WO2021193045A1 - Dispositif de suppression de bruit - Google Patents

Dispositif de suppression de bruit Download PDF

Info

Publication number
WO2021193045A1
WO2021193045A1 PCT/JP2021/009424 JP2021009424W WO2021193045A1 WO 2021193045 A1 WO2021193045 A1 WO 2021193045A1 JP 2021009424 W JP2021009424 W JP 2021009424W WO 2021193045 A1 WO2021193045 A1 WO 2021193045A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
valve
exhaust
exhaust pipe
noise
Prior art date
Application number
PCT/JP2021/009424
Other languages
English (en)
Japanese (ja)
Inventor
雄貴 森薗
二郎 高野
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN202180020116.XA priority Critical patent/CN115280005B/zh
Publication of WO2021193045A1 publication Critical patent/WO2021193045A1/fr

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • 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
    • F02D9/06—Exhaust brakes

Definitions

  • This disclosure relates to a noise suppression device.
  • Patent Document 1 discloses a compression release brake device capable of suppressing the noise generated when the brake is operated.
  • noise is suppressed by arranging an on-off valve in the EGR pipe connecting the exhaust pipe and the intake pipe and stopping the inflow of compressed air into the EGR pipe by the on-off valve.
  • the device of Patent Document 1 suppresses the noise generated in the EGR pipe, and it is difficult to suppress the noise generated in the extending portion of the exhaust pipe extending from the engine to the exhaust port.
  • the noise generated in the extending portion of the exhaust pipe may be reflected by the exhaust port or the like and returned to the engine side, and the noise may be propagated to the cab through the engine.
  • An object of the present disclosure is to provide a noise suppression device that suppresses noise propagated to a cab.
  • the noise suppression device includes an acquisition unit that acquires braking force by discharging compressed air from the inside of the vehicle engine to the exhaust pipe, and a central portion in the extending portion of the exhaust pipe.
  • the upstream valve which is located on the engine side and adjusts the opening of the exhaust path that guides the exhaust gas exhausted from the engine to the exhaust port, determines whether the engine brake is operating based on the operation information acquired by the acquisition unit. However, when it is determined that the engine brake has been activated, it is provided with a valve control unit that controls the upstream valve so as to reduce the opening degree of the exhaust passage as compared with the case where the engine brake is not activated.
  • FIG. 1 is a diagram showing a configuration of a vehicle provided with a noise suppression device according to a first embodiment of the present disclosure.
  • FIG. 2 is a graph showing the magnitude of noise caused by the operation of the compression release brake.
  • FIG. 3 is a diagram showing a configuration of a noise suppression device according to the second embodiment.
  • FIG. 4 is a diagram showing a configuration of a noise suppression device according to the third embodiment.
  • FIG. 1 shows the configuration of a vehicle provided with the noise suppression device according to the first embodiment of the present disclosure.
  • the vehicle has a cab 1, an engine 2, an exhaust pipe 3, an operation unit 4, an engine control unit 5, and a noise suppression device 6.
  • the operation unit 4, the engine control unit 5, and the engine 2 are sequentially connected, and the operation unit 4 and the engine control unit 5 are connected to the noise suppression device 6, respectively.
  • Examples of vehicles include commercial vehicles such as trucks.
  • the cab 1 is for passengers to board and is located at the front of the vehicle.
  • the engine 2 drives the vehicle and is arranged below the cab 1. Examples of the engine 2 include a diesel engine of a four-stroke engine.
  • the exhaust pipe 3 is formed so as to extend in the front-rear direction of the vehicle, the front end portion is connected to the exhaust port of the engine 2, and the exhaust port 3a is formed at the rear end portion. Further, an exhaust path 3b is formed in the exhaust pipe 3 to guide the exhaust gas exhausted from the engine 2 to the exhaust port 3a. Further, a post-processing unit 7 is arranged in the vicinity of the exhaust port 3a of the exhaust pipe 3. The aftertreatment unit 7 purifies the exhaust gas, and is provided with, for example, a diesel particulate filter.
  • the operation unit 4 is for the driver to operate the vehicle, and is arranged in the driver's seat of the cab 1.
  • Examples of the operation unit 4 include an accelerator for operating the engine 2 and a brake switch for operating the compression release brake.
  • the engine control unit 5 controls the engine 2 according to the operation of the operation unit 4, and controls the rotation speed of the engine 2 according to, for example, the opening degree of the accelerator.
  • the noise suppression device 6 has an acquisition unit 8 connected to an operation unit 4 and an engine control unit 5, and the acquisition unit 8 is connected to the upstream valve 10 via a valve control unit 9.
  • the acquisition unit 8 acquires the operation information of the compression release brake from the operation unit 4 and acquires the rotation speed of the engine 2 from the engine control unit 5.
  • the upstream valve 10 adjusts the opening degree of the exhaust passage 3b of the exhaust pipe 3, has a plate shape according to the size of the exhaust passage 3b, and can rotate around a rotation axis orthogonal to the exhaust pipe 3. Is located in. That is, the upstream valve 10 adjusts the opening degree of the exhaust passage 3b by rotating around the rotation shaft. Further, the upstream valve 10 is arranged in the vicinity of the engine 2 at an extending portion of the exhaust pipe 3, that is, a portion continuously extending from the engine 2 to the exhaust port 3a.
