EP2141330B1 - Abgassystem für ein Motorrad und Motorrad damit - Google Patents

Abgassystem für ein Motorrad und Motorrad damit Download PDF

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Publication number
EP2141330B1
EP2141330B1 EP09008321A EP09008321A EP2141330B1 EP 2141330 B1 EP2141330 B1 EP 2141330B1 EP 09008321 A EP09008321 A EP 09008321A EP 09008321 A EP09008321 A EP 09008321A EP 2141330 B1 EP2141330 B1 EP 2141330B1
Authority
EP
European Patent Office
Prior art keywords
pipe
exhaust
muffler
downstream
expansion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP09008321A
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English (en)
French (fr)
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EP2141330A1 (de
Inventor
Tomofumi Ajito
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP2141330A1 publication Critical patent/EP2141330A1/de
Application granted granted Critical
Publication of EP2141330B1 publication Critical patent/EP2141330B1/de
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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
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
    • F01N3/2885—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices with exhaust silencers in a single housing
    • 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/02—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the distance of the apparatus to the engine, or the distance between two exhaust treating apparatuses
    • 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
    • F01N2470/02—Tubes being perforated
    • F01N2470/04—Tubes being perforated characterised by shape, disposition or dimensions of apertures
    • 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
    • F01N2470/20—Dimensional characteristics of tubes, e.g. length, diameter
    • 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
    • F01N2470/30—Tubes with restrictions, i.e. venturi or the like, e.g. for sucking air or measuring mass flow
    • 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
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/04—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for motorcycles

