A turbocharger-based noise reduction device

Abstract

The utility model relates to a kind of noise reduction device based on turbocharger, including pressure shell, muffler, sealing ring and fastening bolt.Muffler is integrated in pressure shell, is equipped with two open hole baffle: first baffle aperture is larger and less in number near mounting flange, second baffle aperture is smaller and more in number, form three unequal volume sound-absorbing cavities.Muffler is sealed by sealing ring with pressure shell, and is fixedly connected by fastening bolt.The device is optimized baffle aperture and quantity distribution, enhances sound wave loss effect, so that turbocharger operating noise is effectively reduced to 90-100dB.Compared with prior art, it is simple in structure, low in cost, can adapt to various working conditions (such as original idling emergency brake state), significantly improves noise reduction performance and driving comfort, solves the problem of limited effect and poor adaptability of traditional noise reduction scheme.

Description

Technical Field

[0001] This utility model relates to the field of engine component technology, and in particular to a noise reduction device based on a turbocharger. Background Technology

[0002] Turbochargers generate significant noise during operation, especially at idle. This noise not only affects driving comfort but also contradicts consumers' growing demand for a quiet driving experience.

[0003] Currently, there are several turbocharger noise reduction technologies on the market, mainly controlling noise through the installation of sound insulation components, anechoic chambers, or a combination of cooling and noise reduction. For example, existing technologies use sound insulation felt, sound insulation cotton, sound insulation panels, and anechoic panels to create multiple anechoic chambers, reducing noise through sound wave loss. However, these existing technologies have significant shortcomings: limited noise reduction effect, failing to effectively reduce noise to an ideal level; relatively simple structural design, lacking adaptability to different operating conditions; and some technologies increase the operating cost and manufacturing complexity of the turbocharger.

[0004] Therefore, there is an urgent need for a lightweight, compact power compartment design, quick and easy maintenance and replacement, noise reduction device that can effectively reduce turbocharger operating noise and adapt to various operating conditions, in order to meet the market demand for a quiet driving experience, while improving the overall performance and market competitiveness of turbochargers. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a noise reduction device based on a turbocharger, including a pressure shell, a muffler, a sealing ring and fastening bolts, wherein the muffler is integrated and fixed to the pressure shell by the fastening bolts;

[0006] The entire noise reduction device is a cylindrical structure, and the silencer is divided into three continuous silencing chambers along the central axis by a first partition and a second partition. The first partition is located near the mounting flange and has multiple first through holes. The second partition is located on the other side of the first partition and has multiple second through holes. At the same time, the diameter of the first through holes is larger than the diameter of the second through holes, and the number of the first through holes is less than the number of the second through holes.

[0007] In one embodiment of this invention, the volumes of the three silencing cavities are not equal. Regarding the operating noise of the turbocharger, their noise reduction effect curves are superimposed, effectively forming a flatter and wider effective noise reduction frequency band.

[0008] In one embodiment of the present invention, the muffler housing is provided with an air intake channel communicating with its internal front-end muffler cavity.

[0009] In one embodiment of this utility model, the muffler is not filled with additional sound-absorbing material.

[0010] In one embodiment of this utility model, the sealing ring is provided on the mating surface between the pressure shell and the muffler.

[0011] Compared with the prior art, the above-mentioned technical solution of this utility model has the following advantages: The noise reduction device of this utility model enhances the sound wave loss effect by optimizing the distribution of the aperture and number of baffles, effectively reducing the operating noise of the turbocharger to 90-100dB. Compared with the prior art, it has a simple structure, low cost, and can adapt to various working conditions (such as idling and sudden braking), significantly improving noise reduction performance and driving comfort, and solving the problems of limited effectiveness and poor adaptability of traditional noise reduction solutions. Attached Figure Description

[0012] To make the content of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0013] Figure 1 This is a cross-sectional structural diagram of the noise reduction device based on a turbocharger according to this utility model;

[0014] Figure 2 This is a schematic diagram of the structure of the silencer described in this utility model.

