Air intake system and vehicle

Abstract

The application provides an air intake system and a vehicle, and belongs to the technical field of automobile noise elimination. The air intake system is arranged on a vehicle longitudinal beam, the longitudinal beam is hollow, and the air intake system comprises, in sequence along the air intake direction of a vehicle engine module, an air filter air inlet pipe assembly, an air filter assembly and an air filter air outlet pipe assembly. A first stop block is arranged in the longitudinal beam and divides the longitudinal beam. A second stop block is arranged on one side of the first stop block and is separated from the first stop block in the longitudinal beam to form a closed cavity. The closed cavity is communicated with the air filter air outlet pipe assembly to eliminate noise generated when the vehicle intakes air. The air intake system and the vehicle of the application integrate the resonance cavity in the vehicle longitudinal beam to replace space occupation with space borrowing, thereby solving the problem that the resonance cavity of the prior art occupies a large space and limits the modularization and engine compartment height integration of the vehicle.

Description

Technical Field

[0001] This application belongs to the field of automotive noise reduction technology, and in particular relates to an intake system and a vehicle. Background Technology

[0002] In the current design trends of the automotive industry, the compact layout of the engine compartment has become a key direction. Its main purpose is to accommodate more functional components by optimizing the structural layout, or to reduce the volume of the front compartment to improve the overall space utilization efficiency of the vehicle.

[0003] The intake resonant cavity commonly used in automotive intake systems is located in the engine compartment. It is an important component used to eliminate specific frequency noise in engine intake noise. The intake resonant cavity usually needs to meet specific volume and pipe length parameters to effectively remove noise, which results in the intake resonant cavity having an irregular and relatively large structural shape.

[0004] Because the intake resonator occupies a large space, it is prone to interference with other critical components in the engine compartment during installation, severely limiting its layout flexibility and spatial coordination. Furthermore, the intrusive layout of the intake resonator not only increases assembly difficulty but also restricts the modularity of the entire vehicle and the high degree of integration of the engine compartment. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide an intake system and vehicle that integrates the resonant cavity into the vehicle's longitudinal beam through a novel structural design of the intake system, thereby replacing space occupation with space utilization, thus solving the problem of large space occupation of the intake resonant cavity in the prior art, which restricts the modularization of the whole vehicle and the high integration of the engine compartment.

[0007] To achieve the above objectives, this application provides an air intake system disposed on a vehicle longitudinal beam, wherein the longitudinal beam is hollow, and the air intake system includes: An air filter intake pipe assembly, an air filter assembly, and an air filter outlet pipe assembly are connected sequentially along the air intake direction of the vehicle engine module. The first stop is provided inside the longitudinal beam and separates it; The second stop is located on one side of the first stop and separates it from the first stop within the longitudinal beam to form a closed cavity. The closed cavity is connected to the air filter outlet pipe assembly to eliminate noise generated when the vehicle is intake.

[0008] In existing technologies, the intake resonant cavity occupies a large space and is prone to interference with other key components in the engine compartment during installation, which severely limits the flexibility and spatial coordination of its layout, resulting in problems that restrict the modularization of the whole vehicle and the high integration of the engine compartment.

[0009] Based on the above-mentioned technical solution, this application utilizes the internal space of the vehicle's longitudinal beam, eliminating the need for an additional dedicated resonant cavity, thus saving engine compartment space and assembly costs. By forming a closed cavity within the longitudinal beam and connecting it to the air filter exhaust pipe assembly, intake noise is effectively reduced, improving vehicle ride comfort. At the same time, it makes the engine compartment layout more compact, which is beneficial for optimizing the overall vehicle layout.

[0010] In some embodiments, the air filter outlet assembly includes: The first connecting pipe is connected at both ends to the air filter assembly and the vehicle engine module, respectively, and the first connecting pipe communicates with the enclosed cavity.

[0011] Based on the above technical solution, by setting a first connecting pipe that connects to the closed cavity, the integrity of the air delivery path is maintained, and effective coupling with the sound-absorbing structure inside the longitudinal beam is achieved.

[0012] In some embodiments, the air filter outlet assembly further includes: The second connecting pipe flexibly connects the first connecting pipe and the vehicle engine module at both ends to accommodate the movement of the vehicle engine module relative to the air filter assembly.

[0013] Based on the above technical solution, the stress concentration caused by engine vibration and displacement is significantly reduced by the second connecting pipe, which greatly extends the service life of various components of the intake system and prevents the risk of fatigue cracking at the interface between the first connecting pipe and the engine, as well as at the connection between the first connecting pipe and the longitudinal beam.

[0014] In some embodiments, the air filter outlet assembly further includes: The throat tube is connected at both ends to the first connecting pipe and the longitudinal beam, so that the first connecting pipe communicates with the closed cavity.

