Air inlet system, engine system and vehicle
By introducing a cross-section adjustment unit and multiple mufflers into the intake system, the problems of power performance and noise suppression of the existing intake system under high and low speed conditions are solved, thereby optimizing engine performance and controlling noise.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHERY AUTOMOBILE CO LTD
- Filing Date
- 2026-02-03
- Publication Date
- 2026-04-21
AI Technical Summary
Existing intake systems are complex in structure, costly, and have poor noise suppression when trying to balance the power performance requirements of the engine under high and low speed conditions.
Design an intake system comprising a main intake pipe, a cross-section adjustment unit, and multiple mufflers connected in parallel. By adjusting the airflow rate and the mufflers with different frequency bands, the system can adapt to the performance requirements and noise control of the engine under different operating conditions.
It achieves adaptation to intake airflow and inertial characteristics under different operating conditions, reduces intake noise, optimizes intake performance, and simplifies system structure and reduces costs.
Smart Images
Figure CN121897496A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle-mounted equipment technology, and in particular to an intake system, an engine system, and a vehicle. Background Technology
[0002] In vehicles, the intake system has a crucial impact on the power performance, fuel economy, and intake noise level of fuel-powered engines. For example, when the engine is operating at high speeds, the intake system needs to have high-flow-rate, low-resistance intake characteristics; when the engine is operating at low speeds, the intake system needs to be able to increase the velocity and inertia of the intake airflow, and the noise frequency of the intake airflow varies significantly under different engine operating conditions.
[0003] In related technologies, intake systems typically employ variable-length intake manifolds to balance the power performance requirements of the engine under high and low speed conditions. For example, when the engine is operating at high speed, the intake manifold is switched to a short section to reduce airflow resistance and increase intake flow; when the engine is operating at low speed, the intake manifold is switched to a long section to increase airflow inertia and velocity, thereby enhancing low-speed torque performance.
[0004] However, variable length intake manifolds not only have a complex overall structure and high mass production costs, but can only achieve a balance of power performance at high and low engine speeds, and have a poor effect on suppressing high and low frequency intake noise generated under different engine operating conditions. Summary of the Invention
[0005] This application provides an intake system, an engine system, and a vehicle to solve the technical problems existing in the related art. Specifically, it includes the following technical solutions.
[0006] In a first aspect, this application provides an intake system comprising: an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve, for delivering air filtered by the air filter to the throttle valve; an intake manifold connected to the throttle valve, for uniformly distributing air after flow regulation by the throttle valve; wherein, a cross-section adjustment unit is provided in the main intake pipe for adjusting the flow rate of air flowing through the cross-section adjustment unit; a parallel node is formed on the main intake pipe, the parallel node being located between the cross-section adjustment unit and the throttle valve, and the main intake pipe is connected to a plurality of parallel-arranged mufflers through the parallel node, the plurality of mufflers having different muffler bands.
[0007] In some possible implementations, the first distance between the parallel node and the cross-section adjustment unit is less than or equal to 1.5 times the design inner diameter of the main intake pipe.
[0008] In some possible implementations, between the parallel node and the cross-section adjustment unit, the straightness of the central axis of the main intake pipe is less than or equal to 0.5 mm / m, the deviation between the actual inner diameter of any cross section in the main intake pipe and the designed inner diameter is less than or equal to ±0.5 mm, the roundness error of the main intake pipe is less than or equal to 0.3 mm, and any cross section is perpendicular to the axis of the main intake pipe.
[0009] In some possible implementations, the plurality of noise reduction units include a first noise reduction unit and a second noise reduction unit; the first noise reduction frequency band of the first noise reduction unit is 20Hz-100Hz, and the second noise reduction frequency band of the second noise reduction unit is 100Hz-600Hz.
[0010] In some possible implementations, any one of the plurality of silencing units includes a branch tube and a resonant cavity; one end of the branch tube is connected to the parallel node, and the other end of the branch tube is connected to the opening of the resonant cavity.
[0011] In some possible implementations, the intake system further includes a control unit for acquiring first operating parameters of an engine connected to the intake system and controlling the cross-section adjustment unit according to the first operating parameters to adjust the flow rate of air flowing through the cross-section adjustment unit.