Definitions

  • the present invention relates to an exhaust system for a motorcycle and to a motorcycle including such an exhaust system.
  • the muffler disclosed in JP 60-37287 B has a perforated pipe and an external cylinder.
  • the perforated pipe is inserted into the external cylinder.
  • a resonant chamber is formed between an outer peripheral surface of the perforated pipe and an inner peripheral surface of the external cylinder.
  • An expansion chamber is formed on the downstream side of the resonant chamber within the external cylinder.
  • the resonant chamber and the expansion chamber are separated by a partition plate.
  • An internal space of the perforated pipe communicates with the resonant chamber through holes of the perforated pipe. Furthermore, a downstream end of the perforated pipe is opened within the expansion chamber.
  • An end on the downstream side of the exhaust pipe is narrowed down, to form a small-diameter portion.
  • the end of the exhaust pipe is fitted in the perforated pipe.
  • the exhaust gas discharged from the exhaust pipe is introduced into the expansion chamber through the perforated pipe, and is further introduced into the atmosphere through a tail pipe. At this time, the exhaust sound is reduced by the function of the resonant chamber and the expansion chamber.
  • mufflers are also provided in motorcycles.
  • the mufflers used in the motorcycles are required to reduce exhaust sounds caused by discharges of high-pressure and high-temperature exhaust gases. Furthermore, the rotational speeds of engines of the motorcycles rise to not less than 8000 rpm. Therefore, the mufflers used in the motorcycles are required to bring out desired engine performances by adjusting the flows of the exhaust gases discharged from the engines.
  • the exhaust silencer has an outer tube, an inner tube arranged in the inner side of outer tube and having an end arranged to receive the exhaust gas from the internal combustion engine and another end opposite to the former end to discharge the exhaust gas in the surroundings.
  • the inner tube has two openings opening which are arranged between the two ends.
  • An intermediate tube is arranged between the outer tube and the inner tube.
  • a chamber is arranged between the intermediate tube and the inner tube, so that the exhaust gas leaves the inner tube through the former opening into the chamber and leaves the chamber through the latter opening into the inner tube.
  • US 2006/000205 A1 describes a method of operating a dynamic exhaust system of a motorcycle engine.
  • the method includes providing a valve in the exhaust system that is movable to direct exhaust gases between a first flow path through the exhaust system and a second flow path through the exhaust system.
  • An object of the present invention is to provide an exhaust system for a motorcycle allowing the output performance of an engine to be sufficiently brought out while high-frequency components of an exhaust sound is sufficiently reduced.
  • Embodiments of the invention concern a motorcycle including the exhaust system.
  • the exhaust gas from the single cylinder engine provided in the vehicle body flows into the exhaust pipe.
  • the exhaust gas may be cleaned up by a catalyst while entering a high-temperature state. This causes the sound velocity to increase, causing the high-frequency components of the exhaust sound to increase.
  • the high-temperature exhaust gas flows out into the first expansion chamber in the muffler via the first pipe and the second pipe in the exhaust pipe. At this time, the exhaust gas is extruded into the second pipe while being compressed by the narrowed portion of the first pipe so that exhaust gas pressure (pressure of the exhaust gas) increases. This prevents an unburned mixed gas from going out in an overlap period of the engine. This results in improvements in torques generated by the engine in a low-speed area and a medium-speed area.
  • the first expansion chamber integrally and continuously encloses the outer periphery and the downstream-end opening of the second pipe.
  • the plurality of holes are formed in the region, except the region at the downstream end, of the peripheral surface of the second pipe.
  • the length in the axial direction of the region at the downstream end is set to not less than 1/3 times the inner diameter of the second pipe.
  • the exhaust gas compressed by the narrowed portion of the first pipe expands step by step in the second pipe and the first expansion chamber. This causes a pressure wave that can be generated by rapid expansion of the exhaust gas to be relieved. This results in inhibition of the production of a sound caused by the pressure wave.
  • the first expansion chamber integrally encloses the outer periphery and the downstream-end opening of the second pipe within the muffler. Therefore, it is possible to ensure that the volume of the first expansion chamber serving as the same pressure space is sufficiently great. As a result, it is possible to sufficiently reduce the high-frequency components of the exhaust sound without increasing the length and the cross-sectional area of the muffler.
  • the second pipe is reliably fixed to the first pipe in a cantilevered state without using a supporting member. This avoids the vibration and the swing of the second pipe being generated. This results in prevention of the production of a sound due to the vibration or the swing of the second pipe.
  • the exhaust gas compressed by the narrowed portion of the first pipe expands step by step in the second pipe, the first expansion chamber, and the second expansion chamber.