[0015] Based on the above technical solution, by setting a throat tube, the sealed cavity can be more accurately and efficiently acoustically coupled with the air intake channel, thereby improving the attenuation effect of noise in a specific frequency band.

[0016] In some embodiments, the connection position between the throat and the longitudinal beam is equal to the distance between the first stop and the second stop.

[0017] Based on the above technical solution, by designing the connection position between the throat tube and the longitudinal beam to be consistent with the distance between the first and second blocks, not only is the acoustic performance of the intake system optimized, but the rationality of the structural layout and the stability of the system are also improved. This helps to standardize the structural design of the enclosed cavity and facilitates mass production and installation.

[0018] In some embodiments, the intake system further includes: A sealing assembly is disposed between the longitudinal beam and the first stop and the second stop. The sealing assembly is used to completely isolate the interior of the longitudinal beam by the first stop and the second stop, so that the enclosed cavity is relatively sealed inside the longitudinal beam.

[0019] Based on the above technical solution, the sealing component significantly improves the airtightness and durability of the sealed cavity, preventing the performance of the sealed cavity from being reduced due to air leakage or foreign object intrusion.

[0020] In some embodiments, the first stop and the second stop are slidably connected to the longitudinal beam, respectively.

[0021] Based on the above technical solution, the sliding connection method can realize the flexible adjustment of the positions of the first block and the second block, so that the position and volume of the sealed cavity can be customized according to the acoustic requirements of the intake system.

[0022] In some embodiments, the intake system further includes: A locking component is disposed between the longitudinal beam and the first stop and the second stop, and the locking component is used to lock or release the relative sliding of the first stop, the second stop and the longitudinal beam.

[0023] Based on the above technical solution, by setting a locking component, the first stop and the second stop can not only slide and adjust flexibly, but also be firmly fixed in the set position, thereby improving the adjustability and reliability of the system.

[0024] In some embodiments, the locking component includes: The first stop block and the second stop block are provided with multiple limiting holes along the extension direction of the longitudinal beam; A locking element is provided on the longitudinal beam to extend into or out of any of the limiting holes, for locking or releasing the relative sliding of the first stop, the second stop, and the longitudinal beam.

[0025] Based on the above technical solution, multi-stage precise locking can be achieved through the cooperation of the locking component and multiple limiting holes, which greatly enhances the flexibility and stability of the closed cavity adjustment.

[0026] On the other hand, this application also provides a vehicle, including: The vehicle body is equipped with longitudinal beams and a vehicle engine module. An intake system as described in any of the preceding claims, wherein the intake system is mounted on the longitudinal beam and connected to the vehicle engine module, to eliminate noise generated during vehicle intake. Based on the above technical solutions, by integrating the air intake system into the longitudinal beams of the vehicle body, the internal space of the vehicle body structure is fully utilized, avoiding the occupation of additional layout space and improving the compactness of the overall vehicle structure; the air intake system can effectively reduce engine intake noise and improve the quietness of vehicle driving and ride comfort.

[0027] Other features and advantages of this application will be set forth in the description which follows, and in part will be obvious from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0028] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a perspective view of the air intake system of this application.

[0029] 100. Air filter intake pipe assembly; 200. Air filter assembly; 300. Air filter exhaust pipe assembly; 301. First connecting pipe; 302. Second connecting pipe; 303. Throat pipe; 400. First stop block; 500. Second stop block; 600. Longitudinal beam. Detailed Implementation

[0030] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The present invention will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0032] The intake resonant cavity commonly used in automotive intake systems is located in the engine compartment. It is an important component used to eliminate specific frequency noise in engine intake noise. The intake resonant cavity usually needs to meet specific volume and pipe length parameters to effectively remove noise, which results in the intake resonant cavity having an irregular and relatively large structural shape.

[0033] In related technologies, the large space occupied by the intake resonator makes it prone to interference with other critical components in the engine compartment during installation, severely limiting its layout flexibility and spatial coordination. Furthermore, the intrusive layout of the intake resonator not only increases assembly difficulty but also restricts the modularization of the entire vehicle and the high degree of integration of the engine compartment.

[0034] In view of the technical problems existing in the related technologies, this application provides an air intake system and a vehicle. By designing a new structure for the air intake system, the resonant cavity is integrated into the vehicle's longitudinal beam, replacing space occupation with space utilization. This solves the problem that the large space occupation of the air intake resonant cavity in the prior art restricts the modularization of the whole vehicle and the high integration of the engine compartment.

[0035] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0036] See attached document Figure 1 In one illustrative embodiment of the air intake system of this application, the air intake system is disposed on the vehicle longitudinal beam 600, the longitudinal beam 600 is hollow inside, and the air intake system includes an air filter intake pipe assembly 100, an air filter assembly 200 and an air filter exhaust pipe assembly 300 connected in sequence along the air intake direction of the vehicle engine module.

