Muffler controller for use in controllable exhaust system of internal combustion engine

Abstract: A muffler controller for use with a muffler (1) installed in an exhaust system of an internal combustion engine is shown which comprises an exhaust gas inlet tube (4) projected into the muffler to feed the muffler with the exhaust gas of the engine. First (5) and second (8) flow passages are defined through which the exhaust gas from the muffler flows independently before being discharged to the open air. A pneumatic actuator (11) is employed which has a piston rod (11d) and a work chamber (11a). The piston rod is moved straightly and reciprocatively in accordance with the magnitude of pressure developed in the work chamber. The pressure of the exhaust gas of the engine is fed to the work chamber of the pneumatic actuator. A valve assembly (12) is used which includes a valve plate (12a), a pivot shaft (15) through which the valve plate is privotally installed in the second flow passage (8) of the first means. A link mechanism (16) is used which operatively connects the piston rod of the actuator with the pivot shaft of the valve assembly, so that the movement of the piston rod induces an opening/closing pivoting of the valve plate in the second flow passage.

Description: The present invention relates in general to exhaust systems of an automotive internal combustion engine and more particularly to the exhaust systems of a controllable type including a muffler which muffles the exhaust gas from the engine and a muffler controller which controls the performance of the muffler thereby controlling the pressure and sound of the exhaust gas. More specifically, the present invention is concerned with the muffler assembly of a type using a valve which varies the flow passage area of a gas flow path extending from the muffler. DE-U-9413493 describes an apparatus for the noise reduction in the exhaust gas flow of an exhaust gas line of an internal combustion engine. The apparatus includes a valve means positioned upstream of the muffler and adapted for opening and closing the exhaust gas inlet tube into the muffler in accordance with the exhaust gas pressure. The valve is actuated by a pneumatic actuator having a piston slidably received in a working chamber, and connected to a valve plate of the valve assembly by a link mechanism. The work chamber is subjected to the pressure of the exhaust gas via a pressure induction pipe which is connected to the exhaust gas line immediately upstream of the valve assembly and by an opening which faces in a direction substantially perpendicular to the flow of the exhaust gas stream. DE-A-2110000 describes an exhaust gas system including two exhaust gas lines commonly leading into a fore muffler and a rear muffler for mixing the exhaust gas from the two lines within these mufflers, but leaving the mufflers again as two separate exhaust gas lines. In one of the exhaust gas lines leaving the rear muffler a valve assembly is arranged for closing and opening this exhaust gas line. The valve assembly includes a pivotally arranged valve plate, biased by a spring, which is intended to be opened by the direct impingement of the exhaust gas flow thereon. In a further embodiment a membrane type barometric cell is used for actuating the valve assembly. Hitherto, for muffling the exhaust gas emitted from an automotive internal combustion engine, various types of exhaust systems have been proposed and put into practical use. Some of them are of a controllable type which comprises a muffler for muffling the exhaust gas and a muffler controller for controlling the performance of the muffler. Some of the muffler controllers are of a type which includes a valve for opening and closing a certain exhaust passage defined in the muffler and an actuator for actuating the valve. These muffler controllers are shown in Japanese Patent First Provisional Publications Nos. 3-185209, 4-124418 and 2-259217. However, due to inherent construction, the muffler controllers of such publications have failed to exhibit a satisfied performance in optimally controlling the muffler. Furthermore, some are costed high due to their complicated construction and costly parts employed therein. It is therefore an object of the present invention to provide a muffler assembly which is free of the above-mentioned drawbacks. A muffler assembly fulfilling this need is described in claim 1. According to the present invention, there is provided an improved muffler assembly. The muffler assembly comprises an actuator which is powered by the pressure developed in a muffler or an exhaust gas inlet tube extending from the engine to the muffler and a valve assembly which continuously varies the flow passage area of a certain exhaust gas outlet tube extending from the muffler in accordance with operation of the actuator. Other objects and advantages of the present. invention will become apparent from the following description of preferred embodiments thereof when taken in conjunction with the accompanying drawings, in which: Fig. 1 is a schematic view of a muffler controller of a first embodiment of the present invention; Fig. 2 is a plan view