filter is burnt (i.e. the filter is reconditioned).
  • the main valve is opened, and the pressure of the exhaust gas falls to its normal pressure.
  • the pressure of the exhaust gas is thus controlled by the exhaust pressure control valve, whereby the reconditioning of the filter can be performed utilizing the fuel fed to the engine.
  • the exhaust pressure control valve when the main valve is to be switched from a closed state (this includes a state where the degree of opening of the main valve is restricted) to an open state when the reconditioning of the filter is completed, the exhaust gas flows abruptly from the upstream end to the downstream end of the main valve.
  • unpleasant noise a blowing noise
  • the vehicle in which a diesel engine is mounted is frequently a large vehicle such as a bus, truck, etc., and consequently a large amount of noise is generated. Reducing the noise is consequently an important problem.
  • the aim of the present invention is to provide an exhaust pressure control valve capable of reducing the amount of noise generated when a main valve of the exhaust pressure control valve is switched from a closed state to an open state.
  • the present inventors performed flow analysis simulations of the exhaust gas in order to identify the cause of the noise generated when the main valve is switched from the closed state to the open state. As a result, they determined that when the main valve is switched from the closed state to the open state, the exhaust gas that is flowing rapidly from the upstream end to the downstream end of the main valve strikes against an outlet port, this causing turbulence in the exhaust gas within the outlet port, and this turbulence being a cause of the noise.
  • the exhaust pressure control valve of the present invention comprises a housing having a main passage and a bypass passage, a main valve for opening and closing the main passage, and a bypass valve for opening and closing the bypass passage.
  • the main valve comprises a throttle shaft rotatably supported by the housing and a valve member attached to the throttle shaft.
  • the rotation of the throttle shaft causes the valve member to switch between a closed state in which the valve member closes the main passage and an open state in which the valve member opens the main passage.
  • An inlet port is formed in an inner wall face of the main passage at an upstream side of the main valve, and an upstream end of the bypass passage is connected with this inlet port.
  • An outlet port is formed in the inner wall face of the main passage at a downstream end of the main valve, and a downstream end of the bypass passage is connected with this outlet port.
  • the position of the outlet port is offset in the circumferential direction from the position of a point on the circumferential edge of the valve member at which the distance from an axis of the throttle shaft to the circumferential edge of the valve member is longest.
  • a space between the circumferential edge of the valve member and the main passage becomes largest at the point on the circumferential edge of the valve member at which the distance from the axis of the throttle shaft to the circumferential edge of the valve member is longest (i.e. a point at which the rotational radius is at its greatest), and the flow speed of the exhaust gas becomes fastest at this point.
  • the position of the outlet port in the circumferential direction is substantially identical to the position in the circumferential direction of a part supporting the throttle shaft provided in the main passage. According to this configuration, the outlet port is disposed in a position apart from the rapid exhaust gas flow, and consequently the generation of noise can be suppressed effectively.
  • the exhaust pressure control valve further comprises a bearing housed in a through hole formed in the housing and supporting one end of the throttle shaft, an actuator connected to one end of the throttle shaft that protrudes toward the exterior of the housing from the through hole and that drives the rotation of the throttle shaft, and a seal member that seals between the throttle shaft and an inner wall face of the through hole.
  • a flow characteristic changing means is provided in the outlet port, this flow characteristic changing means changing the flow characteristics of the exhaust gas.
  • the flow characteristic changing means can be a wall face having a curved surface shape formed at a downstream side of the outlet port. That is, the occurrence of turbulence in the outlet port can be suppressed by forming the wall face at the downstream side of the outlet port in the curved surface shape.
  • the flow characteristic changing means can utilize a flow rectifying member attached to a wall face at a downstream side of the outlet port, this flow rectifying member rectifying the flow of exhaust gas.
  • This flow rectifying member rectifying the flow of exhaust gas.
  • the occurrence of turbulence in the outlet port can also be suppressed by the flow rectifying member.
  • a space may be formed between the circumferential edge of the valve member and the inner wall face of the main passage.
  • the pressurized exhaust gas upstream from the main valve flows rapidly towards the downstream side from the space between the circumferential edge of the valve member and the inner wall face of the main passage when the main passage is closed, and a blowing noise occurs.
  • the main cause of the blowing noise was the difference in flow speed between the exhaust gas flowing rapidly from the upstream side of the valve and the surroundings of this exhaust gas flow.
  • exhaust pressure control valves have been provided with a communication hole (the communication hole passing from a front surface to a back surface) in the valve member of the main valve (for example, Japanese Patent Application Publication No. 2005-299457 ).
  • the amount of flow of the exhaust gas flowing through the space between the circumferential edge of the valve member and the inner wall face of the main passage is reduced by providing the communication hole in the valve member, and consequently the noise can be somewhat reduced.
  • the communication hole provided in the valve member extends parallel to the direction in which an exhaust passage extends.
  • the flow direction of the exhaust gas flowing toward the downstream side from the circumferential edge of the valve member is parallel to (the same as) the flow direction of the exhaust gas flowing toward the downstream side from the communication hole, and it is thus difficult for the two flows to mix together.
  • a space is formed, along the entire circumference of the circumferential edge of the valve member, between the circumferential edge of the valve member and the inner wall face of the main passage when the valve is in the closed state, and a communication hole is formed in the valve member that passes from a front surface to a back surface thereof.
  • the communication hole is formed such that, when the main valve is in the closed state, the flow direction of exhaust gas flowing out from the communication hole is oblique with respect to the axial direction of the main passage.
  • the flow of the exhaust gas flowing toward the downstream side from the circumferential edge of the valve member is not parallel to the flow of the exhaust gas flowing from the communication hole, and it is consequently easy for the two flows to mix together.
  • the flow speed of the exhaust gas that is flowing from the upstream side to the downstream side of the main valve is reduced.
  • the occurrence of the blowing noise when the main valve is in the closed state can thereby be reduced.
  • the exhaust pressure control valve can be configured such that, when the valve is in the closed state, the surface of the valve member is oblique with respect to the axial direction of the main passage.
