EP1798390A2 - Système d'échappement pour moteurs à combustion interne - Google Patents

Système d'échappement pour moteurs à combustion interne Download PDF

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Publication number
EP1798390A2
EP1798390A2 EP06022147A EP06022147A EP1798390A2 EP 1798390 A2 EP1798390 A2 EP 1798390A2 EP 06022147 A EP06022147 A EP 06022147A EP 06022147 A EP06022147 A EP 06022147A EP 1798390 A2 EP1798390 A2 EP 1798390A2
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EP
European Patent Office
Prior art keywords
exhaust
exhaust system
flow
exhaust gas
pipe section
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06022147A
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German (de)
English (en)
Other versions
EP1798390B2 (fr
EP1798390A3 (fr
EP1798390B1 (fr
Inventor
Rainer Diez
Michael Herbig
Stefan Max
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Friedrich Boysen GmbH and Co KG
Original Assignee
Friedrich Boysen GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Friedrich Boysen GmbH and Co KG filed Critical Friedrich Boysen GmbH and Co KG
Publication of EP1798390A2 publication Critical patent/EP1798390A2/fr
Publication of EP1798390A3 publication Critical patent/EP1798390A3/fr
Application granted granted Critical
Publication of EP1798390B1 publication Critical patent/EP1798390B1/fr
Publication of EP1798390B2 publication Critical patent/EP1798390B2/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/003—Silencing apparatus characterised by method of silencing by using dead chambers communicating with exhaust gas flow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/003—Silencing apparatus characterised by method of silencing by using dead chambers communicating with exhaust gas flow passages
    • F01N1/006—Silencing apparatus characterised by method of silencing by using dead chambers communicating with exhaust gas flow passages comprising at least one perforated tube extending from inlet to outlet of the silencer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/02—Silencing apparatus characterised by method of silencing by using resonance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1888—Construction facilitating manufacture, assembly, or disassembly the housing of the assembly consisting of two or more parts, e.g. two half-shells