of the the muffler controller of the first embodiment; Fig. 3 is an enlarged plan view of an essential portion of the muffler controller of the first embodiment; Fig. 4 is a partially sectioned view of a cylinder type actuator employed in the muffler controller of the invention; Fig. 5 is a graph showing the characteristic of the cylinder type actuator in terms of the relationship between a pressure fed to the actuator and a piston stroke of the actuator; Fig. 6 is a graph showing both an exhaust pressure control performance exhibited by the muffler controller of the invention and that exhibited by a conventional muffler controller, the performance being depicted in terms of the relationship between a static pressure of the exhaust gas and an engine speed; Fig. 7 is a graph showing both an exhaust sound control performance exhibited by the muffler controller of the invention and that exhibited by the conventional muffler controller, the performance being depicted in terms of the relationship between an exhaust sound level and the engine speed; Fig. 8 is a view similar to Fig. 1, but showing a muffler controller of a second embodiment of the present invention; Fig. 9 is a view similar to Fig. 2, but showing the muffler controller of the second embodiment; Figs. 10A, 10B, 10C and 10D are sectional views of four types of orifice member, which can be installed in a pressure induction pipe used in the second embodiment; Fig. 11 is a graph showing the exhaust pressure practically fed to an actuator through the pressure induction pipe used in the second embodiment, the exhaust pressure being plotted in accordance with the engine speed; Fig. 12 is a view similar to Fig. 1, but showing a muffler controller of a third embodiment of the present invention; Fig. 13 is a view similar to Fig. 2, but showing the muffler controller of the third embodiment; Fig. 14 is an enlarged plan view of an essential portion of the muffler controller of the third embodiment; Fig. 15 is a partially sectioned enlarged view of an actuator used in the third embodiment; Fig. 16 is a perspective view of the muffler controller of the third embodiment; Fig. 17 is an exploded view of a link mechanism employed in the muffler controller of the third embodiment; and Fig. 18 is a sectional view of the link mechanism in assembled condition. In order to clarify the present invention, a controllable exhaust system of an internal combustion engine, to which a muffler controller of the invention is practically applied, will be briefly described with reference to the drawings. Referring to Figs. 2, 3 and 4, particularly Figs. 2 and 3, the controllable exhaust system is shown. In Figs. 2 and 3, denoted by numeral 1 is an exhaust muffler. Although not shown, a plurality of partition walls are installed in the muffler to define therein a plurality of expansion and resonance chambers. Denoted by numeral 4 is an exhaust gas inlet tube which has a rear end portion projected into the muffler 1. A front end of the tube 4 is connected to an outlet port of a catalytic converter (not shown). First and second exhaust gas outlet tubes 5 and 8 extend from the interior of the muffler 1. The first exhaust gas outlet tube 5 has a front portion projected into the muffler 1 from a front wall 1a of the muffler 1. The second exhaust gas outlet tube 8 has a front half portion 8b projected into the muffler 1 from a rear wall 1b of the muffler 1. A rear half portion 8c of the second exhaust tube 8 is exposed to the outside of the muffler 1, as shown. Thus, within the muffler 1, there are defined two exhaust flow passages which are respectively associated with the first and second exhaust gas outlet tubes 5 and 8. The muffler controller of the invention is in association with the exhaust system having the above-mentioned construction. The muffler controller shown in Figs. 1 to 4 is a first embodiment of the present invention, which, as is seen from Fig. 2, comprises a pressure induction pipe 10, a pneumatic actuator 11 and a valve assembly 12. As is best shown in Fig. 3, the pressure induction pipe 10 has a tapered open end 13 led into the muffler 1. The tapered open end 13 is directed toward a rear open end of the exhaust gas inlet tube 4. The other open end of the pipe 10 is connected to the pneumatic actuator 11. Thus, a positive pressure consisting of static and dynamic pressures created in the muffler 1 is led into the pneumatic actuator 11. As is seen from Fig. 4, the pneumatic actuator 11 comprises a cylindrical casing 11f, an annular piston 11b slidably received in the casing 11f to define a work chamber 11a, a coil spring 11c installed in the casing 11f to bias the annular piston 11b rightward in the drawing, a piston rod 11d extending leftward from the annular piston 11b to the outside of the casing 11f, and a stopper 11e installed in the casing 11f to stop excessive leftward displacement of the piston 11b. The inner surface of the cylindrical casing 11f is lined with a lubricant plastic to smooth the movement of the piston 11b in the casing 11f. The work chamber 11a is connected to the other open end of the pressure induction pipe 10. Thus, when the positive pressure is