Impedance composite silencer of turbocharging air inlet system

Abstract

The utility model relates to the field of vehicle engines, in particular to an impedance composite silencer of a turbocharging air inlet system. The composite silencer is composed of a resistive silencer and a reactive silencer, wherein the resistive silencer is composed of an upper shell, an upper perforated pipe, a resistive sound absorption material and an oil separation film; a perforated pipe is arranged in the upper shell, an oil separation film is fixed outside the perforated pipe, and a resistive sound absorption material is wrapped outside the oil separation film; the reactive muffler is composed of a lower shell and a lower perforated pipe, and a plurality of partition plates are arranged between the lower shell and the lower perforated pipe. According to the embodiment, the impedance composite silencer is arranged in front of the turbocharger, the resistive silencer is close to the side of the turbocharger, and the reasonable inlet and outlet bend angle design is adopted, so that high-frequency noise energy of the turbocharger can be quickly absorbed, and downstream propagation of high-frequency noise is reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of engine for vehicle, concretely relates to a resistance composite muffler of turbocharging air intake system. BACKGROUND

[0002] Modern cars widely use turbochargers to improve engine combustion efficiency, thereby improving output power and reducing harmful gas emissions. Significant airflow noise is generated during the operation of the turbocharger. Such noise has high frequency and a wide distribution frequency domain, and has higher noise reduction requirements for the air intake system.

[0003] Resistive mufflers use structures such as expansion chambers, perforated pipes, and side pipes to attenuate sound energy through reflection, interference, and resonance effects of sound waves. Resistive mufflers have good noise reduction effects on medium and low frequency noise, but have insufficient attenuation of high frequency noise, making it difficult to meet the high frequency noise reduction requirements of air intake systems with turbochargers. Patent CN201880034147.9 for reducing gas noise in the intake system of an internal combustion engine and a method for manufacturing the same; Utility model patent CN202420484126.X for a commercial vehicle intake system muffler; CN201621322579.4 for an intake system resistive muffler structure; CN201720879460.5 for a combined muffler device for an automobile intake system, an automobile intake system, and an automobile; CN201520344857.5 for a turbocharger compressor casing with a muffler; CN201920478759.9 for an integrated intake system muffler; CN202120766933.7 for a muffler, an intake system, and an automobile engine, respectively introduce the application of resistive mufflers in the intake system.

[0004] Resistive mufflers use sound-absorbing materials to convert sound energy into heat energy through friction and damping effects, thereby achieving the purpose of noise reduction. Resistive mufflers have good high frequency noise reduction effects, but have insufficient attenuation of medium and low frequency noise.

[0005] Resistance composite mufflers combine the characteristics of resistive and resistive mufflers, and through different structural designs and combinations of sound-absorbing materials, effectively control low, medium, and high frequency noise. Utility model patent (CN201621459848.1 for a muffler and an intake system of a vehicle) introduces the application of resistance composite mufflers in the turbocharged air intake system of a vehicle. In this patent, the sound-absorbing material is located on the outside of the resistive muffler, not on the inside of the pipe where the noise is severe, which does not absorb high frequency noise in time, and high frequency noise in the pipe can easily escape from both sides of the pipe. Utility model content

[0006] This invention addresses the aforementioned problems by providing an impedance-composite muffler for turbocharged intake systems. This muffler combines reactive and resistive silencing principles to effectively reduce mid-to-high frequency noise in turbocharged intake systems while maintaining system stability and reliability. It offers advantages such as a wide noise reduction range, strong high-frequency noise reduction capability, and a compact structure. The specific technical solution is as follows:

[0007] The impedance composite muffler of the turbocharged intake system consists of a resistive muffler and a reactive muffler. The resistive muffler is composed of an upper shell, an upper perforated tube, resistive sound-absorbing material, and an oil-separating membrane. The upper perforated tube is installed inside the upper shell, and the oil-separating membrane is fixed outside the perforated tube. The oil-separating membrane is wrapped with resistive sound-absorbing material. The reactive muffler is composed of a lower shell and a lower perforated tube, and multiple baffles are installed between the lower shell and the lower perforated tube.

[0008] Furthermore, the inlet and outlet bends of the resistive silencer are 30~60° to facilitate the sound waves entering the sound-absorbing material for sound energy attenuation, while the increase in airflow resistance of the system does not exceed 10%.

