WO2007119379A1 - Soupape de reglage de pression de gaz d'echappement - Google Patents

Soupape de reglage de pression de gaz d'echappement Download PDF

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Publication number
WO2007119379A1
WO2007119379A1 PCT/JP2007/055272 JP2007055272W WO2007119379A1 WO 2007119379 A1 WO2007119379 A1 WO 2007119379A1 JP 2007055272 W JP2007055272 W JP 2007055272W WO 2007119379 A1 WO2007119379 A1 WO 2007119379A1
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WO
WIPO (PCT)
Prior art keywords
valve
main
exhaust
flow path
pressure control
Prior art date
Application number
PCT/JP2007/055272
Other languages
English (en)
Japanese (ja)
Inventor
Kimio Nemoto
Mitsuru Takeuchi
Yukihiro Harada
Koji Sakurai
Koichi Sugihara
Original Assignee
Aisan Kogyo Kabushiki Kaisha
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 Kogyo Kabushiki Kaisha filed Critical Aisan Kogyo Kabushiki Kaisha
Priority to EP07738722A priority Critical patent/EP2003313B1/fr
Publication of WO2007119379A1 publication Critical patent/WO2007119379A1/fr

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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 that controls the pressure of exhaust gas exhausted from an engine.
  • An exhaust pressure control valve that controls the pressure of exhaust gas exhausted from the engine is used in order to improve the startability of the engine or purify exhaust gas from which engine power is also exhausted.
  • International Publication No. 99Z41495 discloses a conventional exhaust pressure control valve.
  • This exhaust pressure control valve includes a housing provided with a main flow path and a bypass flow path.
  • An inlet port and an outlet port are provided on the inner wall surface of the main channel.
  • the upstream end of the binos passage is connected to the inlet port, and the downstream end of the binos passage is connected to the outlet port.
  • a main valve for opening and closing the main channel is provided in the main channel.
  • the main valve is disposed between the inlet port and the outlet port.
  • the bypass channel is provided with a bypass nozzle that opens and closes the bypass channel. When the bypass valve is opened, the exhaust gas upstream of the main valve can flow downstream of the main valve through the nopass channel.
  • the exhaust gas pressure increases when the opening of the main valve is reduced.
  • the bypass valve opens.
  • exhaust gas flows through the bypass flow path.
  • the pressure increase of the exhaust gas is suppressed, and the pressure of the exhaust gas is maintained at a predetermined value.
  • the opening of the main valve is increased, the pressure of the exhaust gas decreases, the no-pass valve is closed and the bypass flow path is also closed. It is.
  • the above-described exhaust pressure control valve can be applied to a diesel particulate filter system (hereinafter referred to as a DPF system! /) That purifies exhaust gas discharged from a diesel engine car. It is being considered.
  • the DPF system is a system that collects particulates (particulate matter) and graphite contained in the exhaust gas of a diesel engine with a ceramic filter.
  • the particulate matter (PM) mainly composed of soot collected by the filter exceeds a certain amount, the particulate matter (PM) mainly composed of soot collected by the filter is burned. Play the filter.
  • An exhaust pressure control valve is used to regenerate this filter.
  • the exhaust pressure control valve is arranged upstream or downstream of the filter.
  • the bypass valve opens and the exhaust gas flows through the no-pass passage.
  • the pressure of the exhaust gas is maintained at a predetermined value.
  • the fuel supplied to the oxidation catalyst raises the exhaust gas temperature in the catalyst by an oxidation reaction, and burns particulate matter (PM) mainly composed of soot collected by the filter (that is, regenerates the filter). )
  • PM particulate matter
  • the main valve opens and the exhaust pressure drops to normal pressure.
  • An object of the present invention is to switch the main valve of the exhaust pressure control valve to a closed state force open state. It is an object to provide an exhaust pressure control valve that can reduce the noise generated during the operation.
  • the exhaust pressure control valve of the present invention has a housing having a main flow path and a bypass flow path, a main valve for opening and closing the main flow path, and a bypass valve for opening and closing the bypass flow path.
  • the main nozzle includes a throttle shaft that is rotatably supported by the housing, and a valve body that is attached to the throttle shaft. When the throttle shaft rotates, the valve body is switched between a closed state in which the main flow path is closed and an open state in which the valve body opens the main flow path.
  • An inlet port to which the upstream end of the bypass channel is connected is provided on the inner wall surface of the main channel on the upstream side of the main valve.
  • An outlet port to which the downstream end of the bypass flow path is connected is provided on the inner wall surface of the main flow path on the downstream side of the main valve.
  • the axial force of the throttle shaft is at the point on the rim of the valve body where the distance to the rim of the valve body is the longest (that is, the point where the turning radius is the largest).
  • the gap between the body periphery and the main channel is maximized, and the exhaust gas flow rate is also maximized.
  • the position of the outlet port and the position of the point on the peripheral edge of the valve body where the distance to the peripheral edge of the axial force valve body of the throttle shaft is longest are shifted in the circumferential direction. For this reason, the center of the high-speed exhaust gas flow that occurs when the main valve is closed deviates from the outlet port. As a result, noise generated when the main valve is closed can be suppressed.
  • the position force in the circumferential direction of the outlet port substantially coincides with the position in the circumferential direction of the portion supporting the throttle shaft provided in the main flow path.
  • the exhaust pressure control valve described above is housed in a through hole formed in the housing and supports one end of the throttle shaft, and one end of the throttle shaft on the side protruding from the through hole to the outside of the housing. It is preferable to further include an actuator that is attached to the shaft and rotationally drives the throttle shaft, and a seal member that seals between the throttle shaft and the inner wall surface of the through hole.
  • the rotation operation of the throttle shaft can be performed smoothly and the outflow of exhaust gas from the main flow path can be suppressed.
  • the outlet port is provided with flow characteristic changing means for changing the flow characteristic of the exhaust gas. If the outlet port is provided with flow characteristic changing means, even if the high-speed exhaust gas flow from the closed state to the open state flows toward the outlet port, the exhaust gas in the outlet port is changed. Generation of vortex is suppressed. As a result, noise generated when the main valve is closed can be reduced.
