EP2581567B1 - Silencieux actif - Google Patents

Silencieux actif Download PDF

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Publication number
EP2581567B1
EP2581567B1 EP12184776.8A EP12184776A EP2581567B1 EP 2581567 B1 EP2581567 B1 EP 2581567B1 EP 12184776 A EP12184776 A EP 12184776A EP 2581567 B1 EP2581567 B1 EP 2581567B1
Authority
EP
European Patent Office
Prior art keywords
volume
housing
pressure
membrane
active
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
EP12184776.8A
Other languages
German (de)
English (en)
Other versions
EP2581567A1 (fr
Inventor
Jan Krüger
Manfred Nicolai
Michael Pommerer
Georg Wirth
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.)
Eberspaecher Exhaust Technology GmbH and Co KG
Original Assignee
Eberspaecher Exhaust Technology GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP2581567A1 publication Critical patent/EP2581567A1/fr
Application granted granted Critical
Publication of EP2581567B1 publication Critical patent/EP2581567B1/fr
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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
    • F01N1/06—Silencing apparatus characterised by method of silencing by using interference effect
    • F01N1/065—Silencing apparatus characterised by method of silencing by using interference effect by using an active noise source, e.g. speakers
    • 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
    • F01N1/06—Silencing apparatus characterised by method of silencing by using interference effect
    • 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
    • F01N1/10—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling in combination with sound-absorbing materials
    • 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
    • F01N1/24—Silencing apparatus characterised by method of silencing by using sound-absorbing materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1888—Construction facilitating manufacture, assembly, or disassembly the housing of the assembly consisting of two or more parts, e.g. two half-shells
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G10K11/16—Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/112—Ducts
    • G—PHYSICS
    • G10—MUSICAL INSTRUMENTS; ACOUSTICS
    • G10K—SOUND-PRODUCING DEVICES; METHODS OR DEVICES FOR PROTECTING AGAINST, OR FOR DAMPING, NOISE OR OTHER ACOUSTIC WAVES IN GENERAL; ACOUSTICS NOT OTHERWISE PROVIDED FOR
    • G10K2210/00—Details of active noise control [ANC] covered by G10K11/178 but not provided for in any of its subgroups
    • G10K2210/10—Applications
    • G10K2210/128—Vehicles
    • G10K2210/1282—Automobiles

Definitions

  • the present invention relates to an active silencer for an exhaust system of an internal combustion engine, preferably a motor vehicle having the features of the preamble of claim 1.
  • a generic active muffler which has a housing and a connecting tube for acoustic and fluidic connection of the housing with the exhaust system.
  • a speaker is arranged, which comprises an active membrane and an actuator for vibrational excitation of the membrane.
  • the membrane separates in the housing a fluidly connected to the connecting tube Vorvolume of a back volume.
  • Active silencers of this kind are used to influence, preferably to damp, preferably to attenuate a mouth sound of the exhaust system by supplying a calculated sound, in particular counter sound or anti-sound.
  • the pre-volume via the connecting pipe in fluid communication with the exhaust system.
  • the pre-volume typically has no direct connection to the atmosphere outside the exhaust system, ie to the surroundings of the exhaust system.
  • the back volume is limited by the active diaphragm and the muffler body, so that the speaker works on the back of a closed volume and on the front of the exhaust system.
  • the membrane of such a loudspeaker with electro-dynamic actuator is sensitive to different static or quasi-static pressures in front of and behind the membrane.
  • the diaphragm of the loudspeaker is deflected by a differential pressure from the mid-position, which degrades the speaker's ability to create dynamic alternating pressures in front of and behind the diaphragm through its electro-dynamic drive (actuator).
  • the membrane can remain permanently deflected due to the creep behavior of individual components of the loudspeaker, in particular the membrane suspension, even without a pressure difference between the pre-volume and the back volume and acts on the membrane.
  • the differential pressures between the pre-volume and the return volume occurring in this context can be roughly distinguished from one another as follows.
  • a static pressure difference arises by changing the external air pressure in the atmosphere or environment of the exhaust system as a result of the weather, for example when changing from a low pressure area to an anticyclone area or as a result of a change in altitude above sea level, eg when traveling uphill.
  • These static pressure changes take place relatively slowly, for example with a time constant or period of more than 10 seconds, ie with a frequency of less than 0.1 Hz.
  • a quasi-static pressure difference is created by changing the flow conditions in the exhaust system, in particular by the Bernoulli effect at the junction between the connecting pipe and the exhaust system.
