Engine air intake duct

Abstract

This utility model proposes an engine intake air pipe, including an intake pipe body, a connecting flange at one end of the intake pipe body, a fastener at the other end of the intake pipe body, a bent resonant branch pipe I connected to the intake pipe body, and a straight resonant branch pipe II connected to the intake pipe body. The intake pipe body is fixedly connected to an air filter via the connecting flange, and the intake pipe body is fixedly connected to a throttle body via the fastener. The first resonant branch pipe is located near the air filter, and the second resonant branch pipe is located near the throttle body. This utility model, by incorporating the first and second resonant branch pipes, solves the technical problem that traditional straight-tube resonant pipes can only effectively reduce noise within a specific resonant frequency or a narrow frequency range, achieving wideband noise reduction for the engine intake system.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to an engine intake air pipe. Background Technology

[0002] The engine intake air pipe, also known as the intake manifold or air pipe, is a pipe in the engine intake system that connects the air filter to the engine throttle valve. Its main function is to deliver clean air filtered by the air filter to the engine throttle valve in order to provide sufficient and clean air to the engine combustion chamber.

[0003] With the continuous development of the economy and the improvement of people's living standards, consumers' requirements for car comfort have also increased. Therefore, noise control of the engine intake system has become one of the key indicators for measuring the quality and comfort of a car.

[0004] The noise reduction mechanism of traditional cylindrical resonant tubes is mainly based on the half-wavelength standing wave resonance principle. Their acoustic characteristics mean that effective acoustic impedance matching is only achieved near the characteristic resonant frequency and its odd harmonic frequencies. Therefore, traditional cylindrical resonant tubes can only achieve effective noise reduction at specific resonant frequencies or within a narrow frequency range. However, during actual engine operation, due to the combined effects of complex physical mechanisms such as combustion and mechanical motion, the engine generates a wideband noise signal. Therefore, the effective noise reduction bandwidth of traditional cylindrical resonant tubes is severely mismatched with the noise bandwidth generated by the engine, making it impossible for traditional cylindrical resonant tubes to meet the wideband noise reduction requirements of engines.

[0005] Therefore, this utility model proposes an engine intake air pipe to solve the above-mentioned technical problems. Utility Model Content

[0006] The purpose of this invention is to provide an engine intake air pipe that solves the technical problem that traditional straight-tube resonant tubes can only effectively reduce noise at a specific resonant frequency or within a narrow frequency range, thus achieving wideband noise reduction for the engine intake system.

[0007] To achieve the above objectives, this utility model proposes an engine intake air pipe, including an intake pipe body, a connecting flange disposed at one end of the intake pipe body, a fastener disposed at the other end of the intake pipe body, a bent resonant branch pipe I connected to the intake pipe body, and a straight resonant branch pipe II connected to the intake pipe body.

[0008] The intake manifold is fixedly connected to the air filter via the connecting flange, and the intake manifold is fixedly connected to the throttle body via the fasteners.

[0009] The first resonant branch is located near the air filter, and the second resonant branch is located near the throttle body.

[0010] Furthermore, the second resonant branch includes a hollowed-out tube body, a noise reduction partition plate disposed within the cavity of the tube body, and a connecting plate disposed between the tube body and the noise reduction partition plate. The noise reduction partition plate is a cylindrical body with hollowed-out ends.

[0011] The noise reduction partition plate is provided with multiple sound-absorbing holes arranged in a linear array.

[0012] Furthermore, one end of the first tube is fixedly connected to the side wall of the intake pipe, and the other end is an open end, forming a continuous noise reduction channel with the first tube and the intake pipe.

[0013] Furthermore, one end of the resonant branch is fixedly connected to the side wall of the intake pipe, and the other end is an open end, forming a continuous noise reduction channel with the intake pipe.

[0014] Furthermore, the noise reduction partition has multiple sections;

[0015] The connecting plate has multiple components.

[0016] Furthermore, a connecting plate two is provided between two adjacent noise reduction partitions, and the connecting plate two has multiple components.

[0017] The beneficial effects of this utility model are as follows:

[0018] 1. This solution integrates a bent resonant branch pipe I and a straight resonant branch pipe II onto the intake pipe body. The bent resonant branch pipe I is designed for low-frequency noise reduction in terms of pipe diameter, bending angle, and pipe length, while the straight resonant branch pipe II is designed for mid-to-high-frequency noise reduction in terms of pipe diameter and pipe length. Through the coordinated operation of the resonant branch pipe I and the resonant branch pipe II, wideband noise reduction of the engine intake system is achieved.

[0019] 2. This solution creates noise reduction channels of various diameters by setting a noise reduction partition plate inside the straight cylindrical resonant branch pipe II, thereby achieving noise reduction for a wider frequency band. Furthermore, sound-absorbing holes are set on the noise reduction partition plate to further absorb and attenuate noise energy, which improves the noise reduction effect of the engine intake system to a certain extent. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the engine intake air pipe of this utility model.