  • This causes a pressure wave that can be generated by rapid expansion of the exhaust gas to be effectively relieved. This results in sufficient inhibition of the production of a sound due to the pressure wave.
  • the output performance of the engine is sufficiently brought out while the high-frequency components of the exhaust sound is sufficiently reduced.
  • Fig. 1 is a side view of a motorcycle according to an embodiment of the present invention.
  • a motorcycle 100 shown in Fig. 1 includes a vehicle body 80 composed of a vehicle body frame and a frame cover.
  • a head pipe (not shown) is provided at the front of the vehicle body 80, and a handle 81 is provided at an upper end of the head pipe.
  • a front fork 82 is attached to a lower end of the head pipe. In this state, the front fork 82 is rotatable within a predetermined angle range with the axis of the head pipe used as its center.
  • a front wheel 83 is rotatably supported on a lower end of the front fork 82.
  • a rear wheel 84 is rotatably supported at the rear of the vehicle body 80.
  • a single cylinder engine 50 is provided at the center of the vehicle body 80. The rear wheel 84 is rotated by a rotating force of the engine 50.
  • An exhaust device 10 that introduces an exhaust gas to the outside is connected to a cylinder head 51 of the engine 50.
  • the exhaust device 10 includes an exhaust pipe 20 and a muffler (silencer) 30.
  • the exhaust pipe 20 extends backward from the cylinder head 51 of the engine 50.
  • Themuffler 30 extends toward the side of the rear wheel 84 from a downstream end of the exhaust pipe 20.
  • Fig. 2 is a perspective view of the appearance of the exhaust device 10 as viewed from the top.
  • Fig. 3 is a perspective view of the appearance of the exhaust device 10 as viewed from the side.
  • An exhaust port connector 22 is provided at an upstream end of the exhaust pipe 20.
  • An opening on the upstream side of the exhaust pipe 20 is connected to an exhaust port of the cylinder head 51 of the engine 50 shown in Fig. 1 by the exhaust port connector 22.
  • the downstream end 24 of the exhaust pipe 20 is inserted into an upstream end (an inlet) of the muffler 30.
  • the outer periphery at the upstream end of the muffler 30 is fastened by a mounting member 26 so that the muffler 30 is fixed to the exhaust pipe 20.
  • the downstream end 24 of the exhaust pipe 20 is connected to an upstream end of an exhaust pipe 40 within the muffler 30.
  • a three way catalyst 90 is provided within the exhaust pipe 40.
  • the exhaust pipe 20 and the exhaust pipe 40 may be integrally formed. Alternatively, the exhaust pipe 20 and the exhaust pipe 40 may be connected to each other through another member. Covers 31a and 31b are attached to an outer peripheral surface of the muffler 30.
  • an exhaust gas generated by burning of an air-fuel mixture within the engine 50 shown in Fig. 1 is fed into the muffler 30 through the exhaust pipe 20.
  • the exhaust gas is discharged into the atmosphere through the muffler 30.
  • an exhaust path of the engine 50 includes the exhaust port of the cylinder head 51, the exhaust pipe 20, and the muffler 30 in the order from the upstream side to the downstream side.
  • the muffler 30 has a muffling function for reducing an exhaust sound before discharging the exhaust gas into the atmosphere.
  • theinsideofthemuffler 30 has a structure of a multistage expansion type, described later. That is, the inside of the muffler 30 is partitioned into a plurality of expansion chambers, so that the exhaust gas expands by passing through the plurality of expansion chambers. This causes the exhaust gas to be depressurized.
  • Fig. 4 is a cross-sectional view taken along a line IV - IV of the muffler 30 shown in Fig. 2 .
  • Fig. 5 is an enlarged sectional view of the exhaust pipe 40 shown in Fig. 4 .
  • the muffler 30 includes a conical head 32, a hollow cylindrical body 34, and a bowl-shaped tail 37.
  • the head 32 is fitted in an opening on the upstream side of the body 34.
  • the tail 37 is fitted in an opening on the downstream side of the body 34.
  • Partition plates 36 and 38 are arranged with predetermined spacing in the order from the upstream side at positions close to a downstream end of the body 34.
  • an internal space of the muffler 30 is partitioned into a first expansion chamber 70, a second expansion chamber 72, and a third expansion chamber 74.
  • the first expansion chamber 70, the second expansion chamber 72, and the third expansion chamber 74 line up in the order from the upstream side to the downstream side in the longitudinal direction of the muffler 30.
  • a connecting pipe 62 penetrates the partition plate 36
  • a connecting pipe 64 penetrates the partition plate 38
  • a tail pipe 66 penetrates the tail 37.
  • the exhaust pipe 40 is inserted into the head 32. A downstream portion of the exhaust pipe 40 extends into the first expansion chamber 70. The exhaust gas is introduced into the first expansion chamber 70 through the exhaust pipe 40.
  • the exhaust pipe 40 includes a first pipe 42 on the upstream side and a cylindrical second pipe 44 on the downstream side.
  • the first pipe 42 has a cylindrical portion 46 on the upstream side and a narrowed portion 47 on the downstream side.
  • the narrowedportion 47 has a tapered portion 48a and a small-diameter portion 48b.
  • the small-diameter portion 48b has an outer diameter and an inner diameter respectively smaller than the outer diameter and the inner diameter of the cylindrical portion 46.
  • the outer diameter and the inner diameter of the tapered portion 48a gradually decrease from an outer diameter and an inner diameter that are the same as those of the cylindrical portion 46 toward an outer diameter and an inner diameter that are the same as the small-diameter portion 48b.