[0037] The air filter assembly 200 is fixed to the vehicle body. The air filter assembly 200 further includes an upper air filter housing, an air filter element, and a lower air filter housing. The upper and lower air filter housings are fitted together and sleeved over the air filter element. The upper and lower air filter housings are respectively connected to the air filter outlet pipe assembly 300 and the air filter inlet pipe assembly 100, so that the air filter outlet pipe assembly 300 and the air filter inlet pipe assembly 100 are located above and below the air filter element, respectively. During air intake, the air filter inlet pipe assembly 100 introduces outside air into the air filter assembly 200 for filtration, and then directs the clean air to the vehicle engine module through the air filter outlet pipe assembly 300.

[0038] The intake system also includes a first block 400 and a second block 500. The first block 400 is located inside the longitudinal beam 600 and separates it. The second block 500 is located on one side of the first block 400 and separates it from the first block 400 within the longitudinal beam 600 to form a closed cavity. The closed cavity serves as a resonant cavity for noise elimination. The closed cavity is connected to the air filter outlet pipe assembly 300 to eliminate the noise generated when the vehicle is intakeing.

[0039] The first stop 400, acting as a rigid partition, is placed within the internal cavity of the longitudinal beam 600, dividing the originally continuous hollow longitudinal beam 600 into two independent cavities: a front cavity closer to the front of the vehicle and a rear cavity closer to the driver's compartment. After the longitudinal beam 600 is divided into front and rear cavities by the first stop 400, it essentially lays the foundation for the subsequent installation of a second stop 500 to jointly form a precisely sized, clearly defined closed resonant cavity.

[0040] In some embodiments, the first stop 400 is permanently fixed to a specific position within the longitudinal beam 600 by welding, bonding, or mechanical locking. Alternatively, the position of the first stop 400 within the longitudinal beam 600 is adjustable, thereby changing the resonant cavity volume separated by the first stop 400 and the second stop 500. The first stop 400 is configured as a curved surface with a dome or a structure with internal ribs. The curved surface can optimize airflow within the longitudinal beam 600 and reduce drag; the internal ribs can enhance the rigidity of the first stop 400 itself and prevent vibration noise under intake pulsating pressure.

[0041] See attached document Figure 1The second stop 500, acting as a rigid partition, is also located within the internal cavity of the longitudinal beam 600, situated to one side of the first stop 400. It further divides the front or rear cavity separated by the first stop 400. The second stop 500 and the first stop 400 are arranged opposite each other, and the cavity between them is the sealed cavity. The sealed cavity is connected to the air filter exhaust pipe assembly 300. When the engine intake air generates strong pressure pulsations, sound waves are transmitted into the sealed cavity through the air filter exhaust pipe assembly 300. At a specific frequency, the air inside the sealed cavity resonates violently like a spring. This process consumes a large amount of sound wave energy, effectively eliminating the unpleasant intake noise corresponding to that frequency.

[0042] It should be noted that the principle of the aforementioned enclosed cavity as a resonant cavity to eliminate noise is that the air inside the enclosed cavity resonates at a specific frequency, thereby consuming sound wave energy and eliminating noise. The specific frequency is preset to correspond to the frequency of the noise; by changing the volume of the enclosed cavity, or changing the length of the throat 303, or changing the cross-sectional area of ​​the throat 303, the properties of the specific frequency can be adjusted.

[0043] In some embodiments, the second stop 500 is permanently fixed to a specific position within the longitudinal beam 600 by welding, bonding, or mechanical locking, thereby cooperating with the first stop 400 to create a closed cavity of fixed volume for noise reduction. Alternatively, the position of the second stop 500 within the longitudinal beam 600 can be adjusted, thereby changing the volume of the closed cavity separated by the first stop 400 and the second stop 500, and thus adjusting the peak frequency of the closed cavity as a resonant cavity or resonance cavity, so as to better match the main intake noise frequency of engines with different displacements and tuning, achieving a flexible noise reduction effect. The second stop 500 may be arranged parallel to or non-parallel to the first stop 400. When the second stop 500 is not parallel to the first stop 400, the side of the second stop 500 closer to the first stop 400 is set to be inclined or arc-shaped, thereby forming a closed cavity with a gradually changing volume from one end to the other with the inner wall of the longitudinal beam 600. Based on the gradual change in the volume of the closed cavity, multiple resonant frequencies are generated, thereby achieving passive noise cancellation over a wider frequency band.

[0044] The longitudinal beam 600 is a core load-bearing and impact-resistant component of the vehicle body. By designing it as the outer shell of a resonant cavity, the noise-reducing structure achieves extremely high rigidity and durability, avoiding the abnormal noises or cracks that can occur with traditional independent resonant cavities due to vibration and aging. The first and second baffles are located inside the longitudinal beam 600, thus converting a portion of the longitudinal beam 600 into part of the intake system, significantly saving valuable space in the engine compartment. This reduces the need for separately designing, manufacturing, and installing a resonant cavity, lowering the number of parts, mold costs, and assembly time, and improving the overall integration of the vehicle design.

