EP1380734B1 - Dispositif d'échappement - Google Patents

Dispositif d'échappement Download PDF

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Publication number
EP1380734B1
EP1380734B1 EP03011620A EP03011620A EP1380734B1 EP 1380734 B1 EP1380734 B1 EP 1380734B1 EP 03011620 A EP03011620 A EP 03011620A EP 03011620 A EP03011620 A EP 03011620A EP 1380734 B1 EP1380734 B1 EP 1380734B1
Authority
EP
European Patent Office
Prior art keywords
muffler
exhaust system
exhaust
internal combustion
combustion engine
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.)
Expired - Fee Related
Application number
EP03011620A
Other languages
German (de)
English (en)
Other versions
EP1380734A2 (fr
EP1380734A3 (fr
Inventor
Siegfried Wörner
Ulrich Sigel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher 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
Application filed by J Eberspaecher GmbH and Co KG filed Critical J Eberspaecher GmbH and Co KG
Publication of EP1380734A2 publication Critical patent/EP1380734A2/fr
Publication of EP1380734A3 publication Critical patent/EP1380734A3/fr
Application granted granted Critical
Publication of EP1380734B1 publication Critical patent/EP1380734B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/02—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate silencers in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/16—Silencing apparatus characterised by method of silencing by using movable parts
    • F01N1/166—Silencing apparatus characterised by method of silencing by using movable parts for changing gas flow path through the silencer or for adjusting the dimensions of a chamber or a pipe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector

Definitions

  • the present invention relates to an exhaust system for an internal combustion engine, in particular in a motor vehicle.
  • the combustion exhaust gases generated during operation of an internal combustion engine are introduced from the cylinder head of the internal combustion engine via exhaust manifold in an exhaust line, which dissipates the exhaust gases into the environment.
  • the exhaust gas line can also have an exhaust gas collector for each cylinder bank of the internal combustion engine, into which the exhaust pipe pipes open and which introduces the thus merged exhaust gas flow of the individual cylinders into the exhaust gas line.
  • the exhaust system may be arranged for exhaust gas treatment and / or exhaust gas purification, such as a catalyst and / or a particulate filter.
  • at least one muffler device is also arranged in the exhaust system, which is intended to reduce or influence the noise emission of the internal combustion engine through the exhaust system into the environment.
  • an exhaust system with two parallel exhaust gas lines is also referred to as "double-strand system".
  • double-strand system it is possible to arrange at least one silencer device in each of the two parallel exhaust gas strands. Due to the halved volume flows, these muffler devices can build relatively compact, with an improved damping effect can be achieved at a relatively low flow resistance.
  • an exhaust system for an internal combustion engine which has two parallel effetströmbare muffler devices and which is also equipped with a switching device.
  • This switching device is designed such that it makes it possible to selectively open and block a branch of the exhaust system containing the second muffler device.
  • the branch is locked, the exhaust gas flow is exclusively guided by the first muffler device.
  • the branch is open the exhaust gas flow passed in parallel through both muffler devices.
  • the switching device is switched depending on the speed of the internal combustion engine from its blocking position to its open position and vice versa.
  • the present invention is concerned with the problem of providing for an exhaust system of the type mentioned in an improved embodiment, which allows in particular with sufficient damping effect an increased power output of the internal combustion engine.
  • the present invention is based on the general idea, in an exhaust system, which is equipped with two parallel-flow Schalldämpfer wornen, the two muffler devices with respect to damping effect and / or flow resistance designed differently and to provide a switching device which makes it possible to activate either only or almost exclusively one or only or almost exclusively the other or both muffler devices.
  • a corresponding actuation of the switching device it is thereby possible to select between different damping effects and / or between different flow resistances and, depending on this, between different effects on the engine power.
  • the invention uses the knowledge that the internal combustion engine, in particular when used in a motor vehicle, is generally not operated permanently in terms of a maximum power output, but rather many operating phases occur in which only a small power output is required.
  • the power output of the internal combustion engine in idle mode plays a minor role.
  • the exhaust system according to the invention it is now possible for operating phases in which a power loss of the internal combustion engine can be taken to provide an increased damping effect and for operating phases in which the internal combustion engine to unfold their power as possible unhampered to reduce the exhaust back pressure, said In the latter case, concomitant decrease in the damping effect is accepted or even desired, for example, to produce an acoustic feedback of the increased power output by the "sporty sound" generated in this way.
  • a control device For actuating the switching device, a control device is provided, which makes it possible to actuate the switching device as a function of engine load and / or speed of the internal combustion engine. While the engine load corresponds to the power, the speed correlates with the exhaust gas volume flow. The flow resistance of the muffler devices is also dependent on the exhaust gas volume flow, so that the exhaust gas back pressure increases with increasing volume flow. Accordingly, the rotational speed forms an important parameter for the actuation of the switching device.
  • the control unit can actuate the switching device so that the exhaust gas flow flows in a lower speed range only or predominantly through the first muffler device, in a medium speed range flows only or predominantly through the second muffler device and flows in parallel through both muffler devices in an upper speed range.
  • the exhaust system can be particularly easily designed so that it is optimized for smaller exhaust gas flow rates in terms of damping effects and average exhaust gas flow rates in terms of engine performance. For larger volume flows then both muffler devices are active to reduce the total flow resistance of the exhaust system.
  • the first muffler device with regard to an optimized damping effect is designed while the second muffler device is designed for optimized engine performance.
  • This design of the muffler devices makes it possible to produce an optimal damping effect with low power consumption of the internal combustion engine and to reduce the exhaust gas back pressure with increased power requirement.
  • Fig. 1 shows a circuit diagram-like schematic diagram of an exhaust system according to the invention.
  • an internal combustion engine 1, in particular of a motor vehicle is equipped with an exhaust system 2 according to the invention.
  • This exhaust system 2 contains at least two muffler devices which can be flowed through in parallel, namely a first muffler device 3 and a second muffler device 4, which are designed here, for example, as rear mufflers.
  • the two muffler devices 3, 4 could be arranged in a common exhaust gas line so that they can be flowed through in parallel.
  • the embodiment shown here is preferred, in which the exhaust system 2 has two parallel exhaust gas lines, namely a first exhaust line 5 and a second exhaust line 6, in each of which one of the muffler devices 3, 4 is housed.
  • this mixing chamber 7 may be formed in a third muffler device 8, here as Middle silencer formed and effective for both exhaust lines 5, 6.
  • the third muffler device 8 may also be formed as a pre-muffler, it is then possible in principle, in the individual exhaust gas strands 5, 6 between the pre-muffler 8 and the mufflers 3, 4 incorporate corresponding, not shown here middle silencer. It is also possible to design the third muffler device 8 as a combined front and middle muffler.
  • both exhaust strands 5, 6 are individually connected to the internal combustion engine 1, which is advantageous in a refinement of the internal combustion engine 1 as a V engine.
  • the internal combustion engine 1 is a 6-cylinder V-engine with two cylinder banks 9, 10, to which three cylinders are assigned in each case.
  • the exhaust gas lines 5, 6 lead the exhaust gases generated in the respective cylinder bank 9, 10 to the common middle silencer 8 and introduce the combustion exhaust gases into the mixing chamber 7.
  • the two parallel exhaust gas strands 5, 6 may also be connected via a common main branch to the internal combustion engine 1, which is then expediently designed as a series engine. This main strand can then open into the mixing chamber 7 or - if no middle silencer 8 is present - branch off into the two parallel exhaust gas strands 5, 6.
  • the exhaust system 2 also comprises a switching device 11, which is shown here in several variants 11, 11 ', 11 ", 11"'.
