Automobile air intake pipe structure

Abstract

The utility model relates to the technical field of automobile air intake, especially to an automobile air intake pipe structure, which comprises a first intake section, an intermediate variable transition section and a second intake section which are connected in sequence from front to back, the first intake section can move forward and backward, the first intake section is inserted into the intermediate variable transition section from the front side port of the intermediate variable transition section and moves forward and backward, so that the inner cavity space of the intermediate variable transition section changes, a conical transition inner cavity with a gradually decreasing aperture from front to back is formed in the inner cavity of the intermediate variable transition section, a moving piston which can move forward and backward in the conical transition inner cavity and can abut against the inner wall of the conical transition inner cavity is mounted on the outer wall of the first intake section, the outer ring surface of the moving piston is a conical surface with a gradually decreasing diameter from front to back, and the moving piston can be elastically deformed in the radial direction, thereby improving the engine efficiency.

Description

Technical Field

[0001] This utility model relates to the field of automotive air intake technology, and in particular to an automotive air intake pipe structure. Background Technology

[0002] The air intake structure in a car is directly connected to the engine and is a crucial component. It affects noise control, engine efficiency, power consumption, and other factors, significantly impacting the overall performance of the vehicle. Of course, current technology offers many new air intake designs.

[0003] For example, Chinese Patent Application No. 201520772654.6 discloses an automobile engine intake device, engine system, and automobile. The automobile engine intake device includes an intake pipe, an air filter, and an exhaust pipe. The first end of the intake pipe is connected to external air, and the second end is connected to the first end of the air filter. The second end of the air filter is connected to the first end of the exhaust pipe, and the second end of the exhaust pipe extends to the engine area. The automobile engine intake device also includes a multi-chamber muffler; the multi-chamber muffler includes a body and an intake branch pipe. The first end of the intake branch pipe is connected to the intake pipe, and the second end of the intake branch pipe extends to the bottom of the body. The body includes multiple hollow chambers, each containing a resonator, a quarter-wavelength tube, or no muffler components.

[0004] For example, Chinese Patent Application No. 202022794194.0 discloses a noise reduction intake device for an automotive intake system, specifically relating to the field of automotive intake. It includes an intake pipe 1, with a resonant box fixedly connected to its right side. An intake pipe 2 is fixedly connected to the right side of the resonant box. An air filter box is fixedly connected to the right side of the intake pipe 2. An intake pipe 3 is fixedly connected to the right side of the air filter box. A horn-shaped intake head is fixedly installed on the left side of the intake pipe 1. Sound-absorbing cotton 1 is fixedly installed on the inner wall of the intake pipe 2. Sound-absorbing cotton 2 is fixedly sleeved on the inner wall of the air filter box, and the surface of the sound-absorbing cotton 2 is arc-shaped. A first protrusion is provided on the upper part of the intake pipe 3, and a microphone is fixedly installed inside the first protrusion. An active noise canceller is fixedly sleeved on the surface of the intake pipe 3, and the active noise canceller is electrically connected to the microphone.

[0005] These existing designs have solved the problems of noise reduction and air filtration very well, but they are still lacking in terms of the performance correlation of the engine. Summary of the Invention

[0006] The purpose of this invention is to provide a car intake pipe structure that can improve engine efficiency.

[0007] The above-mentioned objective of this utility model is achieved through the following technical solution: an automotive intake pipe structure, comprising a first entry section, an intermediate variable transition section, and a second entry section connected sequentially from front to back. The first entry section is movable back and forth. The first entry section is inserted into the intermediate variable transition section from the front port to the rear and moves back and forth, thereby changing the internal space of the intermediate variable transition section. A tapered transition cavity with a gradually decreasing diameter from front to back is formed in the internal cavity of the intermediate variable transition section. A movable piston that can move back and forth in the tapered transition cavity and abut against the inner wall of the tapered transition cavity is installed on the outer wall of the first entry section. The outer ring surface of the movable piston is a tapered surface with a gradually decreasing diameter from front to back, and the movable piston can elastically deform in the radial direction.