  • the flow conditions in the exhaust system change depending on the respective operating state of the internal combustion engine, for example.
  • These quasi-static pressure changes take place, for example, with a time constant or period between 0.1 sec. And 10 sec., Ie with a frequency between 0.1 Hz and 10 Hz.
  • dynamic pressure differences can arise, namely the intended purpose of the speaker generated alternating pressures, so the acoustic signals to influence the sound emission of the exhaust system.
  • These dynamic pressure fluctuations typically have a period or time constant less than 0.1 sec., Ie frequencies greater than 10 Hz.
  • a compensation or a compensation of the static pressure differences ie the slow fluctuations of the atmospheric air pressure compared to the closed back volume can be achieved by providing at least a relatively small pressure equalization opening, which fluidly connects the back volume to the environment of the silencer. Under certain circumstances, even a slight leakage of the housing may be sufficient to compensate for the static pressure differences.
  • a compensation of the quasi-static pressure fluctuations can according to the aforementioned DE 10 2009 049 280 A1 be made possible by at least one pressure equalization opening, which fluidly connects the back volume with the pre-volume.
  • Such a pressure compensation opening is comparatively small dimensions to avoid an acoustic short circuit between pre-volume and back volume.
  • Such pressure equalization openings between the pre-volume and the rear volume are permeable to gas and open to diffusion, as a result of which exhaust gas, in particular, which enters the pre-volume via the connecting pipe from the exhaust system, can also enter the rear volume.
  • a temperature gradient occurs because the exhaust gas in the exhaust system is usually exposed to higher temperatures than in the rear volume. This creates the problem that condenses the moisture bound in the exhaust gas, ie steam, in the cooler rear volume.
  • the resulting condensate is relatively aggressive, in particular, the condensate may include sulfuric acid. The aggressive condensate can permanently damage the electro-dynamic actuator and connection cable.
  • the active silencer can be positioned on the exhaust system only in the area of a tailpipe, which can be ensured by constructive measures at each tailpipe that caused by the flow velocity quasi-static pressure difference between Vorvolumen and Back volume is then as small as possible. As a result, it is possible to dispense with the pressure compensation opening between the pre-volume and the return volume. However, this significantly restricts the design of the active silencer and obstructs or prevents the use of an active silencer at an area remote from the tailpipe upstream of the engine, although the acoustic effectiveness of the active silencer may be better there.
  • the present invention addresses the problem of providing an improved muffler for an improved embodiment, which is characterized in that on the one hand disadvantages caused by quasi-static differential pressures between pre-volume and back volume, reduced or eliminated or avoided, while disadvantages that can be caused by condensate formation in the back volume, reduced or eliminated or avoided.
  • the invention is based on the general idea of fluidically connecting the back volume with the pre-volume via at least one condensation line.
  • this condensation line is designed so that it condenses contained in the exhaust steam, the condensation line then passes the resulting condensate to the pilot volume.
  • the respective condensation line supports the condensation in such a way that the condensate is obtained within the condensation line, that is, while the steam moves from the pre-volume in the direction of the rear volume. Since the back volume is closed, there is no flow through the condensation line, but only to diffusion processes or very slow volume shifts by the respective pressure compensation.
  • the long residence time of the steam in the condensation line which results on the one hand by the slow gas movements and on the other hand can be achieved by a correspondingly dimensioned line length, the condensation can take place substantially already within the condensation line, so that hardly steam enters the back volume.
  • a suitable Arrangement of the condensation line can easily pass this condensate incurred in the pre-volume, where it can be re-evaporated due to the prevailing temperatures and taken from the exhaust stream.
  • the desired pressure equalization between Vorvolumen and back volume can be realized by the created with the help of the condensation line fluidic connection between Vorvolumen and back volume.
  • the condensation line replaces that of the prior art, compare the above DE 10 2009 049 280 A1 , known pressure equalization opening between Vorvolumen and back volume.
  • the condensation line can therefore fluidically connect the back volume for pressure equalization without an acoustic short circuit to the pre-volume.
  • the condensation line is dimensioned such that it is unsuitable for transmitting dynamic pressure fluctuations between the pilot volume and the return volume, in particular due to the friction occurring in the condensation line.
  • this is the condensation line significantly longer than its inner diameter.
  • the cable length is at least 10 times greater than the cable diameter, preferably the cable length is at least 100 times larger than the cable diameter.
  • the condensation line can basically be designed in a straight line.
  • the Kondesations ultimately is curved, for example, spiral and / or helical, to realize a short length of a large cable length.