  • the cross-sectional area of a flow path of the narrowed portion 47 gradually decreases from the upstream side to the downstream side.
  • the inner diameter R2 of the second pipe 44 is equal to the outer diameter of the cylindrical portion 46 of the first pipe 42.
  • the narrowed portion 47 of the first pipe 42 is inserted into an upstream-end opening of the first pipe 42 such that an upstream end of the second pipe 44 is overlapped with the cylindrical portion 46 at a position on the upstream side of the narrowed portion 47 of the first pipe 42.
  • an outer peripheral surface of the cylindrical portion 46 of the first pipe 42 and an inner peripheral surface of the second pipe 44 are welded so that the second pipe 44 is joined to the cylindrical portion 46.
  • the second pipe 44 is held in the first pipe 42 in a cantilevered state.
  • a cylindrical clearance is formed between the inner peripheral surface of the second pipe 44 and the narrowed portion 47.
  • the tapered portion 48a is opened within the second pipe 44.
  • the first pipe 42 is attached to an inner surface of the head 32 through a supporting stay 35 so as to be positioned at the center of the head 32 and the body 34.
  • the inner diameter R0 of the small-diameter portion 48b of the narrowed portion 47 is smaller than the inner diameter R1 of the cylindrical portion 46 (R0 ⁇ R1).
  • the inner diameter R2 of the second pipe 44 is larger than the inner diameter R0 of the small-diameter portion 48b of the narrowed portion 47 and is smaller than the inner diameter R3 of the first expansion chamber 70 (R0 ⁇ R2 ⁇ R3). This enables a pressure fluctuation created by rapid expansion of the exhaust gas flowing out of the first pipe 42 into the first expansion chamber 70 to be relieved.
  • the inner diameter R2 of the second pipe 44 is not too close to the inner diameter R3 of the expansion chamber 70 and is not too close to the inner diameter R0 of the small-diameter portion 48b. This enables a pressure wave caused by the rapid expansion of the exhaust gas to be sufficiently relieved by the second pipe 44.
  • the inner diameter R2 of the second pipe 44 is approximately equal to the inner diameter R1 of the cylindrical portion 46 of the first pipe 42.
  • the inner diameter R2 of the second pipe 44 is equal to the outer diameter of the cylindrical portion 46 of the first pipe 42. Therefore, the inner diameter R2 of the second pipe 44 is approximately equal to the inner diameter R1 of the cylindrical portion 46 of the first pipe 42. This enables the pressure wave to be effectively relieved.
  • a length L from a downstream-end opening 49 of the narrowed portion 47 to a downstream-end opening 43 of the second pipe 44 is not particularly limited and is determined such that a low-frequency component of the exhaust sound does not disappear and the strength of the second pipe 44 held in a cantilevered state is ensured.
  • the second pipe 44 includes an upstream region RU where a plurality of holes 45 are provided and a downstream region RD where no holes are substantially provided in the order toward the downstream side.
  • the plurality of holes 45 are equally spaced in the upstream region RU.
  • the plurality of holes 45 are punching holes, for example.
  • the plurality of holes 45 penetrate the second pipe 44 from its outer peripheral surface to its inner peripheral surface. In the present embodiment, the shape of each of the holes 45 is circular.
  • the downstream region RD has a length D toward the upstream side from the downstream-end opening 43 of the second pipe 44.
  • the length D of the downstream region RD is not less than 1/3 times the inner diameter R2 of the second pipe 44.
  • the downstream region RD may be provided with one or more holes so as to have an opening ratio that is not more than one third of the opening ratio of the upstream region RU.
  • the opening ratio of the upstream region RU means the ratio of the sum of the open areas of the plurality of holes 45 to the area of the upstream region RU.
  • the opening ratio of the downstream region RD means the ratio of the sum of the open areas of the one or more holes to the area of the downstream region RD.
  • the one or more holes provided in the downstream region RD hardly affect the effect of reducing a high-frequency components, described later. Therefore, the fact that the downstream region RD is provided with the one or more holes so as to have the opening ratio that is not more than one third the opening ratio of the upstream region RU means that no holes are substantially provided in the downstream region RD.
  • an area ratio of the plurality of holes 45 is not particularly limited, it is preferable that the area ratio of the plurality of holes 45 is not less than 0.5 nor more than 2.0, for example, approximately 1.0.
  • the inner diameter of each of the holes 45 and the pitch between the holes 45 (the distance between the centers of the adjacent holes 45) can be adjusted as needed such that the above-mentioned sound reducing effect can be satisfactorily attained.
  • the inner diameter of each of the holes 45 and the pitch between the holes 45 can be selected so as to efficiently obtain the sound reducing effect while restraining a pressure loss.
  • An exhaust gas from the exhaust port of the engine 50 shown in Fig. 1 is introduced into the exhaust pipe 40 through the exhaust pipe 20 shown in Figs. 2 and 3 .
  • the exhaust gas is cleaned up by the three way catalyst 90 while entering a high-temperature state. This causes the sound velocity to increase, causing a high-frequency components of an exhaust sound to increase.