  • the communication hole is formed in a position in the surface face of the valve member at a downstream side from the throttle shaft and is formed in a direction substantially perpendicular to the surface of the valve member.
  • a gas flow speed reducing means for example, wire gauze, or the like
  • this gas flow speed reducing means reducing the flow speed of the exhaust gas near the inner wall face. Since the flow speed is reduced of the exhaust gas flowing downstream from between the circumferential edge of the valve member and the inner wall face of the exhaust passage, the blowing noise can be further reduced.
  • the present invention provides an exhaust pressure control valve capable of reducing the occurrence of noise when the main valve is switched from the closed state to the open state.
  • the exhaust pressure control valve comprises a housing having a main passage and a bypass passage, a main valve for opening and closing the main passage, a first valve opening and closing device for driving the opening and closing of the main valve, a bypass valve for opening and closing the bypass passage, and a second valve opening and closing device for driving the opening and closing of the bypass valve.
  • the first valve opening and closing device is set such that the time for the main valve to change from a closed state to an open state is longer than the time for the main valve to change from the open state to the closed state.
  • the first valve opening and closing device can be operated by, for example, a solenoid, air, oil pressure, etc. and the first valve opening and closing device drives the opening and closing in accordance with the driving state of the engine.
  • the second valve opening and closing device can utilize, for example, a diaphragm type actuator, and drives the opening and closing in accordance with the pressure of the exhaust gas upstream from the main valve.
  • the first valve opening and closing device can comprise a diaphragm type actuator for driving the opening and closing of the main valve, a discharging and feeding means for discharging gas from and feeding gas to a pressure chamber of the actuator, a pipe connecting the discharging and feeding means and the pressure chamber of the actuator, and a flow amount regulating means disposed on the pipe, this flow amount regulating means switching between a first state in which the cross-sectional area of a through opening through which gas passes is large and a second state in which the cross-sectional area of the through opening through which gas passes is small.
  • the actuator is set so as to close the main valve when the pressure of gas within the pressure chamber exceeds a predetermined pressure, and so as to open the main valve when the pressure of the gas within the pressure chamber is equal to or below the predetermined pressure.
  • the flow amount regulating means is put in the first state when gas is to be discharged from the pressure chamber, and is put in the second state when gas is to be fed to the pressure chamber. According to this configuration, the main valve changes from the closed state to the open state when the pressure in the pressure chamber of the diaphragm type actuator exceeds the predetermined pressure due to gas being fed to the pressure chamber.
  • the flow amount regulating means causes the cross-sectional area of the gas through opening to be small when the gas is fed to the pressure chamber, a rapid increase in the pressure in the pressure chamber is suppressed. As a result, the main valve changes slowly to the open state. By contrast, the main valve changes from the open state to the closed state when the pressure in the pressure chamber of the diaphragm type actuator reaches or falls below the predetermined pressure due to gas being discharged from the pressure chamber. Since the flow amount regulating means causes the cross-sectional area of the gas through opening to be large when gas is discharged from the pressure chamber, the pressure of the pressure chamber falls rapidly. As a result, the main valve changes quickly to the closed state.
  • the second valve opening and closing device comprises a movable member that moves linearly in accordance with the pressure of exhaust gas at an upstream side of the main valve, and a link mechanism that converts the linear movement of the movable member into opening and closing movement of the bypass valve.
  • the linear movement of the movable member that is in accordance with the pressure of the exhaust gas is transmitted to the bypass valve via the link mechanism.
  • the second valve opening and closing device may comprise, for example, a housing chamber for housing the movable member, an inlet pipe for leading the exhaust gas from the upstream side of the main valve into one of housing chambers divided by the movable member, and a biasing means disposed in the other of the housing chambers.
  • the biasing means biases the movable member toward the one housing chamber.
  • a connecting hole to which a DPF device can be connected is provided at an upstream end of the housing.
  • the exhaust pressure control valve is disposed at a downstream side of the DPF device.
  • a flange part to which an exhaust pipe is attached can be formed at a downstream end of the housing.
  • the flange part is joined flexibly to the exhaust pipe. It is possible to prevent vibration of a device (for example, an engine or the like) at an upstream side of the exhaust pressure control valve from being transmitted to the exhaust pipe by joining the exhaust pressure control valve and the exhaust pipe flexibly.
  • the bypass valve is disposed at a central part of the bypass passage at a position apart from the main passage.
  • the second valve opening and closing device comprises a movable member that moves linearly in accordance with the pressure of exhaust gas at an upstream side of the main valve, and a link mechanism that converts the linear movement of the movable member into opening and closing movement of the bypass valve.
  • the opening and closing of the bypass valve is performed by causing the linear movement of the movable member to be in accordance with the pressure of the exhaust gas at the upstream side of the main valve, and by transmitting the linear movement of the movable member to the bypass valve via the link mechanism.
  • the exhaust system of the diesel engine 1 comprises a DPF device 3 and the exhaust pressure control valve 10.
  • the DPF device 3 has a filter (manufactured from ceramic) that catches particulate matter (PM) having soot as its main component that is included in the exhaust gas.
  • the diesel engine 1 is connected to an upstream end of the DPF device 3 via an exhaust pipe 2.
  • the exhaust pressure control valve 10 is connected via an exhaust pipe 5 to a downstream end of the DPF device 3.
  • a pressure sensor 2a is disposed in the exhaust pipe 2. The pressure sensor 2a detects the pressure of the exhaust gas flowing through the exhaust pipe 2.
  • a pressure sensor 5a is disposed in the exhaust pipe 5.
  • the pressure sensor 5a detects the pressure of the exhaust gas flowing through the exhaust pipe 5.
  • the pressure of the exhaust gas detected by the pressure sensors 2a and 5a is input to an ECU 4 (an electronic control unit).
  • the exhaust pressure control valve 10 controls the pressure of the exhaust gas discharged from the diesel engine 1.
  • a downstream end of the exhaust pressure control valve 10 is connected to a muffler via an exhaust pipe 6. Control of the diesel engine 1 and the exhaust pressure control valve 10 is performed by the ECU 4.
  • the ECU 4 controls the amount of air intake and amount of fuel fed to the diesel engine 1 in accordance with the driving state of the diesel engine 1. Further, when the pressure difference (i.e.
  • the ECU 4 closes a main valve (to be described later) of the exhaust pressure control valve 10, and reconditions the filter of the DPF device 3.