led into the work chamber 11a through the pipe 10, the piston 11b is slid leftward in Fig. 4 against the biasing force of the spring 11c thereby pushing out the piston rod 11d. Referring back to Fig. 3, the pneumatic actuator 11 is mounted on a bracket 14 which is secured to the rear wall 1b of the muffler 1. The piston rod 11d of the actuator 11 is operatively connected to the valve assembly 12 in such a manner as will be described hereinafter. The valve assembly 12 is mounted to the rear half portion 8c of the second exhaust gas outlet tube 8 which extends outward from the muffler 1. The valve assembly 12 comprises a butterfly plate 12a which is pivotally installed in the rear half portion 8c of the tube 8 through a pivot shaft 15. That is, the butterfly plate 12a is secured to the pivot shaft 15 to pivot therewith about the axis of the pivot shaft 15. The pivot shaft 15 is connected to the piston rod 11d of the actuator 11 through one link 16. That is, the link 16 is secured at one end portion to the pivot shaft 15 to pivot therewith. The other end portion of the link 16 is formed with an elongate opening 16a which extends longitudinally. A pin 11m fixed to the leading end of the piston rod 11d is slidably engaged with the elongate opening 16a. In the following, operation of the muffler controller of the first embodiment will be described with respect to Figs. 2 and 3. For ease of understanding, the description will be commenced with respect to a standstill condition of the engine. Under this rest condition, the butterfly valve 12a of the valve assembly 12 assumes the fully closed position due to the force of the biasing spring 11c of the actuator 11. Thus, the flow passage of the second exhaust gas outlet tube 8 is fully closed. When now the engine is started, the exhaust gas from the engine is fed into the muffler 1 through the exhaust gas inlet tube 4. Under this, the exhaust gas flows in only the exhaust flow passage associated with the first exhaust gas outlet tube 5 while loosing its energy. When the engine speed is increased by depressing an accelerator pedal (not shown), the pressure of the exhaust gas is increased accordingly. When the engine speed is further increased and comes a certain level, for example, about 1500 rpm, the increased pressure of the exhaust gas fed to the work chamber 11a of the actuator 11 starts to move the piston rod 11d against the force of the biasing spring 11c in the direction to open the butterfly plate 12a. Upon this, the second exhaust gas outlet tube 8 becomes operative but partially. That is, in addition to the exhaust gas flow directed toward the first exhaust gas outlet tube 5, the muffler 1 produces another exhaust gas flow directed toward the second exhaust gas outlet tube 8. When the engine speed is further increased and thus the pressure of the exhaust gas is further increased, the butterfly plate 12a increases its open degree. Thus, the resistance of the muffler 1 against the flow of the exhaust gas flowing therein is greatly reduced. The operation of the muffler controller of the first embodiment will be much apparent from the following description. OPERATION OF ACTUATOR 11 When, during operation of the engine, the exhaust gas is led into the work chamber 11a of the actuator 11 through the pressure induction pipe 10, the piston rod 11d of the actuator 11 is moved in accordance with the magnitude of the pressure of the exhaust gas. The stroke characteristic of the piston rod 11d with respect to the magnitude of the pressure fed to the actuator 11 is shown in the graph of Fig. 5. As is seen from this graph, the stroke characteristic of the piston rod 11d obtained when the pressure in the work chamber 11a is increasing is different from that of the piston rod 11d obtained when the pressure in the work chamber 11a is decreasing. That is, the stroke of the piston rod 11d has a certain hysteresis between the pressure increasing mode and the pressure decreasing mode of the actuator 11. The is because of an inevitable friction of the piston 11b against the plastic-lined inner wall of the casing 11f of the actuator 11. Accordingly, when the exhaust pressure fed to the work chamber 11a has a certain fluctuation, the hysteretic pressure range can serve as a damping zone for the fluctuation. Thus, the undesired hunting of the valve assembly 12 can be eliminated. Since the tapered open end 13 of the pressure induction pipe 10 is arranged to face the rear open end of the exhaust gas inlet tube 4, the pipe 10 can catch the dynamic pressure of the exhaust gas as well as the static pressure of the same. This means a certain increase in pressure level of the positive pressure fed to the actuator 11, and thus the valve actuating operation of the actuator 11 is enhanced. PRESSURE REGULATING FUNCTION Under operation of the engine, the pressure of the exhaust gas emitted from the engine fluctuates in accordance with the speed of the engine. Thus, if such exhaust gas is directly fed to the work chamber 11a of the actuator 11, the movement of the piston rod 11d would be severely affected by the pressure fluctuation. In fact, the opening and closing movement of the butterfly plate 