[0021] Figure 2 This is a schematic diagram of the resonant branch pipe 2 of the engine intake air pipe of this utility model.

[0022] The attached diagram is labeled as follows: 1. Intake pipe body; 2. Connecting flange; 3. Fastener; 4. Resonant branch pipe one; 5. Resonant branch pipe two; 51. Pipe body one; 52. Noise reduction partition plate; 521. Sound absorption hole; 53. Connecting plate one. Detailed Implementation

[0023] To more clearly illustrate the technical features of this solution, the following detailed implementation method will be used to explain the solution.

[0024] like Figures 1 to 2 As shown, an engine intake air pipe includes an intake pipe body 1, a connecting flange 2 disposed at one end of the intake pipe body 1, a fastener 3 disposed at the other end of the intake pipe body 1, a bent resonant branch pipe 4 connected to the intake pipe body 1, and a straight resonant branch pipe 5 connected to the intake pipe body 1.

[0025] The intake manifold 1 is fixedly connected to the air filter via the connecting flange 2, and the intake manifold 1 is fixedly connected to the throttle body via the fastener 3.

[0026] The resonant branch pipe 4 is positioned near the air filter, and the resonant branch pipe 5 is positioned near the throttle body.

[0027] Preferably, the intake manifold 1 is a hollow, curved tubular structure to accommodate the limited space inside the engine compartment.

[0028] Preferably, the intake manifold 1 is used to connect the air filter and the throttle body so as to deliver clean air filtered by the air filter to the engine throttle body, thereby providing sufficient and clean air to the engine combustion chamber.

[0029] Preferably, both resonant branch tube 4 and resonant branch tube 5 are quarter-wavelength tubes. The length of the quarter-wavelength tube is 1 / 4 of the wavelength of the sound wave that needs to be noise-reduced. This allows an anti-phase sound wave to be formed at the end of the quarter-wavelength tube, which interferes with the incident sound wave and cancels out the sound wave energy, thereby achieving the noise reduction effect.

[0030] Preferably, the resonant branch 4 and the resonant branch 5 have different shapes and pipe diameters to adapt to noise reduction at different frequencies.

[0031] Preferably, the resonant branch pipe 4 is an L-shaped resonant branch pipe with open ends and a bending angle of 90 degrees. The L-shaped design increases the propagation path of sound waves and effectively extends the pipe diameter, thereby reducing the resonant frequency and effectively reducing noise in the low-frequency range.

[0032] Preferably, the resonant branch pipe 4 is located at the end of the intake pipe body 1 near the air filter.

[0033] Preferably, the second resonant branch pipe 5 is a straight cylindrical resonant branch pipe with openings at both ends, and is set at the end of the intake pipe body 1 near the throttle body. The pipe is set close to the throttle body and has a short pipe length, which can effectively reduce noise in the mid-to-high frequency range.

[0034] Furthermore, the resonant branch pipe 2 5 includes a hollowed-out pipe body 1 51, a noise reduction partition plate 52 disposed in the cavity of the pipe body 1 51, and a connecting plate 1 53 disposed between the pipe body 1 51 and the noise reduction partition plate 52. The noise reduction partition plate 52 is a cylindrical body with hollowed-out ends.

[0035] The noise reduction partition plate 52 is provided with multiple sound-absorbing holes 521 arranged in a linear array.

[0036] Preferably, the noise reduction partition plate 52 and the tube body 51 are coaxial cylinders. There are multiple noise reduction partition plates 52. The tube body 51 and the noise reduction partition plate 52 are fixedly connected by a connecting plate 53. Two adjacent noise reduction partition plates 52 are fixedly connected by a connecting plate 2.

[0037] Preferably, the thickness of the noise reduction partition 52 is between 1mm and 2mm.

[0038] Preferably, the second resonant branch 5 is designed to reduce mid-to-high frequency noise in the range of 200Hz-2000Hz. Its noise reduction principle is the synergistic effect of the resonance of the first tube 51 and the sound absorption of the noise reduction partition plate 52.

[0039] Preferably, the length and diameter of the tube body 1 are designed to achieve noise reduction of 500Hz frequency noise through the resonance of the tube body 1, wherein the length of the tube body 1 is 0.2m and the diameter of the tube body 1 is between 25mm and 40mm.

[0040] Preferably, there are 3 noise reduction partitions 52, and the spacing between the noise reduction partitions 52 is set to 10mm. The smaller spacing helps with high-frequency noise reduction.

[0041] Preferably, in order to cover a wide frequency band, the sound-absorbing holes 521 adopt different combinations of hole sizes. The hole size of the sound-absorbing holes 521 on the inner layer noise reduction partition plate 52 is set to 2mm, the hole size of the sound-absorbing holes 521 on the middle layer noise reduction partition plate 52 is set to 3mm, and the hole size of the sound-absorbing holes 521 on the outer layer noise reduction partition plate 52 is set to 4mm.