[0012] In some possible implementations, the cross-section adjustment unit includes a valve plate, which adjusts the airflow velocity through the cross-section adjustment unit by changing the opening of the valve plate. When the control unit controls the cross-section adjustment unit according to the operating parameters, it is configured to control the opening of the valve plate according to the first operating parameters.
[0013] In some possible implementations, the first operating parameter includes the engine speed, and the control unit, when controlling the valve opening according to the first operating parameter, is configured to: query a first mapping table according to the engine speed, and control the valve opening based on the query result of the first mapping table, wherein the first mapping table is used to indicate the mapping relationship between the engine speed and the valve opening.
[0014] Secondly, this application provides a control method for an intake system, the intake system including an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve; and an intake manifold connected to the throttle valve. The method includes: receiving and filtering outside air through the air filter; delivering the air filtered by the air filter to the throttle valve through the main intake pipe; regulating the flow rate of the air delivered by the main intake pipe through the throttle valve; uniformly distributing the air after flow regulation by the throttle valve through the intake manifold; and regulating the flow velocity of the air flowing through the cross-section adjustment unit through an interface adjustment unit in the main intake pipe. The main intake pipe has a parallel node formed between the cross-section adjustment unit and the throttle valve, and the main intake pipe is connected to a plurality of parallel-arranged mufflers through the parallel node, the plurality of mufflers having different muffler frequency bands.
[0015] Thirdly, this application provides a control device for an intake system, the intake system including an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve; and an intake manifold. The control device includes a control unit configured to receive and filter outside air through the air filter; deliver filtered air to the throttle valve through the main intake pipe; regulate the flow rate of the air delivered through the main intake pipe through the throttle valve; uniformly distribute the air after flow regulation by the throttle valve through the intake manifold; and regulate the flow velocity of the air flowing through the cross-section adjustment unit through an interface adjustment unit in the main intake pipe. A parallel node is formed on the main intake pipe, the parallel node being located between the cross-section adjustment unit and the throttle valve. The main intake pipe is connected to a plurality of parallel-arranged mufflers through the parallel node, the plurality of mufflers having different muffler bands.
[0016] Fourthly, this application provides an electronic device that includes the apparatus described in the third aspect of this application or any possible implementation thereof.
[0017] Fifthly, this application provides a computer program (product) including computer program / instructions, which are executed by a processor to cause a vehicle to implement the method of the second aspect of this application or any possible implementation of the second aspect.
[0018] In a sixth aspect, this application provides a computer-readable storage medium having stored thereon program instructions for controlling an intake system, which, when executed by one or more processors, cause a vehicle to implement the method of the second aspect or any possible implementation of the second aspect.
[0019] In a seventh aspect, this application provides an engine system including an intake system and an engine body, the engine body being connected to the intake system for receiving air supplied by the intake system, the intake system being as described in the first aspect of this application or any possible embodiment of the first aspect.
[0020] Eighthly, this application provides a vehicle that includes a control device for the engine system described in the seventh aspect of this application or the intake system described in the third aspect of this application.
[0021] The beneficial effects of the technical solution provided in this application include at least the following: The technical solution provided in this application features a specially designed intake system structure. A cross-section adjustment unit is incorporated into the main intake pipe. This unit alters the effective flow cross-sectional area of the main intake pipe to change the airflow velocity, thereby modifying the intake airflow's flow rate and inertial characteristics. This allows the intake airflow to adapt to the engine's performance requirements under different operating conditions. Furthermore, the main intake pipe of the intake system provided in this application is connected to multiple parallel-connected muffler units via parallel nodes. These muffler units have different muffler frequency bands, enabling comprehensive attenuation and silencing of high and low frequency intake noise generated under different engine operating conditions. This achieves both intake performance optimization and noise control of the intake system. Attached Figure Description
[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0023] Figure 1 This is a schematic diagram of the intake system provided in the embodiments of this application.
[0024] Explanation of reference numerals in the attached figures: 110. Air filter; 120. Main intake pipe; 130. Throttle valve; 140. Intake manifold; 150. Section adjustment unit; 160. Multiple mufflers; 121. Parallel node; 161. First muffler; 162. Second muffler. Detailed Implementation
[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0026] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.