  • the switching device 11 in each variant comprises two separate switching elements 12, 13 and 12 ', 13' and 12 '', 13 "and 12 ''',13''.
  • These switching elements 12, 13 are each assigned to one of the rear silencers 3, 4 and accordingly arranged at a suitable location in the associated exhaust line 5, 6.
  • the variants of the switching device 11, 11 ', 11'',11'' shown here differ by different positions of their switching elements 12, 13; 12 ', 13'; 12 ", 13"; 12 ''',13''' within the parallel exhaust gas strands 5, 6.
  • the switching elements 12, 13 of the switching device 11 are integrated in the first variant in the middle silencer 8, the installation of the switching elements 12 ', 13' of the switching device 11th In the second variant, each in the exhaust lines 5, 6 between the center silencer 8 and the respective rear silencer 3 and 4. In the third variant, the switching elements 12 ", 13" of the switching device 11 "integrated into the respective rear silencer 3 and 4 respectively Finally, the switching elements 12 ''',13''' of the switching device 11 '''in the fourth variant can be accommodated downstream of the rear silencers 3, 4 in the respective exhaust line 5 or 6.
  • the switching elements 12, 13 are designed here as simple flaps which are adjustable between an open position and a blocking position, in particular switchable.
  • the first switching element 12 assigned to the first exhaust gas line 5 is in its open position and is shown by a solid line. Its closed position is indicated by a broken line.
  • the second exhaust line 6 associated second switching element 13 is here shown in its blocking position by a solid line, while the associated open position is indicated by a broken line.
  • the switching elements 12, 13 can block or open the exhaust gas path in the respective exhaust gas line 5, 6 as a function of their switching position. According to these switch positions, the respective exhaust gas line 5, 6 or the rear muffler 3, 4 arranged therein is flowed through or active or does not flow through and thus inactive.
  • the switching device 11 or its switching elements 12, 13 are connected to a control unit 14, for which purpose corresponding control lines 15, 16 are provided.
  • the control unit 14 may be in hardware in an engine control of the internal combustion engine 1 integrated and / or implemented by software. In any case, the control unit 14 has access to operating parameters of the internal combustion engine 1 and receives in particular information about the current speed of the internal combustion engine 1 and the current engine load or power of the internal combustion engine. 1
  • the two silencer devices 3, 4, which can be flowed through in parallel are designed differently with regard to their damping effect and / or with regard to their flow resistance.
  • the design of the two parallel-flow muffler devices 3 and 4 is such that the first muffler device 3, preferably for low-frequency areas, a stronger damping effect and a larger flow resistance than the second muffler device 4, which is expediently designed for damping high-frequency areas ,
  • the first muffler device 3 is designed so that it shows an optimized damping effect with regard to the exhaust gas volume flows and noise development provided for this purpose.
  • the second muffler device 4 is dimensioned so that for certain operating conditions of the internal combustion engine 1, an optimized performance can be achieved, for example, in which the second muffler device 4 has a relatively small flow resistance, resulting in larger exhaust gas volume flows only sets a relatively small exhaust back pressure, which favors the power output of the internal combustion engine 1.
  • the switching device 11 is now configured such that it selectively activates only the first exhaust gas line 5 or the first muffler device 3 or exclusively the second exhaust gas line 6 or the second muffler device 4 or both exhaust gas strands 5, 6 or both muffler devices 3, 4 in parallel can.
  • the switching position shown in FIG. 1 only the first exhaust gas line 5 or the first muffler device 3 is activated. Accordingly, in Fig. 1, the second exhaust line 6 and the second muffler device 4 are deactivated.
  • the activation or deactivation of the individual exhaust gas strands 5, 6 and their muffler devices 3, 4 by corresponding switching positions of the switching elements 12, 13 takes place.
  • the switching device 11 can get along with a single switching element, which after Type of multiway valve works and in a corresponding manner the supplied exhaust gas flow optionally only to the first muffler device 3 or only to the second muffler device 4 or parallel to both muffler devices 3 and 4 leads.
  • the control unit 14 is now equipped so that it the switching device 11 and its switching elements 12, 13 in dependence the engine load and / or the rotational speed of the internal combustion engine 1 is actuated.
  • a speed-dependent actuation of the switching device 11 can for example be realized so that the control unit 14 adjusts the state shown in Fig. 1 in a lower speed range, in which only the first muffler device 3 is flowed through by the exhaust gas flow of the internal combustion engine 1. Since the first muffler device 3 is optimized in terms of their damping effect, results in an effective sound attenuation and a low noise emission into the environment.
  • the first muffler device 3 has a relatively large flow resistance, this does not affect so much in an increase of the exhaust backpressure at lower speeds, ie smaller exhaust gas volume flows.
  • the internal combustion engine 1 in a lower speed range especially in the range of idle speed, regularly deliver no particularly high power.
  • a medium speed range which may extend, for example, from 1,000 to 3,000 rpm, the control unit 14 switches the flow paths, so that now only the second exhaust line 6 and thus the second muffler device 4 are flowed through, while the first exhaust line 5 and first muffler device 3 are deactivated.
  • the second muffler device 4 is designed according to the invention with respect to a flow resistance as small as possible, only a relatively small exhaust gas back pressure can build up in the flow through the second muffler device 4, even with relatively large exhaust gas flow rates, whereby the power output of Internal combustion engine 1 is favored.
  • the power output of Internal combustion engine 1 is favored.
  • the control unit 14 then actuates the switching device 11 so that the first exhaust line 5 and thus the first damping device 3 are additionally connected.
  • This connection can be carried out in one stage in a simple embodiment, that is, the switching device 11 and its first switching element 12 is switched with respect to the first muffler device 3 from the closed position directly into the open position.
  • the switching device 11 can also be designed so that a multi-stage or continuous connection of the first muffler device 3 can be realized.
  • the controller 14 in a transition region between the middle Speed range and the upper speed range perform the connection of the first muffler device 3 in dependence of the speed.
  • the first switching element 12 is gradually opened depending on the speed.
  • the exhaust gas flow in the lower speed range not completely, but only almost completely, eg at least 80% or at least 90% by the first muffler device 3, which by a corresponding, not completely closed throttle position of the second switching element 13 is reached.
  • the middle speed range not to guide the exhaust gas flow completely, but only almost completely, in particular at least 80% or at least 90%, through the second silencer device 4, which likewise differs by a corresponding deviating from the closed position Throttle position of the first switching element 12 is reached.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Claims (16)