  • the condensation line can be arranged completely inside the housing so that it is an internal condensation line. This design reduces the risk of leaks.
  • a substantial portion of the running inside the housing condensation line can now be arranged in the rear volume.
  • at least 75% of the length of the condensation line are arranged in the back volume.
  • the condensation line may have a portion extending outside the housing.
  • This section may suitably connect an end section of the condensation line connected to the pre-volume to an end section of the condensation line connected to the rear volume. In this way, an at least partially externally extending condensation line is created, which opens up possibilities to support the formation of condensation within the condensation line.
  • the condensation line can be cooled according to a non-inventive development of the arranged outside the housing portion of the condensation line. It is conceivable, for example, a purely passive cooling by the in the environment of Muffler prevailing temperatures. Another passive cooling can be caused by a flow around the muffler and the externally extending portion of the condensation line, for example. By wind of a motor vehicle equipped with the internal combustion engine. Active cooling of the section of the condensation line extending outside the housing is likewise conceivable, for example with the aid of a blower which generates an air flow for acting on the section.
  • the section can be equipped with cooling fins or the like. It is also possible to incorporate said section in a heat exchanger, which is also involved in a cooling circuit, so that with the aid of the heat exchanger heat from the condensation line can be transferred to a coolant of the cooling circuit.
  • the condensation pipe can be a pipe, which is in particular made of a metallic material and is distinguished by a particularly high thermal conductivity.
  • the back volume can be hermetically sealed against an environment of the muffler.
  • the housing of the muffler in the region of the rear volume has no opening through which a fluid can enter the back volume or escape therefrom.
  • the back volume is completely encapsulated except for the fluidic connection with the pre-volume created by the condensation line.
  • neither a pressure equalization opening is present, which fluidly connects the back volume with the environment, nor provides any other connection, via which a fluid can be supplied to the back volume or discharged therefrom.
  • the present invention is based on the general idea to provide at least one pressure compensation chamber.
  • a pressure compensation chamber encloses a compensating volume, which is fluidically connected to the pre-volume via at least one connecting line.
  • at least one passive membrane is provided, which is positioned such that it is exposed on the one hand to the pressure prevailing in the compensating volume and, on the other hand, to the pressure prevailing in the rear volume.
  • the passive membrane deforms depending on the pressure difference acting thereon, which ultimately corresponds to the pressure difference between the pre-volume and the return volume due to the fluidic coupling between the equalization volume and the pre-volume.
  • the passive membrane can transmit the pressure prevailing in the pre-volume to the back volume, whereby the desired pressure compensation is more or less realized. It is noteworthy that the connection of the passive membrane gas exchange between Vorvolume and back volume is no longer possible. In other words, in the second solution presented here, the pre-volume and the return volume are fluidically separated from one another. As a result, no condensate can accumulate in the back volume. Overall, the proposed measure opens the possibility to use the active muffler close to the engine, so that virtually any positionings for the active muffler on the exhaust system can be realized. If condensate accumulates in the compensation volume, this can be passed through the connecting line to the pilot volume.
  • the passive membrane is designed to be softer than the active membrane of the loudspeaker.
  • the passive membrane is at least twice as elastic as the active membrane.
  • the pressure compensation chamber may have a chamber arranged in the rear volume chamber housing, in which case the passive membrane forms at least a part of the chamber housing.
  • the passive membrane separates the equalization volume from the back volume within the housing of the muffler. This can reduce leakage problems.
  • the passive membrane can form the entire chamber housing.
  • the passive membrane is shaped so that it forms the chamber housing and encloses the compensation volume.
  • the housing may be configured as an elastic balloon or as an elastic bellows.
  • the passive membrane defines the elastic skin of the balloon or the elastic bellows body. If the passive membrane forms the entire chamber housing, depending on the pressure difference between the equalizing volume and the back volume, the chamber housing may expand or shrink to equalize the pressures between the equalizing volume and the back volume. A complete pressure equalization is not possible due to the internal tension of the passive membrane. The softer the passive membrane is, the closer the pressures between equalization volume and back volume can be.
  • the pressure compensation chamber can have a chamber housing arranged outside the return volume or outside the housing, in which case the passive membrane in the chamber housing separates the compensation volume from a coupling volume.
  • a coupling line then provides a fluidic connection between the coupling volume and the back volume.
  • a pressure difference between the pre-volume and the back volume thus leads to a corresponding pressure difference between the compensating volume and the coupling volume, which is determined by a corresponding deformation of the passive Membrane can be more or less balanced.