  • the flow characteristic changing means can be a curved wall surface formed on the downstream side of the outlet port. That is, by forming the wall surface on the downstream side of the outlet port in a curved surface, it is possible to suppress the generation of vortex in the outlet port.
  • the flow characteristic changing means can be a rectifying member that is attached to the wall surface on the downstream side of the outlet port and rectifies the flow of the exhaust gas.
  • the rectifying member can also suppress the generation of vortex in the outlet port.
  • a gap may be formed between the periphery of the valve element and the inner wall surface of the main flow path.
  • the high-pressure exhaust gas upstream of the main valve flows at high speed from the gap between the peripheral edge of the valve body and the inner wall surface of the main flow path, and an ejection noise is generated.
  • the cause of the sound is mainly due to the difference in flow velocity between the exhaust gas flowing at high speed from the upstream side of the valve and the surrounding exhaust gas (downstream of the valve). It turned out to be. Therefore, if the flow rate of the exhaust gas flowing out from the upstream side of the valve to the downstream side can be kept low, the flow rate difference will be reduced and the jet noise can be reduced.
  • the communication hole surface force (For example, JP-A-2005-299457).
  • the communication hole provided in the valve body extends in parallel with the direction in which the exhaust passage extends. For this reason, the outflow direction of the exhaust gas flowing out from the peripheral edge of the valve body and the outflow direction of the exhaust gas flowing out downstream from the communication hole are parallel (the same), and the flows of both are difficult to be mixed. It was. Therefore, the difference in flow rate between the exhaust gas flow flowing from the upstream side of the main valve at high speed and the surrounding exhaust gas is not sufficiently relaxed, and the generated sound cannot be sufficiently reduced.
  • a gap is formed around the entire periphery of the valve body at the periphery of the valve body and the inner wall surface of the main flow path with the valve closed.
  • a communication hole penetrating the back surface is provided. The communication hole is provided such that the exhaust gas flowing out through the communication hole force in a state where the main valve is closed is inclined with respect to the axial direction of the main flow path.
  • the flow of the exhaust gas flowing from the peripheral edge of the valve body to the downstream side and the flow of the exhaust gas flowing out from the communication hole are not parallel, so that both are easily mixed. For this reason, the flow velocity of the exhaust gas flowing out from the upstream side of the valve body to the downstream side is decelerated. As a result, it is possible to reduce the noise generated when the main valve is closed.
  • This exhaust pressure control valve can be configured such that the surface of the valve element is inclined with respect to the axial direction of the main flow path in a state where the valve is closed.
  • the communication hole is provided at a position on the downstream side of the throttle shaft on the surface of the valve body in a direction substantially perpendicular to the surface of the valve body.
  • the exhaust gas that has also flowed out of the communication hole is directed toward the center of the exhaust passage. For this reason, since the exhaust gas diffuses and flows throughout the exhaust passage, the flow rate of the exhaust gas can be effectively reduced. As a result, the effect of reducing the ejection noise can be improved.
  • the inner wall surface of the main flow path on the downstream side of the main valve In addition, it is preferable to provide a gas flow rate reduction means (for example, a wire mesh or the like) for reducing the flow rate of the exhaust gas near the inner wall surface. Since the flow velocity of the exhaust gas flowing downstream from between the peripheral edge of the valve body and the inner wall surface of the exhaust flow path is reduced, the ejection noise can be further reduced.
  • a gas flow rate reduction means for example, a wire mesh or the like
  • the present invention provides an exhaust pressure control valve that can reduce noise generated when the main valve is switched from the closed state to the open state.
  • the exhaust pressure control valve includes a housing including a main flow path and a bypass flow path, a main valve that opens and closes the main flow path, a first valve opening and closing device that opens and closes the main valve, and opens and closes the bypass flow path. It has a bypass valve and a second valve opening / closing device that opens and closes the binos valve.
  • the first valve opening / closing device is set so that the time until the main valve is closed and the force is opened is longer than the time until the main valve is opened and the valve is closed. .
  • the first valve opening / closing device is operated by, for example, a solenoid, air, hydraulic pressure, etc., and can be opened / closed according to the operating state of the engine.
  • the second valve opening / closing device can use, for example, a diaphragm type actuator, and is opened / closed according to the pressure of the exhaust gas upstream of the main valve.
  • the first valve opening / closing device includes a diaphragm type actuator that opens and closes the main valve, a supply / exhaust means for supplying / exhausting gas to / from the pressure chamber of the actuator, and pressures of the supply / exhaust means and the actuator.
  • a pipe connecting the chambers, a first state provided in the middle of the pipe and having a large passage cross-sectional area of the gas, and a second state having a small passage cross-sectional area of the gas and a second passage It is possible to have a flow rate adjusting means for switching to.
  • the actuator is set to close the main valve when the gas pressure in the pressure chamber exceeds a predetermined pressure, and to open the main valve when the pressure in the pressure chamber is lower than the predetermined pressure.
  • the flow rate adjusting means is in the first state when the gas is exhausted from the pressure chamber, and is in the second state when the gas is supplied to the pressure chamber.
  • the main valve when the pressure in the pressure chamber exceeds a predetermined pressure by supplying gas to the pressure chamber of the diaphragm type actuator, the main valve is in the closed state force open state.
  • the flow rate adjusting means becomes a passage opening with a small gas passage cross-sectional area, so that the pressure chamber pressure is prevented from rapidly increasing. For this reason, the main solenoid slowly opens.
  • the main valve changes from the open state to the closed state.
  • the flow rate adjusting means becomes a passage port having a large gas passage cross-sectional area, so that the pressure in the pressure chamber rapidly decreases. For this reason, the main valve is quickly closed.
  • the second valve opening / closing device includes a movable member that moves linearly according to the pressure of the exhaust gas upstream of the main valve, and a link mechanism that converts the linear motion of the movable member into an opening / closing motion of the bypass valve. And prefer to have, and.