[0008] As a preferred embodiment of this invention, the movable piston is a rubber piston or a polyurethane piston.

[0009] As a preferred embodiment of the present invention, a front limiting ring and a rear limiting ring with a front-to-back gap are fixed on the rear half of the first entry section, and the movable piston is sleeved around the first entry section and clamped and limited between the front limiting ring and the rear limiting ring.

[0010] As a preferred embodiment of the present invention, the first entry section has a tail section extending backward beyond the rear limiting ring, and the first entry section is a cylindrical tube.

[0011] As a preferred embodiment of this invention, a plurality of first acoustic reflection teeth are fixed on the outer wall of the tail section.

[0012] As a preferred embodiment of this utility model, a reinforcing sleeve is also provided around the periphery of the first entry section, located between the front limiting ring and the rear limiting ring, and the outer wall of the reinforcing sleeve is integrally connected with a reinforcing guide post that can be inserted into the inner wall of the moving piston.

[0013] As a preferred embodiment of this invention, the inner ring of the movable piston is cylindrical, and a guide groove extending radially along the inner wall of the movable piston is provided for the reinforcing guide post to enter.

[0014] As a preferred embodiment of this utility model, a radial deformation spring extending radially along the moving piston is sleeved around the reinforcing guide post. The radial length of the radial deformation spring is greater than the radial length of the reinforcing guide post, and the radial deformation spring is also placed in the guide groove.

[0015] As a preferred embodiment of this invention, the movable piston is formed by connecting at least two branch piston segments that are attached to each other at the front and back, and the middle position of the guide groove is the connection position of the two branch piston segments.

[0016] As a preferred embodiment of this invention, a plurality of second acoustic reflection teeth are fixed on the inner wall of the conical transition cavity.

[0017] The beneficial effects of this utility model are as follows: by utilizing the internal conical design of the intermediate transition section, the average orifice diameter of the pipe changes as the pipe section becomes longer or shorter, thereby maintaining a relatively stable back pressure for the intake air, which reduces the impact on the engine's output efficiency and power consumption; noise control is also optimized by eliminating noise in undesirable frequency bands; and effective control can be achieved based on the specific internal conditions. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the intake pipe in the embodiment; Figure 2 yes Figure 1 A sectional view; Figure 3 yes Figure 1 A three-dimensional structural diagram of the intermediate transition section in the middle; Figure 4 yes Figure 1 A three-dimensional structural diagram of the first entry section and its connecting structure; Figure 5 yes Figure 4 A three-dimensional structural diagram of the central structure after the moving piston is removed; Figure 6 yes Figure 4 A three-dimensional structural diagram of the moving piston in the image; Figure 7 yes Figure 6 A three-dimensional structural diagram of the moving piston in the diagram, featuring an optimized split structure; Figure 8 yes Figure 7 A three-dimensional structural diagram from a rear view; Figure 9 yes Figure 4 A schematic diagram of the three-dimensional structure from the rear view after optimization of the mid-structure. Figure 10 yes Figure 9 A schematic diagram of the three-dimensional structure from a frontal perspective; Figure 11 yes Figure 1 A schematic diagram of the three-dimensional structure with drive in the middle. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings.

[0020] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they fall within the scope of the claims of the present utility model.