  • the better the desired pressure compensation the softer the passive membrane is.
  • the pressure compensation chamber may be formed in the housing, in which case the passive membrane in the housing separates the compensation volume from the rear volume. This internal design also reduces leakage problems.
  • the connecting line can be arranged in the housing and extend through the rear volume. Additionally or alternatively it can be provided that due to a correspondingly selected positioning of the passive membrane within the housing, the compensation volume is distal to the pre-volume, so that in particular the back volume between the compensation volume and the pre-volume is arranged. Furthermore, the compensation volume within the housing is expediently arranged so that the passive membrane has no contact with the pre-volume.
  • the connecting line may be arranged so that it leads condensate possibly accumulating condensate to the pre-volume.
  • the connecting line is adapted to the intended installation situation so that it has a slope in the direction of the front volume.
  • a third solution of the invention not according to the invention is based on the general idea of compensating for the static deflection of the active membrane formed by a corresponding actuation of the actuator due to a pressure difference between the pre-volume and the back volume.
  • the active silencer with a sensor for measuring a pressure difference between Equipped with pre-volume and return volume.
  • This sensor system may, for example, include a differential pressure sensor which directly measures the pressure difference between the pre-volume and the back volume.
  • the use of two absolute pressure sensors is conceivable, one of which measures the absolute pressure in the pre-volume, while the other measures the absolute pressure in the back volume. The difference between the two absolute pressures then gives the desired differential pressure.
  • the sensor is further coupled to a controller which serves to drive the actuator.
  • This control is now programmed or designed so that it controls the actuator depending on the measured pressure difference so that it deflects the active membrane against the deflection caused by the pressure difference, whereby the deflection caused by the pressure difference of the active membrane more or less compensated can be. Since a control for actuating the actuator in the active speaker is present anyway, the solution presented here only requires a sensor suitable for measuring differential pressure and a corresponding coupling in conjunction with a suitable programming. Thus, this embodiment can be comparatively inexpensive and realize almost no design effort. In particular, such an embodiment comes without pressure equalization between Vorvolumen and back volume. In particular, this design can therefore be characterized in that the pre-volume and the back volume are fluidly separated from each other.
  • the proposed measure opens the possibility to use the active muffler close to the engine, so that virtually any positionings for the active muffler on the exhaust system can be realized.
  • the controller can superimpose a dependent of the measured pressure difference static control signal dynamic control signals with which the controller Actuator for driving the active diaphragm controls, so that this counter-noise to influence, in particular for the damping of entrained in the exhaust air generated airborne.
  • the static control signal generated to compensate for the deflection of the active membrane caused by the pressure differential is modulated onto the dynamic control signals with which the controller drives the actuator to drive the active diaphragm to provide the desired pressure pulsations into the exhaust system can initiate.
  • a non-inventive fourth solution of the invention is also based on the general idea to compensate for the formed due to a pressure difference between the pre-volume and back volume static deflection of the active membrane by a corresponding control of the actuator. Notwithstanding the above-described third solution, the pressure difference is not measured in the fourth solution, but the resulting deflection of the active membrane is determined from its central position to use the deflection directly as a basis for the control of the actuator.
  • the silencer comprises a device for determining a deflection of the active membrane from its central position.
  • a control provided for driving the actuator is coupled to said device and controls the actuator depending on the determined diaphragm deflection for compensating the diaphragm deflection. In this way can be dispensed with a complex pressure measurement.
  • the device may have a sensor for measuring the diaphragm deflection.
  • the device can evaluate the current consumption of the actuator when it is actuated and determine the diaphragm deflection as a function of this.
  • This purely electronic measure does not require additional sensors.
  • the usual, current consumption of the actuator occurring during the silencing operation are evaluated. This measure is based on the consideration that the current consumption of the actuator changes depending on a deflection of the membrane, since the actuator optionally works with or against a bias of the membrane.
  • the device evaluates a microphone signal of a microphone which detects the sound emitted by the active membrane and determines the diaphragm deflection as a function of this.
  • This measure is based on the consideration that the sound emitted by the active membrane changes as a function of the prestressing of the membrane.
  • Such a microphone is already present in a conventional active sound damping system, so that even with this solution can be dispensed with an additional sensor. It is clear that, in principle, other measures are conceivable in order to determine the actual diaphragm deflection.