  • the exhaust gas discharged from the diesel engine 1 flows to the DPF device 3 via the exhaust pipe 2.
  • the DPF device 3 catches the particulate matter (PM) having soot as its main component included in the exhaust gas.
  • the exhaust gas cleaned by the DPF device 3 is discharged to the outside air from the muffler via the exhaust pipe 5, the exhaust pressure control valve 10, and the exhaust pipe 6.
  • the ECU 4 closes the main valve of the exhaust pressure control valve 10.
  • the exhaust pressure of the diesel engine 1 thereby increases, and the amount of fuel fed to the diesel engine 1 is increased in accordance with the increase in the exhaust pressure.
  • gas that includes unburned components is fed to the DPF device 3.
  • the gas that includes unburned components is fed to oxidation catalysts at an upstream end of the filter.
  • the unburned components fed to the oxidation catalysts increase the exhaust gas temperature within the catalyst due to an oxidation reaction.
  • the particulate matter (PM) having soot as its main component caught in the filter is thereby burnt (i.e. the filter of the DPF device 3 is reconditioned).
  • the ECU 4 opens the main valve of the exhaust pressure control valve 10, and the normal operating state is returned to.
  • the reconditioning of the DPF device 3 is performed every time the pressure loss of the DPF device 3 exceeds the predetermined value.
  • the exhaust pressure control valve 10 comprises a housing 11 having a main passage 12 and a bypass passage 28, a main valve 10 for opening and closing the main passage 12, and a bypass valve 26 for opening and closing the bypass passage 28.
  • the housing 11 has the main passage 12 and the bypass passage 28 (bypass chamber) that is provided adjacent to the main passage 12.
  • the exhaust pipe 5 is attached to an upstream end 14 of the main passage 12.
  • the exhaust pipe 6 is attached via a connecting pipe 70 to a downstream end 66 of the main passage 12.
  • An inlet port 16 and an outlet port 46 are formed in an inner wall face of the main passage 12.
  • the inlet port 16 is formed at the upstream end 14 side, and the outlet port 46 is formed at the downstream end 66 side.
  • the main valve 30 is disposed between the inlet port 16 and the outlet port 46.
  • the main valve 30 opens and closes the main passage 12 between the inlet port 16 and the outlet port 46.
  • bypass passage 28 An upstream end of the bypass passage 28 is connected to the main passage 12 via the inlet port 16. A downstream end of the bypass passage 28 is connected to the main passage 12 via the outlet port 46.
  • the bypass valve 26 is housed in the bypass passage 28. The bypass valve 26 opens and closes an opening portion from the inlet port 16 to the bypass passage 28. As is clear from the figures, the bypass valve 26 is disposed in a position that is away from the inner wall face of the main passage 12.
  • a throttle shaft 32 of the main valve 30 passes through a center (point O) of the main passage 12, and both ends thereof are supported by a wall face (points A and C of the housing 11) of the main passage 12.
  • the position of the inlet port 16 in the circumferential direction is identical with the position in the circumferential direction of a bearing portion that supports one end of the throttle shaft 32 (point A or point C in FIG. 4 ).
  • the position of the outlet port 46 in the circumferential direction is identical with the position in the circumferential direction of a bearing portion that supports one end of the throttle shaft 32.
  • the main passage 12 and the bypass passage 28 extend substantially parallel to one another (axes thereof are parallel).
  • the inlet port 16 is formed to have a round shape in cross-section.
  • the inlet port 16 be round in cross-section, it is easier for the inlet port 16 to be closed (see FIG. 2 ) in an airtight manner by the bypass valve 26 (described later).
  • the outlet port 46 is formed to have a rectangular shape in cross-section.
  • the cross-sectional area of the passage of the outlet port 46 can be kept large, and the exhaust gas flows easily from the outlet port 46 to the main passage 12.
  • the inlet port 16 and the outlet port 46 are formed so as to be substantially orthogonal to the axis of the main passage 12 (i.e.
  • a portion of a wall face 48 at the downstream side of the outlet port 46 that is a portion connecting to the main passage 12 is chamfered to a curved surface shape (an R shape). The exhaust gas flowing along the main passage 12 thereby flows easily toward the downstream end 66.
  • the main valve 30 is a butterfly type valve.
  • the main valve 30 comprises the throttle shaft 32, and a valve member 34 attached to the throttle shaft 32.
  • the rotation of the throttle shaft 32 causes switching between a closed state in which the valve member 34 closes the main passage 12 and an open state in which the valve member 34 opens the main passage 12.
  • the valve member 34 is oblique with respect to the axis (the central axis) of the main passage 12 (see FIG. 3 ).
  • a clearance is formed between a circumferential edge of the valve member 34 and the inner wall face of the main passage 12. This clearance is formed so as to allow the diesel engine 1 to operate even when the main valve 30 has been closed.
  • the clearance is formed along the entire circumference of the valve member 34.
  • the throttle shaft 32 is supported in a manner allowing rotation by a bearing 40.
  • the bearing 40 is housed in an attachment hole 42 formed in the housing 11.
  • the attachment hole 42 is formed between the inlet port 16 and the outlet port 46.
  • the throttle shaft 32 passes through one end of the attachment hole 42 (an end part at the main passage 12 side).
  • the other end of the attachment hole 42 opens into the bypass passage 28, and this opening is closed by a cap 36.
  • the particulate matter (PM) having soot as its main component that is in the exhaust gas is prevented from entering the attachment hole 42 by closing the opening of the attachment hole 42 using the cap 36.
  • the other end of the throttle shaft 32 is supported in a manner allowing rotation by a bearing 54.
  • the bearing 54 is housed in an attachment hole 52 formed in the housing 11.
  • the throttle shaft 32 passes through one end of the attachment hole 52 (an end part at the main passage 12 side).
  • a seal ring 50 is disposed between the throttle shaft 32 and the attachment hole 52.
  • the exhaust gas within the main passage 12 is prevented from flowing out to the exterior by the seal ring 50.
  • the other end of the attachment hole 42 is open to the exterior, and a driving end 32b of the throttle shaft 32 protrudes to the exterior from this opening.
  • the driving end 32b of the throttle shaft 32 is coupled to a rod 60 of an actuator 64 via a coupling part 62.
  • the throttle shaft 32 is made to rotate by means of the rod 60 expanding.
  • the opening and closing device 41 comprises the actuator 64, a three way electromagnetic valve 47, and a vacuum pump 43.
  • the actuator 64 is a diaphragm type actuator.
  • the actuator 64 comprises the rod 60 that moves in accordance with pressure of a pressure chamber (not shown).
  • One end of the coupling part 62 is attached in a manner allowing rotation to an anterior end of the rod 60.
  • the driving end 32b of the throttle shaft 32 is attached to the other end of the coupling part 62.
  • the throttle shaft 32 rotates in response thereto, and the main valve 30 is thereby switched between the open state in which the main passage 12 is open and the closed state in which the main passage 12 is closed. That is, the main valve 30 opens the main passage 12 when the pressure in the pressure chamber of the actuator 64 exceeds a predetermined pressure, and the main valve 30 closes the main passage 12 when the pressure in the pressure chamber of the actuator 64 falls to or below the predetermined pressure.