  • the upstream valve 10 is arranged immediately after the turbocharger of the engine 2 in the exhaust direction, that is, in the vicinity of the front end portion of the portion that directly passes through the exhaust port 3a without being cut off at the extending portion of the exhaust pipe 3. There is.
  • the upstream valve 10 can be composed of an exhaust throttle valve provided to throttle the exhaust gas during the regeneration process of the diesel particulate filter of the post-processing unit 7 and the warm-up operation of the engine 2. ..
  • the exhaust throttle valve is closed to raise the temperature in the exhaust pipe in order to efficiently burn the particulate matter adhering to the diesel particulate filter.
  • the valve control unit 9 determines whether or not the compression release brake is activated based on the operation information of the compression release brake acquired by the acquisition unit 8. Further, the valve control unit 9 determines whether or not the rotation speed of the engine 2 acquired by the acquisition unit 8 is within a preset predetermined range. Then, the valve control unit 9 controls the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the compression release brake is operated and the rotation speed of the engine 2 is within a predetermined range. ..
  • the functions of the engine control unit 5, the acquisition unit 8, and the valve control unit 9 can also be realized by a computer program.
  • a computer reading device reads the program from a recording medium on which a program for realizing the functions of the engine control unit 5, the acquisition unit 8, and the valve control unit 9 is recorded, and stores the program in the storage device. Then, the CPU (Central Processing Unit) copies the program stored in the storage device to the RAM (Random Access Memory), reads the instructions included in the program sequentially from the RAM, and executes the program.
  • the functions of the acquisition unit 8 and the valve control unit 9 can be realized.
  • the driver operates the operation unit 4, and the operation signal is input to the engine control unit 5. Then, the engine control unit 5 controls the drive of the engine 2 in response to the operation signal, and the vehicle is driven. At this time, when the compression release brake is operated to brake the vehicle, the driver operates the operation unit 4 to turn on the brake switch and release the accelerator to make the opening degree zero. .. Operation information indicating the operation of the compression release brake is input to the engine control unit 5, and the engine control unit 5 controls the engine 2 so that the compression release brake operates. As a result, the vehicle can be braked by the compression release brake.
  • the operation unit 4 also outputs operation information indicating the operation of the compression release brake to the acquisition unit 8 of the noise suppression device 6. Further, the engine control unit 5 outputs the rotation speed of the engine 2 to the acquisition unit 8.
  • the acquisition unit 8 When the operation information output from the operation unit 4 and the rotation speed of the engine 2 output from the engine control unit 5 are input to the acquisition unit 8, the acquisition unit 8 valves the operation information and the rotation speed of the engine 2. Output to the control unit 9.
  • valve control unit 9 determines whether or not the compression release brake is activated based on the operation information input from the acquisition unit 8.
  • the valve control unit 9 can determine that the compression release brake has been activated, for example, when the brake switch is on.
  • the valve control unit 9 determines whether or not the compression release brake is activated based on a plurality of operation information. For example, the valve control unit 9 can determine that the compression release brake has been activated when the brake switch is on and the accelerator opening is zero. In this way, the valve control unit 9 can determine with high accuracy whether or not the compression release brake is activated by making a determination based on a plurality of operation information.
  • the valve control unit 9 determines whether or not the rotation speed of the engine 2 input from the acquisition unit 8 is within a predetermined range.
  • the noise caused by the operation of the compression release brake is caused by the compressed air in the cylinder of the engine 2 being discharged into the exhaust pipe 3.
  • This noise S1 resonates when, for example, the noise S generated in the generation region A near the central portion of the exhaust pipe 3 propagates toward the discharge port 3a, is reflected by the discharge port 3a, and propagates toward the engine 2.
  • the valve control unit 9 of the exhaust passage 3b of the exhaust pipe 3 is compared with the case where the compression release brake is operated and the rotation speed of the engine 2 is within a predetermined range, as compared with the case where the compression release brake is not operated.
  • the upstream valve 10 is controlled so as to reduce the opening degree. As a result, the noise S1 propagating through the exhaust pipe 3 toward the engine 2 is blocked by the upstream valve 10, so that the amount of noise propagating to the cab 1 can be reliably suppressed.
  • FIG. 2 shows the results of actually measuring the magnitude of the noise S caused by the operation of the compression release brake when the upstream valve 10 shuts off and when the noise S is not shut off.
  • noise S1 in which the amount of noise suddenly increased was detected in the range R1 of the rotation speed of the engine 2.
  • noise S2 having a noise amount smaller than that of noise S1 was detected in the range R2 of the rotation speed of the engine 2. It is considered that the noise S1 was rapidly increased due to resonance or the like of the noise S generated in the generation region A. Further, it was considered that the noise S2 was caused by the vibration of each part including the generation region A.