  • the second valve opening / closing device includes, for example, a storage chamber that houses a movable member, an introduction pipe that introduces exhaust gas upstream of the main valve into one of the storage chambers partitioned by the movable member, An urging means arranged on the other side of the chamber to urge the movable member toward one of the accommodation chambers can be provided.
  • the opening degree of the noisy valve can be changed according to the exhaust gas pressure. According to this
  • the pressure of the exhaust gas can be controlled with high accuracy.
  • connection port to which a DPF device can be connected is provided at the upstream end of the housing.
  • the exhaust pressure control valve is arranged downstream of the DPF device.
  • Exhaust gas from which particulate matter (PM) containing soot as the main component is removed is exhaust pressure. It will flow through the force control valve. Therefore, particulate matter (PM) containing soot as a main component is prevented from adhering to the isotropic exhaust pressure control valve, and deterioration of the controllability of the exhaust pressure control valve is prevented.
  • a flange portion to which an exhaust pipe is attached can be provided at the downstream end of the housing. In this case, it is preferable that the flange portion is flexibly coupled to the exhaust pipe.
  • the bypass valve is disposed at a position where the main flow path is also retracted at an intermediate portion of the non-pass flow path.
  • the second valve opening / closing device includes a movable member that linearly moves according to the pressure of the exhaust gas upstream of the main valve, and a link mechanism that converts the linear motion of the movable member into the opening / closing motion of the no-pass valve. It is preferable. According to this configuration, since the bypass valve force S is provided in the middle portion of the bypass flow path (that is, the position where the main flow path force is also retracted), it is prevented that the pressure of the exhaust gas flowing through the main flow path directly acts on the binos valve.
  • the binos valve is opened and closed by linearly moving the movable member in accordance with the pressure of the exhaust gas upstream of the main valve and transmitting the linear motion of the movable member to the bypass valve via the link mechanism. For this reason, even if the exhaust gas flowing in the main flow channel pulsates and the pressure of the exhaust gas upstream of the main valve fluctuates, it is possible to prevent the bypass valve from being greatly affected. As a result, chattering of the bypass valve can be prevented, and the exhaust gas pressure can be stably controlled.
  • FIG. 1 is a diagram showing a configuration of an exhaust system of a diesel engine equipped with an exhaust pressure control valve of a first embodiment.
  • FIG. 2 is a cross-sectional view showing a schematic configuration of an exhaust pressure control valve of the first embodiment.
  • FIG. 3 is a sectional view taken along line III-III in FIG.
  • ⁇ 5 A diagram schematically showing a schematic configuration of a device for opening and closing the main valve.
  • FIG. 6 A diagram schematically showing a schematic configuration of a device for opening and closing a bypass valve.
  • FIG. 8 is a diagram schematically showing temporal changes in the pressure chamber pressure of the three-way solenoid valve and the actuator and the opening of the main valve.
  • FIG. 9 is a diagram showing an example of a result of measuring a change in exhaust pressure and a change in sound pressure of the ejection sound when the state force when the main valve is closed is also opened.
  • ⁇ 10 A graph showing the relationship between the response time of the main valve (the time until the closing force is fully opened) and the sound pressure (maximum sound pressure) of the erupting sound.
  • FIG. 11 is a view showing a modified example of the mounting structure of the exhaust pressure control valve and the exhaust pipe.
  • FIG. 13 is a view showing another modification of the exhaust pressure control valve of the first embodiment.
  • FIG. 14 is a view showing another modification of the exhaust pressure control valve of the first embodiment.
  • FIG. 15 is an enlarged view showing an outlet port of the exhaust pressure control valve shown in FIG.
  • FIG. 17 is a partially broken perspective view of the exhaust pressure control valve shown in FIG. 16 as seen from different directions.
  • FIG. 18 Inlet port 116, outlet port 146 and throttle shaft of exhaust pressure control valve shown in FIG.
  • Fig. 132 is a view of the bypass channel side.
  • FIG. 19 is an enlarged view showing a connection portion between the inlet port 116 and the main flow path 112.
  • FIG. 20 is an exhaust pressure control valve force of the second embodiment.
  • FIG. 20 shows only the main flow path and the main nove.
  • FIG. 21 is an enlarged view of the periphery of the valve body and the inner wall surface of the main flow path.
  • FIG. 22 is a view showing a flow simulation result of the exhaust pressure control valve of the second embodiment.
  • FIG. 23 is a diagram showing the result of flow simulation in a case where a communication hole is provided.
  • FIG. 24 is a diagram showing a flow simulation result of a modification of the second embodiment.
  • the exhaust pressure control valve is arranged in the exhaust passage of the diesel engine.
  • a DPF device is connected upstream of the exhaust pressure control valve, and an exhaust pipe (muffler) is connected downstream.
  • the exhaust pressure control valve has a housing provided with a main flow path and a bypass flow path.
  • the no-pass channel is provided adjacent to the main channel.
  • an inlet port is provided on the upstream side of the main valve, and an outlet port is provided on the downstream side of the main valve.
  • the upstream end of the bypass channel is connected to the main channel via the inlet port, and the downstream end is connected to the main channel via the outlet port.
  • the binos valve is placed in the middle of the binos channel.
  • An opening / closing device that opens and closes the bypass valve includes a diaphragm type actuator and a link mechanism that converts linear motion of the rod of the actuator into opening / closing motion of the bypass valve.
  • the opening / closing device that opens and closes the main valve is equipped with a diaphragm type actuator.
  • the main valve opens when the pressure in the pressure chamber of the actuator exceeds a predetermined pressure, and closes when the pressure in the pressure chamber of the actuator falls below a predetermined pressure.
  • the pressure chamber of the actuator is connected to the neutral port of the 3-way solenoid valve, one of the other two ports of the 3-way solenoid valve is connected to the suction pump, and the other is open to the atmosphere.
  • a flow control valve is installed between the pressure chamber of the actuator and the three-way solenoid valve.
  • the flow control valve has a housing and a partition plate that partitions the inside of the housing into an actuator side and a three-way solenoid valve side.
  • a plurality of orifices are formed in the partition plate, and some of the plurality of orifices are opened and closed by a valve body (valve).