  • the pressure chamber of the actuator 64 is connected to a central port 47c of the three way electromagnetic valve 47 via piping 57a, a flow amount regulating valve 51, and piping 57b.
  • a first port 47a, out of two remaining ports 47a and 47b of the three way electromagnetic valve 47 is connected to the vacuum pump 43 via a check valve 45.
  • the other port 47b of the three way electromagnetic valve 47 is open to the atmosphere.
  • the check valve 45 prevents the reverse flow of air from the vacuum pump 43 toward the three way electromagnetic valve 47.
  • the three way electromagnetic valve 47 is controlled by the ECU 4.
  • the flow amount regulating valve 51 is disposed between the pressure chamber of the actuator 64 and the three way electromagnetic valve 47.
  • the flow amount regulating valve 51 has a housing 51, a dividing wall 53 formed at a center of the housing 51, and a valve member 55 attached to the dividing wall 53.
  • a first room 51a formed by being divided by means of the dividing wall 53 communicates with the pressure chamber of the actuator 64 via the piping 57a.
  • An other room 51 b formed by being divided by means of the dividing wall 53 is connected to the central port 47c of the three way electromagnetic valve 47 via the piping 57b.
  • a plurality of orifices (through holes) 53a are formed in the dividing wall 53. A part of the plurality of orifices 53a is opened and closed by the valve member 55.
  • the valve member 55 closes a part of the orifices of the dividing wall 53.
  • the valve member 55 changes shape and opens the orifices 53a of the dividing wall 53 (the state shown in FIG. 7 ).
  • the cross-sectional area through which the air passes becomes smaller when the air is led into the pressure chamber of the actuator 64, and the air is thus fed slowly to the pressure chamber of the actuator 64.
  • the cross-sectional area through which the air passes becomes larger when the air is discharged from the pressure chamber of the actuator 64, and the air is thus discharged rapidly from the pressure chamber of the actuator 64.
  • the time for the main valve 30 to pass from the closed state to the open state is thus adjusted to be longer than the time for the main valve 30 to pass from the open state to the closed state.
  • the bypass valve 26 is a flap valve.
  • the bypass valve 26 has a valve member 24, and a bolt 22 for attaching the valve member 24 to an arm 20.
  • an opening and closing device 69 for opening and closing the bypass valve 26 comprises an actuator 79, and link mechanisms (73, 20) that transmit the movement of the actuator 79 to the bypass valve 26.
  • the actuator 79 is a diaphragm type actuator.
  • the actuator 79 comprises a cylinder 81 and a rod 75.
  • the rod 75 has a dividing wall part 75a formed at a base end part thereof, and a rod part 75b rising from the dividing wall part 75a.
  • the dividing wall part 75a is housed within the cylinder 81 in a manner allowing movement, and demarcates a pressure chamber 77 and a spring housing chamber 83 within the cylinder 81.
  • the pressure chamber 77 communicates with the exhaust pipe 5 via an exhaust gas inlet pipe 23, such that exhaust gas flowing along the exhaust pipe 5 is led into the pressure chamber 77.
  • a spring 85 is housed in a compressed state within the spring housing chamber 83. The spring 85 pushes the dividing wall part 75a toward the pressure chamber 77.
  • a base end of a link 73 is attached to an anterior end of the rod part 75b so as to be capable of rotating.
  • One end of the arm 20 is fixed to an anterior end of the link 73.
  • the bypass valve 26 is attached to the other end of the arm 20.
  • the operation of the exhaust pressure control valve 10 described above when opening and closing the main valve 30 will be described. First, the operation for changing the main valve 30 from the open state to the closed state will be described. Moreover, as is clear from the above description, atmospheric air is led into the pressure chamber of the actuator 64 when the main valve 30 is in the open state.
  • the opening and closing of the exhaust pressure control valve 10 is controlled by the ECU 4.
  • the ECU 4 first outputs a driving signal to the three way electromagnetic valve 47, whereby the port 47b is closed and the central port 47c and the port 47a are caused to be in a communicating state.
  • the port 47a communicates with negative pressure created by the vacuum pump 43.
  • the air within the pressure chamber of the actuator 64 is thus discharged, and the main valve 30 closes the main passage 12.
  • the valve member 55 of the flow amount regulating valve 51 opens the orifices 53a.
  • the air within the pressure chamber of the actuator 64 is consequently discharged rapidly.
  • the pressure of the exhaust gas increases when the main valve 30 closes the main passage 12, the pressure also increases of the exhaust gas led into the pressure chamber 77 of the actuator 79 that drives the bypass valve 26.
  • the rod 75 moves in opposition to the pushing force of the spring 85.
  • the bypass valve 26 thereby opens the bypass passage 28.
  • the degree of valve opening of the bypass valve 26 is determined by the pressure of the exhaust gas within the exhaust pipe 5, being greater when the pressure of the exhaust gas within the exhaust pipe 5 is high, and being smaller when the pressure of the exhaust gas within the exhaust pipe 5 is low. The pressure of the exhaust gas within the exhaust pipe 5 is thus maintained at a substantially constant pressure.
  • bypass valve 26 Since the bypass valve 26 is disposed at a position apart from the inner wall face of the main passage 12, the bypass valve 26 is not directly affected by the exhaust pressure of the exhaust gas flowing along the main passage 12. Further, the opening and closing of the bypass valve 26 is performed by transmitting linear movement of the actuator 79 to the arm 20 via the link mechanisms. As a result, the behavior of the bypass valve 26 is stable even in the case where the exhaust gas flowing along the exhaust pipe 5 is pulsating, and chattering of the bypass valve 28 can thus be prevented. The controllability of the exhaust pressure is thus increased.
  • the ECU 4 When the main valve 30 is to be changed from the closed state to the open state, the ECU 4 outputs a driving signal to the three way electromagnetic valve 47, whereby the port 47a is closed and the central port 47c and the port 47b are caused to be in a communicating state. Atmospheric air is thus led from the three way electromagnetic valve 47 side into the pressure chamber of the actuator 64, and the main valve 30 opens the main passage 12.
  • the valve member 55 of the flow amount regulating valve 51 closes a part of the orifices 53a. As a result, air is led slowly into the pressure chamber of the actuator 64, and the main valve 30 opens slowly.
  • FIG. 8 is a figure that schematically shows the change in state of: the three way electromagnetic valve 47 that is transitioning from the state where the main valve 30 is closed to the state where the main valve 30 is open, the change in pressure in the pressure chamber of the actuator 64, and the change in the degree of valve opening of the main valve 30.
  • the three way electromagnetic valve 47 is first switched from a negative pressure state (a state in which the actuator 64 and the vacuum pump 43 are connected) to a state of being open to the atmosphere (a state in which the actuator 64 is open to the atmosphere).
  • the pressure chamber of the actuator 64 gradually transitions from a negative pressure state to an atmospheric pressure state.
  • the main valve 30 starts to open gradually after a certain time lag t has passed from the time when the three way electromagnetic valve 47 switched to the state of being open to the atmosphere.
