DEVICE AND METHOD FOR SOUND-ATTENUATING UNITS

Abstract: The present invention relates to a device for a sound-absorbing unit (3) for reduction of sounds from a flowing gas stream, comprising a first flow path (4, 5, 6) and a second flow path (4, 8, 6) for said gas stream and a switch-over device (7, 11) for alternating guiding of the gas stream along the first flow path (4, 5, 6) and the second flow path (4, 8, 6), respectively. The invention is characterized in that it comprises a detection device (12) for detection of the pressure of said gas stream, and that the switch-over device (7, 11) comprises an adjustable throttle (7) for blocking of the first flow path (4, 5, 6) when a pressure which is below a predetermined limit value (P0) is detected, wherein the gas stream is guided through said second flow path (4, 8, 6), and that the throttle (7) is adapted to be opened if said limit value (P0) is exceeded, wherein the gas stream is guided along said first flow path (4, 5, 6). By means of the invention, an improved adjustable device is provided for mufflers for vehicles, said device providing an effective sound absorption, a small mounting volume and a low back pressure during high engine speeds.

Description: TITLE: Device and method for a sound-attenuating units . TECHNICAL FIELD: The present invention relates to a device for a sound-absorbing unit, in accordance with the preamble of appended claim 1. The invention is particularly intended to be utilized in connection with a sound-absorbing unit in the form of a muffler intended for an exhaust system in a motor vehicle. The invention also relates to method for such a sound-absorbing unit, in accordance with the preamble of appended claim 10. BACKGROUND OF THE INVENTION: Vehicles which are driven by means of an internal combustion engine normally also contains an exhaust system which is utilized in order to guide away those discharges in the engine exhaust gases that are generated during the combustion of the motor fuel. In this connection, there is a general demand for guiding the exhaust gases away from the vehicle while a minimum of noise is generated from the exhaust gas stream. Today's exhaust systems which are intended for, for example, passenger cars comprise an exhaust pipe, at least one muffler and normally also a catalytic converter. As regards the muffler, it is utilized in order to even out pulsations in the exhaust gas stream and, as a result of this, to make the exhaust gases as inaudible as possible. In this manner, the sound level of the exhaust gas stream can be lowered. Apart from the requirement regarding a low sound level, it is also required in connection with today's vehicles that the exhaust system is designed having a smallest possible volume, since the available mounting volume in today's passenger cars is getting increasingly smaller. In order to satisfy the requirement regarding the sound-absorbing capacity of a muffler in an exhaust system, it is previously known how to design the muffler in such a way that it can be switched between various conditions, wherein a first condition is characterized by a low engine load. When this condition prevails, the exhaust gas stream can be guided along a certain flow path having a particularly satisfactory sound-absorbing capacity. This results in a low sound level in the exhaust system, in particular when the vehicle in question is stationary and is idling. When said first condition does not prevail, the exhaust gas stream can be guided along another flow path in the exhaust system. According to known technique, the exhaust gas stream can be guided between the different flow paths by means of an electromechanical or pneumatic regulator which is provided with an input signal from the engine in question. In this manner, by means of such a regulator, the gas stream can be guided between the different flow paths. One essential drawback as regards previously known arrangements in the relevant technical field refers to the fact that there is a risk of a too high back pressure occurring in the exhaust system in the event of a high engine load and engine speed. This may in turn result in a reduced engine power, which of course is a drawback, particularly during those operational drops that are characterized by high engine speeds. An additional drawback is that the previously known systems require a relatively large mounting volume, which in particular is a problem in connection with today's passenger cars, which have a very limited available space. Thus, there is a need for adjustable devices for sound-absorbing units which in particular provide an effective sound absorption, a small mounting volume and a low back pressure during high engine speeds. SUMMARY OF THE INVENTION: The object of the present invention is to provide an improved device for a sound- absorbing unit, which in particular