  • the valve body closes the orifice when air is introduced into the pressure chamber of the actuator, and opens the orifice when air is exhausted from the pressure chamber of the actuator.
  • the main valve has a throttle shaft and a valve body attached to the throttle shaft. Both ends of the throttle shaft are rotatably supported by the housing. By rotating the throttle shaft, the valve body is switched between a closed state in which the main flow path is closed and an open state in which the valve body opens the main flow path. When the main valve is closed, the valve body is inclined with respect to the axial direction of the main flow path.
  • the circumferential position of the outlet port is the axial force of the throttle shaft.
  • the circumferential position of the point on the periphery of the valve body where the distance to the periphery of the valve body is the shortest that is, the support part that supports the throttle shaft) It becomes the same as the position.
  • the downstream wall of the outlet port is chamfered into a curved surface (R shape).
  • a flow straightening member (shielding plate, fin, hard cam, etc.) is arranged on the downstream wall of the outlet port.
  • the inlet port is formed in parallel with the throttle shaft.
  • the inlet port is provided at a position displaced in the circumferential direction of the supporting portion force that supports the throttle shaft. Part of the inlet port and the throttle shaft overlap in the axial direction of the main flow path.
  • the exhaust pressure control valve includes a housing having a main flow path and a bypass flow path, a throttle shaft that is rotatably supported by a housing, and a valve body attached to the throttle shaft.
  • the valve body has a main valve that switches between a closed state in which the valve body closes the main flow path and an open state in which the valve body opens the main flow path by rotating the shaft, and a bypass valve that opens and closes the bypass flow path.
  • An inlet port to which the upstream end of the bypass channel is connected is provided on the inner wall surface of the main channel on the upstream side of the main valve.
  • An outlet port to which the downstream end of the bypass channel is connected is provided on the inner wall surface of the main channel on the downstream side of the main nozzle.
  • the outlet port is provided with flow characteristic changing means for changing the flow characteristic of the exhaust gas.
  • the exhaust pressure control valve includes a housing provided with an exhaust flow path, a rotating shaft rotatably supported by the housing, and a valve body attached to the rotating shaft, and rotates the rotating shaft.
  • the valve body has a valve that switches between a closed state that closes the exhaust passage and an open state that opens the exhaust passage.
  • the valve body is provided with a communication hole penetrating from the front surface to the back surface. The communication hole is provided so that the outflow direction of the exhaust gas flowing out of the communication hole force with the valve closed is inclined with respect to the axial direction of the exhaust passage.
  • Exhaust pressure control valve has a housing provided with an exhaust flow path, and a housing.
  • a rotating shaft that is rotatably supported and a valve body that is attached to the rotating shaft are provided.
  • the valve body closes the exhaust flow path and the open state opens the exhaust flow path.
  • a gas flow rate reduction means for reducing the flow rate of the exhaust gas near the inner wall surface, provided on the inner wall surface of the exhaust passage downstream from the valve.
  • the exhaust pressure control valve includes a housing including a main flow path and a bypass flow path, a main valve that opens and closes the main flow path, a first valve opening / closing device that opens and closes the main valve, and a bypass flow.
  • a bypass valve that opens and closes the passage and a second valve opening and closing device that opens and closes the bypass valve are provided.
  • the bypass valve is arranged at a position where the main channel force is also retracted in the middle of the nopass channel.
  • the second valve opening / closing device includes a movable member that linearly moves in accordance with the exhaust gas pressure on the upstream side of the main valve, and a link mechanism that converts the linear movement of the movable member into an opening / closing motion of the bypass valve. Yes.
  • the exhaust system of the diesel engine 1 includes a DPF device 3 and an exhaust pressure control valve 10.
  • the DPF device 3 has a filter (made of ceramic) that collects particulate matter (PM) mainly composed of soot contained in exhaust gas.
  • a diesel engine 1 is connected to the upstream end of the DPF device 3 through an exhaust pipe 2.
  • An exhaust pressure control valve 10 is connected to the downstream end of the DPF device 3 through an exhaust pipe 5.
  • the exhaust pipe 2 is provided with a pressure sensor 2a.
  • the pressure sensor 2a detects the pressure of the exhaust gas flowing through the exhaust pipe 2.
  • the exhaust pipe 5 is provided with a pressure sensor 5a.
  • the pressure sensor 5a detects the pressure of the exhaust gas flowing through the exhaust pipe 5.
  • the exhaust gas pressure detected by the pressure sensors 2a and 5a is input to the ECU 4 (electronic control unit).
  • the exhaust pressure control valve 10 controls the pressure of exhaust gas exhausted from the diesel engine 1.
  • the downstream end of the exhaust pressure control valve 10 is connected to the muffler via the exhaust pipe 6! RU
  • the diesel engine 1 and the exhaust pressure control valve 10 are controlled by the ECU 4.
  • the ECU 4 controls the intake air amount and the fuel supply amount to the diesel engine 1 according to the operation state of the diesel engine 1.
  • ECU4 is detected by pressure sensors 2a and 5a.
  • the main valve (described later) of the exhaust pressure control valve 10 is closed to regenerate the filter of the DPF device 3.
  • the exhaust gas exhausted from the diesel engine 1 flows to the DPF device 3 via the exhaust pipe 2.
  • the DPF device 3 collects particulate matter (PM) mainly containing soot contained in the exhaust gas.
  • the exhaust gas purified by the DPF device 3 is discharged from the muffler to the atmosphere through 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 increases, and the amount of fuel supplied to the diesel engine 1 increases in accordance with the increase of the exhaust pressure.
  • the gas containing unburned components is supplied to the 3D DPF device.
  • Gas containing unburned components is supplied to the oxidation catalyst upstream of the filter. The unburned components supplied to the oxidation catalyst raise the gas temperature in the catalyst by an oxidation reaction.
  • particulate matter (PM) mainly containing soot collected by the filter burns that is, the filter of the DPF device 3 is regenerated.
  • the ECU 4 opens the main valve of the exhaust pressure control valve 10 and returns to the normal operation state. The regeneration of the DPF device 3 is performed every time the pressure loss of the DPF device 3 exceeds a predetermined value.