[0009] Furthermore, the perforation rate of the upper perforated tube is 70% to 90%, and the perforation form is a round hole or a square hole.

[0010] Furthermore, the resistive sound-absorbing material is mineral wool with a porosity greater than 95% and a flow resistance of 2x10⁻⁶. 3 ~2x10 5 kg / (m 3 . s), with a filling thickness of 5~50mm.

[0011] Furthermore, the oil-separating film is fixed to the outer wall of the upper perforated pipe by welding or applying adhesive.

[0012] Furthermore, the oil-separating film is made of PET with a thickness of 0.2~0.5mm and a maximum pore size of ≤1um. This effectively prevents debris of resistive sound-absorbing material from falling into the pipeline and entering the engine, while also minimizing the risk of oil and gas entering the sound-absorbing material from the pipeline.

[0013] Furthermore, the resistive silencer is divided into multiple independent silencing chambers by partitions in the shell and the lower perforated pipe. The volume of each silencing chamber can be flexibly adjusted by the spacing between the partitions and the outer diameter of the shell. The silencing chambers have silencing perforations in the inner tube, and the perforation rate of the lower perforated pipe is 10% to 50%, with the perforations being either round or square.

[0014] Furthermore, the upper perforated tube is positioned with the upper housing through a positioning boss; the upper housing and the lower housing are welded and fixed by friction welding, ultrasonic welding or infrared welding.

[0015] Furthermore, the fuel canister connector and the engine crankcase ventilation pipe connector are arranged on the outer shell of the resistive muffler.

[0016] Furthermore, the wall thickness of the perforated tube in the composite silencer is 2-3 mm, and the wall thickness of the outer shell is 3-4.5 mm. The material can be selected from PA6+GF or PA66+GF, depending on the temperature resistance and strength requirements.

[0017] In this embodiment, the impedance composite muffler is arranged before the turbocharger, with the resistive muffler close to the turbocharger side to facilitate the rapid absorption of high-frequency noise energy from the turbocharger and reduce the propagation of high-frequency noise downstream.

[0018] The impedance composite muffler of this invention, on the one hand, achieves excellent noise reduction in the low and mid-frequency range through a reasonable resistive noise reduction structure design; on the other hand, it achieves excellent noise reduction in the high-frequency range through a reasonable design and arrangement of resistive sound-absorbing materials, making it particularly suitable for noise reduction in intake systems with turbochargers. The design of the inlet and outlet bends and the oil-separating membrane arrangement of the resistive muffler facilitates sound wave attenuation within the sound-absorbing material while minimizing airflow resistance. The reasonable PET oil-separating membrane arrangement effectively prevents debris from the resistive sound-absorbing material from falling into the pipeline and entering the engine, while also minimizing the entry of oil and gas from the pipeline into the sound-absorbing material. Attached Figure Description

[0019] Figure 1 A schematic diagram of the structure of this utility model;

[0020] Figure 2 Exploded view of the structure of this utility model;

[0021] Figure 3 Example of muffler transmission loss diagram.

[0022] Figure label:

[0023] 1—Upper housing; 2—Upper perforated pipe; 3—Resistive sound-absorbing material; 4—Oil-separating membrane; 5—Lower housing; 6—Lower perforated pipe; 21—Positioning boss; 22—Fuel canister connector; 23—Engine crankcase ventilation pipe connector. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present utility model, and not all of them. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] likeFigures 1-2 As shown, the impedance composite muffler of the turbocharged intake system consists of a resistive muffler and a reactive muffler. The resistive muffler consists of an upper housing 1, an upper perforated pipe 2, a resistive sound-absorbing material 3, and an oil-separating membrane 4. The upper housing 1 is provided with an upper perforated pipe 2, and the oil-separating membrane 4 is fixed to the outside of the upper perforated pipe 2. The oil-separating membrane 4 is wrapped with the resistive sound-absorbing material 3. The reactive muffler consists of a lower housing 5 and a lower perforated pipe 6, and multiple baffles are provided between the lower housing 5 and the lower perforated pipe 6.