is intended for an exhaust system for a motor vehicle, by means of which the above-mentioned problems are solved. Said object is achieved by means of a device, the features of which are apparent from the appended claim 1, and a method, the features of which are apparent from the appended claim 10. The device according to the invention comprises a sound-absorbing unit for reduction of sounds from a flowing gas stream. The device comprises a first flow path and a second flow path for said gas stream and a switch-over device for alternating guiding of the gas stream along the first flow path and the second flow path, respectively. The invention is characterized in that it comprises a detection device for detection of the pressure of said gas stream, and that the switch-over device comprises an adjustable throttle for blocking of the first flow path when a pressure which is below a predetermined limit value is detected, wherein the gas stream is guided through said second flow path, and that the throttle is adapted to be opened if said limit value is exceeded, wherein the gas stream is guided along said first flow path. According to a preferred embodiment, said switch-over device comprises a valve device having at least one elastic diaphragm which is acted upon by said pressure. Also, said second flow path is preferably constituted by a particular damping volume which is arranged concentrically in relation to the rest of the sound- absorbing unit. According to the invention, several advantages are achieved compared to previously known devices. First of all, it can be stated that the invention permits a very effective sound absorption during low engine load, and a low fall of pressure during increasing engine load and switch-over to the above-mentioned first flow path. An additional advantage is that the invention provides a very low back pressure in the exhaust gas stream during those operational drops which are characterized by high engine speeds, i.e. when the above-mentioned throttle is opened. Furthermore, due to the fact that the invention utilizes the existing pressure that prevails at the inlet to the sound-absorbing unit, excellent possibilities are provided for a simple and effective control of the position of the throttle. An additional advantage of the invention is that it requires a very small mounting volume in a vehicle. Advantageous embodiments of the invention will be apparent from the appended dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS: The invention will be further described in the following with reference to a preferred embodiment and to the annexed drawings, in which Fig. 1 shows essentially a perspective view of a device according to the present invention, Fig. 2 shows a simplified cross-sectional view of a sound-absorbing unit according to the invention, Fig. 3 shows a simplified cross-sectional view of a valve device according to the invention, and Fig. 4 shows a diagram which illustrates the function of the invention. PREFERRED EMBODIMENT: Fig. 1 shows essentially a device in accordance with the present invention. The invention is in particular applicable in connection with mufflers for motor vehicles. Thus, according to a preferred embodiment, the invention is arranged so that it constitutes a part of an exhaust system for a motor vehicle. The device comprises a first connecting pipe 1 , which is adapted to be connected to an exhaust pipe (not shown) for feed supply of an exhaust gas stream from an internal combustion engine (not shown) which is arranged in the vehicle. In this connection, the exhaust gases flow in the direction which is indicated by means of arrows in Fig. 1. Furthermore, the shown device comprises a second connecting pipe 2 which is adapted to be connected to an additional exhaust pipe (not shown) which is adapted for guiding the exhaust gas stream further out into the atmosphere. Thus, as regards the exhaust gas stream flow through the system, it is apparent that the first connecting pipe 1 is arranged upstream of the second connecting pipe 2. Between the two connecting pipes 1 , 2, a sound-absorbing unit 3 is arranged. As is apparent from Fig. 1 , said sound-absorbing unit comprises a first perforated pipe section 4, which is connected to, and constitutes an extension of, the first connecting pipe 1. The first perforated pipe section 4 is essentially cylindrically shaped and is connected to an intermediate, unperforated pipe section 5, which in turn is connected to a second perforated pipe section 6 similar to the first perforated pipe section 4. Finally, the second perforated pipe section 6 is connected to the second connecting pipe 2. According to what will be described in detail below, the intermediate section 5 comprises an adjustable throttle 7, preferably in the form of a circular disc. Furthermore, the pipe sections 4, 5, 6 are preferably