  1. Dispositif d'échappement pour un moteur à combustion interne (1), notamment dans un véhicule automobile, présentant les caractéristiques suivantes :
    A : le dispositif d'échappement (2) présente deux dispositifs d'atténuation de bruit (3, 4) parallèles ;
    B : le dispositif d'échappement (2) présente un dispositif de couplage (11) permettant d'acheminer le flux de gaz d'échappement du moteur à combustion interne (1) en option uniquement ou presque uniquement à travers le premier dispositif d'atténuation de bruit (3) ;
    C : le dispositif de couplage (11) permet en outre d'acheminer le flux de gaz d'échappement du moteur à combustion interne (1) en option uniquement ou presque uniquement à travers le deuxième dispositif d'atténuation de bruit (4) ;
    D : le dispositif de couplage (11) permet en outre d'acheminer le flux de gaz d'échappement du moteur à combustion interne (1) en option parallèlement à travers les deux dispositifs d'atténuation de bruit (3, 4) ;
    E : les deux dispositifs d'atténuation de bruit (3, 4) sont configurés différemment par rapport à l'effet d'atténuation et/ou à la résistance à l'écoulement ;
    F : le dispositif d'échappement (2) présente un module de commande (14) qui entraîne le dispositif de couplage (11) en fonction de la charge du moteur et/ou de la vitesse de rotation du moteur à combustion interne (1) ;
    G: le module de commande (14) entraîne le dispositif de couplage (11) de manière à ce que le flux de gaz d'échappement
    - s'écoule dans une gamme de vitesses de rotation inférieure uniquement ou principalement à travers le premier dispositif d'atténuation de bruit (3) ;
    - s'écoule dans une gamme de vitesses de rotation moyenne uniquement ou principalement à travers le deuxième dispositif d'atténuation de bruit (4) ; et
    - s'écoule dans une gamme de vitesses de rotation supérieure à travers les deux dispositifs d'atténuation de bruit (3, 4).
  2. Dispositif d'échappement selon la revendication 1,
    caractérisé en ce que
    le premier dispositif d'atténuation de bruit (3) présente un effet d'atténuation plus prononcé que le deuxième dispositif d'atténuation de bruit (4).
  3. Dispositif d'échappement selon la revendication 1 ou 2,
    caractérisé en ce que
    le deuxième dispositif d'atténuation de bruit (4) présente une résistance à l'écoulement moins importante que le premier dispositif d'atténuation de bruit (3).
  4. Dispositif d'échappement selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce que
    le premier dispositif d'atténuation de bruit (3) est étudié pour présenter un effet d'atténuation optimisé tandis que le deuxième dispositif d'atténuation de bruit (4) est étudié pour présenter une puissance de moteur à combustion interne optimisée.
  5. Dispositif d'échappement selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce que
    le premier dispositif d'atténuation de bruit (3) est étudié pour atténuer les basses fréquences tandis que le deuxième dispositif d'atténuation de bruit (4) est étudié pour atténuer les fréquences plus élevées.
  6. Dispositif d'échappement selon l'une quelconque des revendications 1 à 5,
    caractérisé en ce que
    le module de commande (14) entraîne le dispositif de couplage (11) de manière à ce que le flux de gaz d'échappement
    - s'écoule dans la gamme de vitesses de rotation inférieure pour au moins 80 % ou au pour au moins 90 % à travers le premier dispositif d'atténuation de bruit (3) ;
    - s'écoule dans la gamme de vitesses de rotation moyenne pour au moins 80 % ou pour au moins 90 % à travers le deuxième dispositif d'atténuation de bruit (4).
  7. Dispositif d'échappement selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    le dispositif de couplage (11) est configuré de manière à permettre, lorsque le deuxième dispositif d'atténuation de bruit (4) est activé, un raccordement en continu ou en plusieurs étapes du premier dispositif d'atténuation de bruit (3).
  8. Dispositif d'échappement selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce que
    deux lignes de gaz d'échappement (5, 6) parallèles sont prévues dans lesquelles respectivement un des dispositifs d'atténuation de bruit (3, 4) est disposé et qui sont reliées de manière à communiquer entre elles en amont des dispositifs d'atténuation de bruit (3, 4).
  9. Dispositif d'échappement selon la revendication 8,
    caractérisé en ce que
    les deux lignes de gaz d'échappement (5, 6) dérivent d'une ligne principale commune reliée au moteur à combustion interne (1).
  10. Dispositif d'échappement selon la revendication 9,
    caractérisé en ce que
    les deux lignes de gaz d'échappement (5, 6) sont reliées séparément au moteur à combustion interne (1) et comportent entre le moteur à combustion interne (1) et les dispositifs d'atténuation de bruit (3, 4) une chambre de mélange (7) commune via laquelle les deux lignes de gaz d'échappement (5, 6) communiquent entre elles.
  11. Dispositif d'échappement selon l'une quelconque des revendications 8 à 10,
    caractérisé en ce que
    un troisième dispositif d'atténuation de bruit (8) est prévu dans lequel les deux lignes de gaz d'échappement (5, 6) sont reliées de manière à communiquer entre elles.
  12. Dispositif d'échappement selon la revendication 11,
    caractérisé en ce que
    le dispositif de couplage (11) est intégré au troisième dispositif d'atténuation de bruit (8).
  13. Dispositif d'échappement selon l'une quelconque des revendications 1 à 12,
    caractérisé en ce que
    le dispositif de couplage (11) présente deux éléments de couplage (12, 13) associés respectivement à un des premier et deuxième dispositifs d'atténuation de bruit (3, 4) et configurés pour ouvrir et/ou fermer la voie de passage des gaz d'échappement traversant le dispositif d'atténuation de bruit (3, 4) associé.
  14. Dispositif d'échappement selon la revendication 13,
    caractérisé en ce que
    les deux éléments de couplage (12", 13") sont intégrés respectivement à un des premier et deuxième dispositifs d'atténuation de bruit (3, 4).
  15. Dispositif d'échappement selon l'une quelconque des revendications 1 à 14,
    caractérisé en ce que
    le premier dispositif d'atténuation de bruit (3) et le deuxième dispositif d'atténuation de bruit (4) prennent la forme respectivement de silencieux arrière.
  16. Dispositif d'échappement selon au moins la revendication 11,
    caractérisé en ce que
    le troisième dispositif d'atténuation de bruit (8) prend la forme d'un silencieux central et/ou d'un silencieux avant.
EP03011620A 2002-07-10 2003-05-22 Dispositif d'échappement Expired - Fee Related EP1380734B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10231056 2002-07-10
DE10231056A DE10231056A1 (de) 2002-07-10 2002-07-10 Abgasanlage