12a of the valve assembly 12 would be severely fluctuated in such case. However, in case of the first embodiment, such apprehension is suppressed due to positioning of the tapered open end 13 of the pressure induction pipe 10 in the muffler 1. As is known, when the exhaust gas is led into the muffler 1 and thus expanded, the pressure fluctuation of the same is reduced and thus regulated. This pressure regulating function becomes most effective when the engine is under a low speed operation. OPERATION OF VALVE ASSEMBLY 12 UNDER ACCELERATION OF ENGINE When, for accelerating the vehicle, the accelerator pedal is depressed and thus the speed of the engine increases, the pressure of the exhaust gas is increased. With this, the positive pressure in the muffler 1 and thus the pressure in the work chamber 11a of the actuator 11 is increased. Thus, the butterfly plate 12a of the valve assembly 12 is turned from the fully closed position toward the fully opened position. The turning of the butterfly plate 12a is continuously or steplessly carried out and thus smoothed acceleration of the vehicle as well as ear-agreeable exhaust sound are obtained. These advantageous phenomena will be readily understood from the graphs of Figs. 6 and 7. Fig. 6 shows both an exhaust pressure control performance exhibited by the muffler controller of the invention and that exhibited by a conventional muffler controller. In the conventional muffler controller, an ON/OFF type control valve is employed, which controls a valve proper in ON/OFF manner, so that the valve proper can take only a fully closed position and a fully open position. As is seen from this graph, in the conventional muffler controller (whose characteristic is depicted by the curve of dotted line), the exhaust static pressure is suddenly dropped at a certain engine speed (viz., about 2400 rpm) during the time when the engine speed is increasing. The sudden drop is produced when the valve proper changes its position suddenly from the fully closed position to the fully open position. Of course, in this case, smoothed acceleration of a vehicle is not expected. However, in case of the invention (whose characteristic is depicted by the curve of solid line), such undesired pressure drop does not appear. This is because of the stepless movement of the butterfly plate 12a of the valve assembly 12. The butterfly plate 12a varies the open degree in the second exhaust gas outlet tube 8. That is, with increase of engine speed, the exhaust static pressure increases substantially linearly, and due to the gradually opening movement of the butterfly plate 12, the exhaust resistance is gradually decreased, which provides the vehicle with a smoothed acceleration. The curve illustrated by a phantom line shows a case wherein the butterfly valve 12a is kept closed intentionally throughout the increase in engine speed. Fig. 7 shows both an exhaust sound controlling performance exhibited by the muffler controller of the invention and that exhibited by the conventional muffler controller. As is seen from this graph, in the conventional muffler controller (whose characteristic is depicted by the curve of dotted line), the exhaust sound is suddenly dropped at the certain engine speed (viz., about 2400 rpm) during increase in engine speed. This sound drop is not agreeable to the ear. However, in the present invention (whose characteristic is depicted by the curve of solid line), such undesired sound drop is not produced. Thus, ear-agreeable exhaust sound is obtained. The curve illustrated by a phantom line shows a case wherein the butterfly valve 12a is kept closed intentionally throughout the increase in engine speed. APPLICATION TO MOTOR VEHICLE In the invention, the exhaust gas from the engine is used as a power for driving the valve assembly 12. Thus, the muffler controller can be manufactured at low cost as compared with other exhaust systems in which electric actuators are used for actuating the control valve. FUNCTION OF SPRING 11c OF ACTUATOR 11 The critical pressure at which the actuator 11 starts the opening operation of the valve assembly 12 (viz., butterfly plate 12a) is determined by the biasing spring 11c installed in the actuator 11. As has been mentioned hereinabove, in a rest condition of the engine, the valve assembly 12 fully closes the flow passage of the second exhaust gas outlet tube 8 due to the force of the biasing spring 11c. This means that the biasing spring 11c constitutes a part of a so-called "fail safe system". That is, if, due to breakage of the pressure induction pipe 10 or the like, the work chamber 11a of the actuator 11 fails to receive a satisfied positive pressure, the butterfly plate 12a takes automatically the fully closed position by the function of the biasing spring 11c. MOVEMENT OF PISTON 11b IN CASING 11f Due to pressure increase and decrease in the work chamber 11a caused by the exhaust gas fed thereto from the muffler 1, the piston 11b reciprocates in the casing 11f. This reciprocating movement of the piston 11b is smoothly carried out because the inner surface of the casing 11f is lined with a lubricant plastic. That is, a so-called "sticky movement" of