shaped and dimensioned in a manner which is favourable as regards their sound-absorbing properties. For example, by choosing volume, cross section area etc in a suitable way, either of the pipe sections 4, 5, 6 can be adjusted to function as a high pass filter, which enables damping of the sounds which are generated by the flowing exhaust gases. As a complement to such a design, each pipe section 4, 5, 6 also can include sound-absorbing materials, e.g. in the form of mineral wool or similar. The perforated pipe sections 4, 6 are connected to a second damping volume 8 via their perforations, said second damping volume being shaped as an essentially cylindrical housing having a slightly larger diameter than the perforated sections 4, 6 and the intermediate section 5. The damping volume 8 is preferably arranged essentially concentrically in relation to the pipe sections 4, 5, 6 and thus surrounds said sections. The damping volume 8, which thus constitutes a part of the sound- absorbing unit 3, is in correspondence with the pipe sections 4, 5, 6 dimensioned in such a way that it provides a sound-absorbing effect for flowing exhaust gases. As a complement to this, the damping volume 8 also can include sound-absorbing materials, e.g. mineral wool. According to the present invention, the exhaust gas stream from the engine either can be guided along a first flow path or along a second flow path depending upon whether certain predetermined conditions prevails in the motor in question. More precisely, said conditions are characterized in that the engine is driven by a relatively low load and low engine speed and a relatively high load and high engine speed, respectively. In accordance with the invention, said conditions can be detected by means of detection of the prevailing pressure in the gas stream which incides against the muffler 3. The first flow path is defined by the first perforated pipe section 4, the intermediate section 5 and the second perforated pipe section 6. According to what will be described in detail below, the exhaust gas stream is guided along this first flow path during a relatively high engine load and high engine speed. Contrary to this, the second flow path is defined by the first perforated pipe section 4, the damping volume 8 and the second perforated section 6. The exhaust gas stream is guided along the second flow path during a relatively low engine load and low engine speed. In order to guide the exhaust gas stream along either of the two flow paths, the above-mentioned throttle 7 is utilized, which in that case constitutes a switch-over device for alternating switch-over between the two above-mentioned conditions. To this end, the throttle 7 is suspended on a shaft 9 which in turn is pivotally suspended in the intermediate section 5 and has its extension essentially perpendicular to the longitudinal direction of the intermediate section 5. By means of a lever arm 10, the revolving shaft 9 can be influenced to rotate, said lever arm in turn being connected to a draw bar 11. Said draw bar 11 constitutes a part of a particular valve device 12, which, according to the embodiment, is of the diaphragm valve type and will be described in detail below. A pressure line 13 is also connected to the valve device 12, by means of which pressure line exhaust gases are deflected under pressure from the first connecting pipe 1 and further to the valve device 12, which is indicated by means of a broken arrow in Fig. 1. By means of the valve device 12, the prevailing pressure level in the exhaust gas stream can be utilized for guiding of the throttle 7. The design and function of the sound-absorbing unit 3 is apparent from Fig. 2. This drawing shows a slightly simplified cross-sectional view, seen from the side, from which it is apparent that the throttle 7 can be set in a position in which the intermediate section 5 is blocked for passage of the incident gas stream. In this condition, the gas stream is forced, via the perforations in the first perforated section 4, into the surrounding damping volume 8. The gas stream is guided along the damping volume 8 and further out through the perforations in the second perforated section 6 to the second connecting pipe 2. In the event of a condition which is characterized by a low load and low speed in the motor in question, which corresponds to a relatively low gas flow and pressure in the exhaust gas stream, the throttle 7 is set in the position which is shown in Fig. 2. In the contrary case, in accordance with the invention, the throttle 7 can be set in an open position in the event of a high load and high speed of the engine in question. This results in that the gas stream follows the flow path that is defined by the perforated sections 4, 6 and the intermediate section 5, i.e. essentially without passing through the damping volume 8. The function