A sound deadening structure for an engine intake passage

Abstract

The utility model provides a kind of for engine supercharging pipeline's sound attenuation structure, comprising: product lower shell, the both ends of product lower shell are respectively connected into supercharging pipeline;First accommodating cavity and second accommodating cavity are equipped on the product lower shell, first accommodating cavity and second accommodating cavity are respectively communicated with outside by first open port and second open port, high-frequency muffler upper cover for sealing first accommodating cavity is equipped at first open port, second open port is equipped with middle-low frequency muffler upper cover;First accommodating cavity and second accommodating cavity are interconnected, high-frequency muffling pipe and middle-low frequency muffling pipe are respectively arranged in first accommodating cavity and second accommodating cavity, and supercharging pipeline airflow passes through high-frequency muffling pipe and middle-low frequency muffling pipe.The utility model is attenuated by high frequency and middle-low frequency muffler combination mode, and it has good effect for the solution of pneumatic noise, and improves the comfort of driver and passenger.

Description

Technical Field

[0001] This utility model belongs to the field of engine noise reduction technology, and in particular relates to a noise reduction structure for engine booster pipes. Background Technology

[0002] During a journey, external or internal noise can be transmitted into the car. Car noise not only affects the driving experience but also has many negative impacts on physical and mental health. Long-term exposure can even cause irreversible damage.

[0003] The noise generated during engine operation is also one of the main factors contributing to car noise. For example, after the engine starts, the combustion excitation generates aerodynamic noise through the intake system's aerodynamic path, which is transmitted into the car and perceived by the human ear. To address the aerodynamic noise problem, a silencing chamber needs to be added to the aerodynamic path. Currently, the market mainly sets up silencing chambers for high-frequency boost pipes, which cannot address mid- and low-frequency noise reduction. Utility Model Content

[0004] This utility model provides a noise reduction structure for an engine turbocharger pipeline. The utility model is implemented as follows: A noise reduction structure for an engine turbocharger pipeline includes: The lower housing of the product has two ends connected to pressurization pipelines; The lower housing of the product is provided with a first receiving cavity and a second receiving cavity. The first receiving cavity and the second receiving cavity are connected to the outside through a first open port and a second open port, respectively. A high-frequency muffler cover that seals the first receiving cavity is provided at the first open port, and a medium-low frequency muffler cover is provided at the second open port. The first and second accommodating cavities are interconnected. The first and second accommodating cavities are respectively provided with a high-frequency silencer and a medium-low frequency silencer. The airflow in the pressurized pipeline passes through the high-frequency silencer and the medium-low frequency silencer.

[0005] Preferably, the lower housing of the product is provided with a turbocharger connection interface and an intercooler connection interface at both ends, respectively. The turbocharger connection interface is located on the side adjacent to the first receiving cavity, and the intercooler connection interface is located on the side adjacent to the second receiving cavity.

[0006] Preferably, a second product mounting bracket is provided near the first receiving cavity on the lower housing of the product.

[0007] Preferably, the lower housing of the product is provided with a first product mounting bracket near the second receiving cavity.

[0008] Preferably, the first open port and the second open port are oriented perpendicular to each other.

[0009] Preferably, the second receiving cavity and the second open port are both right-angled structures, and the low-frequency silencer tube placed inside the second receiving cavity is also a right-angled structure.

[0010] Compared with the prior art, the embodiments of this application have the following main advantages: The noise reduction structure for engine turbocharger lines provided by this utility model is mainly applied to the turbocharger and intercooler in the engine turbocharger lines. After the airflow in the turbocharger lines passes through the first and second receiving cavities, it passes through the high-frequency noise reduction pipe and the medium-low frequency noise reduction pipe. By using a combination of high-frequency and medium-low frequency noise reduction devices, the noise reduction method has achieved a good effect on solving aerodynamic noise and improving the comfort of drivers and passengers. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of a noise reduction structure for an engine booster pipe provided by this utility model.

[0012] Figure 2 This is an exploded structural diagram of a noise reduction structure for an engine booster pipe provided by this utility model.

[0013] Figure 3 This is a schematic diagram of the low-to-mid frequency acoustic analysis results of a noise reduction structure for an engine booster pipe provided by this utility model.

[0014] Figure 4 This is a schematic diagram of the high-frequency acoustic analysis results of a noise reduction structure for an engine booster pipe provided by this utility model.

[0015] Explanation of reference numerals in the attached figures: 1. High-frequency muffler top cover; 2. High-frequency muffler tube; 3. Product lower housing; 4. Mid-low frequency muffler tube; 5. Mid-low frequency muffler top cover; 6. First product mounting bracket; 7. Second product mounting bracket; 8. Connection interface to turbocharger end; 9. Connection interface to intercooler end. Detailed Implementation

[0016] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this application are used to distinguish different objects, not to describe a particular order.