  • the valve control unit 9 shuts off the noise S1 by controlling the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is in the range R1. Therefore, the amount of noise propagated to the cab 1 can be reliably suppressed. Further, the valve control unit 9 shuts off the noise S2 by controlling the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is in the range R2. Therefore, the amount of noise propagated to the cab 1 can be suppressed more reliably.
  • the valve control unit 9 controls the upstream valve 10 only when the rotation speed of the engine 2 is in the range R1 and the range R2, the frequency of use of the upstream valve 10 can be reduced, and the upstream valve 10 can be used. Deterioration of the side valve 10 can be suppressed. Therefore, even when the upstream valve 10 is composed of an exhaust throttle valve, that is, when the upstream valve 10 is used together with the regeneration process of the post-processing unit 7 and the warm-up operation of the engine 2, deterioration of the upstream valve 10 can be suppressed.
  • the valve control unit 9 exhausts only when the rotation speed of the engine 2 is in the range R1 without reducing the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is in the range R2.
  • the upstream valve 10 may be controlled so as to reduce the opening degree of the path 3b. As a result, deterioration of the upstream valve 10 can be reliably suppressed.
  • the exhaust pipe 3 of a commercial vehicle is generally formed long. Since the noise S generated in the generation region A increases according to the length of the exhaust pipe 3, the noise S tends to increase in a commercial vehicle, and the noise S1 may increase accordingly. Therefore, by arranging the noise suppression device 6 in the exhaust pipe 3 of the commercial vehicle, the loud noise S1 can be effectively suppressed.
  • the upstream valve 10 is arranged on the engine 2 side from the central portion in the extending portion of the exhaust pipe 3. Therefore, not only the noise propagating through the exhaust pipe 3 toward the engine 2, that is, the noise reflected by the exhaust port 3a, but also the noise propagating directly from the generation region A toward the engine 2 can be blocked. , The noise propagated to the cab 1 can be reliably suppressed. Further, the upstream valve 10 is arranged near the engine 2, specifically immediately after the turbocharger. Therefore, all the noise propagating through the exhaust pipe 3 toward the engine 2 can be blocked, and the noise propagating to the cab 1 can be suppressed more reliably.
  • the upstream valve 10 can be arranged outside the cab 1, that is, at a position deviated from the cab 1 to the rear of the vehicle. As a result, the noise propagated to the cab 1 can be reliably suppressed.
  • the vehicle can be braked by the compression release brake while suppressing the propagation of noises S1 and S2 to the cab 1.
  • the valve control unit 9 controls the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3, the braking force of the compression release brake can be improved.
  • the valve control unit 9 determines that the compression release brake has been activated, the upstream side so as to reduce the opening degree of the exhaust passage 3b as compared with the case where the compression release brake is not activated. Since the valve 10 is controlled, the noises S1 and S2 propagated to the cab 1 can be suppressed.
  • valve control unit 9 controls the upstream valve 10 based on the operation information of the compression release brake and the rotation speed of the engine 2, but the upstream valve when the compression release brake is activated. It suffices to control 10, and the present invention is not limited to this.
  • the temperature sensor 21 can be newly arranged in the exhaust pipe 3 of the first embodiment.
  • the temperature sensor 21 is arranged in the exhaust pipe 3 near the central portion in the extending direction, and detects the temperature of the exhaust passage 3b. That is, the temperature sensor 21 detects the temperature in the generation region A. Further, the temperature sensor 21 is connected to the acquisition unit 8 and sequentially outputs the temperature of the exhaust pipe 3 to the acquisition unit 8.
  • the acquisition unit 8 acquires the operation information of the compression release brake from the operation unit 4, acquires the rotation speed of the engine 2 from the engine control unit 5, and further obtains the temperature of the exhaust pipe 3 from the temperature sensor 21. get.
  • the valve control unit 9 determines whether or not the compression release brake is activated based on the operation information of the compression release brake acquired by the acquisition unit 8 as in the first embodiment.
  • the valve control unit 9 calculates the timing for reducing the opening degree of the exhaust passage 3b of the exhaust pipe 3 based on the rotation speed of the engine 2 and the temperature of the temperature sensor 21. ..
  • the state of the noise S propagating from the generation region A changes according to the temperature of the propagating environment. Therefore, in FIG. 2, the ranges R1 and R2 in which the noises S1 and S2 are generated may shift to different rotation speeds depending on the temperature of the propagation environment.
  • the valve control unit 9 calculates the ranges R1 and R2 in which the noises S1 and S2 are generated based on the temperature detected by the temperature sensor 21. For example, the valve control unit 9 stores in advance a table showing changes in the ranges R1 and R2 of the noises S1 and S2 according to the temperature of the exhaust pipe 3, and calculates the ranges R1 and R2 based on the stored table. be able to.
  • the valve control unit 9 controls the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is located in the calculated ranges R1 and R2. ..