of the valve device 12 will now be described with reference to, in particular, Fig. 3, which is a slightly simplified cross-sectional view. By means of a two-way arrow, it is indicated in the drawing that the draw bar 11 is adapted in such a way that it can be pushed up and down inside a housing 14 that surrounds the rest of the valve device 12. The housing 14 is essentially designed as a cylindrical container, and comprises a rigid baffle 15 and two diaphragms 16, 17. The diaphragms 16, 17 are made of an elastic material, preferably rubber or any other material having similar characteristics. The housing 14, the baffle 15 and the diaphragms 16, 17 jointly define four different chambers 18, 19, 20 and 21, respectively. The first chamber 18 is defined by the housing 14 and the first diaphragm 16, and constitutes a chamber 2 to which the pressure line 13 is connected. Thus, in this first chamber 18, a certain pressure prevails, the size of which is depending upon the gas flow and the pressure in the first connecting pipe 1 (see Fig. 1), and thus also upon the prevailing operating condition in the motor in question. The second chamber 19 is defined by the first diaphragm 16 and the baffle 15, and is in connection with the surrounding atmosphere via an opening 22. Thus, atmospheric pressure always prevails in the second chamber 19. The third chamber 20 is defined by the baffle 15 and the second diaphragm 17, whereas the fourth chamber 21 is defined by the second chamber 17 and the inner bottom surface of the housing 14. The fourth chamber 21 is in connection with the surrounding atmosphere via an additional opening 23. Thus, atmospheric pressure always prevails in the fourth chamber 21. Between the first diaphragm 16 and the baffle 15, a first spring 24 is arranged, which preferably is constituted by a coil spring. Said spring 24 is adapted so that it exerts a force against the first diaphragm 16, by means of which said diaphragm strives to adapt the condition which is shown in Fig. 3. This condition corresponds to the draw bar 11 being in its top end position, which in turn corresponds to the throttle 7 (cf. Fig. 1) being in its closed position. Furthermore, the draw bar 11 is designed having an extension which constitutes an essentially cylindrical section 25 having an extension inside the housing 14. More precisely, the cylinder 25 runs through a hole 26 in the upper side of the housing 12 and through a hole 27 in the first diaphragm 16. The cylinder 25 is fixedly connected with the first diaphragm 16, by means of which the cylinder 25 (and thus also the draw bar 11) is influenced to be transferred upwards or downwards in the event of a corresponding influence by a compressive force against the first diaphragm 16. Furthermore, the cylinder 25 is provided with at least one through hole 28 which constitutes a connection between the inner part of the cylinder 25 and the first chamber 18. The cylinder 25 has its extension through a hole 29 in the baffle 15 and through an additional hole 30 in the second diaphragm 17. By analogy with what has been mentioned above, the cylinder 25 is connected with the second diaphragm 17, so that the cylinder 25 (and thus also the draw bar 11) is influenced to be pushed upwards or downwards in the event of a corresponding influence on the second diaphragm 17. According to what is shown in Fig. 3, the end section of the cylinder 25, i.e. the end section of the cylinder 25 that faces away from the draw bar 11 , is provided with an inner, circular projection 31. This projection 31 is adapted to cooperate with an inner valve which comprises a piston 32 which is adapted for displacement along the inner part of the cylinder 25. For this reason, the outer dimensions of the piston 32 essentially corresponds to the inner dimensions of the cylinder 25. Furthermore, the piston 32 is spring-loaded and, to this end, comprises a second spring 33, preferably in the form of a coil spring. In this manner, the piston 32 can be acted upon by a spring force so that it strives to be in close contact with said projection 31 , which is due to the fact that one of the end sections of the second spring 31 presses against the underside of the piston 32. The opposed end section of the second spring 33 is fixedly connected with the lower end section of the cylinder 25. The lower end section of the cylinder 25 terminates with an opening 34 against the fourth chamber 21. Furthermore, the piston 32 is connected with a cylindrical sleeve 35, which has its extension through the second spring 33 and through said opening 34. The sleeve 35 is provided with a through hole 36 which, in the condition which is shown in Fig. 3, together with the opening 34 and an additional hole 37 in the cylinder 25, defines a connection between the third chamber 20 and the fourth chamber 21. If the upper side of the piston 