  • the main valve 30 is fully open after a time t0 has passed from the time when the three way electromagnetic valve 47 switched to the state of being open to the atmosphere.
  • the exhaust gas flows from the upstream side to the downstream side of the main valve 30.
  • the size of a space between the circumferential edge of the valve member 34 and the inner wall face of the main passage 12 is proportional to a distance (a rotational radius) from the axis of the throttle shaft 32 to the valve member 34 (to a point on the circumferential edge). That is, the space is largest at points B and D where the distance from the axis of the throttle shaft 32 to the valve member 34 (to a point on the circumferential edge) is longest (see FIG. 4 ).
  • the space is smallest at points A and C where the distance from the axis of the throttle shaft 32 to the valve member 34 (to the point on the circumferential edge) is shortest.
  • the flow speed of the exhaust gas flowing out from the main valve 30 is fastest at points B and D, and is slowest at points A and C.
  • the outlet port 46 is provided at the point A (or the point C), and is thus disposed at a position apart from the position where the exhaust gas is flowing out rapidly. For this reason the occurrence of turbulence within the outlet port 46 caused by the exhaust gas flowing out rapidly when the main valve 30 is opened is prevented, and the occurrence of noise can be prevented.
  • the wall face 48 at the downstream side of the outlet port 46 is formed in a curved surface shape, the exhaust gas flowing out from the main valve 30 can flow smoothly toward the downstream end 66. Turbulence within the outlet port 46 is prevented from occurring by this, as well, and the occurrence of noise can thus be suppressed. Furthermore, since the main valve 30 is opened slowly, the rapid flow of exhaust gas toward the downstream side of the main valve 30 can be suppressed. This, also, can suppress the occurrence of noise. Moreover, the pressure of the exhaust gas flowing along the exhaust pipe 5 decreases when the main valve 30 opens the main passage 12. As a result, the bypass valve 26 closes the bypass passage 28.
  • the main valve 30 is transitioned gradually from the closed state to the open state by providing the opening and closing device 41 that opens and closes the main valve 30 with a flow amount regulating valve 49.
  • the sound pressure of the noise (the blowing noise) that occurs is thereby reduced.
  • FIG. 9 shows an example of results measuring changes in the exhaust pressure and changes in the sound pressure of the blowing noise when the main valve 30 changes from the closed state to the open state.
  • FIG. 9 also shows, for comparison, the changes in exhaust pressure when the flow amount regulating valve 49 is not provided. As is clear from FIG.
  • the change in pressure of the exhaust gas ( ⁇ P/dt) is more gradual in the case where the flow amount regulating valve 49 is provided than in the case where the flow amount regulating valve 49 is not provided, and the period (i.e., response period) for the main valve 30 to change from the closed state to the fully open state becomes longer.
  • the waveform of the change in pressure of the exhaust gas with the waveform of the change in the sound pressure of the blowing noise, there is a correlation between the size of the change in pressure of the exhaust gas and the sound pressure of the blowing noise (the amplitude of the sound pressure).
  • the blowing noise is decreased by making the change in pressure of the exhaust gas gradual. That is, in the present embodiment, the blowing noise can be reduced by lengthening the response period of the main valve 30.
  • FIG. 10 is a figure showing the relationship between the response period of the main valve 30 (the period for the main valve 30 to change from the closed state to the fully open state) and the sound pressure (maximum sound pressure) of the blowing noise. As is clear from the figure, the maximum sound pressure of the blowing noise is reduced by lengthening the response period of the main valve 30.
  • the position of the outlet port 46 in the circumferential direction is identical with the position in the circumferential direction of the shaft bearing portion of the throttle shaft 32, and the wall face 48 at the downstream side of the outlet port 46 is formed in a curved surface shape.
  • the occurrence of turbulence in the exhaust gas within the outlet port 46 is thereby suppressed, and noise can effectively be prevented from occurring.
  • the response period for the main valve 30 to change from the closed state to the fully open state is made longer by providing the opening and closing device 42 that opens and closes the main valve 30 with the flow amount regulating valve 49. As a result, the blowing noise is mitigated when the main valve 30 changes from the closed state to the open state.
  • the filter reconditioning of the DPF device 3 can be realized without time delays since the period for the main valve 30 to change from the open state to the closed state is set to be short.
  • the bypass valve 26 is disposed in a position apart from the main passage 12, and the expanding and contracting movement of the rod of the actuator 79 is converted by the link mechanism into the opening and closing movement of the bypass valve 26. Since the pulsation pressure is diffused by the buffering effect of the diaphragm of the actuator, chattering of the bypass valve 26 can be prevented even in the case where the exhaust gas is pulsating in the exhaust pipe 5, and it is possible to control the exhaust pressure to within a predetermined pressure range.
  • the degree of opening of the bypass valve 26 changes in accordance with changes in the pressure of the exhaust gas, it is possible to perform the filter reconditioning of the DPF device 3 even when the motor vehicle is in a running state (a state in which the flow amount (pressure) of the exhaust gas changes).
  • the movement of the actuator 79 was transmitted to the bypass valve 26 via the link mechanism.
  • the present invention is not restricted to this configuration.
  • the movement of the actuator may be converted into the opening and closing movement of the bypass valve utilizing a rack and pinion mechanism. With this type of configuration, as well, it is possible to regulate the degree of opening of the bypass valve in accordance with the exhaust pressure.
  • the connecting pipe 70 exhaust pipe 6 is attached to the downstream end 66 of the main passage 12 in a manner where relative movement is not possible.
  • the present invention is not restricted to this configuration. For example, as shown in FIG.
  • an exhaust pipe 96 may be attached in a flexible state to a downstream end 93 of the main passage (a state where relative movement of the exhaust pipe 96 with respect to the downstream end 93 is possible). That is, a flange 94c is formed at a downstream end of a housing 90. A flange 87 is formed on the exhaust pipe 96 also. The flange 94c and the flange 87 are joined by a bolt 89b and a weld nut 89d. A seal ring 89a is disposed between the flange 94c and the flange 87. A spring 89c is disposed in a compressed state between the flange 87 and a head part of the bolt 89b.
  • the seal ring 89a is molded from graphite, and has a certain amount of resilience (deformability). As a result, the seal ring 89a deforms when force is exerted between the housing 90 and the exhaust pipe 96, and the exhaust pipe 96 can change relative position with respect to the housing 90 (the downstream end 33 of the main passage). According to this configuration, it is possible to suppress the transmission of vibration to the exhaust pipe 96 from a device (the engine 1) at the upstream side of the exhaust pressure control valve, and vibration of the exhaust pipe 96 and the muffler can thus be prevented.
  • the wall face 48 at the downstream side of the outlet port 46 is formed to have a curved surface shape.
  • the present invention is not restricted to this configuration.