  • the present invention is based on the general idea of equalizing the pressure difference between the pre-volume and the back volume by means of a delivery device, which is fluidly connected to the return volume for this purpose. If the pressure in the back volume is higher than the pressure in the pre-volume, gas or air can be sucked out of the back volume and conveyed into the environment or into the pre-volume, for example, with the delivery device in order to bring about the pressure compensation. If, on the other hand, the pressure in the rear volume is lower than in the pre-volume, gas or air, for example from the environment or from the pre-volume, can be sucked in by means of the delivery device and supplied to the return volume in order to effect the pressure equalization. As an output signal for driving the conveyor can thereby serve a correlated with the pressure difference signal or correlated with the deflection of the diaphragm from the central position signal.
  • the corresponding devices are already described above.
  • At least one pressure equalization opening can be provided, which fluidly connects the back volume to an environment of the housing of the muffler.
  • a pressure equalization opening which can be designed with suitable measures, for example.
  • gas-permeable and liquid impermeable membrane, gas permeable and liquid-tight By means of a gas-permeable and liquid impermeable membrane, gas permeable and liquid-tight, the static pressure differences between the back volume and the atmospheric environment described above can be compensated.
  • the above-described first solution in which the pre-volume and the back volume are fluidly connected to one another by the condensation line, as well as the associated embodiments, can be configured such that the back volume is fluidically separated from the environment of the housing of the muffler. In these cases, it is thus possible to dispense with such a pressure compensation opening between the rear volume and the environment. In contrast, it seems to be useful in the other solutions described above, including the associated embodiments, to provide such a pressure compensation opening.
  • FIG. 1 an exhaust system 1 of an internal combustion engine, not shown here, an exhaust line 2 and at least one active muffler 3, which is connected to the exhaust line 2 and thus to the exhaust system 1.
  • the silencer 3 is connected to a in the operation of the internal combustion engine in FIG. 1 connected by an arrow indicated exhaust gas flow leading exhaust pipe 5, wherein in this example a Y-shaped connector 6 is used, the in FIG. 1 only half is shown.
  • the muffler 3 can in principle be connected to any component of the exhaust system 1, that is not necessarily to an exhaust pipe 5.
  • the active muffler 3 serves to dampen airborne sound that is carried in the exhaust gas flow 4 or in the Exhaust line 2 spreads.
  • the muffler 3 comprises a housing 7 and a connecting tube 8 for fluidically connecting the housing 7 with the exhaust system 1. Through this connecting tube 8 through the acoustic coupling between the Muffler 3 and the rest of the exhaust system 1.
  • the connecting pipe 8 is not traversed by the exhaust gas. However, the exhaust gas may enter the connection pipe 8.
  • the active muffler 3 includes a speaker 9 that includes an active diaphragm 10 and an actuator 11.
  • the active membrane 10 separates in the housing 7 a fluidly connected to the connecting tube 8 Vorvolumes 12 from a back volume 13, which is shown in the illustrations of FIGS. 2 to 8 is located on a side facing away from the connecting tube 8 side of the speaker 9. Accordingly, the pre-volume 11 faces the connecting pipe 8, while the rear volume 13 faces away from the connecting pipe 8.
  • the actuator 11 operates electromagnetically and serves for the vibration excitation of the active membrane 10.
  • the muffler 3 is also equipped with at least one condensation line 14, which is preferably formed from a metallic tubular body.
  • the condensation line 14 can also be designed as an elastic hose, in particular made of plastic.
  • the condensation line 14 leads to a fluidic connection of the rear volume 13 with the pre-volume 12, which results in a pressure equalization between the pre-volume 12 and the rear volume 13. So that this pressure compensation takes place only for static or quasi-static pressure differences and not for dynamic pressure differences, the condensation line 14 is designed so that it fluidly connects the back volume 13 with the pre-volume 12 without acoustic short circuit. This is achieved, for example, by a corresponding throttle effect, in particular by friction within the condensation line 14.
  • the condensation line 14 is also designed so that vapor, which is contained in the exhaust gas, which penetrates in particular by diffusion processes in the condensation line 14, condenses in the condensation line 14.
  • the condensation line 14 is arranged so that the condensate accumulating in it can flow to the pre-volume 12. Accordingly, in the installed state of the muffler 3, the condensation line 14 has a gradient in the direction of the front volume 12.
  • the condensation effect occurs in the condensation line 14 to the desired extent, according to the in FIG. 2
  • the condensation line 14 can be arranged completely inside the housing 7.
  • a substantial section 17, which extends over at least 50% of the total condensation line length 15, is expediently arranged in the rear volume 13.