[0027] Internal combustion engines, range extenders, and other fuel-driven engines typically operate on a four-stroke cycle of intake, compression, power, and exhaust. The intake phase provides the foundation for fuel combustion and power output, directly affecting the engine's charging efficiency and combustion quality.
[0028] During this process, the engine's intake airflow requirements vary under different operating conditions. For example, the higher the engine speed, the faster the piston's intake frequency per unit time and the shorter the single intake time, resulting in a greater demand for intake airflow. Furthermore, it's necessary to minimize intake resistance to ensure the cylinders are quickly filled with air. Conversely, the lower the engine speed, the slower the piston's intake frequency and the longer the single intake time, leading to a lower demand for intake airflow. However, it's crucial to increase the intake airflow velocity and inertia, leveraging the inertial supercharging effect to increase cylinder charge and thus enhance low-speed torque output.
[0029] To balance engine performance requirements under different operating conditions, related technologies typically employ variable-length intake manifolds in the intake system. For example, a vacuum-driven mechanism or electronically controlled actuator can control the effective length of the intake manifold's intake passages, allowing the manifold length to adjust according to engine operating conditions. However, this intake system requires complex actuators, transmission structures, and sealing components, significantly increasing its structural complexity. This is detrimental to compact engine compartment layouts and also raises mass production costs and the risk of future malfunctions.
[0030] Furthermore, during engine operation, factors such as acceleration, deceleration, and turbulence affecting the airflow within the piping, the airflow impact caused by the periodic opening and closing of the throttle, and airflow separation at the intake manifold branches and pressure pulsations within the piping generate intake noise at different frequencies. Intake noise is essentially a consumption of intake airflow energy, indirectly reducing engine intake efficiency and overall operating efficiency. In the intake system described above, while a variable-length intake manifold can balance engine performance requirements under different operating conditions to some extent, the sudden airflow changes during manifold length switching and the resonance effect caused by the multi-channel structure further exacerbate intake noise, necessitating additional muffler structures and further increasing the system's structural complexity.
[0031] Therefore, this application provides an intake system comprising: an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve, used to deliver air filtered by the air filter to the throttle valve; and an intake manifold used to evenly distribute the air after flow regulation by the throttle valve. The main intake pipe includes a cross-section adjustment unit for regulating the flow rate of air passing through it. A parallel node is formed on the main intake pipe, located between the cross-section adjustment unit and the throttle valve. The main intake pipe is connected to multiple parallel-arranged mufflers through the parallel node, the mufflers having different muffler frequency bands.
[0032] The device provided in this application embodiment includes a cross-section adjustment unit in the main intake pipe. This unit changes the airflow velocity by altering the effective flow cross-sectional area of the main intake pipe, thereby changing the flow rate and inertial characteristics of the intake airflow. This allows the intake airflow to adapt to the performance requirements of the engine under different operating conditions. Furthermore, the main intake pipe of the intake system provided in this application embodiment is connected to multiple parallel-connected muffler units via parallel nodes. These muffler units have different muffler frequency bands, enabling comprehensive attenuation and silencing of high and low frequency intake noise generated under different engine operating conditions. This achieves both intake performance optimization and noise control of the intake system. The effective flow area indicates the actual cross-sectional area through which air can pass.
[0033] Figure 1 This is a schematic diagram of the intake system provided in the embodiments of this application. Figure 1 The intake system shown is connected to the engine, for example, and is used, but not limited to, to deliver clean air to the engine. (See reference...) Figure 1The intake system provided in this application embodiment includes an air filter 110, a main intake pipe 120, a throttle valve 130, an intake manifold 140, a cross-section adjustment unit 150, and multiple mufflers 160. The air filter 110, main intake pipe 120, throttle valve 130, and intake manifold 140 are sequentially and sealed together. Air flows sequentially through the air filter 110, main intake pipe 120, throttle valve 130, and intake manifold 140 in the intake system. The cross-section adjustment unit 150 is disposed in the main intake pipe, and the parallel connection node is located on the section of the main intake pipe between the cross-section adjustment unit 150 and the throttle valve 130.