[0045] Compared to traditional intake systems, the intake system of this application makes full use of the internal space of the vehicle's longitudinal beam 600, eliminating the need for a dedicated resonant cavity and saving engine compartment space and assembly costs. By forming a closed cavity within the longitudinal beam 600 and connecting it to the air filter exhaust pipe assembly 300, intake noise is effectively reduced, improving vehicle ride comfort. Simultaneously, it allows for a more compact engine compartment layout, facilitating overall vehicle arrangement optimization and enhancing the system's modularity and integration.

[0046] See attached document Figure 1 In some embodiments, the air filter outlet pipe assembly 300 includes a first connecting pipe 301, with its two ends connected to the air filter assembly 200 and the vehicle engine module, respectively, and the first connecting pipe 301 communicating with a closed cavity.

[0047] The first connecting pipe 301 is the connecting and positioning component between the rear end of the entire intake system and the vehicle engine module. One end of the first connecting pipe 301 is rigidly fixed to the air filter housing outlet by a flange and bolts, and the other end is connected to the engine intake port, forming a stable connection between the air filter assembly 200 and the vehicle engine module, bearing the main vibration load and installation stress. The first connecting pipe 301 communicates with the closed cavity within the longitudinal beam 600 through an opening or connecting pipe, thereby efficiently transmitting the intense pressure pulsations generated during engine intake to the closed cavity. The first connecting pipe 301 connects the engine intake end and the closed cavity respectively, essentially acting as a bridge connecting the sound source and the muffler. Pressure waves are generated from the engine intake end; part of them enters the closed cavity through the opening or connecting pipe and are consumed, while the other part continues to propagate along the first connecting pipe 301. The first connecting pipe 301 is also essentially an acoustic element; its length and volume affect the natural frequency of the intake system and directly determine the muffler efficiency of the resonant cavity and whether additional airflow noise will be generated. The first connecting pipe 301 and the closed cavity together constitute a structural muffler system.

[0048] The material of the first connecting pipe 301 should be selected according to actual requirements, using rubber pipes, composite plastic pipes, or metal corrugated pipes with heat resistance, pressure resistance, and shock resistance to meet different usage environments and cost requirements. The connection between the first connecting pipe 301 and the air filter assembly 200 and the engine module can be achieved using different forms such as hose clamps, quick-connect structures, or flange connections. The connection position between the first connecting pipe 301 and the enclosed cavity should be optimized and adjusted according to acoustic performance requirements. In some embodiments, it is positioned closer to the engine end or the air filter end to achieve better noise reduction.

[0049] By setting the first connecting pipe 301 to connect the closed cavity, the integrity of the air delivery path is maintained, and effective coupling with the sound-absorbing structure inside the longitudinal beam 600 is achieved, so that the entire intake system effectively reduces the noise transmitted to the vehicle without affecting the engine intake efficiency.

[0050] See attached document Figure 1 In some embodiments, the air filter outlet pipe assembly 300 further includes a second connecting pipe 302, the two ends of which are flexibly connected to the first connecting pipe 301 and the vehicle engine module, respectively, to accommodate the movement of the vehicle engine module relative to the air filter assembly 200.

[0051] Because the engine in the vehicle's engine module is a powerful vibration source during operation, it generates multi-directional, high-frequency vibrations. If the intake system is rigidly connected to the engine, these vibrations will be transmitted without attenuation to the air filter exhaust pipe assembly 300, air filter intake pipe assembly 100, and air filter assembly 200, leading to fatigue damage of components, loosening of connections, and abnormal noise. Based on these technical issues, the second connecting pipe 302, as a flexible connecting component, uses the damping characteristics of its material and the deformability of its structure to absorb and isolate most of the vibrations from the engine, preventing them from being transmitted rearward to the air filter assembly 200. Furthermore, when the engine starts, accelerates, brakes, or is affected by the vehicle's torsional forces, it will experience limited, multi-degree-of-freedom displacement relative to the air filter and the first connecting pipe 301 fixed to the vehicle's longitudinal beam 600. Based on these technical issues, the flexibility of the second connecting pipe 302 allows for elastic deformation, thereby compensating for this relative movement and ensuring that the intake passage remains unobstructed and sealed, preventing rupture or leakage due to tension.

[0052] The second connecting pipe 302 includes, but is not limited to, flexible structures such as corrugated pipes, braided reinforced hoses, or multi-layer composite rubber hoses. The specific shape and size of the second connecting pipe 302 should be flexibly designed according to the relative displacement range and spatial layout conditions between the engine module and the air filter. The connection method of the second connecting pipe 302 includes, but is not limited to, rotatable joints, flexible joints, or clamp fastening methods to enhance assembly efficiency and sealing effect. In some embodiments, when additional heat insulation or corrosion resistance is required, an outer covering layer or an inner lining coating is added to the second connecting pipe 302 to improve its environmental adaptability.