the piston 11b is suppressed. This induces a smoothed opening and closing pivoting of the butterfly plate 12a of the valve assembly 12. Referring to Figs. 8 to 11, particularly Fig. 9, there is shown a muffler controller of a second embodiment of the present invention. Since the muffler controller of this embodiment is similar in construction to that of the above-mentioned first embodiment, only parts and arrangement which are different from those of the first embodiment will be described in the following. As is seen from Fig. 9, in the second embodiment, the tapered open end 13 of the pressure induction pipe 10 is led into the exhaust gas inlet tube 4 in a manner to face upstream of the exhaust gas flowing in the tube 4. An orifice member 17 is connected to the pressure induction tube 10. The orifice member 17 may have one of the structures illustrated in Figs. 10A, 10B, 10C and 10D. In the structure of Fig. 10A, a partition wall 17a having a center opening is used, and in the structure of Fig. 10B, a tubular piece 17b is used. In the structure of Fig. 10C, a venturi tube 17c is used, and in the structure of Fig. 10D, a choke portion 17d is defined by the pipe 10. Thus, in this embodiment, the pressure in the exhaust gas inlet tube 4 is fed to the work chamber 11a of the actuator 11. However, due to the pressure regulating function of the orifice member 17, the undesired pressure fluctuation of the exhaust gas in the tube 4 is suppressed from affecting the smoothed operation of the actuator 11 and that of the butterfly valve 12a of the valve assembly. Because the tapered open end 13a of the pipe 10 is arranged to face upstream of the exhaust gas flow in the exhaust gas inlet tube 4, the pipe 10 can catch the dynamic pressure of the exhaust gas as well as the static pressure of the same. These advantageous phenomena will be understood from the graph of Fig. 11, which shows the positive pressure caught by the pressure induction pipe 10 with respect to the engine speed. The curve illustrated by a solid line shows the caught pressure when the tapered open end 13 faces upstream of the exhaust gas flow, while the curve illustrated by a dotted line shows the caught pressure when the tapered open end 13 faces perpendicular to the flow. Referring to Figs. 12 to 18, particularly Figs. 13 and 14, there is shown a muffler controller of a third embodiment of the present invention. Since, like in the second embodiment, the muffler controller of this third embodiment is similar in construction to that of the above-mentioned first embodiment, only parts and arrangement which are different from those of the first embodiment will be described in the following. As is seen from Fig. 14, in the third embodiment, the pneumatic actuator 11 is mounted on the second exhaust gas outlet tube 8 (8c) through a mounting bracket 24 which, as is shown in Fig. 16, is raised from the tube 8. As is best shown in Fig. 15, the cylindrical casing 11f of the actuator 11 is formed with a threaded outer surface 11h with which a nut 11i is engaged. A flange 11g is integrally formed on one end of the casing 11f. The mounting bracket 24 has an aperture 24a through which the cylindrical casing 11f is inserted. By turning the nut 11i in the fastening direction, the actuator 11 is secured to the bracket 24. The piston rod 11d of the actuator 11 is formed with a fork-like end portion 11j. As is seen from Fig. 16, the link mechanism for operatively connecting the pivot shaft 15 of the valve assembly 12 with the piston rod 11d of the actuator 11 comprises the fork-like end portion 11j of the piston rod 11d, the second link 20 and the first link 16. The second link 20 is formed at one end with an enlarged portion 20a (see Fig. 17) which is put in a clearance defined between two arms (no numerals) of the fork-like end portion 11j and pivotally connected thereto through a pivot pin 18a. The other end of the second link 20 is pivotally connected to one end of the first link 16 which is secured at the other end to the pivot shaft 15 of the butterfly plate 12a. As is understood from Fig. 17, the pivot pin 18a is provided on a support plate 18 which has a resilient holding pawl 18b. As is seen from Fig. 18, upon assembly, the holding pawl 18b is hooked to the piston rod 11d to hold the pivot pin 18a in place. As is seen from Fig. 18, the enlarged portion 20a of the second link 20 is entirely lined with a thermally insulating film 19. Thus, in the third embodiment, due to provision of this insulating film 19, undesired thermal transmission from the second link 20 to the piston rod 11d is minimized, which lengthens the life of the actuator 11, particularly the life of the sealing member of the piston 11b. Because of the robust structure of the link mechanism employed in this embodiment, the movement of the piston rod 11d of the actuator 11 is assuredly transmitted to the butterfly plate 12a of the valve assembly 12. The pivot pin 11a can be readily removed from the fork-like end portion 11j by pulling and disengaging the holding pawl 18b from the piston rod 11d. Thus, the maintenance of the link mechanism and thus that of the muffler controller is easily achieved.