  • the high-temperature exhaust gas flows out into the first expansion chamber 70 in the muffler 30 via the first pipe 42 and the second pipe 44 in the exhaust pipe 40. At this time, the exhaust gas is extruded into the second pipe 44 while being compressed by the narrowed portion 47 of the first pipe 42 so that exhaust gas pressure (pressure of the exhaust gas) increases. This prevents an unburned mixed gas from going out in an overlap period (a period during which both a suction valve and an exhaust valve are opened) of the engine 50. This results in improvements in torques generated by the engine 50 in a low-speed area and a medium-speed area.
  • the exhaust gas compressed by the narrowed portion 47 expands by flowing out into the second pipe 44.
  • an exhaust gas E1 that is a part of the exhaust gas within the second pipe 44 expands by flowing out into the first expansion chamber 70 through the holes 45.
  • the remaining exhaust gas E2 expands by flowing out into the first expansion chamber 70 from the downstream-end opening 43 of the second pipe 44.
  • the first expansion chamber 70 integrally and continuously encloses the outer periphery and the downstream-end opening 43 of the second pipe 44.
  • the holes 45 are formed in the upstream region RU, except in the downstream region RD, as described above. Therefore, the pressure fluctuation of the exhaust gas E1 flowing out of the second pipe 44 through the holes 45 and the pressure fluctuation of the exhaust gas E2 flowing out from the downstream-end opening 43 of the second pipe 44 respectively have high-frequency components of different phases. Thus, the high-frequency components of the pressure fluctuation of the exhaust gas E1 and the high-frequency components of the pressure fluctuation of the exhaust gas E2 are canceled by each other within the same pressure space.
  • the results of considerations given by the inventors of the present invention show that the high-frequency components are effectively canceled by each other when the length D of the downstream region RD is not less than 1/3 times the inner diameter R2 of the second pipe 44. This causes the high-frequency components of the exhaust sound to be reduced.
  • the exhaust gas compressed by the narrowed portion 47 of the first pipe 42 expands step by step in the second pipe 44 and the first expansion chamber 70. This causes a pressure wave that can be generated by rapid expansion of the exhaust gas to be relieved. This results in inhibition of the production of a sound due to the pressure wave (particularly a metallic sound including the high-frequency components).
  • the exhaust gas within the first expansion chamber 70 expands by flowing out into the second expansion chamber 72 through the connecting pipe 62.
  • the exhaust gas within the second expansion chamber 72 expands by flowing out into the third expansion chamber 74 through the connecting pipe 64.
  • the exhaust gas within the third expansion chamber 74 is discharged to the outside through the tail pipe 66 and is released to the atmosphere.
  • the length D of the downstream region RD is preferably not more than three times and more preferably not more than two times the inner diameter R2 of the second pipe 44.
  • the exhaust gas introduced into the exhaust pipe 40 from the single cylinder engine 50 through the exhaust pipe 20 is compressed by the narrowed portion 47 of the first pipe 42. This prevents the unburned mixed gas from going out from the engine 50. This results in improvements in torques generated by the engine 50 in the low-speed area and the medium-speed.
  • the exhaust gas compressed by the narrowed portion 47 of the first pipe 42 expands step by step in the second pipe 44, the first expansion chamber 70, the second expansion chamber 72, and the third expansion chamber 74 so that the pressure of the exhaust gas decreases to the atmospheric pressure step by step. This causes the exhaust sound to be reduced.
  • the exhaust gas E1 within the second pipe 4 flows out into the first expansion chamber 70 through the holes 45, and the remaining exhaust gas E2 flows out into the first expansion chamber 70 from the downstream-end opening 43.
  • the high-frequency components of the pressure fluctuation of the exhaust gas E1 and the high-frequency components of the pressure fluctuation of the exhaust gas E2 are canceled by each other within the first expansion chamber 70 serving as the same pressure space.
  • This causes the high-frequency components of the pressure fluctuation increased by the three way catalyst 90 to be reduced. Therefore, the high-frequency components of the exhaust sound is sufficiently reduced.
  • the second pipe 44 is fixed to the first pipe 42 in a cantilevered state at its upstream end.
  • the first expansion chamber 70 integrally and continuously encloses the outer peripheral surface and the downstream-end opening 43 of the second pipe 44. Therefore, it is possible to ensure that the volume of the first expansion chamber 70 serving as the same pressure space is sufficiently great. As a result, it is possible to sufficiently reduce the high-frequency components of the exhaust sound without increasing the length and the diameter of the muffler 30. Furthermore, this can prevent the production of a flow noise due to the disturbance of the flow of the exhaust gas.
  • the second pipe 44 Since the second pipe 44 is connected to the first pipe 42 at a position on the upstream side of the narrowed portion 47, the second pipe 44 is stably fixed to the outer peripheral surface of the first pipe 42 with high strength. This avoids the vibration and the swing of the second pipe 44 being produced. This results in prevention of the production of a sound having a natural frequency of the vibration or the swing of the second pipe 44 and a continuous sound caused by the vibration or the swing of the second pipe 44.