[0053] After the first connecting pipe 301 assumes the main structural support and acoustic channel functions, the second connecting pipe 302 is responsible for handling dynamic compatibility issues. The second connecting pipe 302 and the first connecting pipe 301 form a combination of rigidity and flexibility: the first connecting pipe 301 ensures the stability of the overall system frame and provides an interface for the anechoic chamber; the second connecting pipe 302 ensures that this stable frame can be safely and reliably connected to the vibrating engine. The second connecting pipe 302 significantly reduces stress concentration caused by engine vibration and displacement, greatly extending the service life of various components of the intake system and preventing the risk of fatigue cracking at the interface between the first connecting pipe 301 and the engine, and at the connection between the first connecting pipe 301 and the longitudinal beam 600. By adding the second connecting pipe 302, not only is the adaptability of the intake system in dynamic environments improved, but the reliability and durability of the system are also enhanced. As a flexible connection structure, the second connecting pipe 302 effectively mitigates the interface impact caused by engine vibration or vehicle body deformation, reducing the risk of pipe damage or interface leakage, and improving the safety and stability of system operation.

[0054] See attached document Figure 1 In some embodiments, the air filter outlet tube assembly 300 further includes a throat tube 303, with the two ends of the throat tube 303 connected to a first connecting tube 301 and a longitudinal beam 600, so that the first connecting tube 301 communicates with the closed cavity.

[0055] The second stop 500 is positioned opposite the first stop 400 within the longitudinal beam 600 to create a closed cavity. This closed cavity is connected to the first connecting pipe 301 via a throat 303, thus forming a Helmholtz resonator. A Helmholtz resonator is an acoustic device consisting of a cavity and a neck connecting the cavity to the external environment. When sound waves enter the neck, the air inside the cavity vibrates like a spring, creating resonance, thereby amplifying or absorbing sound at specific frequencies.

[0056] The throat 303 is the neck connecting the cavity to the external environment, and is a core element constituting the Helmholtz resonator. In the broadband noise generated by the engine intake, sound waves of the same frequency will produce intense air column vibrations at the throat 303. Energy is dissipated within the sealed cavity through friction and heat conduction, thus achieving targeted noise reduction. Therefore, the throat 303 is a precise channel for guiding and injecting noise into the sealed cavity. As an independent connector, the throat 303 solves the problem of mismatched interfaces between the first connecting pipe 301 and the longitudinal beam 600. Given the potential differences in materials, vibration characteristics, manufacturing tolerances, and installation sequence between the first connecting pipe 301 and the longitudinal beam 600, the throat 303 acts as an intermediary, allowing for relatively independent optimization and manufacturing of the two systems, which are then reliably connected via the throat 303.

[0057] The throat 303 is made of materials such as plastic, aluminum alloy, or rubber to balance rigidity and flexibility requirements. The cross-section of the throat 303 includes, but is not limited to, circular, elliptical, or rectangular shapes, and its length and inner diameter should be designed according to airflow requirements. The connection method between the throat 303 and the longitudinal beam 600 includes, but is not limited to, threaded fastening, snap-fit ​​connection, or adhesive sealing to adapt to different assembly processes and sealing level requirements. In some embodiments, a support ring or fixing clamp is also provided on the outside of the throat 303 to prevent loosening of the connection due to vibration during operation.

[0058] In some embodiments, the throat 303 is provided with sealed connection structures at both ends, including but not limited to snaps, flanges, or bolts with rubber sealing rings, to ensure that noise energy can only be transmitted through the throat 303 channel and will not leak from the connection gaps, while preventing water and dust intrusion. The throat 303 is internally designed with a movable valve plate or diaphragm, the opening of which is adjusted by the engine control unit according to the engine speed and load, thereby changing the effective cross-sectional area of ​​the throat 303 for noise cancellation in real time, so that the resonant frequency follows the main order noise changes of the engine, achieving full-condition optimization. In some embodiments, two or more throats 303 of different sizes are connected in parallel to a closed cavity to silencing two different frequencies respectively; in other embodiments, one of the two throats 303 serves as the main throat 303, and the two ends of the other throat 303 are respectively connected to the main throat 303 and another smaller or larger resonant cavity, forming a composite filter.

[0059] By incorporating the throat 303, the enclosed cavity can achieve more precise and efficient acoustic coupling with the air intake channel, thereby enhancing the attenuation effect on noise in specific frequency bands. Furthermore, the throat 303 has a simple structure and flexible layout, which helps to guide some airflow or sound waves into the interior of the longitudinal beam 600 without altering the main path of the first connecting pipe 301, thus optimizing acoustic performance.