[0034] For example, the air filter 110 is used, but is not limited to, to filter the air entering the intake system, removing dust, impurities, particulate matter, etc. from the air, so as to avoid wear on the intake system and precision components in the engine.
[0035] The air filter 110 includes, for example, a first air inlet for receiving outside air and a first air outlet connected to the main intake duct 120. A sealed airflow cavity is formed between the first air inlet and the first air outlet, and the first air inlet and the first air outlet are isolated by a filter element. When the engine is running and requires air intake, outside air enters the air filter 110 through the first air inlet under the negative pressure of the engine intake, and is then filtered by the filter element to remove dust, impurities, particulate matter, etc. The filtered air enters the main intake duct 120 through the first air outlet.
[0036] In some embodiments, the air filter 110 is provided with a flow guiding structure at the air inlet, such as a cyclone guide vane, for example, to pre-filter larger dust particles, impurities, etc. in the air by centrifugal force when rotating, and to guide the pre-filtered air into the filter element for further filtration.
[0037] The main intake pipe 120 is connected between the air filter 110 and the throttle valve 130, and is used, but not limited to, to deliver air filtered by the air filter 110 to the throttle valve 130. The upstream end of the main intake pipe 120 is connected to the air outlet of the air filter 110 to receive air filtered by the air filter 10; the downstream end of the main intake pipe 120 is connected to the throttle valve 130, allowing air filtered by the air filter 10 to enter the throttle valve 130 through the other end of the main intake pipe 120. The upstream end is the end through which air flows first, and the downstream end is the end through which air flows last; the same applies below and will not be repeated.
[0038] Throttle valve 130 is used, but is not limited to, to regulate the flow of air into the engine.
[0039] The throttle valve 130 includes, for example, a first interface connected to the downstream end of the main intake pipe 120 and a second interface connected to the intake manifold 140. A sealed airflow chamber is formed between the first and second interfaces, and a throttle valve plate is disposed between the first and second interfaces. When air delivered from the downstream end of the main intake pipe 120 enters the throttle valve 130 through the first interface, the effective flow area of the airflow chamber of the throttle valve 130 is changed by altering the opening degree of the throttle valve plate, thereby regulating the airflow rate entering the engine. For example, the adjustment range of the throttle valve plate opening degree is 0-100%; the larger the opening degree of the throttle valve plate, the greater the airflow rate in the downstream structure.
[0040] As described above, the throttle valve 130 is used, for example, to regulate the flow rate of air entering the engine. Therefore, the opening degree of the throttle valve plate is controlled, for example, based on the engine's operating conditions. In some embodiments, the intake system further includes, for example, a control unit, which acquires a second operating parameter of the engine and controls the opening degree of the throttle valve plate according to the second operating parameter. The second operating parameter of the engine is, for example, a parameter reflecting the engine's demand for intake airflow, such as engine speed, accelerator pedal opening, and engine load. The engine speed, accelerator pedal opening, and engine load are acquired, for example, by vehicle-mounted sensors such as a crankshaft position sensor, accelerator pedal position sensor, intake manifold absolute pressure sensor, and air mass flow sensor. This application does not impose any restrictions on the specific type, installation location, or detection method of the sensors.
[0041] Optionally, the control unit may be, for example, an ECU (engine control unit) in a vehicle, and the ECU is communicatively connected to the throttle valve plate and onboard sensors for acquiring engine operating parameters, so that the control unit adjusts the opening of the throttle valve plate according to the engine operating parameters. The method by which the control unit adjusts the opening of the throttle valve plate according to the engine operating parameters may be, for example, continuous adjustment or stepped adjustment, and this application does not impose any limitations in this regard.
[0042] Optionally, the method for controlling the throttle valve opening based on operating parameters includes, for example, querying a second mapping table based on the operating parameters and controlling the throttle valve opening based on the query result of the second mapping table. The second mapping table indicates the mapping relationship between engine operating parameters and the throttle valve opening, and is used, but not limited to, to output a unique throttle valve opening value based on the input operating parameters.