[0017] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0018] This utility model embodiment provides a noise reduction structure for engine booster pipes, such as... Figures 1-4 As shown, the noise reduction structure for an engine booster pipe includes: The lower housing 3 of the product has a turbocharger end interface 8 and an intercooler end interface 9 respectively provided at both ends. The lower housing 3 is connected to the turbocharger and intercooler in the engine turbocharger pipeline through the turbocharger end interface 8 and the intercooler end interface 9. The lower housing 3 of the product is provided with a first accommodating cavity and a second accommodating cavity, which are interconnected. The first accommodating cavity and the second accommodating cavity are respectively provided with a high-frequency silencer pipe 2 and a medium-low frequency silencer pipe 4. After passing through the first accommodating cavity and the second accommodating cavity, the airflow in the booster pipeline passes through the high-frequency silencer pipe 2 and the medium-low frequency silencer pipe 4. The interface 8 connecting the booster end is located near the first accommodating cavity, and the interface 9 connecting the intercooler end is located near the second accommodating cavity. The first and second accommodating cavities are connected to the outside through the first and second open ports, respectively. The first open port is provided with a high-frequency muffler cover 1 that seals the first accommodating cavity, and the second open port is provided with a mid-low frequency muffler cover 5. During assembly, the high-frequency muffler tube 2 and the mid-low frequency muffler tube 4 in the first and second accommodating cavities are assembled by disassembling the high-frequency muffler cover 1 and the mid-low frequency muffler cover 5, respectively. In this application, the lower housing 3 of the product adopts a U-shaped structure. A first receiving cavity and a second receiving cavity are respectively provided near two bends on the lower housing 3 of the product. The connection end face of the first open port and the high-frequency muffler cover 1 and the connection end face of the second open port and the mid-low frequency muffler cover 5 are designed to be perpendicular to each other, which facilitates equipment assembly. In a preferred embodiment of this invention, the second receiving cavity in the lower housing 3 of the product adopts a right-angle structure and is combined with the U-shaped bend of the lower housing 3 of the product. The second open port, the upper cover 5 of the mid-low frequency muffler and the mid-low frequency muffler tube 4 also adopt a right-angle structure and are assembled in the second receiving cavity. The outer wall of the mid-low frequency muffler tube 4 is provided with a retaining plate, and the inside of the second receiving cavity is provided with a slot for restricting the retaining plate. When the upper cover 5 of the mid-low frequency muffler is assembled in the second open port, the mid-low frequency muffler tube 4 will be locked and fixed in the second receiving cavity under the action of the retaining plate and the slot. The first receiving cavity in the lower housing 3 of the product adopts a cylindrical structure. Here, the high-frequency muffler cover 1 is assembled on the lower housing 3 of the product. The high-frequency muffler tube 2 also adopts a cylindrical structure and is fixed in the second receiving cavity in the same way as the medium and low frequency muffler tube 4. In a preferred embodiment of this invention, a first product mounting bracket 6 and a second product mounting bracket 7 are respectively provided on the outer wall of the lower shell 3 of the product. The first product mounting bracket 6 is located near the second receiving cavity, and the second product mounting bracket 7 is located near the first receiving cavity. In this embodiment, the first product mounting bracket 6 and the second product mounting bracket 7 help the lower shell 3 of the product to be assembled on the internal structure of the vehicle, and the bolt fixing points of the first product mounting bracket 6 and the second product mounting bracket 7 are configured in conjunction with the internal structure of the vehicle. It should be noted that, for the sake of simplicity, the foregoing embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to the present invention. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0019] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit the scope of protection of this utility model. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on these embodiments, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model. Although this utility model has been described in detail with reference to the above embodiments, those skilled in the art can still combine, add, delete, or otherwise adjust the features of the various embodiments of this utility model according to the circumstances without conflict or creative effort, thereby obtaining different technical solutions that do not fundamentally depart from the concept of this utility model. These technical solutions are also within the scope of protection of this utility model.

Claims

1. A noise reduction structure for an engine booster line, characterized in that, include: The lower housing (3) of the product is connected to a pressurization pipeline at both ends; The lower housing (3) of the product is provided with a first accommodating cavity and a second accommodating cavity. The first accommodating cavity and the second accommodating cavity are respectively connected to the outside through a first open port and a second open port. A high-frequency muffler cover (1) sealing the first accommodating cavity is provided at the first open port, and a medium-low frequency muffler cover (5) is provided at the second open port. The first and second accommodating cavities are interconnected. The first and second accommodating cavities are respectively equipped with a high-frequency silencer (2) and a medium-low frequency silencer (4). The airflow of the pressurized pipeline passes through the high-frequency silencer (2) and the medium-low frequency silencer (4).

2. The noise reduction structure for an engine booster pipe as described in claim 1, characterized in that, The lower housing (3) of the product is provided with a turbocharger end interface (8) and an intercooler end interface (9) at both ends. The turbocharger end interface (8) is located near the first receiving cavity, and the intercooler end interface (9) is located near the second receiving cavity.

3. A noise reduction structure for an engine booster pipe as described in claim 2, characterized in that, The lower housing (3) of the product is provided with a second product mounting bracket (7) near the first receiving cavity.

4. A noise reduction structure for an engine booster pipe as described in claim 3, characterized in that, The lower housing (3) of the product is provided with a first product mounting bracket (6) near the second receiving cavity.

5. A noise reduction structure for an engine booster pipe as described in claim 4, characterized in that, The first open port and the second open port are oriented perpendicularly to each other.

6. A noise reduction structure for an engine booster pipe as described in claim 5, characterized in that, Both the second receiving cavity and the second open port are right-angled structures, and the low-frequency silencer tube (4) placed inside the second receiving cavity is also a right-angled structure.

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