  • the narrowed portion 47 has the tapered portion 48a and the small-diameter portion 48b in the above-mentioned embodiment, the narrowed portion 47 may have a step structure unless the flow of the exhaust gas is disturbed. In such a case, exhaust pressure is also increased by the narrowed portion 47.
  • the shape of the plurality of holes 45 is circular in the above-mentioned embodiment, the present invention is not limited to the same.
  • the shape of the plurality of holes 45 may be elliptical or polygonal.
  • the plurality of holes 45 are equally spaced in the upstream region RU, except in the downstream region RD, the plurality of holes 45 may be randomly arranged.
  • first pipe 42 and the second pipe 44 respectively have circular cross sections in the above-mentioned embodiment
  • the present invention is not limited to the same.
  • the first pipe 42 and the second pipe 44 may respectively have elliptical cross sections.
  • the length of the long axis of an ellipse is taken as an inner diameter. Therefore, the length D of the downstream region RD of the second pipe 44 is set to not less than 1/3 times the length of the long axis of the ellipse and preferably not more than three times and more preferably not more than two times the inner diameter R2 of the second pipe 44.
  • the first pipe 42 and the second pipe 44 may respectively have polygonal cross sections.
  • the length of the longest diagonal line of a polygon is taken as an inner diameter. Therefore, the length D of the downstream region RD of the second pipe 44 is set to not less than 1/3 times the length of the longest diagonal line of the polygon and preferably not more than three times and more preferably not more than two times the inner diameter R2 of the second pipe 44.
  • the present invention is not limited to the same.
  • the three way catalyst 90 may be replaced with an oxidation catalyst or a reduction catalyst, for example.
  • Fig. 6 is a cross-sectional view of the muffler in the comparative example 1.
  • the muffler 30a shown in Fig. 6 differs from the muffler 30 shown in Fig. 4 in that the muffler 30a shown in Fig. 6 does not have the second pipe 44.
  • the configuration of the other portions of the muffler 30a shown in Fig. 6 is the same as the configuration of the muffler 30 shown in Fig. 4 .
  • the inner diameter R0 of the narrowed portion 47 is 16.1 mm
  • the inner diameter R1 of the first pipe 42 is 23.6 mm
  • the inner diameter and the length of the connecting pipe 62 are respectively 28.6 mm and 50 mm
  • the inner diameter and the length of the connecting pipe 64 are respectively 22.2 mm and 50 mm
  • the inner diameter and the length of the tail pipe 66 are respectively 22.2 mm and 30 mm.
  • the inner diameter R2 of the second pipe 44 is 27.4 mm
  • the inner diameter of the holes 45 is 5 mm
  • the pitch between the holes 45 is 7.5 mm.
  • the diameter of the holes 45 is 5 mm
  • the length L from the downstream-end opening 49 of the narrowed portion 47 to the downstream-end opening 43 of the second pipe 44 is 42 mm.
  • the length D of the downstream region RD is 9.5 mm.
  • Fig. 7 is a diagram showing the respective results of the measurement of the damping properties of the muffler 30 in the inventive example and the muffler 30a in the comparative example 1.
  • the horizontal axis represents a frequency (Hz)
  • the vertical axis represents a sound pressure level (dB). In the same frequency, the lower the sound pressure level is, the lower a noise value is.
  • the damping properties of the muffler 30 in the inventive example is indicated by a thick solid line L0
  • the damping properties of the muffler 30s in the comparative example 1 is indicated by a thin solid line L1.
  • the sound pressure levels of high-frequency components in the muffler 30 in the inventive example were made sufficiently lower than the sound pressure levels thereof in the muffler 30a in the comparative example 1.
  • the respective dampingproperties of a low-frequency component of less than 2000 Hz in the muffler 30 in the inventive example and the muffler 30a in the comparative example 1 were substantially equal.
  • the use of the muffler 30 in the inventive example caused the sound pressure levels of high-frequency components of not less than 2000 Hz to be sufficiently reduced. Therefore, it was found that the use of the muffler 30 in the inventive example could inhibit the production of a metallic exhaust sound including the high-frequency components.
  • Fig. 8 is a cross-sectional view of the muffler in the comparative example 2.
  • the muffler 30b shown in Fig. 8 differs from the muffler 30 shown in Fig. 4 in the following points.
  • the plurality of holes 45 are equally formed in the whole of the second pipe 44.
  • the configuration of the other portions of the muffler 30a shown in Fig. 8 is the same as the configuration of the muffler 30 shown in Fig. 4 .
  • the vehicle body 80 is an example of a vehicle body
  • the engine 50 is an example of an engine
  • the exhaust pipes 20 and 40 are examples of an exhaust pipe
  • the three way catalyst 90 is an example of a catalyst
  • the muffler 30 is an example of a muffler
  • the first pipe 42 is an example of a first pipe
  • the second pipe 44 is an example of a second pipe
  • the narrowed portion 47 is an example of a narrowed portion
  • the first expansion chamber 70 is an example of a first expansion chamber
  • the holes 45 is an example of a hole.
  • the second expansion chamber 72 is an example of a second expansion chamber
  • the partition plate 36 is an example of a partition plate
  • the connecting pipe 36 is an example of a connecting pipe
  • the tapered portion 48a is an example of a tapered portion.