[0021] Examples, such as Figure 1-11 As shown, an automotive intake pipe structure includes a first intake section 1, a middle transition section 3, and a second intake section 2 connected sequentially from front to back. This is the overall structural design of an intake pipe with three sections: front, middle, and rear. The first intake section 1 is the foremost section and can move back and forth. This movement is achieved by fixing a drive rod 8 to the outer wall of the first intake section 1. This drive rod 8 can be fixed to the outer wall of the first intake section 1 using existing methods such as welding, bolting, or integral connection. The other end of the drive rod 8 is fixed to a power device 81, which can be a cylinder or a linear motor. This allows the other end of the drive rod 8 to be fixed to the piston rod of the cylinder using existing fixing methods. The piston rod is driven by back-and-forth movement, thus enabling the drive rod 8 to move back and forth, thereby moving the first intake section 1 back and forth. The main body of the power device 81 can be fixed to the vehicle body. The first intake section 1 is generally made of metal, such as steel or alloy pipe, but it can also be made of plastic. The middle transition section 3 and the second intake section 2 can be made of the same material as the first intake section 1. The intermediate transition section 3 and the second inlet section 2 are fixed in position and do not need to be moved. The outer periphery of both the rear end of the intermediate transition section 3 and the front end of the second inlet section 2 can be integrally connected with flanges. The two sections are secured by bolts and nuts through the flanges, a conventional method for fixing pipe sections. Alternatively, the rear end of the intermediate transition section 3 and the front end of the second inlet section 2 can be connected using other existing pipe connection methods. The second inlet section 2 can be a cylindrical pipe section, which can be composed of multiple cylindrical pipe sections connected together. Air filters and other structures can be installed on the pipe for filtration. The other end of the second inlet section 2 connects to the intake manifold, which in turn connects to the engine. The conventional structure for the piping from the second inlet section 2 to the engine is perfectly acceptable.

[0022] The focus of this embodiment is on the improvement of the intermediate variable transition section 3 and the first entry section 1. The first entry section 1 is inserted into the intermediate variable transition section 3 from the front port and moves back and forth, which changes the internal space of the intermediate variable transition section 3. The change in internal space will not only change the length in front and back, but also change the radial dimension. As a result, the entire effective pipe section changes, and the average pipe diameter also changes. This design can optimize the efficiency and power consumption of the engine and maintain the stability of performance at high and low speeds.

[0023] To achieve the above objectives, we solve the problem through the following design: A tapered transition cavity 30, with its diameter gradually decreasing from front to back, is formed within the inner cavity of the intermediate transition section 3. A movable piston 4, capable of moving back and forth within the tapered transition cavity 30 and abutting against its inner wall, is installed and connected to the outer wall of the first entry section 1. The tapered transition cavity 30 exists at least once within the inner cavity of the intermediate transition section 3, extending from the front end in a radially gradually changing section. The tapered transition cavity 30 can fill the entire inner cavity of the intermediate transition section 3, or it can be only a section at the front, with the rear end being a regular cylinder. The outer wall of the intermediate transition section 3 can be entirely cylindrical. A more preferred approach is that, referring to the inner cavity, the outer wall corresponding to the cylindrical portion of the inner cavity is cylindrical; if the inner cavity is a tapered transition cavity 30, then the outer wall is tapered.

[0024] Furthermore, the outer ring surface of the movable piston 4 is a tapered surface with a diameter that gradually decreases from front to back, and the movable piston 4 can elastically deform in the radial direction, that is, the movable piston 4 can compress and expand in the radial direction. This allows it to match the shape of the inner wall of the tapered transition cavity 30, so that it can move back and forth while also closely fitting against the inner wall of the tapered transition cavity 30. Therefore, the movable piston 4 can be selected as a rubber piston or a polyurethane piston, as pistons made of these materials can elastically expand and contract in the radial direction. The outer ring, i.e., the outer wall, of the movable piston 4 is tapered, but the inner ring can be cylindrical, which would better match the first entry section 1. The first entry section 1 adopts a cylindrical tube structure. It can be seen that the movable piston 4 is also a ring-shaped sleeve structure and is located around the first entry section 1.

[0025] Preferably, a front limiting ring 51 and a rear limiting ring 52 with a front-to-back gap are fixed to the rear half of the first entry section 1. The front limiting ring 51 and the rear limiting ring 52 are fixed to the outer wall of the first entry section 1 by means of integral molding or welding, or by means of detachable fixing such as pins. The movable piston 4 is sleeved around the first entry section 1 and clamped and limited between the front limiting ring 51 and the rear limiting ring 52. The front and rear limiting structure provides better limiting of the piston and prevents front and back displacement.