  • a honeycomb 74 may be disposed at an opening part 78 of the outlet port 46. The occurrence of turbulence in the exhaust gas within the outlet port 46 can be prevented by disposing the honeycomb 74 at the opening part 78 of the outlet port 46.
  • a cover plate 80 that covers the outlet port 46 may be provided, such that the exhaust gas flow does not collide directly with an opening part 82 of the outlet port 46.
  • fins 84 may be formed on the wall face 48 at the downstream side of the outlet port 46. Turbulence can be prevented from occurring in the exhaust gas within the outlet port 46 by providing the fins 84.
  • the inlet port 16, the outlet port 46 and the bearing portion of the throttle shaft 32 are disposed in the same position in the circumferential direction.
  • an inlet port 116 and a bearing portion of a throttle shaft 132 are disposed in positions that are not the same in the circumferential direction.
  • it is preferred that the inlet port 116 and the bearing portion of the throttle shaft 132 are disposed so as to overlap in the axial direction of the main passage.
  • the exhaust pressure control valve can be made compact by overlapping the inlet port 116 and the bearing portion of the throttle shaft 132 in the axial direction. Further, as shown in FIG.
  • the inlet port 116 is formed so as to protrude toward the exterior from an inner wall face 112a of a main passage 112.
  • the passage cross-sectional area of the inlet port 116 can be adequately ensured by causing the inlet port 116 to protrude toward the exterior from the main passage 112 (the lower side in FIG. 19 ) even though the inlet port 116 and the bearing portion of the throttle shaft 132 are overlapping in the axial direction.
  • the exhaust pressure control valve of the second embodiment has the same configuration as the exhaust pressure control valve of the first embodiment, differing from the first embodiment in the point that a communication hole is formed in the valve member of the main valve. Only the points differing from the first embodiment will be described.
  • a valve member 237 of a main valve 230 is oblique with respect to an axis (a central axis) C of a main passage 234 when the valve member 237 is in a state of having closed the main passage 234.
  • a clearance 234d is formed between a circumferential edge of the valve member 237 and an inner wall face of the main passage 234.
  • the clearance 234d is formed along the entire circumference of the valve member 237. It is preferred that the clearance 234d is 0.5 mm or less. This is because the effect of increasing exhaust pressure cannot be achieved adequately when the clearance 234d exceeds 0.5 mm.
  • a communication hole 237a is formed in the valve member 237 and passes from a front surface to a back surface thereof. The communication hole 237a is formed at a side that becomes a side downstream from a rotation shaft (throttle shaft) 238 when the valve member 237 is in a state of having closed the main passage 234. The communication hole 237a is formed so as to be substantially perpendicular to the surface of the valve member 237.
  • wire gauze 290 is disposed at the inner wall face of the main passage 234 at a position at a downstream side of the main valve 236. The wire gauze 290 is disposed along the entire circumference of the inner wall face of the main passage 234.
  • exhaust gas at an upstream side of the main valve 230 flows out to the downstream side of the main valve 230 from the clearance 234d between the circumferential edge of the valve member 237 and the inner wall face of the main passage 234, and from the communication hole 237a of the valve member 237.
  • the exhaust gas flowing out from the clearance 234d is flowing parallel to the axial direction C of the main passage 234.
  • the exhaust gas flowing out from the communication hole 237a flows toward a center of the main passage 234 (i.e. flows in a direction that is oblique with respect to the axial direction C).
  • the exhaust gas flowing out from the clearance 234d and the exhaust gas flowing out from the communication hole 237a are mixed efficiently, and the flow speed thereof is thereby reduced.
  • the exhaust gas flowing out from the communication hole 237a flows toward the center of the main passage 234, and since the hole diameter of the communication hole 237a is made large because there is only one hole, a large amount of exhaust gas flows out from the communication hole 237a.
  • the exhaust gas flowing out from the communication hole 237a easily diffuses across the entirety of main passage 234, and the flow speed thereof is thereby reduced.
  • the wire gauze 290 is disposed at the inner wall face of the main passage 234 at the downstream side of the main valve 230. As a result, the flow speed of the exhaust gas flowing out from the clearance 234d is reduced by the wire gauze 290. The blowing noise when the main passage 234 is closed by the main valve 230 is thereby reduced.
  • FIG. 22 shows results of a simulation of the flow state of the exhaust gas when the main valve 230 has been closed in the exhaust pressure control valve of the present embodiment.
  • FIG. 23 shows results of a simulation of the flow state of the exhaust gas when the main valve has been closed in the exhaust pressure control valve in which the valve member of the main valve is not provided with the communication hole.
  • the exhaust gas is caused to flow into the entirety of the main passage 234 by the exhaust gas flowing out from the communication hole 237a, and it can be understood that the flow speed of exhaust gas flowing out from the clearance 234d can be reduced.
  • the exhaust gas flowing out from the clearance 234d and the exhaust gas flowing out from the communication hole 237a are mixed efficiently when the main valve 230 is closed, and the flow speed is thereby reduced. Further, the exhaust gas flowing out from the communication hole 237a of the main passage 234 flows toward the center of the main passage 234, and spreads throughout the entirety of the main passage 234. As a result, the flow speed of the exhaust gas flowing from the communication hole 237a is reduced. Further, the flow speed of the exhaust gas flowing out from the clearance 234d is reduced by the wire gauze 290 provided at the inner wall face of the main passage 234. The difference in flow speed between the surrounding exhaust gas and the gas flow out of the clearance 234d and the gas flow out of the communication hole 237a is thereby reduced, and the blowing noise can thereby be reduced.
  • one communication hole 237a is formed in the valve member 237.
  • the present invention is not restricted to this configuration.
  • a plurality of communication holes can be formed in the valve member. Forming a plurality of communication holes allows the exhaust gas to diffuse across the entirety of the main passage, whereby a reduction in the difference in flow speed can be achieved.
  • the hole diameter of the communication holes is small. By having the communication holes be small, the flow amount of leakage of the exhaust gas can be suppressed to a constant value while the speed of the exhaust gas flowing out from the communication holes is kept low.
  • FIG. 24 shows results of a simulation of the flow state of the exhaust gas when a plurality of communication holes are provided in the valve member.
  • the exhaust gas diffuses across the entirety of the main passage and the flow speed can be kept low in the case, also, where a plurality of communication holes are provided in the valve member.
  • downstream end sides of the communication holes are chamfered and a downstream end side of the circumferential edge of the valve member is chamfered. The exhaust gas flowing out from the upstream side of the main valve thereby diffuses easily, thus contributing toward a reduction in the flow speed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