Claims (8)

  1. Ein Abgassystem für ein Motorrad, das folgende Merkmale aufweist:
    ein Abgasrohr (40); und
    einen Schalldämpfer (30), der das Abgas, das aus dem Abgasrohr (40) fließt, nach außen auslässt,
    wobei das Abgasrohr (40) folgende Merkmale aufweist:
    ein erstes Rohr (42), das eine Stromabwärtsende-Öffnung aufweist, die in den Schalldämpfer eingefügt ist, und
    ein zweites Rohr (44), das eine Stromaufwärtsende-Öffnung und eine Stromabwärtsende-Öffnung (43) aufweist und sich von dem ersten Rohr (41) in dem Schalldämpfer (30) zu der Stromabwärtsseite hin erstreckt,
    wobei ein verschmälerter Abschnitt (47) mit einem Innendurchmesser, der kleiner ist als derjenige des ersten Rohrs (42), in der Stromabwärtsende-Öffnung des ersten Rohrs (42) vorgesehen ist und in die Stromaufwärtsende-Öffnung des zweiten Rohrs (44) eingefügt ist,
    wobei eine erste Ausdehnungskammer (70) in dem Schalldämpfer (30) gebildet ist, und
    wobei eine Mehrzahl von Löchern (45) auf verteilte Weise in einer Region (RU) gebildet sind, außer einer Region (RD) an einem Stromabwärtsende einer Umfangsoberfläche des zweiten Rohrs (44), und die Länge in der Axialrichtung der Region (RD) an dem Stromabwärtsende nicht weniger als 1/3 des Innendurchmessers (R2) des zweiten Rohrs (44) ist,
    dadurch gekennzeichnet, dass
    die erste Ausdehnungskammer (70) den Außenumfang und die Stromabwärtsende-Öffnung (43) des zweiten Rohrs (44) einstückig umschließt, und
    die Stromabwärtsende-Öffnung (43) des zweiten Rohrs (44) sich in die erste Ausdehnungskammer (70) öffnet, so dass ein Abgas (E1, E2) in dem zweiten Rohr (44) durch die Löcher (45) und durch die Stromabwärtsende-Öffnung (43) des zweiten Rohrs (44) hinaus fließt in die erste Ausdehnungskammer (70).
  2. Das Abgassystem gemäß Anspruch 1, bei dem das zweite Rohr (44) mit dem ersten Rohr (42) an einer Position an der Stromaufwärtsseite des verschmälerten Abschnitt (47) verbunden ist.
  3. Das Abgassystem gemäß Anspruch 1 oder 2, bei dem der verschmälerte Abschnitt (47) einen sich verjüngenden Abschnitt (48a) mit einem Innendurchmesser umfasst, der sich allmählich verringert.
  4. Das Abgassystem gemäß einem der Ansprüche 1 bis 3, bei dem ferner eine zweite Ausdehnungskammer (72) auf der Stromabwärtsseite der ersten Ausdehnungskammer (70) innerhalb des Schalldämpfers (30) gebildet ist, die erste Ausdehnungskammer (70) und die zweite Ausdehnungskammer (72) durch eine Trennplatte (36) getrennt sind, und ein Verbindungsrohr (62) vorgesehen ist, um die Trennplatte (36) zu durchdringen.
  5. Das Abgassystem gemäß Anspruch 4, bei dem das Volumen der ersten Ausdehnungskammer (70) größer ist als das Volumen der zweiten Ausdehnungskammer (72).
  6. Das Abgassystem gemäß einem der Ansprüche 1 bis 5, bei dem in dem Abgasrohr (40) ein Teil des ersten Rohrs (42) in dem Schalldämpfer (30) gehalten wird, und das zweite Rohr (44) in einem freitragenden Zustand in dem ersten Rohr (42) gehalten wird.
  7. Ein Motorrad, das folgende Merkmale aufweist:
    einen Fahrzeugkörper (80);
    einen Einzylindermotor (50), der in dem Fahrzeugkörper (80) vorgesehen ist; und
    ein Abgassystem (10) gemäß einem der Ansprüche 1 bis 6, bei dem ein Abgas von dem Motor (50) in das Abgasrohr (40) des Abgassystems fließt.
  8. Das Motorrad gemäß Anspruch 7, das ferner einen Katalysator (90) aufweist, der in dem Abgasrohr (40) vorgesehen ist.
EP09008321A 2008-07-03 2009-06-25 Abgassystem für ein Motorrad und Motorrad damit Active EP2141330B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008174408 2008-07-03