  • the valve control unit 9 propagates to the cab 1 in order to change the timing for reducing the opening degree of the exhaust passage 3b in the upstream valve 10 according to the temperature of the exhaust pipe 3 detected by the temperature sensor 21.
  • the generated noises S1 and S2 can be reliably suppressed.
  • valve control unit 9 propagates to the cab 1 in order to control the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3 when the rotation speed of the engine 2 is in the ranges R1 and R2. The amount of noise generated can be suppressed more reliably.
  • the temperature sensor 21 is arranged near the central portion of the exhaust pipe 3, the temperature of the noise S propagation environment can be reliably detected, and the timing for reducing the opening degree of the exhaust passage 3b can be made highly accurate. Can be calculated.
  • the valve control unit 9 propagates to the cab 1 in order to change the timing at which the upstream valve 10 reduces the opening degree of the exhaust passage 3b of the exhaust pipe 3 according to the temperature of the exhaust pipe 3.
  • the generated noises S1 and S2 can be suppressed more reliably.
  • one upstream valve 10 is arranged in the exhaust pipe 3, but a plurality of valves can be arranged in the exhaust pipe 3.
  • the downstream valve 31 can be arranged in the exhaust pipe 3 of the first embodiment, and the noise sensor 32 can be arranged in the vicinity of the cab 1.
  • the downstream valve 31 adjusts the opening degree of the exhaust passage 3b of the exhaust pipe 3, has a plate shape according to the size of the exhaust passage 3b, and is orthogonal to the exhaust pipe 3. It is rotatably arranged around the axis.
  • the downstream valve 31 is arranged in the vicinity of the exhaust port 3a in the extending portion of the exhaust pipe 3. Further, the downstream valve 31 is connected to the valve control unit 9, and adjusts the opening degree of the exhaust passage 3b under the control of the valve control unit 9.
  • the noise sensor 32 detects the noise propagated from the exhaust pipe 3 to the cab 1 and is connected to the acquisition unit 8.
  • the valve control unit 9 has a case where the compression release brake is activated and the compression release brake is not activated when the rotation speed of the engine 2 is within a predetermined range, as in the first embodiment.
  • the upstream valve 10 is controlled so as to reduce the opening degree of the exhaust passage 3b of the exhaust pipe 3.
  • the valve control unit 9 controls the downstream valve 31 to repeat a state in which the opening degree of the exhaust passage 3b of the exhaust pipe 3 is opened and a state in which the opening degree is reduced.
  • the phase of the noise S generated in the generation region A changes when it is reflected by the discharge port 3a, and this phase change causes resonance with the noise propagating in the exhaust pipe 3 and is large. Noise S1 may be generated.
  • the noise S is reflected by the downstream valve 31 in the open state and the closed state, that is, the noise S is reflected by the discharge port 3a and the downstream valve 31.
  • the noise S whose phase has changed due to the reflection at the discharge port 3a and the noise S whose phase has not changed due to the reflection at the downstream valve 31 can be propagated.
  • the noise propagating through the exhaust pipe 3 toward the engine 2 is detected by the noise sensor 32, and the noise information is output to the valve control unit 9 via the acquisition unit 8.
  • the valve control unit 9 determines the state of the downstream valve 31 with a small amount of noise based on the noise information, and controls the downstream valve 31 to that state. In this way, the valve control unit 9 controls the downstream valve 31 so that the noise propagating through the exhaust pipe 3 toward the engine 2 is reduced, thereby preventing the generation of a large noise S1 due to resonance and causing the cab 1 to generate a large noise S1.
  • the propagated noise S1 can be suppressed more reliably.
  • the valve control unit 9 controls the upstream valve 10 so as to reduce the opening degree of the exhaust passage 3b when the rotation speed of the engine 2 is within a predetermined range.
  • the upstream valve 10 may be controlled so as to reduce the opening degree of the exhaust passage 3b when the compression release brake is activated, and the present invention is not limited to this.
  • the upstream valve 10 is arranged in the vicinity of the engine 2, but it is sufficient that the upstream valve 10 is arranged on the engine 2 side from the central portion in the extending portion of the exhaust pipe 3. It is not limited to this.
  • the downstream valve 31 is arranged in the vicinity of the exhaust port 3a, but it may be arranged in the extending portion of the exhaust pipe 3 on the discharge port 3a side from the central portion. It is not limited to this.
  • the acquisition unit 8 acquires the operation information of the compression release brake from the operation unit 4 and the rotation speed of the engine 2 from the engine control unit 5, but the compression release brake It suffices if the operation information and the rotation speed of the engine 2 can be acquired, respectively, and the present invention is not limited to the operation unit 4 and the engine control unit 5.
  • the valve control unit 9 is controlled based on the operation information of the compression release brake, but the braking force is obtained by discharging the compressed air from the engine 2 to the exhaust pipe 3. It suffices if it can be controlled based on the operation information of the engine brake, and the control is not limited to this.
  • the upstream valve 10 is composed of an exhaust throttle valve, but the opening degree of the exhaust passage 3b of the exhaust pipe 3 is limited as long as it can be adjusted. is not it.
  • the noise suppression device can be used as a device for suppressing noise caused by discharging compressed air from the engine to an exhaust pipe.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Exhaust Silencers (AREA)