[0060] See attached document Figure 1 In some embodiments, the connection positions of the throat 303 and the longitudinal beam 600 are equal to the distances between the first stop 400 and the second stop 500.

[0061] In a closed cavity with both ends sealed, sound waves form specific standing wave modes. Connecting the neck of the Helmholtz resonator, i.e., the throat 303, to the center of the closed cavity is equivalent to coupling with an external sound source at the location with the most intense sound pressure pulsation and the highest sound energy density. This most effectively pumps the pressure fluctuations of the intake pipe into the closed cavity, exciting the strongest and purest fundamental frequency resonance, thereby maximizing the efficiency of sound energy consumption at the target frequency. That is, the sound waves travel along equal or symmetrical paths when entering and exiting the throat 303, effectively enhancing the interference effect of the closed cavity on the sound waves and achieving optimal noise attenuation. Furthermore, the connection position of the throat 303 and the longitudinal beam 600 is located in the middle between the first stop 400 and the second stop 500, allowing the pressure pulsations and potential vibration energy from the intake pipe to propagate evenly to both ends of the closed cavity. This avoids asymmetrical impact loads on the walls of the first stop 400, the second stop 500, or the longitudinal beam 600 on one side at a single end, which is beneficial to structural durability.

[0062] In some embodiments, when there are differences in the structure of different vehicle platforms or longitudinal beams 600, the distance between the connection point of the throat pipe 303 and the longitudinal beam 600 and the distance between the first stop block 400 and the second stop block 500 are not equal. The distance between the connection point of the throat pipe 303 and the first stop block 400 and the second stop block 500 is adjusted to the optimal acoustic position through optimization simulation.

[0063] By designing the connection position between the throat pipe 303 and the longitudinal beam 600 to be consistent with the distance between the first stop block 400 and the second stop block 500, the acoustic performance of the intake system is optimized, the rationality of the structural layout and the stability of the system are improved, which helps to standardize the structural design of the closed cavity and facilitates mass production and installation.

[0064] In some embodiments, the intake system further includes a sealing assembly (not shown) disposed between the longitudinal beam 600 and the first stop 400 and the second stop 500. The sealing assembly is used to completely isolate the interior of the longitudinal beam 600 from the first stop 400 and the second stop 500 so that the enclosed cavity is relatively sealed inside the longitudinal beam 600.

[0065] The silencing efficiency of a Helmholtz resonator is highly dependent on the accuracy of its cavity volume and its airtightness. Any leakage will cause an acoustic short circuit, equivalent to opening a bypass in the resonator, preventing sound pressure from being effectively built up, significantly weakening or even completely eliminating the silencing effect. The sealing assembly is used to eliminate unintended leakage paths, ensuring that all incoming acoustic energy can only enter and dissipate within the cavity through the single controlled channel, throat 303. In addition, the sealing assembly also prevents external water, dust, salt spray, etc., from entering the sealed cavity through the joints or holes of the longitudinal beam 600, causing internal corrosion, mold growth, or affecting acoustic characteristics.

[0066] Sealing components include, but are not limited to, solid rubber sealing strips, foam rubber sealing strips, felt or fiber braided sealing strips. Solid rubber sealing strips are designed as solid O-rings, D-rings, or irregularly shaped cross-section strips, filled by compression deformation to optimize sealing force and compression ratio in specific directions. Foam rubber sealing strips have greater compression deformation, better fit to irregular surfaces, and effectively absorb vibration. Felt or fiber braided sealing strips are felt strips impregnated with grease or special coatings; they are low-cost, have some sound absorption properties, and do not require high surface finish.

[0067] The sealing methods of the sealing components include, but are not limited to, one-way lip seals, inflatable sealing rings, magnetically assisted seals, and foam sealants. When using a one-way lip seal, the seal has one or more flexible lips facing inwards towards the closed cavity. When the pressure inside the closed cavity increases, the lips are pressed more tightly against the inner wall of the longitudinal beam 600, forming a self-tightening seal; the higher the pressure, the tighter the seal. When using an inflatable sealing ring, a hollow, inflatable sealing ring is embedded around the first stop 400 or the second stop 500. During assembly, a certain air pressure is injected to expand it and tightly fit against the inner wall of the longitudinal beam 600. The inflatable sealing ring is adjusted and maintained via an air valve. When using a magnetically assisted seal, a magnetic strip is embedded at the edge of the first stop 400 or the second stop 500. The magnetic strip generates an attractive force with the inner wall of the steel longitudinal beam 600, helping to press the sealing strip tightly against the wall surface. This is suitable for vertically or inclined installations of the first stop 400 or the second stop 500, preventing them from sliding down due to gravity and affecting the seal. When using on-site foam sealant, after the first stop 400 or the second stop 500 is installed in place, inject two-component polyurethane foam sealant into the gap between it and the longitudinal beam 600. After curing, it forms a completely customized seal with excellent sealing effect, but it is a permanent installation and cannot be adjusted.