[0043] In some embodiments, the throttle valve 130 is provided with, for example, a first sensor for detecting the rotation angle of the throttle valve plate, and / or a second sensor for detecting the opening and closing rate of the throttle valve plate, to accurately detect the operating state of the throttle valve plate and provide parameter basis for closed-loop control of the engine's recent total flow rate and fault identification of the throttle valve plate. The opening and closing rate indicates the change in rotation angle of the throttle valve plate per unit time, reflecting the speed of the throttle valve plate's opening and closing action.
[0044] In other embodiments, the throttle valve 130 may further include, for example, an idle bypass passage for supplying air to the engine when the engine is idling. The idle bypass passage includes a third air inlet and a third air outlet, with a sealed airflow cavity formed between them. The third air inlet of the idle bypass passage communicates with the airflow cavity in the throttle valve 130, and the position where the third air inlet communicates with the airflow cavity in the throttle valve 130 is upstream of the throttle valve plate. The third air outlet of the idle bypass passage is connected to the engine. When the engine is idling, the throttle valve plate is opened to 0, and air enters the engine through the idle bypass passage, ensuring stable engine operation under idling conditions. Idle condition indicates a stable, unloaded engine operation, such as when the engine is started and the vehicle is stationary or coasting in neutral, where the engine only maintains its own operation and does not output power externally.
[0045] The intake manifold 140 is connected to the throttle valve 130 and is used, but not limited to, to evenly distribute the air after the flow rate is regulated by the throttle valve 130 to the engine so that the amount of air charged in each cylinder of the engine is consistent and the combustion uniformity in each cylinder is guaranteed.
[0046] For example, the intake manifold 140 includes an intake main section and multiple manifold branch sections. The upstream end of the intake main section is connected to the second interface of the throttle valve to receive air whose flow rate has been regulated by the throttle valve 130. The downstream end of the intake main section is connected to the multiple manifold branch sections to ensure that the air, whose flow rate has been regulated by the throttle valve 130, is evenly distributed to the multiple manifold branch sections, and subsequently evenly distributed to the multiple cylinders of the engine. The multiple manifold branch sections are, for example, integral pipes of equal length, equal inner diameter, and equal curvature to ensure uniform air distribution.
[0047] In some embodiments, a pressure-stabilizing chamber is formed between the upstream and downstream ends of the intake manifold section. This chamber is used, but is not limited to, to stabilize and buffer the intake airflow delivered by the throttle valve, eliminate airflow turbulence and pressure pulsations, and create a uniform airflow environment across the entire area. This lays the foundation for equal air distribution to subsequent manifold branch sections, ensuring the uniformity of intake air distribution. Optionally, pressure sensors may be installed between the pressure-stabilizing chamber and multiple manifold branch sections to detect the real-time pressure of the air entering the multiple manifold branch sections, providing parameter data for controlling the engine's air intake.
[0048] In some possible cases, the intake system provided in the embodiments of this application includes a cross-section adjustment unit 150 in the main intake pipe 120, which is used, but not limited to, to adjust the flow rate of the air flowing through the cross-section adjustment unit.
[0049] Optionally, the cross-section adjustment unit 150 includes, for example, a valve plate. The cross-section adjustment unit 150 adjusts the airflow velocity through the cross-section adjustment unit 150 by changing the opening degree of the valve plate. For example, the adjustment range of the valve plate opening degree of the cross-section adjustment unit 150 is 0-100%. The smaller the valve plate opening degree, the faster the airflow velocity through the cross-section adjustment unit 150, that is, the greater the velocity and inertia of the engine's intake airflow, which is suitable for the torque output requirements of the engine under low-speed conditions. The larger the valve plate opening degree, the slower the airflow velocity through the cross-section adjustment unit 150, that is, the smaller the velocity and inertia of the engine's intake airflow, which is suitable for the torque output requirements of the engine under high-speed conditions.
[0050] Based on this, the intake system provided in this application embodiment includes, for example, a control unit. The control unit is used to acquire first operating parameters of the engine connected to the intake system and control the cross-section adjustment unit 150 according to the first operating parameters to adjust the flow rate of the air flowing through the cross-section adjustment unit 150. For example, the opening degree of the valve plate is controlled according to the first operating parameters. The method of adjusting the opening degree of the valve plate according to the first operating parameters of the engine is, for example, continuous adjustment or step adjustment. This application does not impose any limitations in this regard.