Abstract

Un dispositif de suppression de bruit pour supprimer le bruit qui se propage vers une cabine est divulgué. Ce dispositif de suppression de bruit comprend : une unité d'acquisition pour acquérir des informations de fonctionnement relatives à un frein de moteur qui obtient une force de freinage par décharge d'air comprimé depuis l'intérieur du moteur d'un véhicule dans un tuyau d'échappement ; une soupape côté amont qui est disposée sur le côté moteur d'une partie centrale d'une partie étendue du tuyau d'échappement, et qui règle le degré d'ouverture d'un passage d'échappement qui guide le gaz d'échappement évacué du moteur vers un orifice d'évacuation ; et une unité de commande de soupape qui détermine si le frein moteur a été actionné, sur la base des informations de fonctionnement acquises par l'unité d'acquisition, et commande la soupape côté amont de telle sorte que le degré d'ouverture du passage d'échappement est plus petit s'il est déterminé que le frein moteur a été actionné que si le frein moteur n'a pas été actionné.
PCT/JP2021/009424 2020-03-26 2021-03-10 Dispositif de suppression de bruit WO2021193045A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202180020116.XA CN115280005B (zh) 2020-03-26 2021-03-10 噪音抑制装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2020055810A JP2021156192A (ja) 2020-03-26 2020-03-26 騒音抑制装置
JP2020-055810 2020-03-26

Publications (1)

Publication Number Publication Date
WO2021193045A1 true WO2021193045A1 (fr) 2021-09-30

Family

ID=77891471

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2021/009424 WO2021193045A1 (fr) 2020-03-26 2021-03-10 Dispositif de suppression de bruit

Country Status (3)