  • a large part of the condensation line 14, namely the essential portion 17, is exposed to the temperatures prevailing in the rear volume 13, which are significantly lower than the temperatures of the exhaust gas entering the condensation line 14.
  • the desired condensation of steam in the condensation line 14 can be realized.
  • the condensation line 14 is arranged such that it has a section 18 extending outside the housing 7.
  • This outer section 18 connects a first end section 19 of the condensation line 14 connected to the pre-volume 12 to a second end section 20 of the condensation line 14, which is connected to the rear volume 13.
  • the outer portion 18 may, for example, be cooled by means of a cooling gas flow 21, which in FIG. 3 indicated by an arrow.
  • This can be the driving wind that arises during operation of a vehicle that is equipped with the internal combustion engine whose exhaust gases be discharged with the help of the exhaust system 1 presented here.
  • the cooling gas flow 21 can be realized, for example, with the aid of a blower 22.
  • the condensation line 14 in the outer portion 18 may have cooling fins 23. Additionally or alternatively, the condensation line 14 may be integrated in the outer portion 18 in a heat exchanger 24, which in turn is integrated into a cooling circuit 25, wherein a media separation between the cooling medium in the cooling circuit 25 and the exhaust gas is provided in the condensation line 14.
  • the silencer 3 may be equipped with at least one pressure compensation chamber 26, which encloses a compensation volume 27.
  • at least one connecting line 28 is present, which connects the compensating volume 27 fluidically with the pre-volume 12.
  • at least one passive membrane 29 is provided which is exposed on the one hand to the pressure prevailing in the compensating volume 27 and on the other hand to the pressure prevailing in the rear volume 13. Accordingly, the passive diaphragm 29 deforms depending on the pressure difference between the compensating volume 27 and the rear volume 13. Since the compensating volume 27 communicates with the pre-volume 12 through the connecting line 28, the pressure prevailing in the compensating volume 27 corresponds to the pressure prevailing in the pre-volume 12.
  • the passive membrane 29 deforms depending on the pressure difference between the back volume 13 and Vorvolumen 12.
  • FIGS. 4 to 7 is shown for the passive membrane 29 with a solid line an initial state, while at the same time is shown with a broken line, a state in which the passive membrane 29 is deformed due to the pressure difference between the pre-volume 12 and back volume 13.
  • the pressure compensation chamber 26 comprises a chamber housing 30, which is arranged in the rear volume 13 in the interior of the housing 7.
  • the passive membrane 29 forms at least a part of the chamber housing 30.
  • the passive membrane 29 separates the compensation volume 27 from the rear volume 13 in the interior of the housing 7, so that it is indirectly exposed to the pressure of the return volume 13.
  • the entire chamber housing 30 is formed by the passive membrane 29.
  • the chamber housing 30 is designed as an elastic balloon 30 '. This balloon 30 'or its skin or sheath is formed by the passive membrane 29.
  • the chamber housing 30 is designed as a bellows 30 ", whereby the bellows body is formed by the elastic passive membrane 29.
  • the pressure compensation chamber 26 is arranged outside the housing 7.
  • the chamber housing 30 is disposed outside of the housing 7.
  • the passive membrane 29 in the chamber housing 30 separates the equalizing volume 27 from a coupling volume 31.
  • a coupling line 32 provides a fluidic connection of the coupling volume 31 with the back volume 13.
  • the chamber housing 30 is arranged by the connecting line 28 and the coupling line 32 spaced from the housing 7 of the muffler 3.
  • the respective opening then penetrates either a wall of the housing 7 and a wall of the chamber housing 30 or a common wall of the housing 7 and the chamber housing 30.
  • the connection opening then provides for the fluidic coupling between the compensation volume 27 and Vorvolumen 12.
  • Die Coupling opening then provides for the fluidic coupling between coupling volume 31 and back volume 13.
  • the pressure compensation chamber 26 is again formed in the interior of the housing 7, in which case the passive diaphragm 29 in the housing 7 separates the compensation volume 27 from the back volume 13.
  • the passive diaphragm 29 in the housing 7 separates the compensation volume 27 from the back volume 13.
  • FIG. 7 reduces the structural complexity of the chamber housing 30 on a partition, which in FIG. 7 is also designated 30, which separates within the housing 7 a region containing the back volume 13 of an area containing the compensating volume 27.
  • the passive membrane 29 is mounted or suspended.
  • the connecting line 28 is also disposed within the housing 7, wherein it extends through the rear volume 13 to connect the compensating volume 27 with the Vorvolumen 12 can.