Definitions

  • the present invention relates to an exhaust system for internal combustion engines, in particular motor vehicle engines, with a muffler, in particular rear muffler, with an exhaust gas inlet opening, an exhaust gas outlet opening, an area flowed through by the exhaust gas and an area not traversed by the exhaust gas.
  • turbochargers Especially with turbo engines, it is important that the silencers only a small back pressure is built up, otherwise the turbocharger can not work properly. Another problem with turbochargers is that engines with turbochargers in the upper rpm range are quieter. In order to give the driver a sense of the speed traveled, it is desirable that the driving noise increases with the performance of the engine.
  • the invention has for its object to provide an exhaust system of the type mentioned, which is particularly suitable for use with turbo engines and also allows for turbocharged engines with the performance rising muzzle noise.
  • This object is achieved in that the area through which the exhaust gas flows is significantly smaller than the area not flowed through by the exhaust gas.
  • the area of the muffler through which the exhaust gas flows is preferably about 10 to about 15% of the total volume. Hereby, particularly good results could be achieved.
  • the area through which the exhaust gas flows may have a volume of less than 2 liters. Such a small area through which flow is particularly advantageous for the mentioned purpose and has not yet been realized.
  • a further reduction in the backpressure can advantageously be achieved in that the area through which it flows has no bent pipe sections.
  • the area flowed through is provided with a short straight pipe section.
  • the exhaust gas can flow through the muffler almost unhindered.
  • the pipe section in the perfused region of the muffler has a perforation and is arranged in a damping chamber, in particular absorption chamber.
  • the absorption chamber forms a non-perfused exhaust gas volume, which is connected by the perforation in the pipe section to the exhaust stream and an additional damping, especially in higher frequency ranges, offers.
  • At least one branch to at least one non-flow-through region may be provided upstream of the area through which flow passes.
  • At least one resonator chamber is provided as a non-perfused area.
  • Resonator chambers can be tuned to specific frequencies, for example, to ensure a good damping in the lower speed range.
  • two resonator chambers are connected via a crosspiece to the exhaust stream.
  • the two resonator chambers can also communicate with one another via a perforated intermediate wall.
  • a different tuning can then be done in particular by two guided in the two resonator chambers Abstimmrohr harmonye.
  • Such tuning tube pieces are also advantageous when using two resonator chambers.
  • a compact design of the muffler results when the area through which flowed through and the region through which no flow occurs are arranged in a common housing. Also, connections between the two areas are easy to produce in this construction.
  • At least two flow-through areas and at least two non-flow areas are provided.
  • Such an embodiment is particularly advantageous in double-flow exhaust systems, in which case one through-flow region and one non-flow-through region are assigned to one of the two exhaust gas flows.
  • the two non-flow areas are connected to each other, for example by a pipe section.
  • the two flow-through areas can be advantageously connected to each other via a respective branch and at least one tube.
  • the tube can preferably be guided through the two non-perfused areas and provided there in each case with a perforation, whereby at the same time the two through-flowed areas and the two non-perfused areas are connected to one another.
  • the connection between the two non-flow areas or the two flow-through areas may optionally be closed, in particular by an exhaust flap arranged in the pipe section.
  • This embodiment provides additional tuning options and can be used so that the mouth noise with increasing power also increases.
  • the compound is preferably closed at high speeds or full load and opened at low speeds or partial load.
  • the two flow-through areas and the two non-flow areas can be arranged in a common housing. This in turn leads to a compact design. But it is also possible to provide two separate housing, in particular in each case a flow-through area and a non-flow area one of associated with both housings.
  • the geometric design and the arrangement of the muffler is thereby more flexible and can be better adapted to local conditions of a motor vehicle.
  • the resonator chambers are preferably tuned to the lower orders of the noise of the turbo engine, for example, 3rd or 6th order in the idle area to about 2100 U / min.
  • the resonator chambers are preferably tuned to the lower orders of the noise of the turbo engine, for example, 3rd or 6th order in the idle area to about 2100 U / min.
  • the exhaust system according to the invention can also be used for diesel engines.
  • the resonator chamber is preferably tuned to the noise peak in the lower speed range of the diesel engine. Even with diesel engines can be achieved by a good sound attenuation without undue impairment of the performance of the diesel engine.
  • An exhaust system with a silencer according to the invention can also be designed without a central silencer.
  • the entire volume flowed through can be further reduced and total, for example, in a six-cylinder engine only 1.5 to 2 liters.