  • the exhaust pressure control valve 10 includes a nosing 11 provided with a main flow path 12 and a bypass flow path 28, a main valve 30 that opens and closes the main flow path 12, and opens and closes the bypass flow path 28.
  • a no-pass valve 26 is provided.
  • the nosing / housing 11 has a main flow path 12 and a binos flow path 28 (bypass chamber) provided adjacent to the main flow path 12.
  • An exhaust pipe 5 is attached to the upstream end 14 of the main flow path 12.
  • An exhaust pipe 6 is attached to the downstream end 66 of the main flow path 12 via a connecting pipe 70.
  • An inlet port 16 and an outlet port 46 are formed on the inner wall surface of the main channel 12.
  • the inlet port 16 is formed on the upstream end 14 side, and the outlet port 46 is formed on the downstream end 66 side.
  • a main valve 30 is arranged between the inlet port 16 and the outlet port 46. The main valve 30 opens and closes the main flow path 12 between the inlet port 16 and the outlet port 46.
  • the upstream end of the no-pass channel 28 is connected to the main channel 12 via the inlet port 16.
  • the downstream end of the no-pass channel 28 is connected to the main channel 12 via the outlet port 46.
  • a bypass valve 26 is accommodated in the bypass channel 28.
  • the bypass valve 26 opens and closes an opening from the inlet port 16 to the bypass flow path 28.
  • the bypass valve 26 is disposed at a position where the inner wall surface force of the main flow path 12 is also retracted.
  • the throttle shaft 32 of the main valve 30 passes through the center (point O) of the main flow path 12, and both ends thereof are the wall surfaces of the main flow path 12 (point A of the nosing 11). Supported by C).
  • the circumferential position of the inlet port 16 is the same as the circumferential position of the bearing portion that supports one end of the throttle shaft 32 (point A or point C in FIG. 4).
  • the circumferential position of the outlet port 46 is the same as the circumferential position of the bearing portion that supports one end of the throttle shaft 32. Therefore, the main flow path 12 and the bypass flow path 28 extend substantially parallel (the axes are parallel)!
  • the inlet port 16 has a circular cross section. By making the inlet port 16 circular in cross section, the inlet port 16 can be easily airtightly closed by a binos valve 26 (described later) (see Fig. 2).
  • the outlet port 46 has a rectangular cross section. By making the outlet port 46 have a rectangular cross section, a large cross-sectional area of the outlet port 46 can be secured, and the exhaust gas can easily flow from the outlet port 46 to the main flow path 12.
  • the inlet port 16 and the outlet port 46 are formed so as to be substantially orthogonal to the axis of the main flow path 12 (that is, the inlet port 16, the outlet port 46 and the throttle shaft 32 are parallel to each other). .
  • the wall surface 48 on the downstream side of the outlet port 46 is chamfered in a curved surface shape (R shape) at the connection portion to the main flow path 12.
  • R shape curved surface shape
  • the main valve 30 is a butterfly valve.
  • the main valve 30 includes a throttle shaft 32 and a valve body 34 attached to the throttle shaft 32.
  • the valve body 34 is switched between a closed state in which the main flow path 12 is closed and an open state in which the valve body 34 opens the main flow path 12.
  • Valve body 34 with main flow path 12 closed Then, the valve body 34 is inclined with respect to the axis (center axis) of the main flow path 12 (see FIG. 3).
  • a clearance is formed between the peripheral edge of the valve body 34 and the inner wall surface of the main flow path 12. This clearance is provided so that the diesel engine 1 can be operated even when the main valve 30 is closed.
  • the clearance is formed over the entire circumference of the valve body 34.
  • One end of the throttle shaft 32 is rotatably supported by a bearing 40.
  • the bearing 40 is accommodated in a mounting hole 42 formed in the housing 11.
  • the mounting hole 42 is provided between the inlet port 16 and the outlet port 46.
  • a throttle shaft 32 is inserted into one end of the mounting hole 42 (the end on the main flow path 12 side).
  • the other end of the mounting hole 42 is open to the bypass channel 28, and the opening is closed by a cap 36.
  • the other end of the throttle shaft 32 is rotatably supported by a bearing 54.
  • the bearing 54 is accommodated in a mounting hole 52 formed in the housing 11.
  • a throttle shaft 32 is passed through one end of the mounting hole 52 (the end on the main flow path 12 side).
  • a seal ring 50 is disposed between the throttle shaft 32 and the mounting hole 52. The seal ring 50 prevents the exhaust gas in the main flow path 12 from flowing out.
  • the other end of the mounting hole 42 is open to the outside, and the drive end 32b of the throttle shaft 32 projects outside from the opening.
  • the drive end 32 b of the throttle shaft 32 is coupled to the rod 60 of the actuator 64 via the coupling piece 62. As the rod 60 extends, the throttle shaft 32 rotates.
  • the opening / closing device 41 includes an actuator 64, a three-way solenoid valve 47, and a vacuum pump 43.
  • the actuator 64 is a diaphragm type actuator.
  • the actuator 64 includes a rod 60 that is displaced according to the pressure in a pressure chamber (not shown).
  • One end of a connecting piece 62 is rotatably attached to the tip of the rod 60.
  • the drive end 32b of the throttle shaft 32 is attached to the other end of the connecting piece 62.
  • the main valve 30 opens the main flow path 12, and when the pressure in the pressure chamber of the actuator 64 becomes equal to or lower than the predetermined pressure, the main valve 30 opens the main flow path 12. Close.
  • the pressure chamber of the actuator 64 is connected to the neutral port 47c of the three-way electromagnetic valve 47 through the pipe 57a, the flow rate control valve 51, and the pipe 57b.
  • One port 47a of the remaining two ports 47a, 47b of the three-way solenoid valve 47 is connected to the vacuum pump 43 via the check valve 45.
  • the other port 47b of the three-way solenoid valve 47 is open to the atmosphere.
  • the check valve 45 prevents the backflow of air from the vacuum pump 43 to the three-way solenoid valve 47 side.
  • the three-way solenoid valve 47 is controlled by the ECU 4.