32 is acted upon by a pressure of such size that the spring force from the second spring 33 is exceeded, the piston 32 will be pressed down along the cylinder 25, i.e. so that it no longer tightly is in close contact with the projection 31. This results in that the piston 32 and the sleeve 35, which is connected with the piston 32, are transferred downwards in relation to the cylinder 25. Finally, the piston 32 and the sleeve 35 will have been transferred so far down that the hole 36 in the sleeve 35 is positioned below the hole 34 in the end section of the cylinder 25. At the same time, the piston 32 will have been pressed so far down that it is in level with the hole 37, or even further down. In this manner, the connection between the third chamber 20 and the fourth chamber 21 is blocked. Also, a connection is then established between the first chamber 18 and the third chamber 20. In this manner, this connection is defined by the hole 28, the inner part of the cylinder 25 and the hole 37. In this condition, both diaphragms 16, 17 will be acted upon by the pressure that prevails in the pressure line 13. The function of the invention will now be described in detail. In case of the engine in question being operated with a relatively low load and low engine speed, a relatively low gas flow prevails through the first connecting pipe 1. This also results in a relatively low pressure in the pressure line 13 and in the first chamber 18. Also, in this connection, the first spring is manufactured having a rigidity which is adjusted so that it, during this relatively low pressure, is capable of holding the first diaphragm 16 in an essentially unaffected condition, i.e. in the condition that is shown in Fig. 3. In this manner, this condition constitutes a position in which the draw bar 11 is in a first end position which corresponds to the throttle 7 being in a closed position, i.e. the throttle 7 blocks the intermediate section 5 against the passage of the gas stream. This, in turn, results in that the gas stream is forced to pass along flow path which includes the surrounding damping volume 8. In this manner, the sounds which are generated by the gas stream will be dampened due to the fact that the gas stream passes through the sound-absorbing material in the damping volume 8. This functional manner provides a very effective damping of exhaust sounds, which in particular can be utilized when the vehicle in question is stationary and is idling. Concurrently with the increase of the engine load and the engine speed, an increasingly higher pressure will prevail in the first chamber 18 (cf. Fig. 3). This also results in that an increasingly higher pressure acts upon the first diaphragm 16. When the pressure finally exceeds a predetermined limit value pn, which corresponds to the spring force which is provided by the first spring 24, the first diaphragm 16 will start to be pressed in the direction towards the second chamber 19, which results in that the draw bar 11 is pulled down as well. This results in that the throttle 7 starts to open. During the above-mentioned course of events, the second diaphragm 17 will also be acted upon via the cylinder 25, which is due to the fact that these two components are connected with each other. Finally, if the pressure in the first chamber 18 subsequently raises sufficiently, the pressure against the upper side of the piston 32 (cf. Fig. 3) will exceed a certain predetermined limit value p-j which corresponds to the spring force which is provided by the second spring 33. This results in that the piston 32 is displaced so that it no longer is in close contact with the projection 31, and that it is gradually pressed down along the cylinder 25. When the piston 32 has been transferred so far that it at least partly is positioned below the opening 37 in the cylinder 25, a connection is established between the first chamber 18 and the third chamber 20. This results in that the prevailing gas pressure acts upon the second diaphragm 17 as well. In this manner, an equally large pressure acts upon both diaphragms 16, 17, which provides an increased force against the draw bar 11 and thus also an increase of the opening pace of the throttle 7. Finally, the throttle 7 will be completely open (i.e. it will have an extension which is essentially in parallel with the longitudinal direction of the intermediate section 5), which results in that the exhaust gas stream flows through the flow path which is defined by the perforated sections 4, 6 and the intermediate section 6, essentially without passing the damping volume 8. This operating condition results in that the gas velocity through the muffler 3 is reduced, which also reduces the fall of pressure and the flow sound. All in all, an effective sound absorption is obtained while a very low back pressure occurs in the exhaust system when