　本発明は、エンジンから排気される排気ガスの圧力を制御する排気圧力制御弁において、メインバルブを閉状態から開状態に切り替える際に発生する異音を低減する。 　本発明の排気圧力制御弁１０は、メイン流路１２とバイパス流路２８を備えるハウジング１１と、メイン流路１２を閉じる閉状態とメイン流路１２を開く開状態とに切換えるメインバルブ３０と、バイパス流路２８を開閉するバイパスバルブ２６を有している。メインバルブ上流側のメイン流路１２の内壁面には入口ポート１６が設けられている。メインバルブ下流側のメイン流路１２の内壁面には出口ポート４６が形成されている。バイパス流路２８の上流端は入口ポート１６に接続され、バイパス流路２８の下流端は出口ポート４６に接続されている。出口ポート４６の位置と、メインバルブの回動軸の軸線から弁体の周縁までの距離が最も長くなる弁体の周縁上の点の位置とが、周方向にずれている。
EP07738722A 2006-03-15 2007-03-15 Exhaust pressure control valve Not-in-force EP2003313B1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2006070481A JP2007247488A (ja) 2006-03-15 2006-03-15 排気圧力制御装置
JP2006082528A JP2007255351A (ja) 2006-03-24 2006-03-24 排気圧力制御弁
JP2006084510A JP2007255395A (ja) 2006-03-27 2006-03-27 排気圧力制御弁
PCT/JP2007/055272 WO2007119379A1 (ja) 2006-03-15 2007-03-15 排気圧力制御弁