  • the neutral port 47c and the port 47a are in communication with each other by closing the port 47b and the vacuum pump 43 is operated, the air pressure in the pressure chamber of the actuator 64 is exhausted (this causes the main valve 30 to close).
  • the port 47a is closed and the neutral port 47c and the port 47b communicate with each other, the atmosphere is introduced into the pressure chamber of the actuator 64 (so that the main valve 30 is opened). Become).
  • a flow control valve 51 is interposed between the pressure chamber of the actuator 64 and the three-way solenoid valve 47.
  • the flow control valve 51 includes a housing 51, a partition wall 53 provided in the middle of the housing 51, and a valve body 55 attached to the partition wall 53.
  • One chamber 51a partitioned by the partition wall 53 communicates with the pressure chamber of the actuator 64 through a pipe 57a.
  • the other chamber 51b partitioned by the partition wall 53 is connected to a neutral port 47c of the three-way solenoid valve 47 through a pipe 57b.
  • the partition wall 53 has a plurality of orifices (through holes) 53a. Some of the plurality of orifices 53 a are opened and closed by the valve body 55. That is, when air is introduced into the pressure chamber of the actuator 64 (when air flows from the three-way solenoid valve 47 to the actuator 64, the valve element 55 closes a part of the orifice of the partition wall 53. When the pressure chamber force of the actuator 64 also exhausts air (when air flows from the actuator 64 to the three-way solenoid valve 47), Then, the valve body 55 is deformed to open the orifice 53a of the partition wall 53 (the state shown in FIG. 7).
  • the bypass valve 26 is a flapper valve.
  • the bypass valve 26 has a valve body 24 and a bolt 22 for attaching the valve body 24 to the arm 20.
  • an opening / closing device 69 for opening and closing the bypass valve 26 includes an actuator 79 and a link mechanism (73, 20) for transmitting the motion of the actuator 79 to the bypass valve 26! /.
  • the actuator 79 is a diaphragm type actuator.
  • the actuator 79 includes a cylinder 81 and a rod 75.
  • the rod 75 has a partition wall portion 75a provided at the base end portion thereof and a rod portion 75b provided upright on the partition wall portion 75a.
  • the partition wall 75a is movably accommodated in the cylinder 81, and divides the cylinder 81 into a pressure chamber 77 and a spring accommodation chamber 83.
  • the pressure chamber 77 is communicated with the exhaust pipe 5 by the exhaust gas introduction pipe 23, and the exhaust gas flowing through the exhaust pipe 5 is introduced into the pressure chamber 77.
  • a spring 85 is accommodated in the spring accommodating chamber 83 in a compressed state. The spring 85 urges the partition wall 75a toward the pressure chamber 77.
  • the base end of the link 73 is rotatably attached to the tip of the rod portion 75b.
  • One end of the arm 20 is fixed to the tip of the link 73.
  • a bypass valve 26 is attached to the other end of the arm
  • Opening and closing of the exhaust pressure control valve 10 is controlled by the ECU 4.
  • the ECU 4 first outputs a drive signal to the three-way electromagnetic valve 47, closes the port 47b, and makes the neutral port 47c and the port 47a communicate with each other.
  • the port 47a communicates with the negative pressure generated by the vacuum pump 43.
  • the air in the pressure chamber of the actuator 64 is exhausted, and the main valve 30 closes the main flow path 12.
  • the valve body 55 of the flow control valve 51 opens the orifice 53a. For this reason, the air in the pressure chamber of the actuator 64 is quickly exhausted.
  • the binos valve 26 is disposed at a position where the inner wall surface force of the main flow path 12 is also retracted, the exhaust pressure of the exhaust gas flowing through the main flow path 12 does not act directly.
  • the bypass valve 26 is opened and closed by transmitting the linear motion of the actuator 79 to the arm 20 through the link mechanism. For these reasons, even when the exhaust gas flowing through the exhaust pipe 5 pulsates, the behavior of the bypass valve 26 is stabilized and the chattering of the bypass valve 26 can be prevented. As a result, the controllability of the exhaust pressure is enhanced.
  • the operation when the main valve 30 is changed from the closed state to the opened state will be described.
  • the ECU4 A drive signal is output to the valve 47, and the port 47a is closed so that the neutral port 47c and the port 47b communicate with each other.
  • the atmosphere is also introduced into the pressure chamber of the actuator 64 on the side of the three-way solenoid valve 47, and the main valve 30 opens the main flow path 12.
  • the valve body 55 of the flow control valve 51 closes some of the orifices 53a. For this reason, air is slowly introduced into the pressure chamber in the actuator 64, and the main nanoreb 30 is slowly opened.
  • FIG. 8 shows changes in the state of the three-way solenoid valve 47 when the main valve 30 is changed from the closed state to the open state, the pressure change in the pressure chamber of the actuator 64, and the valve of the main valve 30. It is a figure which shows the change of an opening degree typically.
  • the three-way solenoid valve 47 is switched to the negative pressure state (the state where the actuator 64 and the vacuum pump 43 are connected), and the force is also switched to the atmospheric state (the state where the actuator 64 is opened to the atmosphere).
  • the pressure chamber of the actuator 64 gradually shifts from the negative pressure state to the atmospheric pressure state.
  • the main valve 30 begins to open gradually after a slight delay t after the timing force when the three-way solenoid valve 47 is switched to the open state. Then, when the time tO has elapsed since the timing of switching to the atmospheric release state, the main valve 30 is fully opened.
  • the main valve 30 changes from the closed state to the open state, the exhaust gas flows from the upstream side to the downstream side of the main valve 30.
  • the size of the gap between the peripheral edge of the valve body 34 and the inner wall surface of the main flow path 12 is from the axis of the throttle shaft 32 to the valve body 34 (peripheral point). Is proportional to the distance (rotation radius). That is, the axial force of the throttle shaft 32 also has the largest gap at points B and D where the distance to the valve body 34 (peripheral point) is the longest (see FIG. 4).
  • the gap is the smallest at points A and C where the distance to the axial force valve body 34 (peripheral point) of the throttle shaft 32 is the shortest.