[0026] Preferably, the first entry segment 1 has a tail segment 11 extending rearward beyond the rear limiting ring 52, and the first entry segment 1 is a cylindrical tube. The inner cavity of the tail segment 11 and the intermediate transition segment 3 can be better ventilated. Furthermore, a plurality of first acoustic reflection teeth 110 are fixed on the outer wall of the tail segment 11. The first acoustic reflection teeth 110 can be arc-shaped protrusions or sawtooth shapes, and can be fixed to the outer wall of the tail segment 11 using existing methods. A specific frequency resonant cavity can be formed between the tail segment 11 and the intermediate transition segment 3 to amplify the desired sound and remove unwanted noise.

[0027] Preferably, a reinforcing sleeve 6 is also fitted around the periphery of the first entry section 1, located between the front limiting ring 51 and the rear limiting ring 52. The reinforcing sleeve 6 is annular and can preferably be fixed to the periphery of the first entry section 1 by welding or other means. This serves to strengthen the structure and increase its thickness, and also to facilitate better positioning. Furthermore, a reinforcing guide post 60 is integrally connected to the outer wall of the reinforcing sleeve 6 and can be inserted into the inner wall of the moving piston 4. The reinforcing guide post 60 can be cylindrical. The reinforcing sleeve 6 and the reinforcing guide post 60 can be made of metal or plastic, and can be consistent with the first entry section 1.

[0028] Furthermore, the inner ring of the movable piston 4 is cylindrical, and a guide groove 40 extending radially along the inner wall of the movable piston 4 is provided for the reinforcing guide post 60 to enter. The reinforcing guide post 60 and the guide groove 40 are adapted to each other in shape, which enhances the positioning and structural stability.

[0029] In one embodiment of this invention, a radial deformation spring 7 extending radially along the movable piston 4 is sleeved around the reinforcing guide post 60. The radial length of the radial deformation spring 7 is greater than the radial length of the reinforcing guide post 60, and the radial deformation spring 7 is also placed in the guide groove 40. In this way, the movable piston 4 and the radial deformation spring 7 can work together to expand and contract radially, which will have a better effect. This is because if there is only the movable piston 4, the movable piston 4 will be compressed and stretched significantly for a long time, which will affect its service life. The deformation is small, the pressing force is large, and the power consumption of movement will be large. However, with the radial deformation spring 7, radial expansion and contraction are relatively easy, the fatigue of the workpiece will be improved, the service life will be longer, and the power consumption will be relatively reduced.

[0030] Preferably, the movable piston 4 is formed by connecting at least two branch piston segments 44 that are attached to each other. The middle position of the guide groove 40 is the docking position of the two branch piston segments 44. That is, the guide groove 40 is also spliced ​​and connected. This has the advantage of facilitating the assembly of the radial deformation spring 7 on the reinforcing guide post 60 and on the movable piston 4.

[0031] In this structure, the reinforcing sleeve 6 and the reinforcing guide post 60 are first fixed on the first entry section 1, then the spring is sleeved on the reinforcing guide post 60, then the branch piston section 44 is connected front and rear, and then the front limit ring 51 and the rear limit ring 52 are installed and fixed.

[0032] In another embodiment, the movable piston 4 is formed by connecting the upper and lower halves together, which is also convenient for assembly. Here, the movable piston 4 can be finally connected by connecting the upper and lower halves together and then connected to the first entry section 1 and installed into the conical transition cavity 30.