[0051] Optionally, the first operating parameter of the engine is, for example, the engine speed. When the control unit controls the valve opening based on the first operating parameter, it is configured to: look up a first mapping table based on the engine speed, and control the valve opening based on the lookup result of the first mapping table. The first operating parameter of the engine is used, but is not limited to, reflecting the engine's demand for intake airflow velocity. The first mapping table is used to indicate the mapping relationship between engine speed and valve opening, and is used, but is not limited to, outputting a unique valve opening value based on the input engine speed value.
[0052] In other possible scenarios, the intake system provided in this application embodiment has a parallel node 121 formed on the main intake pipe. The parallel node 121 is located between the cross-section adjustment unit 150 and the throttle valve. The main intake pipe is connected to multiple silencing units 160 arranged in parallel through the parallel node 121. The multiple silencing units 160 have different silencing bands, so that when the intake airflow flows through the parallel node 121, the intake noise of different frequencies can be specifically attenuated and absorbed by the silencing unit with the corresponding silencing band, thereby achieving full coverage silencing of the noise generated by the engine under different operating conditions, effectively reducing the overall noise of the intake system, while not affecting the normal delivery of the intake airflow in the main intake pipe, thus taking into account both the needs of intake performance optimization and noise control.
[0053] Considering that in practical applications, the engine speed and intake airflow exhibit fixed variation patterns under different operating conditions, and the turbulence intensity and pressure pulsation frequency of the intake airflow also change accordingly, the noise generated by the engine and the cross-section adjustment unit 150 during operation has a certain regularity. For example, under low engine speed conditions, the intake airflow velocity is slow and the pressure pulsation is gentle, easily generating low-frequency intake noise; under high engine speed conditions, the airflow velocity is fast and the turbulence disturbance is severe, easily generating medium- and high-frequency intake noise. In view of this, in the intake system provided in this application embodiment, multiple muffler units 160 include, for example, a first muffler unit 161 and a second muffler unit 162; the first muffler unit 161 has a first muffler frequency band of 20Hz-100Hz, and the second muffler unit 162 has a second muffler frequency band of 100Hz-600Hz, covering the main noise frequency range under all engine operating conditions. This eliminates the need for excessive muffler units, allowing the intake system provided in this application embodiment to balance the structural complexity and production cost while ensuring muffler performance.
[0054] Furthermore, considering that in practical applications, if eddies, pressure pulsations, or airflow disturbances are generated in the pipe section flowing towards the parallel node 121 after the intake airflow is adjusted by the cross-section adjustment unit 150, it will change the actual propagation characteristics of the noise, easily causing the silencing unit to be unable to accurately match the noise frequency, significantly weakening the silencing effect. Therefore, in order to ensure the silencing effect, the structural parameters of the main intake pipe section between the cross-section adjustment unit 150 and the parallel node 121 need to be precisely limited to ensure that the adjusted intake airflow flows smoothly and undisturbed into the parallel node 121 and each silencing unit. For example, in the intake system provided in this application embodiment, the first distance between the parallel node 121 and the cross-section adjustment unit 150 is less than or equal to 1.5 times the designed inner diameter of the main intake pipe; or, between the parallel node 121 and the cross-section adjustment unit 150, the straightness of the central axis of the main intake pipe 120 is less than or equal to 0.5 mm / m, the deviation between the actual inner diameter and the designed inner diameter of any cross section in the main intake pipe 120 is less than or equal to ±0.5 mm, and the roundness error of the main intake pipe is less than or equal to 0.3 mm, so that the section of the main intake pipe 120 between the cross-section adjustment unit 150 and the parallel node 121 meets the conditions of no pipe bends, no cross-section diameter changes, and close physical straight distance, ensuring that after the intake airflow is adjusted by the cross-section adjustment unit 150, it is only slightly rubbed by the wall in the pipe section, without generating obvious eddies and pulsations, and directly enters multiple silencing units, thereby ensuring the silencing effect of multiple silencing units. In this case, any cut surface is perpendicular to the axis of the main intake pipe 120.