Publications (4)

Publication Number Publication Date
EP2003313A2 EP2003313A2 (en) 2008-12-17
EP2003313A9 EP2003313A9 (en) 2009-04-22
EP2003313A4 EP2003313A4 (en) 2010-04-07
EP2003313B1 true EP2003313B1 (en) 2011-05-11

Family

ID=38609175

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07738722A Not-in-force EP2003313B1 (en) 2006-03-15 2007-03-15 Exhaust pressure control valve

Country Status (2)

Country Link
EP (1) EP2003313B1 (ja)
WO (1) WO2007119379A1 (ja)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012207198B4 (de) * 2012-04-30 2023-02-02 Röchling Automotive AG & Co. KG Vorrichtung zur Verringerung der Lärmemission von Luftansaugrohren
CN111042899B (zh) * 2020-02-18 2024-07-19 无锡亿利环保科技有限公司 具有被动阀门的后处理混合装置
CN116620733A (zh) * 2023-07-24 2023-08-22 琥崧智能装备(太仓)有限公司 气碟用防爆气包及气碟装置

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1183954A (en) * 1967-05-18 1970-03-11 Rootes Motors Ltd Improvements in or relating to Internal Combustion Engines
US4231337A (en) * 1978-04-28 1980-11-04 Hitachi, Ltd. Air intake system for diesel engine
JPS5930193Y2 (ja) * 1979-05-24 1984-08-29 日産デイ−ゼル工業株式会社 排気ブレ−キ装置
JPS6125554U (ja) * 1984-07-19 1986-02-15 愛三工業株式会社 内燃機関の吸気装置
JPH05209564A (ja) * 1992-01-31 1993-08-20 Toyota Motor Corp アイドル回転数制御装置
JPH0814032A (ja) * 1994-06-24 1996-01-16 Calsonic Corp 排気浄化装置
JP3308470B2 (ja) * 1997-06-27 2002-07-29 株式会社日本自動車部品総合研究所 スロットル弁の気流騒音防止装置
JPH1141495A (ja) 1997-07-24 1999-02-12 Yazaki Corp 撮像領域拡張部材及びこれを用いた車両周辺監視装置
WO1999041495A1 (en) * 1998-02-17 1999-08-19 Diesel Engine Retarders, Inc. Exhaust restriction device
JP2000002125A (ja) * 1998-06-16 2000-01-07 Bosch Braking Systems Co Ltd ディーゼルエンジンの排気シャッタバルブ
JP2005299457A (ja) 2004-04-09 2005-10-27 Isuzu Motors Ltd エンジンの排気ガス絞り弁
JP2006070481A (ja) 2004-08-31 2006-03-16 Yanmar Co Ltd トラクタ
JP4459765B2 (ja) 2004-09-14 2010-04-28 大日本印刷株式会社 位相差板
JP4639715B2 (ja) 2004-09-17 2011-02-23 ソニー株式会社 ドットパターン割り当て方法、ドットパターン割り当て装置、印刷装置、及びプログラム

Also Published As

Publication number Publication date
EP2003313A4 (en) 2010-04-07
WO2007119379A1 (ja) 2007-10-25
EP2003313A2 (en) 2008-12-17
EP2003313A9 (en) 2009-04-22

Similar Documents

Publication Publication Date Title
US7913810B2 (en) High-performance muffler assembly with multiple modes of operation
EP2199551B1 (en) Exhaust system of an internal combustion engine
US7617678B2 (en) Exhaust throttle-EGR valve module for a diesel engine
US7451854B2 (en) Exhaust flow rate control valve
JP3742803B2 (ja) 流動媒体の方向制御装置
US8844283B2 (en) Exhaust-gas turbocharger with a bypass valve
US6499562B1 (en) Muffler with variable sound-absorbing characteristics
EP1859156B1 (en) By-pass and egr integrated valve
JP2005003002A (ja) 第２ブースト空気出口通路付き圧縮機
US6564554B2 (en) Method and apparatus to control a turbocharger wastegate using exhaust pressure
EP2003313B1 (en) Exhaust pressure control valve
KR101320979B1 (ko) 소음기
KR101518668B1 (ko) 밸브 구동 장치 및 이를 갖는 과급기
JP2007255395A (ja) 排気圧力制御弁
GB2429262A (en) Shut-off valve assembly with main and auxiliary valves
JP2007218100A (ja) ブローバイガス制御装置
EP2133547A1 (en) Exhaust gas recirculation system
JP2007247488A (ja) 排気圧力制御装置
JP2563930Y2 (ja) エンジン用マフラーのバルブ構造
KR100372706B1 (ko) 자동차용 배기 시스템의 소음기
EP1686256B1 (en) Exhaust gas recycling valve for a vehicle
EP1923550A2 (en) Bypass assembly for a charge-air cooler
JP2006266180A (ja) 車両の排気ブレーキ装置
JPS6357817A (ja) 内燃機関の吸気装置
JP2007255351A (ja) 排気圧力制御弁

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20081014

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE FR

PUAB Information related to the publication of an a document modified or deleted

Free format text: ORIGINAL CODE: 0009199EPPU

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR

A4 Supplementary search report drawn up and despatched

Effective date: 20100309

17Q First examination report despatched

Effective date: 20100824

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RIC1 Information provided on ipc code assigned before grant

Ipc: F02D 11/08 20060101ALI20110113BHEP

Ipc: F02D 9/04 20060101AFI20110113BHEP

Ipc: F01N 3/02 20060101ALI20110113BHEP

Ipc: F02D 9/10 20060101ALI20110113BHEP

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602007014500

Country of ref document: DE

Effective date: 20110622

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20120214

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602007014500

Country of ref document: DE

Effective date: 20120214

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20160308

Year of fee payment: 10

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20160208

Year of fee payment: 10

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602007014500

Country of ref document: DE

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20171130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170331

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20171003