[0068] The sealing assembly significantly improves the airtightness and durability of the enclosed cavity, preventing its performance from being reduced due to air leakage or foreign object intrusion. Simultaneously, the sealing assembly effectively isolates the internal cavities of the longitudinal beam 600, further enhancing the cavity's function as a noise reduction structure.

[0069] In some embodiments, the first stop 400 and the second stop 500 are slidably connected to the longitudinal beam 600.

[0070] The first stop block 400 and the second stop block 500 are slidably mounted inside the longitudinal beam 600, allowing them to move relative to each other along the extension direction of the longitudinal beam 600. This sliding connection is achieved through a specific mechanical structure: a guide structure is installed between the bodies of the first stop block 400 and the second stop block 500 and the inner wall of the longitudinal beam 600. This guide structure includes, but is not limited to, guide rails, flanges, T-slots, or grooves. This sliding connection allows for flexible adjustment of the stop block positions, enabling the position and volume of the enclosed cavity to be customized according to the acoustic requirements of the intake system. Furthermore, the sliding structure facilitates assembly and disassembly during manufacturing and maintenance, improving the overall system's adjustability and convenience.

[0071] It should be noted that when the first stop 400 and the second stop 500 are slidably connected to the longitudinal beam 600, the coordinated design of the sealing components must be considered to avoid damage to the sealing function of the sealing components during the relative sliding process, or interference between the sealing function of the sealing components and the relative sliding process. In some embodiments, a rubber strip with a lip is used as a sealant, which is fixedly disposed on the outer periphery of the first stop 400 and the second stop 500. When the first stop 400 and the second stop 500 slide relative to the longitudinal beam 600, the lip of the sealant always maintains elastic contact with the inner wall of the longitudinal beam 600, thereby allowing movement while preventing leakage, so as to achieve dynamic sealing.

[0072] In some embodiments, the intake system further includes a drive assembly (not shown) for driving the first stop 400 and the second stop 500 to slide relative to the longitudinal beam 600.

[0073] The drive components include, but are not limited to, threaded screw drives, rack and pinion drives, motor drives, and intelligent control. When using a threaded screw drive, the centers of the first stop 400 and the second stop 500 are threadedly engaged with a precision screw. Rotating the screw from outside the longitudinal beam 600 drives the stop blocks to move precisely. The threaded screw drive method offers extremely high adjustment precision and self-locking capability, but its structure is relatively complex. When using a rack and pinion drive, a rack is installed on the first stop 400 and the second stop 500. A gear is installed inside the longitudinal beam 600 and meshes with the rack. The rotation of the gear pushes the first stop 400 and the second stop 500 to slide relative to the longitudinal beam 600. The rack and pinion drive method offers extremely high adjustment precision and fast adjustment speed. When using motor drive and intelligent control, the drive motor, reducer and position sensor are integrated on the first stop 400 and the second stop 500 or the longitudinal beam 600, and electrically connected to the vehicle engine controller for control. The vehicle engine controller actively and in real time fine-tunes the position of the stop according to signals such as engine speed and load, so that the noise reduction frequency always tracks the main noise order of the engine, and achieves targeted noise reduction.

[0074] In some embodiments, the intake system further includes a locking component (not shown in the figure), which is disposed between the longitudinal beam 600 and the first stop 400 and the second stop 500, and is used to lock or release the relative sliding of the first stop 400, the second stop 500 and the longitudinal beam 600.

[0075] When the locking assembly is used to lock the relative sliding of the first stop 400, the second stop 500, and the longitudinal beam 600, a rigid connection is formed between the first stop 400, the second stop 500, and the longitudinal beam 600, or a static friction force is generated, preventing relative displacement between them. At this time, the volume and shape of the enclosed cavity determined by the positions of the first stop 400 and the second stop 500, as well as the connection relationship of the throat 303, are all fixed, and the silencing system enters a stable working state.

[0076] When the locking component is used to release the relative sliding of the first stop 400, the second stop 500 and the longitudinal beam 600, the rigid connection or static friction between the first stop 400, the second stop 500 and the longitudinal beam 600 is removed, restoring them to a state where they can slide relative to each other. This allows the positions of the first stop 400 and the second stop 500 to be adjusted to change the volume and noise reduction characteristics of the enclosed cavity.

[0077] The locking component is a further feature built upon the sliding connection function. While the sliding connection provides the basis for relative movement, the locking component further provides the function of controlling that relative movement. Together, they achieve adjustable movement and stillness. Furthermore, the locking component and the sealing component work synergistically. In the locked state, the positions of the first stop 400 and the second stop 500 are fixed, and the shear stress borne by the sealing component from the sliding direction of the first stop 400 and the second stop 500 disappears, which is more conducive to maintaining the seal integrity over a long period.