the throttle 7 is completely open. When the pressure against the diaphragms 16, 17 decreases due to a reduced engine load, the draw bar 11 will return to the position in which the throttle 7 is closed, which occurs as a result of the force from the first spring 24. Also, in this manner, the piston 32 will return to its position in which it is in close contact with the projection 31. The function of the invention will now be further described with reference to Fig. 4. This drawing shows a diagram which illustrates the opening-degree of the throttle 7 as a function of the pressure p that prevails in the pressure line 13 and which thus acts upon the valve device 12. As long as the pressure p is below the limit value Pn, the throttle 7, as mentioned above, will remain closed. When the pressure exceeds p-g, the spring force from the first spring 24 will be overcome, which results in that the cylinder 25, as well as the draw bar 11 , is pressed down. This results in that the throttle 7 starts to open. As is apparent from the diagram, the opening pace during this phase is essentially constant. If the pressure is raised further and exceeds the second limit value, p- j , both diaphragms 16, 17 will be acted upon by the same pressure, which results in a faster opening pace for the throttle 7 in relation to the increase pace for the pressure. Finally, the throttle 7 will be in a completely open condition. To sum up, by means of the invention, a smooth adjustment is provided for the transition between a completely closed throttle and a completely opened throttle, wherein a relatively low opening pace transforms into a relatively high opening pace when the limit value p-j is exceeded. According to the preferred embodiment of the invention, two diaphragms 16, 17 are utilized (cf. Fig. 3), which can be acted upon according to the above-mentioned course of events. By means of suitable dimensioning of these diaphragms and the rest of the valve device 12, a back pressure is obtained in the exhaust system in question which is essentially constant and independent of the engine speed. In this manner, the invention can be adapted to the development of pressure that prevails in the exhaust system (i.e. within the operating range of the engine), so that an optimal adjustment of the back pressure is obtained. Thus, the valve device 12 constitutes a detection device for detection of the prevailing pressure in the incident gas stream and for guiding of the flow path of the gas stream depending upon whether the pressure exceeds a limit value pg. According to the preferred embodiment, as mentioned above, an additional condition can be detected as well, namely a condition with a pressure which exceeds a second limit value p-|. In this condition, both diaphragms 16, 17 will be acted upon. The invention is not limited to the embodiments which are described above and shown in the drawings, but may be varied freely within the scope of the appended claims. For example, the damping volume through which the gas stream is directed may alternatively be constituted by a side flow which runs along a particular line of pipe. Furthermore, the invention may in principle provide a satisfactory function as regards the function of the throttle in connection with a valve device which only utilizes one diaphragm. The invention is not limited to be used in connection with exhaust systems. According to a possible variation of the invention, it may for example be utilized for damping of sounds on the intake side of the engine. In that case, the sound- absorbing unit is arranged at the intake pipe of the engine. A pressure line is then provided as a connection between the inlet pipe and the valve device according to the invention, by means of which the valve device detects the pressure in the inlet side. Furthermore, this alternative valve device according to the invention is provided with a reversed function, by means of which, concurrently with the building-up of a negative pressure on the intake side of the engine, the flow through the inlet pipe is guided via a particular damping volume during a low negative pressure and directly through the intake pipe (without passing through the damping volume) during a high negative pressure. This arrangement provides an effective damping of the intake sound of the engine. According to a variation of the invention, the above-described valve device 12 may in principle be replaced by a pressure sensing sensor which is connected to a control unit, which in turn is adapted to control the throttle 7. As an alternative to the above-described draw bar 11 and the lever arm 10, the throttle 7 may alternatively be opened and closed by means of an electric engine. Finally, it is observed that the invention may be utilized for sound absorption in connection with other applications than exhaust systems for motor vehicles.