Country Link
JP (1) JP2021156192A (fr)
CN (1) CN115280005B (fr)
WO (1) WO2021193045A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6378142U (fr) * 1986-11-10 1988-05-24
JPH0359443U (fr) * 1989-10-12 1991-06-12
JPH0650183A (ja) * 1992-07-31 1994-02-22 Mitsubishi Motors Corp 自動車のブレ−キ装置
JP2001280159A (ja) * 2000-03-31 2001-10-10 Nissan Diesel Motor Co Ltd 圧縮圧力開放式ブレーキ装置
JP2005155440A (ja) * 2003-11-26 2005-06-16 Mazda Motor Corp 縦置搭載エンジンの排気系構造
JP2010270690A (ja) * 2009-05-21 2010-12-02 Yanmar Co Ltd 排気ガス浄化システム
JP2017129019A (ja) * 2016-01-18 2017-07-27 日野自動車株式会社 パティキュレートフィルタの手動再生方法
JP2017160789A (ja) * 2016-03-07 2017-09-14 いすゞ自動車株式会社 ディーゼル機関システム
JP2017198104A (ja) * 2016-04-26 2017-11-02 いすゞ自動車株式会社 エンジンシステム
DE102017210769A1 (de) * 2017-06-27 2018-12-27 Robert Bosch Gmbh Verfahren zum Durchführen eines Bremsvorgangs

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09303162A (ja) * 1996-05-17 1997-11-25 Nissan Diesel Motor Co Ltd 圧縮圧開放式ブレーキ装置
JP4214395B2 (ja) * 2003-09-17 2009-01-28 三菱ふそうトラック・バス株式会社 排気ブレーキ装置
EP2672091B1 (fr) * 2012-06-07 2015-02-25 Daf Trucks N.V. Contrôle d'un frein de libération de compression

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6378142U (fr) * 1986-11-10 1988-05-24
JPH0359443U (fr) * 1989-10-12 1991-06-12
JPH0650183A (ja) * 1992-07-31 1994-02-22 Mitsubishi Motors Corp 自動車のブレ−キ装置
JP2001280159A (ja) * 2000-03-31 2001-10-10 Nissan Diesel Motor Co Ltd 圧縮圧力開放式ブレーキ装置
JP2005155440A (ja) * 2003-11-26 2005-06-16 Mazda Motor Corp 縦置搭載エンジンの排気系構造
JP2010270690A (ja) * 2009-05-21 2010-12-02 Yanmar Co Ltd 排気ガス浄化システム
JP2017129019A (ja) * 2016-01-18 2017-07-27 日野自動車株式会社 パティキュレートフィルタの手動再生方法
JP2017160789A (ja) * 2016-03-07 2017-09-14 いすゞ自動車株式会社 ディーゼル機関システム
JP2017198104A (ja) * 2016-04-26 2017-11-02 いすゞ自動車株式会社 エンジンシステム
DE102017210769A1 (de) * 2017-06-27 2018-12-27 Robert Bosch Gmbh Verfahren zum Durchführen eines Bremsvorgangs

Also Published As

Publication number Publication date
JP2021156192A (ja) 2021-10-07
CN115280005B (zh) 2023-10-24
CN115280005A (zh) 2022-11-01

Similar Documents

Publication Publication Date Title
US4157081A (en) Recirculated exhaust gas control device for use in a diesel engine
JP7135719B2 (ja) スロットル制御装置
WO2021193045A1 (fr) Dispositif de suppression de bruit
JPH01182515A (ja) 自動車の排気消音装置
JP2008013064A (ja) 自動車用内燃機関の運転音伝達装置
JP3062738B2 (ja) 自動車用消音器
Srinivas et al. Design and Analysis of an Automobile Exhaust Muffler
JP5844216B2 (ja) エンジンの排気還流装置
JP2005076619A (ja) 車両用エンジンの吸気音制御装置
JP2001193500A (ja) 排気ブレーキ装置の故障診断装置及び排気ブレーキ装置を備えた内燃機関の制御装置
JP2010249053A (ja) 内燃機関の制御装置
JP6135548B2 (ja) エンジン
Krüger et al. The effects of future noise limit values on the design of exhaust systems
KR20210104326A (ko) 배기 브레이크 작동시의 후분사량 제어 방법
JP2006348758A (ja) 内燃機関の制御装置
JP5146386B2 (ja) 内燃機関の制御システム
JP7371646B2 (ja) 不具合判定装置および不具合判定方法
JP2007331399A (ja) ブースタ負圧確保用制御装置
JP2006266180A (ja) 車両の排気ブレーキ装置
JP4214395B2 (ja) 排気ブレーキ装置
JP2010071290A (ja) ２次空気供給装置
JP2014025455A (ja) 排気絞り弁の制御装置および排気絞り弁の制御方法
JP4908577B2 (ja) 車両の排気ブレーキ装置
JPH0531236Y2 (fr)
JPH064020Y2 (ja) 内燃機関の排気装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21776145

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21776145

Country of ref document: EP

Kind code of ref document: A1