[0015] As shown in the figure, 1. Pressure shell; 2. Silencer; 3. Sealing ring; 4. Fastening bolts. Detailed Implementation

[0016] like Figure 1 As shown, this embodiment provides a noise reduction device based on a turbocharger, mainly composed of a pressure shell 1, a muffler 2, a sealing ring 3, and fastening bolts 4. Figure 1 The cross-sectional structural diagram shown is obtained by cutting through the symmetrical plane of the exhaust port at one end of the turbocharger after it has been assembled.

[0017] The silencer 2 is the core component of this utility model. It is a cylindrical structure integrally formed by die casting or precision casting of aluminum alloy. There is no sound-absorbing cotton or other porous material filling inside. The structure is sturdy and easy to mass-produce.

[0018] Reference Figure 2 (Structure diagram of muffler) The muffler 2 has a first partition and a second partition arranged sequentially along its axial direction inside. These two partitions divide the inner cavity of the muffler 2 into three continuous silencing chambers: a front silencing chamber, a middle silencing chamber, and a rear silencing chamber.

[0019] Specifically, the volumes of the three noise-canceling cavities are designed to be unequal. In this embodiment, the cavity volumes increase sequentially from front to back. This design ensures that each cavity corresponds to a different resonant frequency, thus working together to effectively broaden the noise reduction frequency band.

[0020] The diameter of the first through hole is larger than that of the second through hole, and the number of the first through holes is less than that of the second through holes. This shape differentiation management creates a variety of airflow paths and acoustic impedance, which greatly optimizes the noise reduction performance.

[0021] The volume relationship of the three silencing chambers is designed such that the middle silencing chamber has the largest volume, followed by the front chamber, and the rear chamber has the smallest volume. Therefore, this different combination of parameters adjusts the acoustic performance of the device, making it more effective at silencing mid-frequency noise, in order to meet the specific noise spectrum requirements of different turbocharger models or different customer groups.

[0022] The front end of the cylinder wall of the silencer 2 is also provided with an air inlet channel for guiding high-pressure gas into its internal silencer chamber.

[0023] The assembly and working principle of the noise reduction device described in this embodiment are as follows: First, press the sealing ring 3 (such as an O-ring) into the special sealing groove machined in the pressure shell 1. Then, align the mounting flange of the muffler 2 with the mounting surface of the pressure shell 1, so that the air inlet of the muffler 2 is aligned with the air outlet of the pressure shell 1. Finally, tighten the fastening bolts 4 (such as hex bolts) to the specified torque, integrating the muffler 2 and the pressure shell 1 into a compact and sealed whole.

[0024] During operation, the high-pressure air flowing out of the turbocharger casing 1 is divided into two paths: the main stream gas directly enters the downstream section; a portion of the gas enters the front muffler chamber through the intake passage at the front of the muffler 2. This portion of gas then sequentially passes through the small holes of the second baffle, enters the middle muffler chamber, then through the large holes of the first baffle, enters the rear muffler chamber, and finally merges into the main airflow from the opening of the rear muffler chamber. In this multi-stage expansion, throttling, and reflection process, gas pressure pulsation and flow velocity are effectively reduced, and sound wave energy is significantly attenuated, especially with a significant effect on suppressing harsh high-frequency noise, which can control exhaust noise within the ideal range of 90-100 dB(A).

[0025] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A noise reduction device based on a turbocharger, comprising a pressure shell (1), a muffler (2), a sealing ring (3), and fastening bolts (4), characterized in that, The muffler (2) is integrated and fixed to the pressure shell (1) by the fastening bolts (4); The entire noise reduction device is a cylindrical structure, and the silencer (2) is divided into three continuous silencing chambers along the central axis by a first partition and a second partition; the first partition is located on the side near the mounting flange and has multiple first through holes; the second partition is located on the other side of the first partition and has multiple second through holes; at the same time, the diameter of the first through hole is larger than the diameter of the second through hole, and the number of the first through holes is less than the number of the second through holes.

2. The noise reduction device according to claim 1, characterized in that: The volumes of the three silencing cavities are not equal.

3. The noise reduction device according to claim 1, characterized in that: The muffler (2) has an air intake channel on its housing that communicates with the muffler cavity at its front end.

4. The noise reduction device according to claim 1, characterized in that: The muffler (2) is not filled with additional sound-absorbing material.

5. The noise reduction device according to claim 1, characterized in that: The sealing ring (3) is provided on the mating surface between the pressure shell (1) and the silencer (2).

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