[0055] In some embodiments, the main intake pipe 120 is made by integral injection molding, so that the section of the main intake pipe 120 between the cross-section adjustment unit 150 and the parallel node 121 has no detachable or fixed splicing structure, and there are no steps or gaps at the joints, so as to ensure the noise reduction effect of multiple noise reduction units.
[0056] In other embodiments, any one of the plurality of silencing units 160 includes a branch pipe and a resonant cavity; one end of the branch pipe is connected to the parallel node 121, and the other end of the branch pipe is connected to the opening of the resonant cavity, so as to eliminate the intake noise of the intake airflow through the Helmholtz resonance silencing effect of the resonant cavity.
[0057] The technical solution provided in this application features a specially designed intake system structure. A cross-section adjustment unit is incorporated into the main intake pipe. This unit alters the effective flow cross-sectional area of the main intake pipe to change the airflow velocity, thereby modifying the intake airflow's flow rate and inertial characteristics. This allows the intake airflow to adapt to the engine's performance requirements under different operating conditions. Furthermore, the main intake pipe of the intake system provided in this application is connected to multiple parallel-connected muffler units via parallel nodes. These muffler units have different muffler frequency bands, enabling comprehensive attenuation and silencing of high and low frequency intake noise generated under different engine operating conditions. This achieves both intake performance optimization and noise control of the intake system.
[0058] In some other possible implementations, this application provides a control method for an intake system. The intake system provided in this application includes an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve; and an intake manifold. The control method for the intake system provided in this application includes the steps described below.
[0059] Step 1: Receive and filter outside air through an air filter.
[0060] Step two: The air filtered by the air filter is delivered to the throttle valve through the main intake pipe.
[0061] Step 3: Adjust the airflow of the main intake pipe through the throttle valve.
[0062] Step four: Distribute the air, after its flow rate has been regulated by the throttle valve, evenly through the intake manifold.
[0063] Step 5: The flow rate of the air passing through the cross-section adjustment unit is adjusted by the interface adjustment unit in the main intake pipeline.
[0064] The main intake pipe has a parallel node, which is located between the cross-section adjustment unit and the throttle valve. The main intake pipe is connected to multiple muffler units set in parallel through the parallel node, and the muffler units have different muffler bands.
[0065] In some other possible implementations, this application also provides a control device for an intake system. The intake system provided in this application includes an air filter; a throttle valve; a main intake pipe connected between the air filter and the throttle valve; and an intake manifold connected to the throttle valve. The control device for the intake system provided in this application includes a control unit.
[0066] The control unit is configured to receive and filter outside air through an air filter; deliver the air filtered by the air filter to the throttle valve through the main intake manifold; regulate the flow rate of the air delivered through the main intake manifold through the throttle valve; evenly distribute the air after flow regulation by the throttle valve through the intake manifold; and regulate the flow rate of the air flowing through the cross-section adjustment unit through the interface adjustment unit in the main intake manifold.
[0067] The main intake pipe has a parallel node, which is located between the cross-section adjustment unit and the throttle valve. The main intake pipe is connected to multiple muffler units set in parallel through the parallel node, and the muffler units have different muffler bands.
[0068] In some other possible implementations, this application also provides an electronic device for controlling an intake system. The electronic device for controlling an intake system provided in the embodiments of this application includes the following structure.
[0069] The memory stores at least one program instruction for controlling the intake system. The processor, when executed, causes the vehicle to implement the steps of the aforementioned intake system control method. Depending on the implementation, the processor can be one or more types of processors, including but not limited to DSPs (digital signal processors), ASICs (application-specific integrated circuits), FPGAs (field-programmable gate arrays), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc., and their number can be determined according to actual needs.
[0070] In some other possible implementations, this application also provides a computer program (product) including computer program / instructions, which are executed by a processor to enable the device to implement the steps of the above-described air intake system control method.
[0071] In some other possible embodiments, this application also provides a computer-readable storage medium storing program instructions for controlling an intake system, which, when executed by one or more processors, cause a vehicle to implement the steps of the above-described intake system control method. The computer-readable storage medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.