  • an exhaust system is provided with two, in particular each cylinder bank of an engine associated exhaust strands and at least one exhaust valve in a flow area at least one of the two exhaust gas lines, in which the two exhaust gas lines upstream of Exhaust flap have at least one through-flow connection with each other, which is open at least when the exhaust flap is closed.
  • the associated exhaust system can be closed if desired. Via the connection to the other exhaust gas line, the exhaust gas then flows into this other exhaust gas line and, together with the exhaust gas there, to its exhaust gas outlet opening. This results in a cost-effective possibility of variation of the sound-damping behavior of the exhaust system, by which in particular a sporty load feedback can be created.
  • the exhaust flap When the exhaust flap is closed results in a high sound attenuation, wherein the section located between the connection between the two exhaust lines and the exhaust valve is connected in shunt to the other exhaust line. If the exhaust flap is opened, however, a lower sound attenuation and a correspondingly sportier sound is given.
  • connection between the two exhaust lines can be permanently open. Switching means can be eliminated thereby, whereby the costs are further reduced.
  • connection between the two exhaust gas lines is formed according to an embodiment of the invention as a trouser pipe.
  • This is structurally particularly simple and allows for open exhaust flap pressure equalization between the two exhaust strands, while with the exhaust flap closed an overflow of the exhaust gas from one into the other exhaust line is possible.
  • connection between the two exhaust gas lines can also be designed as a perforation in a common partition wall between the two exhaust gas lines. Such a connection is particularly advantageous if the connection is formed in a common muffler of the two exhaust gas lines.
  • a downpipe as a connection between the two exhaust lines can also be used instead of a middle silencer. This results in a further simplified structure.
  • the muffler shown in Fig. 1 comprises two muffler housings 1 and 1 ', each having an exhaust gas inlet opening 2, 2' and an exhaust gas outlet opening 3, 3 'have.
  • the two housings 1, 1 'each have an exhaust gas passage opening 4, 4', which are arranged opposite one another. Through the two exhaust gas passage openings 4, 4 ', an exhaust pipe 5 is guided.
  • Fig. 2 shows the internal structure of the silencer 1 shown on the right in Fig. 1, wherein the silencer 1 'shown on the left in Fig. 1 on the left is substantially mirror-image constructed.
  • a pipe section 6 is used, which is part of the exhaust pipe system of a motor vehicle exhaust system.
  • the pipe section 6 is connected to a cross pipe piece 7 with four diametrically opposite passage openings 8, 9, 10 and 11.
  • At the first passage opening 8 is the exhaust pipe section 6 connected.
  • To the opposite passage opening 9 includes a short exhaust pipe section 12 with its one end 13, while the second end 14 of the short pipe section 12 opens into the exhaust gas outlet opening 3 of the muffler 1.
  • a short curved pipe section 15 is inserted, and in the opposite passage opening 11 a straight short pipe section sixteenth
  • the opening in the exhaust gas outlet opening 3 of the muffler 1 short straight pipe section 12 is surrounded by a wall 17 formed by a chamber 18 which is filled with absorbent material 19. Via a perforation 20 in the short straight pipe section 12, the absorption chamber 18 is connected to the exhaust gas flow I.
  • the short curved pipe section 15 opens into a resonator chamber 21, which is formed by the housing 1 of the muffler and provided in the housing 1 intermediate wall 22.
  • the intermediate wall 22 is arranged laterally to the damping chamber 18 and approximately parallel to the short straight pipe section 12, so that the resonator chamber 21 surrounds the absorption chamber 18.
  • the second short straight pipe section 16 opens into the second chamber 23 formed on the other side of the intermediate wall 22, which is likewise designed as a resonator chamber.
  • the intermediate wall 22 between the first resonator chamber 21 and the second resonator chamber 23 may be formed perforated. In the illustrated embodiment, however, it is closed.
  • the pipe section 5 inserted into the exhaust gas passage opening 4 of the silencer is, as shown, up to the intermediate wall 22 of the silencer housing 1 out and preferably welded with this.
  • the pipe section 5 is fixed and the entire structure of the muffler stabilized.
  • the pipe section 5 is provided with a perforation 24, via which the pipe section 5 is connected to the second resonator chamber 23.
  • an exhaust flap 26 is arranged, via which the pipe section 5 can be optionally closed.
  • the actuation of the exhaust flap 26 via not shown here means preferably in dependence on the engine speed.
  • the flap 26 may also be omitted, or the connecting pipe may be omitted or permanently closed, for example by the perforation 24 is omitted. Without a flap, there is a compromise between sound and comfort, with closed or omitted connecting pipe, the left and right sides can be tuned differently.
  • the silencer shown is particularly intended for a dual-flow exhaust system, such as a 6-cylinder V-engine.
  • Each of the two exhaust gas lines is connected to one of the two exhaust gas inlet openings 2, 2 'of the illustrated muffler.
  • the exhaust gas entering via the exhaust gas inlet opening 2 in the direction of the arrow I first flows through the cross pipe piece 7 and then the short straight pipe piece 12 before it then leaves the silencer via the exhaust gas outlet opening 3.
  • the way through the muffler is very short and has no directional changes.
  • the exhaust back pressure is very low.