  • the flow rate of the exhaust gas from which the main valve 30 also flows is the fastest at points B and D, and the slowest at points A and C.
  • the outlet port 46 is provided at a point A (or a point C), and is arranged at a position shifted from a position where high-speed exhaust gas flows out. For this reason, the exhaust gas flowing out rapidly when the main valve 30 is opened is prevented from generating a vortex in the outlet port 46, and noise is prevented. Also, the downstream wall 48 of the outlet port 46 is curved.
  • the exhaust gas flowing out from the main valve 30 can flow smoothly toward the downstream end 66. This also prevents the generation of vortex in the outlet port 46 and suppresses the generation of noise. Furthermore, since the main valve 30 is opened slowly, the exhaust gas is prevented from flowing out to the downstream side of the main valve 30 abruptly. This also suppresses the generation of noise.
  • the flow control valve 49 is provided in the opening / closing device 41 that opens and closes the main valve 30, so that the main valve 30 gradually shifts from the closed state to the opened state. .
  • the sound pressure of the generated noise (spout sound) is reduced.
  • FIG. 9 shows an example of the results of measuring the change in exhaust pressure and the change in sound pressure of the ejection sound when the main valve 30 is closed and the state force is also open.
  • FIG. 9 also shows, as a comparative example, a change in the exhaust pressure when the flow control valve 49 is not applied and the force is applied.
  • the exhaust gas pressure change ⁇ P / dt
  • response time the time required for the state force when the main valve 30 is closed to the fully open state
  • the ejection noise can be reduced by increasing the response time of the main valve 30.
  • FIG. 10 is a diagram showing the relationship between the response time of the main valve 30 (the time until the closed state force is also fully opened) and the sound pressure of the ejection sound (maximum sound pressure). As is apparent from the figure, by increasing the response time of the main valve 30, the maximum sound pressure of the ejected sound is reduced.
  • the circumferential position of the outlet port 46 and the circumferential position of the bearing portion of the throttle shaft 32 are the same, and the downstream wall surface 48 of the outlet port 46 is curved. Is formed. As a result, the generation of vortex in the exhaust gas in the outlet port 46 is suppressed, and the generation of noise can be effectively prevented. Further, by providing the flow control valve 49 in the opening / closing device 42 that opens and closes the main valve 30, the response time until the main noble 30 is changed from the closed state to the open state is lengthened. For this reason, the ejection sound when the main valve 30 is changed from the closed state to the open state is reduced. On the other hand, since the time until the main valve 30 is opened and closed is set short, the filter regeneration of the DPF device 3 can be performed without a time delay.
  • the bypass valve 26 is disposed at a position retracted from the main flow path 12, and the expansion / contraction motion of the rod of the actuator 79 is converted into the opening / closing operation of the bypass valve 26 by a link mechanism. Since the pulsation pressure is reduced by the buffering effect of the diaphragm of the actuator, even if the exhaust gas in the exhaust pipe 5 pulsates, the bypass valve 26 is prevented from chattering, and the exhaust pressure is kept within a predetermined pressure range. It becomes possible to control. In addition, since the opening of bino solenoid 26 changes in accordance with the change in exhaust gas pressure, the filter regeneration of DPF device 3 can be performed even when the vehicle is running (exhaust gas flow rate (pressure) changes). Can do.
  • the force transmitted from the movement of the actuator 79 to the binos valve 26 via the link mechanism is not limited to such a form.
  • the motion of the actuator may be converted into the opening / closing motion of the bypass valve using a rack and pion mechanism. Even with such a configuration, the opening degree of the bypass valve can be adjusted according to the exhaust pressure.
  • the connecting pipe 70 (exhaust pipe 6) is attached to the downstream end 66 of the main flow path 12 so as not to be displaceable.
  • an exhaust pipe 96 may be attached to the downstream end 93 of the main flow path in a flexible state (a state in which the exhaust pipe 96 can move relative to the downstream end 93). That is, the flange 94c is provided at the downstream end of the housing 90.
  • the exhaust pipe 96 is also provided with a flange 87.
  • the flange 94c and the flange 87 are connected by a bolt 89b and a weld nut 89d!
  • a seal ring 89a is arranged between the flange 94c and the flange 87.
  • a spring 89c is arranged in a compressed state between the flange 87 and the head of the bolt 89b. For this reason, the flange 87 is biased toward the flange 94c by the spring 89c, whereby the seal ring 89a is sandwiched between the flange 87 and the flange 94c.
  • Seal ring 89a is graphite It has a certain degree of elasticity (deformability).
  • the seal ring 89a is deformed, and the position of the exhaust pipe 96 can be changed relative to the housing 90 (the downstream end 33 of the main flow path).
  • the vibration of the device upstream of the exhaust pressure control valve (engine 1) is suppressed from being transmitted to the exhaust pipe 96, and the exhaust pipe 96 and the muffler can be prevented from vibrating.
  • the force in which the wall surface 48 on the downstream side of the outlet port 46 is formed in a curved shape is not limited to such a form.
  • a hard cam 74 may be disposed in the opening 78 of the outlet port 46.
  • a shielding plate 80 that covers the outlet port 46 may be provided so that the exhaust gas flow does not directly collide with the opening 82 of the outlet port 46.
  • fins 84 may be provided on the wall surface 48 on the downstream side of the outlet port 46. Providing the fins 84 can also prevent eddy currents from occurring in the exhaust gas in the outlet port 46.
  • the bearing portions of the inlet port 16, the outlet port 46, and the throttle shaft 32 are arranged at the same position in the circumferential direction, but the present invention is not limited to such a form.
  • the bearing portions of the inlet port 116 and the throttle shaft 132 can be shifted in the circumferential direction.
  • the bearing portions of the inlet port 116 and the throttle shaft 132 are arranged so as to overlap in the axial direction of the main flow path.
  • the exhaust pressure control valve can be made compact.
  • Second Embodiment An exhaust pressure control valve according to the second embodiment will be described with reference to the drawings.
  • Second implementation The exhaust pressure control valve in the example is configured in the same manner as the exhaust pressure control valve in the first embodiment, and differs from the first embodiment in that a communication hole is formed in the valve body of the main valve. Here, only the differences from the first embodiment will be described.