Publications (2)

Publication Number Publication Date
EP2141330A1 EP2141330A1 (de) 2010-01-06
EP2141330B1 true EP2141330B1 (de) 2011-09-14

Family

ID=41119628

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Application Number Title Priority Date Filing Date
EP09008321A Active EP2141330B1 (de) 2008-07-03 2009-06-25 Abgassystem für ein Motorrad und Motorrad damit

Country Status (6)

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EP (1) EP2141330B1 (de)
JP (1) JP2010031852A (de)
CN (1) CN101619667B (de)
AT (1) ATE524642T1 (de)
BR (1) BRPI0902022B1 (de)
ES (1) ES2373260T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020202219A1 (en) 2019-04-04 2020-10-08 Tvs Motor Company Limited A discharge system and multi wheeled vehicle thereof

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6799579B2 (ja) 2016-03-17 2020-12-16 本田技研工業株式会社 内燃機関の排気装置
CN107023349B (zh) * 2017-05-15 2022-12-09 江门市大长江集团有限公司 摩托车排气管及摩托车
CN107387201B (zh) * 2017-09-20 2023-08-25 重庆隆鑫机车有限公司 排气共鸣型消声器及其摩托车
CN109538350A (zh) * 2019-01-22 2019-03-29 常州市兔客智能科技有限公司 水上运动器材用发动机及其工作方法和动力冲浪板

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7347045B2 (en) 2004-06-30 2008-03-25 Harley-Davidson Motor Company Group, Inc. Motorcycle dynamic exhaust system
US7424931B2 (en) 2005-12-29 2008-09-16 Harley-Davidson Motor Company Group, Inc. Muffler for a motorcycle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020202219A1 (en) 2019-04-04 2020-10-08 Tvs Motor Company Limited A discharge system and multi wheeled vehicle thereof
EP3947929A4 (de) * 2019-04-04 2023-01-18 TVS Motor Company Limited Entladungssystem und mehrrädriges fahrzeug davon

Also Published As

Publication number Publication date
ATE524642T1 (de) 2011-09-15
BRPI0902022A2 (pt) 2010-04-13
CN101619667B (zh) 2012-08-08
BRPI0902022B1 (pt) 2018-12-04
CN101619667A (zh) 2010-01-06
ES2373260T3 (es) 2012-02-01
JP2010031852A (ja) 2010-02-12
EP2141330A1 (de) 2010-01-06

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