  • the noise of the exhaust gas is attenuated by the absorption chamber 18. additionally There is a sound attenuation through the two resonator chambers 21 and 23, which are connected via the short curved pipe section 15 and the short straight pipe section 16 to the cross tube piece 7 and thus to the exhaust stream I. Over the length of the two pipe sections 15 and 16, the two resonator chambers 21 and 23 are tuned to specific frequency ranges of the exhaust noise, in a turbocharged engine in particular to the higher orders of the exhaust noise.
  • the volume of the flow-through area which is determined by the pipe cross piece 7 and the short straight pipe section 12, according to the invention is particularly small. In particular, it is less than 2 liters, in a 6-cylinder engine, for example, 1.7 liters.
  • the volume of the non-perfused area which is determined by the two resonator chambers 21 and 23 and the absorption chamber 18, relatively large. In the mentioned 6-cylinder engine, it is for example about 15 liters.
  • the exhaust system illustrated in FIG. 3 comprises a first exhaust line 27 and a second exhaust line 28. Both exhaust lines each have a pre-silencer 29 and an end silencer 30. Between the pre-silencers 29 and the mufflers 30, the two exhaust gas lines 27 and 28 are connected to each other via a sheath 31. In addition, the two mufflers 30 are connected via a connecting tube 32 with each other.
  • Each of the two end silencers 30 of the two exhaust gas lines 27 and 28 is also provided with an end tube 33.
  • an exhaust flap 34 is used, via which the flow through the tail pipe 33 of the first exhaust line 27 can be blocked.
  • the two end silencers 30 may be formed in the manner shown in Figures 1 and 2 and described above. But it is also possible any other configuration.
  • the operation of the exhaust system shown in Fig. 3 is carried out in a conventional manner, wherein the exhaust valve 34 can be opened and closed, for example, in dependence on the engine speed.
  • the exhaust flap can be closed at low engine speeds to achieve a high level of noise reduction.
  • the exhaust gases of both exhaust lines 27 and 28 can then be ejected only via the tail pipe 33 of the second exhaust line 28. This results in a high sound attenuation with low noise. Due to the low speed there is no unacceptably high exhaust back pressure.
  • the overflow of the exhaust gas from the closed first exhaust line 27 into the second exhaust line takes place via the trouser pipe 31. With the connecting pipe 32 open, an overflow can also be effected by this. Depending on that, then a more or less large section of the first Exhaust line 27 connected in shunt to the second exhaust line 28.
  • the exhaust system shown in Fig. 4 is substantially consistent with that shown in Fig. 3. It is merely 30 instead of the nozzle tube 31 between the pre-mufflers 29 and the mufflers 30 a middle silencer 35 is provided. This is common to both exhaust lines 27 and 28 and has a connection between the two exhaust lines, for example a perforated wall. The operation of this exhaust system agrees with that of FIG.
  • the muffler shown in Fig. 5 is designed as a common muffler two exhaust strands of an exhaust system. It comprises a housing 36 in which a trouser tube 37 is arranged. Two ends of the trouser pipe 37 form inlet pipes 38, to which the two exhaust gas lines can be connected. The two other ends 39 of the trouser tube 37 are each connected to an outlet tube 40. These are in turn connected to a tailpipe 41.
  • an exhaust valve 42 is inserted, through which the flow through this tail pipe 41 can be blocked. This results in the same function as in the exhaust systems of Figures 3 and 4.
  • the exhaust flap 42 is closed, the exhaust gas of both exhaust lines flows through the other tail pipe 41, wherein the exhaust gas flow of the obstructed Abgasstranges passes through the trouser pipe 37 in the other exhaust line. This results again in a high sound attenuation with the appropriate comfort.
  • the exhaust flap 42 is open, however, the exhaust gases flow through both tailpipes 41, wherein only a pressure equalization takes place between the two exhaust gas strands via the trouser pipe 37.
  • the internal structure of the rear muffler can otherwise be formed in a known manner, in particular as shown with absorption chambers 43, 44 and resonator 45 and resonator 46. About intermediate walls 47, the chambers 43, 44 and 45 are separated. Via perforations 48, the outlet tubes 40 and the trouser tube 37 are connected to the absorption chambers 43 and 44.
  • Fig. 6 The variant shown in Fig. 6 is largely consistent with the variant of Fig. 2.
  • the short curved pipe section 15 is omitted, and the pipe section 16 is connected to the tube 5.
  • the connecting pipe 5 In the region of the chamber 23, which is designed here as an absorption chamber, the connecting pipe 5 has a perforation 49.
  • the absorption chamber 23 is connected to the corresponding chamber of the second muffler of the exhaust system.
  • the variant shown in FIG. 7 in turn largely coincides with the variant of FIG.
  • the chamber 21 is formed as an absorption chamber and the wall 17 is omitted, so that here only two non-flow chambers 21 and 23 are present.
  • the silencer of FIG. 7 is used in particular for the right side of the exhaust system and has no exhaust flap, while the muffler of Fig. 6 is preferably used for the left side of the exhaust system and is provided with an exhaust flap.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP06022147.0A 2005-12-15 2006-10-23 Système d'échappement pour moteurs à combustion interne Active EP1798390B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005060053 2005-12-15
DE102006020155A DE102006020155A1 (de) 2005-12-15 2006-05-02 Abgasanlage für Brennkraftmaschinen