  • the connecting line 28 is in each case arranged in such a way that it conducts condensate, which may occur in the connecting line 28 or in the compensating volume 27, to the pilot volume 12.
  • the respective connecting line 28 in the installed state have a corresponding gradient in the direction of the pre-volume 12.
  • the silencer 3 may in all embodiments be equipped with a controller 33 which can actuate the actuator 11 via a corresponding control line 34.
  • the actuator 11 then drives the active membrane 10 to generate pressure waves, in particular sound waves, depending on its activation.
  • FIG. 8 shown embodiment of the muffler 3 have a sensor 35, with the help of a pressure difference between
  • Pre-volume 12 and back volume 13 can be measured.
  • the sensor system 35 includes a differential pressure sensor 36, which is coupled on the one hand in a suitable manner, for example via a first sensor line 37, with the pre-volume 12 and on the other hand in a suitable manner, for example via a second sensor line 38, is coupled to the rear volume 13. Via a signal line 39, the sensor 35 is coupled to the controller 33, so that the controller 33 knows the pressure difference between the pre-volume 12 and back volume 13.
  • the controller 33 is now configured or programmed so that it controls the actuator 11 depending on the measured pressure difference.
  • the targeted control of the actuator 11 can now more or less compensated by the prevailing between the pre-volume 12 and back volume 13 pressure difference deflection of the active membrane 10. For example.
  • the controller 33 is expediently configured so that it generates a dependent of the measured pressure difference static control signal to produce the desired static adjustment of the active membrane 10 to compensate for the pressure difference caused by the deflection of the active membrane 10.
  • the controller generates 33 for generating pressure oscillations, which are to be transmitted via the connecting pipe 8 in the exhaust line 2, dynamic control signals with which the controller 33, the actuator 11 for driving the active diaphragm 10 drives.
  • the active membrane 10 can now achieve the desired pressure oscillations produce. In particular, it is counter-noise to combat entrained in the exhaust airborne sound.
  • the static control signals, which are provided to compensate for the deflection caused by the pressure difference of the active membrane 10, are now superimposed on the dynamic control signals which are provided for generating the pressure oscillations or the counter-noise.
  • FIG. 9 shows an embodiment in which instead of a pressure difference, which has a deflection of the active membrane 10 from the center position result, the diaphragm deflection is determined directly and is used as input to the static control signal for compensation.
  • a device 42 may be provided, with the aid of which the diaphragm deflection can be determined.
  • the deflection of the active membrane 10 is determined from its central position, which it assumes when the pressures in the pre-volume 12 and in the rear volume 13 are the same.
  • the device 42 comprises a microphone 43, which can detect and measure the airborne sound emitted by the active membrane 10.
  • the microphone signals are supplied via a corresponding signal line 44 to the controller 33 in order to evaluate them.
  • the diaphragm deflection can be determined by a desired-actual comparison.
  • the device 42 according to FIG. 10 have a sensor 45, by means of which the deflection of the membrane 10 can be measured. A corresponding signal can then be returned to the controller 33 via a signal line 46.
  • FIG. 10 now shows an embodiment in which a conveyor 47 is provided which is fluidly connected to the rear volume 13.
  • a control line 48 connects the controller 33 with the conveyor 47.
  • the conveyor 47 for example, a pump can as over- or vacuum generator serve to be able to pressurize the back volume 13 with overpressure or negative pressure as needed, in such a way that the unwanted static diaphragm deflection is compensated in whole or in part.
  • the base signal for the actuation of the conveyor 47 can serve directly the diaphragm deflection, which can be determined again with the aid of the device 42.
  • the pressure difference between pre-volume 12 and back volume 13 can be used to control the conveyor 47, since the pressure difference correlates with the diaphragm displacement.
  • the sensor 35 can be used again.
  • the conveyor 47 is arranged on the outside of the housing 7. It is clear that the conveyor can also be arranged in the interior of the housing 7. Furthermore, the conveyor 47 in the example conveys into the environment 41 or sucks from the environment 41 in order to adjust the pressure in the back volume 13 to the pressure prevailing in the pilot volume 12.
  • the muffler 3 is also equipped with at least one pressure equalization opening 40 which is formed in the housing 7 or in a wall of the housing 7 and which connects the back volume 13 fluidly with an environment 41 of the muffler 3.
  • the pressure compensation opening 40 may well be designed so that it is permeable to gas, but impermeable to liquid.
  • the pressure compensation opening 40 can be closed with a gas-permeable membrane, which is not shown here.