[0033] Preferably, a plurality of second acoustic reflective teeth 120 are fixed on the inner wall of the conical transition cavity 30. The shape of the second acoustic reflective teeth 120 can be the same as that of the first acoustic reflective teeth 110, which allows for better sound processing, reducing noise and optimizing sound waves. Furthermore, a microphone (for picking up noise) and a speaker (for generating anti-phase sound waves) are installed in the conical transition cavity 30. A high-speed controller analyzes the noise in real time and generates sound waves with opposite phases, which are then better canceled out by the reflective teeth, making the resonant frequency adjustable. This allows for more precise noise cancellation of the primary order at different speeds.

[0034] The aforementioned structural design allows for real-time adjustments to the effective length or cross-sectional area of ​​the intake manifold based on engine speed and load. At low speeds, a longer manifold facilitates low-torque output, and the average cross-section of the manifold maintains good back pressure. At high speeds, the manifold shortens, promoting high-speed rotation. The shorter manifold also reduces the average cross-section, ensuring consistent back pressure and output. This variable cross-section design optimizes flow rate across the entire speed range, thereby improving engine power consumption and stability, resulting in enhanced performance. Furthermore, improvements can be made in noise management.

[0035] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A car intake pipe structure, characterized in that, The first entry section (1), the intermediate transition section (3), and the second entry section (2) are connected sequentially. The first entry section (1) can move back and forth. The first entry section (1) is inserted into the intermediate transition section (3) from the front port of the intermediate transition section (3) and moves back and forth, so that the internal space of the intermediate transition section (3) changes. A tapered transition cavity (30) with a gradually decreasing diameter from front to back is formed in the internal cavity of the intermediate transition section (3). A movable piston (4) is installed on the outer wall of the first entry section (1) and can move back and forth in the tapered transition cavity (30) and can abut against the inner wall of the tapered transition cavity (30). The outer ring surface of the movable piston (4) is a tapered surface with a gradually decreasing diameter from front to back, and the movable piston (4) can elastically deform in the radial direction.

2. The automobile intake pipe structure according to claim 1, characterized in that, The movable piston (4) is a rubber piston or a polyurethane piston.

3. The automobile intake pipe structure according to claim 1, characterized in that, The first entry section (1) has a front limiting ring (51) and a rear limiting ring (52) fixed on the rear half of the first entry section (1). The moving piston (4) is sleeved around the first entry section (1) and clamped between the front limiting ring (51) and the rear limiting ring (52).

4. The automobile intake pipe structure according to claim 3, characterized in that, The first entry section (1) has a tail section (11) extending backward beyond the rear limiting ring (52), and the first entry section (1) is a cylindrical tube.

5. The automobile intake pipe structure according to claim 4, characterized in that, Several first acoustic reflection teeth (110) are fixed on the outer wall of the tail section (11).

6. The automobile intake pipe structure according to claim 4, characterized in that, The periphery of the first entry section (1) is also fitted with a reinforcing sleeve (6) located between the front limiting ring (51) and the rear limiting ring (52), and the outer wall of the reinforcing sleeve (6) is integrally connected with a reinforcing guide post (60) that can be inserted into the inner wall of the moving piston (4).

7. The automobile intake pipe structure according to claim 6, characterized in that, The inner ring of the movable piston (4) is cylindrical, and a guide groove (40) extending radially along the inner wall of the movable piston (4) is provided for the reinforcing guide post (60) to enter.

8. The automobile intake pipe structure according to claim 7, characterized in that, The reinforcing guide post (60) is surrounded by a radial deformation spring (7) that extends radially along the moving piston (4). The radial length of the radial deformation spring (7) is greater than the radial length of the reinforcing guide post (60), and the radial deformation spring (7) is also placed in the guide groove (40).

9. The automobile intake pipe structure according to claim 8, characterized in that, The movable piston (4) is formed by connecting at least two branch piston segments (44) that are attached to each other. The middle position of the guide groove (40) is the docking position of the two branch piston segments (44).

10. The automobile intake pipe structure according to claim 1, characterized in that, Several second acoustic reflection teeth (120) are fixed on the inner wall of the conical transition cavity (30).

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