Publications (3)

Publication Number Publication Date
EP1380734A2 EP1380734A2 (fr) 2004-01-14
EP1380734A3 EP1380734A3 (fr) 2004-03-03
EP1380734B1 true EP1380734B1 (fr) 2006-02-01

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Application Number Title Priority Date Filing Date
EP03011620A Expired - Fee Related EP1380734B1 (fr) 2002-07-10 2003-05-22 Dispositif d'échappement

Country Status (3)

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US (1) US6938729B2 (fr)
EP (1) EP1380734B1 (fr)
DE (2) DE10231056A1 (fr)

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US7090048B2 (en) * 2003-09-26 2006-08-15 General Motors Corporation Method and apparatus for exhaust sound attenuation on engines with cylinder deactivation
DE10346479A1 (de) * 2003-10-02 2005-05-12 Bayerische Motoren Werke Ag Abgasanlage für eine Brennkraftmaschine
US7347045B2 (en) * 2004-06-30 2008-03-25 Harley-Davidson Motor Company Group, Inc. Motorcycle dynamic exhaust system
DE102005052619B4 (de) * 2005-11-02 2012-10-18 J. Eberspächer GmbH & Co. KG Schalldämpfer für eine Abgasanlage
DE102006020155A1 (de) * 2005-12-15 2007-06-21 Friedrich Boysen Gmbh & Co. Kg Abgasanlage für Brennkraftmaschinen
JP4162016B2 (ja) * 2006-06-08 2008-10-08 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE102006028069B4 (de) * 2006-06-19 2017-03-23 Emcon Technologies Germany (Augsburg) Gmbh Abgasführende Vorrichtung einer Verbrennungskraftmaschine
US7686130B1 (en) * 2006-08-21 2010-03-30 Fernando Quaglia Dual mode vehicle exhaust system and associated method
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US6938729B2 (en) 2005-09-06
EP1380734A2 (fr) 2004-01-14
US20040006970A1 (en) 2004-01-15
EP1380734A3 (fr) 2004-03-03
DE50302312D1 (de) 2006-04-13

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