[0026] The inlet and outlet bends of the resistive silencer are 30-60° to facilitate sound wave attenuation in the sound-absorbing material, while the increase in airflow resistance does not exceed 10%. The perforated tube 2 has a perforation rate of 70%-90%, with round or square holes. The resistive sound-absorbing material 3 is mineral wool with a porosity greater than 95% and a flow resistance of 2x10⁻⁶. 3 ~2x10 5 kg / (m 3 The filling thickness is 5~50mm. The oil-separating film 4 is fixed to the outer wall of the upper perforated pipe 2 by welding or gluing.

[0027] The oil-separating membrane is made of PET with a thickness of 0.2~0.5mm and a maximum pore size of ≤1um. This effectively prevents debris from resistive sound-absorbing material from falling into the pipeline and entering the engine, while also minimizing the risk of oil and gas entering the sound-absorbing material. The resistive muffler is divided into multiple independent muffler chambers by partitions in the housing 5 and the lower perforated pipe 6. The volume of each chamber can be flexibly adjusted by the partition spacing and the outer diameter of the housing. Each muffler chamber has perforations in its inner tube; the perforation rate of the lower perforated pipe 6 is 10%~50%, with perforations in the form of round or square holes.

[0028] The upper perforated pipe 2 is positioned to the upper housing 1 via the positioning boss 21; the upper housing 1 and the lower housing 5 are welded together by friction welding, ultrasonic welding, or infrared welding. The fuel canister connector 22 and the engine crankcase ventilation pipe connector 23 are arranged on the outer shell of the resistive muffler.

[0029] The wall thickness of the perforated tube in the composite silencer is 2-3 mm, and the wall thickness of the outer shell is 3-4.5 mm. The material can be selected from PA6+GF or PA66+GF, depending on the temperature resistance and strength requirements.

[0030] In this embodiment, the impedance composite muffler is positioned before the turbocharger, with the resistive muffler close to the turbocharger side to facilitate rapid absorption of high-frequency noise energy from the turbocharger and reduce the propagation of high-frequency noise downstream. Figure 3As shown, transmission loss is an important parameter of the muffler's noise reduction capability. Experimental tests show that the composite muffler of this invention has a transmission loss of more than 10dB in the 4000-8000Hz frequency band, and has a good noise reduction effect on broadband noise in the mid-to-high frequency band.

[0031] The preferred embodiments of this patent have been described in detail above. However, this patent is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this patent.

Claims

1. An impedance-composite muffler for a turbocharged intake system, characterized in that: It consists of a resistive silencer and a reactive silencer. The resistive silencer consists of an upper shell, an upper perforated pipe, resistive sound-absorbing material, and an oil-sealing membrane. The upper perforated pipe is provided on the outside of the upper shell, and the oil-sealing membrane is fixed on the outside of the upper perforated pipe. The oil-sealing membrane is wrapped with resistive sound-absorbing material. The reactive silencer consists of a lower shell and a lower perforated pipe. Multiple baffles are provided between the lower shell and the lower perforated pipe.

2. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The inlet and outlet bends of the resistive muffler are 30~60°.

3. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The perforation rate of the perforated tube is 70% to 90%, and the perforation form is round or square.

4. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The resistive sound-absorbing material is mineral wool with a porosity greater than 95% and a flow resistance of 2x10⁻⁶. 3 ~2x10 5 kg / (m 3 . s), with a filling thickness of 5~50mm.

5. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The oil-separating film is fixed to the outer wall of the perforated pipe by welding or applying adhesive.

6. The impedance composite muffler for a turbocharged intake system according to claim 5, characterized in that: The oil-separating film is made of PET, with a thickness of 0.2~0.5mm and a maximum pore size of ≤1um.

7. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The resistive silencer is divided into multiple independent silencing cavities by a partition between the shell and the lower perforated tube. The perforation rate of the lower perforated tube is 10% to 50%, and the perforation form is round or square holes.

8. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The perforated tube is positioned to the upper housing via a positioning boss; the upper housing and the lower housing are fixed by friction welding, ultrasonic welding or infrared welding.

9. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The fuel canister connector and the engine crankcase ventilation pipe connector are arranged on the outer shell of the resistive muffler.

10. The impedance composite muffler for a turbocharged intake system according to claim 1, characterized in that: The wall thickness of the upper and lower perforated tubes is 2~3mm, and the wall thickness of the upper and lower shells is 3~4.5mm. The material is selected from PA6+GF or PA66+GF.

Images