[0042] Preferably, the perforation rate of the noise reduction partition plate 52 is set between 5% and 15%. The higher the perforation rate, the more helpful it is for high-frequency noise reduction.

[0043] Furthermore, one end of the pipe body 51 is fixedly connected to the side wall of the intake pipe body 1, and the other end is an open end, forming a continuous noise reduction channel between the pipe body 51 and the intake pipe body 1.

[0044] Preferably, the pipe body 51 and the intake pipe body 1 are integrally formed, and the pipe body 51 is open at both ends to form an open airflow channel, which helps to reduce airflow resistance and can improve the intake efficiency of the intake pipe body 1 to a certain extent.

[0045] Furthermore, one end of the resonant branch pipe 4 is fixedly connected to the side wall of the intake pipe body 1, and the other end is an open end, forming a continuous noise reduction channel with the resonant branch pipe 4 and the intake pipe body 1.

[0046] Preferably, the resonant branch pipe 4 and the intake pipe body 1 are integrally formed. The resonant branch pipe 4 is open at both ends, forming an open airflow channel, which helps to reduce airflow resistance and can improve the intake efficiency of the intake pipe body 1 to a certain extent.

[0047] Furthermore, the noise reduction partition 52 has multiple partitions; the connecting plate 53 has multiple connecting plates.

[0048] Preferably, multiple noise reduction partition plates 52 can be set according to actual needs, and all multiple noise reduction partition plates 52 are coaxial cylinders.

[0049] Furthermore, a connecting plate 2 is provided between two adjacent noise reduction partition plates 52, and the connecting plate 2 has multiple components.

[0050] Preferably, the connecting plate 2 is used to connect and fix two adjacent noise reduction partition plates 52.

[0051] The specific working process of this utility model:

[0052] The main function of this utility model is to deliver clean air filtered by the air filter to the throttle body, and at the same time achieve noise reduction through the resonant branch pipe 4 and the resonant branch pipe 5.

[0053] First, the air is filtered by the air filter and then enters the intake pipe 1. The resonant branch pipe 1 4 and the intake pipe 1 form a continuous noise reduction channel. When the air passes through the resonant branch pipe 1 4, the low-frequency noise is effectively absorbed and canceled. When the air passes through the resonant branch pipe 2 5, the high-frequency noise is first reduced by the resonance effect of the pipe body 1 51, and the high-frequency noise is further reduced by the sound-absorbing holes of different sizes on the noise reduction partition plate 52, so as to achieve wideband noise reduction.

[0054] After noise reduction, the air enters the throttle body and eventually enters the engine combustion chamber, providing the engine with sufficient and clean air.

[0055] The above are merely preferred embodiments of this utility model and do not constitute any limitation on this utility model. Any equivalent substitutions or modifications made by those skilled in the art to the technical solutions and contents disclosed in this utility model without departing from the scope of the technical solutions of this utility model shall still fall within the protection scope of this utility model.

Claims

1. An engine intake air pipe, characterized in that, It includes an intake pipe body (1), a connecting flange (2) provided at one end of the intake pipe body (1), a fastener (3) provided at the other end of the intake pipe body (1), a bent resonant branch pipe one (4) connected to the intake pipe body (1), and a straight resonant branch pipe two (5) connected to the intake pipe body (1). The intake pipe body (1) is fixedly connected to the air filter through the connecting flange (2), and the intake pipe body (1) is fixedly connected to the throttle body through the fastener (3); The first resonant branch (4) is located near the air filter, and the second resonant branch (5) is located near the throttle body.

2. The engine intake air pipe according to claim 1, characterized in that, The resonant branch pipe 2 (5) includes a hollowed-out pipe body 1 (51), a noise reduction partition plate (52) disposed in the cavity of the pipe body 1 (51), and a connecting plate 1 (53) disposed between the pipe body 1 (51) and the noise reduction partition plate (52). The noise reduction partition plate (52) is a cylindrical body with hollowed-out ends. The noise reduction partition plate (52) is provided with a plurality of sound-absorbing holes (521) arranged in a linear array.

3. An engine intake air pipe according to claim 2, characterized in that, One end of the tube body (51) is fixedly connected to the side wall of the air intake tube body (1), and the other end is an open end. The tube body (51) and the air intake tube body (1) form a continuous noise reduction channel.

4. An engine intake air pipe according to claim 1, characterized in that, One end of the resonant branch pipe (4) is fixedly connected to the side wall of the air intake pipe (1), and the other end is an open end. The resonant branch pipe (4) and the air intake pipe (1) form a continuous noise reduction channel.

5. An engine intake air pipe according to claim 2, characterized in that, The noise reduction partition (52) has multiple components; The connecting plate 1 (53) has multiple components.

6. An engine intake air pipe according to claim 5, characterized in that, A connecting plate 2 is provided between two adjacent noise reduction partitions (52), and the connecting plate 2 has multiple components.

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