  • the valve body 237 force of the main valve 230 S When the main flow path 234 is closed, the valve body 237 is inclined with respect to the axis (center axis) C of the main flow path 234. Yes.
  • a clearance 234d is formed between the peripheral edge of the valve element 237 and the inner wall surface of the main flow path 234.
  • the clearance 234d is formed over the entire circumference of the valve body 237.
  • the clearance 234d is preferably 0.5 mm or less. This is because if the clearance exceeds 234d force .5mm, the effect of increasing the exhaust pressure cannot be fully exhibited.
  • the valve body 237 is formed with one communication hole 237a that penetrates the surface force of the valve body 237 by directing it toward the back surface.
  • the communication hole 237a is formed on the downstream side of the rotary shaft (throttle shaft) 238 when the valve body 237 closes the main flow path 234.
  • the communication hole 237a is provided substantially perpendicular to the surface of the valve body 237.
  • a wire mesh 290 is disposed on the inner wall surface of the main flow path 234 at a position downstream of the main valve 236.
  • the wire mesh 290 is arranged over the entire circumference of the inner wall surface of the main flow path 234.
  • the exhaust gas upstream of the main valve 230 has a clearance 234d between the peripheral edge of the valve body 237 and the inner wall surface of the main flow path 234 and the valve body 237. It flows out from the communication hole 237a to the downstream side of the main valve 230. At this time, the exhaust gas flowing out from the clearance 234d flows out in parallel with the axial direction C of the main flow path 234. The exhaust gas flowing out from the communication hole 237a flows out toward the center of the main flow path 234 (that is, flows out in a direction inclined with respect to the axial direction C). For this reason, 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 velocity is reduced.
  • the exhaust gas flowing out from the communication hole 237a flows toward the center of the main flow path 234, and the diameter of the communication hole 237a is increased by using one communication hole 237a. It flows out from the communication hole 237a. For this reason, the exhaust gas flowing out from the communication hole 237a is easily diffused throughout the main flow path 234, and the flow velocity is reduced. Further, a wire mesh 290 is arranged on the inner wall surface of the main flow path 234 on the downstream side of the main valve 230. For this reason, the flow velocity of the exhaust gas flowing out from the clearance 234d is reduced by the wire mesh 290.
  • FIG. 22 shows the result of simulating the flow state of the exhaust gas when the main valve 230 is closed for the exhaust pressure control valve of the present embodiment.
  • FIG. 23 shows the result of simulating the flow state of exhaust gas when the main valve is closed by the exhaust pressure control valve with a communication hole provided in the valve body of the main valve.
  • the exhaust pressure control valve of the second embodiment when the main valve 230 is closed, 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 velocity is kept low. . Further, the exhaust gas flowing out from the communication hole 237a into the main flow path 234 flows out toward the center of the main flow path 234 and spreads over the entire main flow path 234. For this reason, the flow velocity of the exhaust gas flowing out from the communication hole 237a can be kept low. Furthermore, the flow rate of the exhaust gas flowing out from the clearance 234d is kept low by the metal mesh 290 provided on the inner wall surface of the main flow path 234. As a result, the difference in flow velocity between the gas flow flowing out from the clearance 234d and the gas flow flowing out from the communication hole 237a and the surrounding exhaust gas is reduced, and the jet noise can be reduced.
  • FIG. 24 shows the simulation results of the flow state when a plurality of communication holes are provided in the valve body. As can be seen from FIG.
  • the exhaust gas diffuses throughout the main flow path, and the flow velocity is kept low.
  • the downstream end side of the communication hole is chamfered, and the downstream end side of the peripheral edge of the valve body is chamfered. This makes it easier for the exhaust gas flowing out of the upstream side of the main nozzle to diffuse, contributing to a reduction in the flow velocity.

Abstract

L'invention concerne une soupape de réglage de pression de gaz d'échappement permettant de régler la pression d'un gaz d'échappement devant être déchargé d'un moteur. La soupape de réglage de pression de gaz d'échappement réduit les bruits inhabituels qui surviennent quand une soupape principale passe d'un état fermé à un état ouvert. La soupape de réglage de pression de gaz échappement (10) comprend un boîtier (11) ayant un passage principal (12) et un passage de dérivation (28), une soupape principale (30) permettant de passer d'un état fermé pour fermer le passage principal (12) à un état ouvert pour ouvrir le passage principal (12) et inversement, et une soupape de dérivation (26) permettant d'ouvrir/de fermer le passage de dérivation (28). Un orifice d'admission (16) est formé dans la face de paroi intérieure du passage principal (12) en amont de la soupape principale. Un orifice de refoulement (46) est formé dans la face de paroi intérieure du passage principal (12) en aval de la soupape principale. L'extrémité en amont du passage de dérivation (28) est raccordée sur l'orifice d'admission (16), et l'extrémité en aval du passage de dérivation (28) est raccordée sur l'orifice de refoulement (46). La position de l'orifice de refoulement (46) dévie dans la direction circonférentielle depuis la position correspondant au point sur le bord circonférentiel d'un organe de soupape où la distance de l'axe de l'arbre de rotation de la soupape principale au bord circonférentiel de l'organe de soupape est la plus longue.
PCT/JP2007/055272 2006-03-15 2007-03-15 Soupape de reglage de pression de gaz d'echappement WO2007119379A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07738722A EP2003313B1 (fr) 2006-03-15 2007-03-15 Soupape de reglage de pression de gaz d'echappement

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2006070481A JP2007247488A (ja) 2006-03-15 2006-03-15 排気圧力制御装置
JP2006-070481 2006-03-15
JP2006-082528 2006-03-24
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
JP2006-084510 2006-03-27

Publications (1)

Publication Number Publication Date
WO2007119379A1 true WO2007119379A1 (fr) 2007-10-25

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EP2003313A4 (fr) 2010-04-07
EP2003313A9 (fr) 2009-04-22
EP2003313B1 (fr) 2011-05-11
EP2003313A2 (fr) 2008-12-17

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