[0072] In some other possible embodiments, this application provides an engine system including an intake system and an engine body. The engine body is connected to the intake system and is used to receive air supplied by the intake system. The intake system is as follows: Figure 1 As described in several of its embodiments.
[0073] In some other possible implementations, this application also provides a vehicle, the vehicle including... Figure 1 The intake system described in several embodiments thereof.
[0074] It should also be noted that the terms "first," "second," etc. (if applicable) in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.
[0075] The term "and / or" in the embodiments of this application is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.
[0076] The above description is only for the purpose of enabling those skilled in the art to understand the technical solution of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application shall be included within the scope of protection of this application.
Claims
1. An intake system, characterized in that, The intake system includes: Air filter (110); Throttle body (130); The main intake pipe (120) is connected between the air filter (110) and the throttle valve (130) and is used to deliver air filtered by the air filter (110) to the throttle valve (130). An intake manifold (140) is connected to the throttle valve (130), and the intake manifold (140) is used to evenly distribute the air after the flow rate is regulated by the throttle valve (130). The main intake pipe (120) is provided with a cross-section adjustment unit (150), which is used to adjust the flow rate of the air flowing through the cross-section adjustment unit (150); A parallel node (121) is formed on the main intake pipe (120). The parallel node (121) is located between the cross-section adjustment unit (150) and the throttle valve (130). The main intake pipe (120) is connected to multiple mufflers (160) arranged in parallel through the parallel node (121). The mufflers (160) have different muffler bands.
2. The intake system according to claim 1, characterized in that, The first distance between the parallel node (121) and the cross-section adjustment unit (150) is less than or equal to 1.5 times the design inner diameter of the main intake pipe (120).
3. The intake system according to claim 2, characterized in that, Between the parallel node (121) and the cross-section adjustment unit (150), the straightness of the central axis of the main intake pipe (120) is less than or equal to 0.5 mm / m, the deviation between the actual inner diameter of any cross section in the main intake pipe (120) and the designed inner diameter is less than or equal to ±0.5 mm, and the roundness error of the main intake pipe (120) is less than or equal to 0.3 mm. Wherein, any of the cut surfaces is perpendicular to the axis of the main intake pipe (120).
4. The intake system according to claim 1, characterized in that, The plurality of noise reduction units (160) include a first noise reduction unit (161) and a second noise reduction unit (162). The first noise reduction band of the first noise reduction unit (161) is 20Hz-100Hz, and the second noise reduction band of the second noise reduction unit (162) is 100Hz-600Hz.
5. The intake system according to claim 1, characterized in that, Any of the plurality of silencing units (160) includes a branch tube and a resonant cavity; One end of the branch tube is connected to the parallel node (121), and the other end of the branch tube is connected to the opening of the resonant cavity.
6. The intake system according to any one of claims 1-5, characterized in that, The intake system also includes a control unit. The control unit is used to acquire the first operating parameters of the engine connected to the intake system, and to control the cross-section adjustment unit (150) according to the first operating parameters to adjust the flow rate of the air flowing through the cross-section adjustment unit (150).
7. The intake system according to claim 6, characterized in that, The cross-section adjustment unit (150) includes a valve plate. The cross-section adjustment unit (150) adjusts the airflow velocity through the cross-section adjustment unit (150) by changing the opening degree of the valve plate. When the control unit controls the cross-section adjustment unit (150) according to the operating parameters, it is configured to: The opening degree of the valve plate is controlled according to the first operating parameter.
8. The intake system according to claim 7, characterized in that, The first operating parameter includes the engine speed, and the control unit is configured to: control the valve opening according to the first operating parameter. The first mapping table is consulted according to the rotational speed, and the opening degree of the valve plate is controlled based on the query result of the first mapping table. The first mapping table is used to indicate the mapping relationship between the rotational speed and the opening degree of the valve plate.
9. An engine system, characterized in that, The engine system includes an intake system and an engine body, the engine body being connected to the intake system for receiving air supplied by the intake system, the intake system being as described in any one of claims 1-8.
10. A vehicle, characterized in that, The vehicle includes the engine system as described in claim 9.