  • such a pressure equalization opening 40 may also be present.
  • an embodiment in which such a pressure compensation opening 40 is dispensed with is preferred. In particular, therefore, in the embodiments of the FIGS. 2 and 3 the back volume 13 is decoupled from the environment 41.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Multimedia (AREA)
  • Exhaust Silencers (AREA)

Claims (9)

  1. Silencieux actif pour une installation de gaz d'échappement (1) d'un moteur à combustion interne, de préférence d'un véhicule automobile, comprenant :
    - un boîtier (7),
    - un tube de raccordement (8) pour assurer une communication acoustique et fluidique du boîtier (7) avec l'installation de gaz d'échappement (1),
    - une membrane active (10), qui sépare dans le boîtier (7) un volume avant (12) relié au tube de raccordement (8) d'un volume arrière (13),
    - un actionneur (11) pour exciter au plan oscillatoire la membrane active (10),
    caractérisé par au moins une chambre de compensation de pression (26) qui enserre un volume de compensation (27), dans lequel au moins un conduit de raccordement (28) relie le volume de compensation (27) en mode fluidique au volume avant (12), dans lequel il est prévu au moins une membrane passive (29) qui est exposée, d'une part, à la pression régnant dans le volume de compensation (27) et, d'autre part, à la pression régnant dans le volume arrière (13).
  2. Silencieux selon la revendication 1,
    caractérisé en ce que :
    - la chambre de compensation de pression (26) présente un boîtier de chambre (30) aménagé dans le volume arrière (13) et
    - la membrane passive (29) forme au moins une partie du boîtier de chambre (30).
  3. Silencieux selon la revendication 2,
    caractérisé en ce que :
    la membrane passive (29) forme la totalité du boîtier de chambre (30).
  4. Silencieux selon la revendication 2 ou la revendication 3,
    caractérisé en ce que :
    le boîtier de chambre (30) se présente sous la forme d'un ballonnet élastique (30') ou d'un soufflet élastique (30')'.
  5. Silencieux selon la revendication 1,
    caractérisé en ce que :
    - la chambre de compensation de pression (26) présente un boîtier de chambre (30) aménagé à l'extérieur du volume arrière et/ou à l'extérieur du boîtier (7),
    - la membrane passive (29) dans le boîtier de chambre (30) sépare le volume de compensation (27) d'un volume de couplage (31) et
    - un conduit de couplage (32) relie le volume de couplage (31) au volume arrière (13) en mode fluidique.
  6. Silencieux selon la revendication 1,
    caractérisé en ce que :
    - la chambre de compensation de pression (26) est formée dans le boîtier (7) et
    - la membrane passive (29) dans le boîtier (7) sépare le volume de compensation (27) du volume arrière (13).
  7. Silencieux selon la revendication 6,
    caractérisé en ce que :
    le conduit de raccordement (28) est aménagé dans le boîtier (7) et s'étend à travers le volume arrière (13).
  8. Silencieux selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce que :
    le conduit de raccordement (28) est aménagé de manière qu'il achemine le condensat produit dans le volume de compensation (27) au volume avant (12).
  9. Silencieux selon l'une quelconque des revendications 1 à 8,
    caractérisé par au moins une ouverture de compensation de pression (40) qui raccorde le volume arrière (13) en mode fluidique à une ambiance (41) du boîtier (7) du silencieux (3).
EP12184776.8A 2011-10-14 2012-09-18 Silencieux actif Active EP2581567B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011084567.4A DE102011084567C5 (de) 2011-10-14 2011-10-14 Aktiver Schalldämpfer

Publications (2)

Publication Number Publication Date
EP2581567A1 EP2581567A1 (fr) 2013-04-17
EP2581567B1 true EP2581567B1 (fr) 2016-01-13

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US (1) US9206717B2 (fr)
EP (1) EP2581567B1 (fr)
JP (1) JP5624596B2 (fr)
CN (1) CN103114889B (fr)
DE (1) DE102011084567C5 (fr)

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Also Published As

Publication number Publication date
JP5624596B2 (ja) 2014-11-12
EP2581567A1 (fr) 2013-04-17
US20130092471A1 (en) 2013-04-18
CN103114889A (zh) 2013-05-22
DE102011084567B4 (de) 2015-10-01
CN103114889B (zh) 2015-06-03
US9206717B2 (en) 2015-12-08
JP2013087773A (ja) 2013-05-13
DE102011084567C5 (de) 2019-08-14
DE102011084567A1 (de) 2013-04-18

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