Claims: A muffler assembly for an exhaust system of an internal combustion engine, comprising: a muffler (1); an exhaust gas inlet tube (4) connected to the muffler (1) to feed the exhaust gas from the engine into the muffler (1); means defining first and second exhaust gas outlet passages (5, 8) connected to the muffler (1) for exhausting the exhaust gas from the muffler (1) through at least one of the outlet passages (5, 8); a valve assembly (12) having a pivot shaft (15) and a valve plate (12a) connected to the pivot shaft (15), the valve plate (12a) being situated in the second outlet passage (8) and pivotally movable in the second outlet passage (8) to control the exhaust-gas flow through the second outlet passage (8); a pneumatic actuator (11); having a reciprocating piston rod (11d) and a work chamber (11a); a link mechanism (16) operatively connected to the piston rod (11d) and the pivot shaft (15) so that reciprocating motion of the piston rod (15) induces the valve plate (12a) to pivot and control the exhaust-gas flow through the second outlet passage (8); wherein the amount of piston rod reciprocation, thus the amount of valve plate opening in the second outlet passage (8), is controlled by pressure developed in the work chamber (11a), means (10, 13) for feeding the exhaust gas to the work chamber (11a), characterised in that said means for feeding the exhaust gas is a pressure induction pipe (10) which has a first tapered open end (13) exposed to the interior of said muffler (1) and a second open end connected to said work chamber (11a) of said pneumatic actuator (11). A muffler assembly as claimed in claim 1, in which said first tapered open end (13) is directed upstream toward an open end of said exhaust gas inlet tube (4). A muffler assembly as claimed in claim 1, in which said tapered open end (13) of said pressure induction pipe (10) is exposed to the interior of said exhaust gas inlet tube (4). A muffler assembly as claimed in claim 3, in which said first tapered open end (13) is directed upstream against the flow of exhaust gas in said exhaust gas inlet tube (4) A muffler assembly as claimed in any one of claims 1 to 4, in which said link mechanism (16) comprises: a link having on end portion secured to said pivot shaft (15); means defining in the other end portion of said link a longitudinally extending elongate opening (16a); and a pin (11m) secured to sad piston rod (11d) of said actuator (11), said pin being slidably engaged with said elongate opening. A muffler assembly as claimed in claim 3, further comprising an orifice member (17) operatively disposed in said pressure induction pipe (10). A muffler assembly as claimed in claim 6, in which said orifice member is a partition wall (17a) having a center opening formed therethrough. A muffler assembly as claimed in claim 6, in which said orifice member is a tubular piece (17b) which has a thin passage formed therethrough. A muffler assembly as claimed in claim 6, in which said orifice member is a venturi tube (17c), said venturi tube having a choke portion. A muffler assembly as claimed in claim 6, in which said orifice member is a choke portion (17d) integrally defined by said pressure induction pipe. A muffler assembly as claimed in claim 1, in which said link mechanism (16) comprises: a first link having one end secured to said pivot shaft (15); a second link (20) having one end pivotally connected to the other end of said first link; and a fork-like end portion (11j) of said piston rod (11d), said fork-like end portion being pivotally connected to the other end of said second link (20). A muffler assembly as claimed in claim 11, in which the other end of said second link (20) is enlarged and put in a clearance defined between two arms of said fork-like end portion (11j) and pivotally connected thereto through a pivot pin (18a). A muffler assembly as claimed in claim 12, in which said pivot pin (18a) is provided on a support plate (18) which has a resilient holding pawl (18b), said holding pawl (18b) being hooked to said piston rod (11d) to hold said pivot pin (18a) in place. A muffler assembly as claimed in claim 12, in which the enlarged end (20a) of said second link (20) is entirely lined with a thermally insulating film (19) thereby to establish a thermal insulation between said enlarged end and said fork-like end portion. A muffler assembly for use with a muffler installed in an exhaust system of an internal combustion engine as claimed in any one of claims 1 to 14, comprising: an exhaust gas inlet tube (4) having a downstream portion which is projected into the muffler (1) to feed the muffler with the exhaust gas of the engine; first and second exhaust gas outlet tubes (5, 8) through which the exhaust gas from said muffler (1) flows independently before being discharged to the open air; a pneumatic actuator (11) having a piston rod (11d) and a work chamber (11a), said piston rod (11d) being moved straightly and reciprocatively in accordance with the magnitude of pressure developed in said work chamber (11a); a pressure induction pipe (10) for feeding said work chamber (11a) of said actuator (11) with the pressure of the exhaust gas in the muffler (1), said pressure induction pipe (10) having a tapered open end (13) which is directed upstream to an open end of said downstream portion of said exhaust gas inlet tube (4); a valve assembly (12) including a valve plate (12a), a pivot shaft (15) thorough which said valve plate (12a) is pivotally installed in said second exhaust gas outlet tube (8); a link (16) having one end which is secured to said pivot shaft (15) and the other end which is formed with a longitudinally extending elongate opening (16a); and a pin (11m) secured to said piston rod (11d) and slidably engaged with said elongate opening (16a) of said link. A muffler assembly for use with a muffler installed in an exhaust system of an internal combustion engine as claimed in any one of claims 1 to 14, comprising: an exhaust gas inlet tube (4) having a downstream portion which is projected into the muffler (1) to feed the muffler with the exhaust gas of the engine; first and second exhaust gas outlet tubes (5, 8) through which the exhaust gas from said muffler (1) flows independently before being discharged to the open air; a pneumatic actuator (11) having a piston rod (11d) and a work chamber (11a), said piston rod (11d) being moved straightly and reciprocatively in accordance with the magnitude of pressure developed in said work chamber (11a); a pressure induction pipe (10) for feeding said work chamber (11a) of said actuator (11) with the pressure of the exhaust gas in the muffler (1), said pressure induction pipe (10) having a tapered open end (13) which is directed upstream to an open end of said downstream portion of said exhaust gas inlet tube (4); an orifice member (17) operatively installed in said pressure induction pipe (10); a valve assembly (12) including a valve plate (12a), a pivot shaft (15) thorough which said valve plate (12a) is pivotally installed in said second exhaust gas outlet tube (8); a link (16) having one end which is secured to said pivot shaft (15) and the other end which is formed with a longitudinally extending elongate opening (16a); and a pin (11m) secured to said piston rod (11d) and slidably engaged with said elongate opening (16a) of said link. A muffler assembly for use with a muffler installed in an exhaust system of an internal combustion engine as claimed in any one of claims 1 to 14, comprising: an exhaust gas inlet tube (4) having a downstream portion which is projected into the muffler (1) to feed the muffler with the exhaust gas of the engine; first and second exhaust gas outlet tubes (5, 8) through which the exhaust gas from said muffler (1) flows independently before being discharged to the open air; a pneumatic actuator (11) having a piston rod (11d) and a work chamber (11a), said piston rod (11d) being moved straightly and reciprocatively in accordance with the magnitude of pressure developed in said work chamber (11a); a pressure induction pipe (10) for feeding said work chamber (11a) of said actuator (11) with the pressure of the exhaust gas in the muffler (1), said pressure induction pipe (10) having a tapered open end (13) which is directed upstream to an open end of said downstream portion of said exhaust gas inlet tube (4); a valve assembly (12) including a valve plate (12a), a pivot shaft (15) thorough which said valve plate (12a) is pivotally installed in said second exhaust gas outlet tube (8); a first link having one end which is secured to said pivot shaft (15) of said valve plate (12a); a second link (20) having one end pivotally connected to the other end of said first link; a fork-like end portion (11j) formed on said piston rod (11d), said fork-like end portion (11j) having the other end of said second link (20) pivotally connected thereto; a pivot pin (18a) through which said fork-like end portion (11j) and the other end of said second link (20) is pivotally connected; and a holding pawl (18b) for holding said pivot pin (18a) in place.

Inventors: AWAYA TOHRU, INOMATA TOMOHISA, NAKANISHI YUKIO, NORIKAWA TANOMO, SEKI KOJI, AWAYA, TOHRU, INOMATA, TOMOHISA, NAKANISHI, YUKIO, NORIKAWA, TANOMO, SEKI, KOJI, INOMATA, TOMOHISA,
Applicants: CALSONIC KANSEI CORP, CALSONIC KANSEI CORPORATION
Application year: 1995
Main classification: F01N1
IPC codes: F01N1