Claims: CLAIMS: 1. Device for a sound-absorbing unit (3) for reduction of sounds from a flowing gas stream, comprising a first flow path (4, 5, 6) and a second flow path (4, 8, 6) for said gas stream and a switch-over device (7, 11) for alternating guiding of the gas stream along the first flow path (4, 5, 6) and the second flow path (4, 8, 6), respectively, characterized in that it comprises a detection device (12) for detection of the pressure of said gas stream, and that the switch-over device (7, 11) comprises an adjustable throttle (7) for blocking of the first flow path (4, 5, 6) when a pressure which is below a predetermined limit value (P 0 ) is detected, wherein the gas stream is guided through said second flow path (4, 8, 6), and that the throttle (7) is adapted to be opened if said limit value (P 0 ) is exceeded, wherein the gas stream is guided along said first flow path (4, 5, 6). 2. Device according to claim 1, c h a ra ct e r i z e d i n that the detection device (12) comprises a valve device (12) which is connected with the inlet (1) to the sound-absorbing unit (3) via a line (13) and which is adapted for said control of the switch-over device (7, 11). 3. Device according to claim 2, characterized in that said valve device (12) comprises at least one elastic diaphragm (16) which is adapted to be acted upon by said pressure, and that the diaphragm (16) is connected with a connecting element (10, 11) for transmission of the movements of the diaphragm (16) to said throttle (7). 4. Device according to claim 3, characterized in that the valve device (12) comprises a second diaphragm (17) which is connected with said connecting element (10, 11) and an inner valve (32, 33) which is adapted to be opened in the event of a pressure that exceeds a second predetermined limit value (p-j), by means of which said line (13) is put in connection with both diaphragms (16, 17). 5. Device according to claim 4, characterized in that said inner valve (32, 33) comprises a spring-loaded piston (32) which is adapted to be acted upon by said pressure and is arranged so that it can be displaced in relation to said connecting element (11). 6. Device according to any one of the preceding claims, ch a racte rized i n that the second flow path (4, 8, 6) at least partly is constituted by a side flow (8) to the first flow path (4, 5, 6). 7. Device according to claim 6, characterized in that said side flow (8) is constituted by a damping volume (8) which is arranged essentially concentrically in relation to the first flow path (4, 5, 6). 8. Device according to claim 7, characterized in that the sound- absorbing element (3) comprises two perforated, sound-absorbing pipe sections (4, 6) for connection of the gas stream to and from, respectively, said damping volume (8). 9. Motor vehicle comprising a device according to any of claims 1-8, said device being intended for reduction of sounds from an exhaust gas stream that is generated by an internal combustion engine that is part of the motor vehicle. 10. Method for a sound-absorbing unit (3) for reduction of sounds from a flowing gas stream, comprising guiding of the gas stream through a first flow path (4, 5, 6), alternatively a second flow path (4, 8, 6), for said gas stream, switch-over between said first flow path (4, 5, 6) and said second flow path (4, 8, 6), characterized in that it comprises detection of the pressure of said gas stream, blocking of said first flow path (4, 5, 6) in the event of a pressure which is below a predetermined limit value (pø), wherein the gas stream is guided through said second flow path (4, 8, 6), and opening of said first flow path (4, 5, 6) in the event of a pressure which exceeds said limit value (pø). 11. Method according to claim 10, characterized in that said detection of the pressure of the gas stream comprises at least one elastic diaphragm (16) being acted upon, and that the movements of the diaphragm (16) are transmitted to a throttle (7) that is adapted for said blocking and opening, respectively, of the first flow path (4, 5, 6). 12. Method according to claim 10 or 11, characterized in that it comprises a first diaphragm (16) being acted upon when the pressure exceeds a first limit value (pg), and a second diaphragm (17) being acted upon together with said first diaphragm (16) when the pressure exceeds a second limit value (p<|).

Inventors: SABERI JOSEF, SABERI, JOSEF
Applicants: SABERI JOSEF, VOLVO AB, AB VOLVO, SABERI, JOSEF
Application year: 1998
Main classification: F01N1
IPC codes: F01N1