Publications (4)

Publication Number Publication Date
EP1798390A2 true EP1798390A2 (fr) 2007-06-20
EP1798390A3 EP1798390A3 (fr) 2007-07-04
EP1798390B1 EP1798390B1 (fr) 2009-12-30
EP1798390B2 EP1798390B2 (fr) 2014-11-12

Family

ID=37719822

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06022147.0A Active EP1798390B2 (fr) 2005-12-15 2006-10-23 Système d'échappement pour moteurs à combustion interne

Country Status (4)

Country Link
EP (1) EP1798390B2 (fr)
AT (1) ATE453784T1 (fr)
DE (2) DE102006020155A1 (fr)
ES (1) ES2335794T3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110000186A1 (en) * 2009-07-06 2011-01-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Exhaust system for an internal combustion engine
EP1798390B2 (fr) † 2005-12-15 2014-11-12 Friedrich Boysen GmbH & Co. KG Système d'échappement pour moteurs à combustion interne
DE102016106340A1 (de) 2016-04-07 2017-10-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für ein Kraftfahrzeug und Kraftfahrzeug

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Publication number Priority date Publication date Assignee Title
DE102007052343B4 (de) * 2007-11-02 2022-02-10 Volkswagen Ag Verfahren und Einrichtung zum Anzeigen von Daten in einem Fahrzeug
DE102012112433A1 (de) 2012-12-17 2014-06-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für eine Brennkraftmaschine
KR101511541B1 (ko) 2013-11-15 2015-04-13 현대자동차주식회사 Ｃｄａ 엔진용 듀얼 배기계 구조

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EP1380734A2 (fr) 2002-07-10 2004-01-14 J. Eberspächer GmbH & Co. KG Dispositif d'échappement
WO2005033485A1 (fr) 2003-10-02 2005-04-14 Bayerische Motoren Werke Aktiengesellschaft Systeme d'echappement pour moteur a combustion

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Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
DE19743447A1 (de) 1997-09-25 1999-04-01 Voewa Plattenwerk Gmbh Verfahren zur Herstellung von Platten
EP1380734A2 (fr) 2002-07-10 2004-01-14 J. Eberspächer GmbH & Co. KG Dispositif d'échappement
WO2005033485A1 (fr) 2003-10-02 2005-04-14 Bayerische Motoren Werke Aktiengesellschaft Systeme d'echappement pour moteur a combustion

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1798390B2 (fr) † 2005-12-15 2014-11-12 Friedrich Boysen GmbH & Co. KG Système d'échappement pour moteurs à combustion interne
US20110000186A1 (en) * 2009-07-06 2011-01-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Exhaust system for an internal combustion engine
US8418445B2 (en) * 2009-07-06 2013-04-16 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Exhaust system for an internal combustion engine
DE102016106340A1 (de) 2016-04-07 2017-10-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für ein Kraftfahrzeug und Kraftfahrzeug

Also Published As

Publication number Publication date
EP1798390B2 (fr) 2014-11-12
ES2335794T3 (es) 2010-04-05
EP1798390A3 (fr) 2007-07-04
ATE453784T1 (de) 2010-01-15
EP1798390B1 (fr) 2009-12-30
DE102006020155A1 (de) 2007-06-21
DE502006005775D1 (de) 2010-02-11

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