[0078] Locking components include, but are not limited to, screw locking, quick-release latches, spring pins, labyrinth locks, or magnetic locking methods. The specific selection should be based on the assembly space, adjustment frequency, and usage intensity. For structures requiring frequent adjustment, manual knobs or toggle-type locking devices can be used. For one-time installation scenarios, permanent locking structures, such as riveting or one-time locking pins, can be used. In some embodiments, a mechanism to prevent accidental operation or a locking status indicator is provided at the locking component to improve system security and maintainability.

[0079] By incorporating a locking component, the first stop 400 and the second stop 500 can not only slide and adjust flexibly, but also be firmly fixed in a set position, improving the adjustability and reliability of the system. The locking component helps improve the stability of the enclosed cavity structure, preventing the first stop 400 and the second stop 500 from shifting or loosening due to vibration, impact, or temperature differences.

[0080] In some embodiments, the locking assembly includes limiting holes and locking members (not shown in the figure). The first stop 400 and the second stop 500 are provided with a plurality of limiting holes along the extending direction of the longitudinal beam 600. The locking member passes through the longitudinal beam 600 to extend into or out of any limiting hole, and is used to lock or release the relative sliding of the first stop 400, the second stop 500 and the longitudinal beam 600.

[0081] Multiple limiting holes, arranged at equal or other intervals along the sliding direction, constitute a discrete, selectable array of positioning points. Each limiting hole corresponds to a specific stop position, thus corresponding to a defined enclosed cavity volume and noise reduction frequency, achieving graded adjustable noise reduction characteristics. When the first stop 400 and the second stop 500 slide to the target position, and one of their limiting holes aligns with a through hole on the wall of the longitudinal beam 600, the operator inserts a locking element through the through hole of the longitudinal beam 600 and into the limiting hole of the first stop 400 or the second stop 500. At this time, the rod of the locking element is simultaneously constrained by both the longitudinal beam 600 and the first stop 400 and the second stop 500, preventing any movement of the first stop 400 and the second stop 500 relative to the longitudinal beam 600, achieving rigid and reliable locking. When adjustment is needed, the locking element is pulled out, the constraint is released, and the first stop 400 and the second stop 500 can resume sliding. The engagement between the limiting hole and the locking element is independent of the sliding guide structure. During adjustment, the first stop 400 and the second stop 500 slide along the sliding guide structure to find the hole position. After locking, the locking element bears the main shear force, while the sliding guide structure mainly plays an auxiliary support and anti-rotation role.

[0082] The number and spacing of the limiting holes should be customized according to the vehicle platform, such as using equidistant distribution, gradual distribution, or calibrated position distribution. Locking components include, but are not limited to, pins, spring pins, bolts, rotary pins, or elastic snap-fit ​​structures. The materials for the locking components include, but are not limited to, steel, aluminum alloy, or engineering plastics, selected based on strength and corrosion resistance requirements. In some embodiments, when frequent manual adjustments are required, a quick-connect or knob-type structure for the locking components can improve operational efficiency and user experience. In some embodiments, the locking components are equipped with anti-misinsertion guide structures or positioning marks to improve operational accuracy.

[0083] The locking element, in conjunction with multiple limiting holes, enables precise multi-stage locking, significantly enhancing the flexibility and stability of the enclosed cavity adjustment. The multiple limiting holes offer various adjustment position options, allowing for quick selection of the appropriate position based on acoustic optimization results, without the need for special tools, facilitating maintenance personnel operation. The mechanical limiting structure of the locking element and limiting holes provides excellent vibration resistance, preventing loosening due to vibration during vehicle operation, thus improving structural safety and system reliability.

[0084] In some other embodiments, this application also provides a vehicle, which includes a body. The body is the core structure of the vehicle, including a chassis and a vehicle engine module. The chassis provides basic support for the vehicle, and the vehicle engine module is mounted on the chassis to provide drive function. The chassis further includes longitudinal beams 600, which extend along the length of the vehicle body. Typically, two longitudinal beams 600 are respectively provided on the left and right sides of the front of the passenger compartment, which are used to absorb energy and transfer loads in the event of a frontal collision, thereby protecting the components inside the vehicle and the passengers. Therefore, the longitudinal beams 600 are high-strength structural beams. The vehicle further includes the aforementioned air intake system, which comprises an air filter intake pipe assembly 100, an air filter assembly 200, and an air filter exhaust pipe assembly 300 connected sequentially along the air intake direction of the vehicle's engine module. A first stop block 400 and a second stop block 500 are disposed within the longitudinal beam 600 to create a closed cavity at one end. This closed cavity connects to the air filter exhaust pipe assembly 300, thereby introducing a closed cavity with acoustic buffering function into the air intake path before the vehicle's engine module, effectively eliminating intake noise. By integrating the air intake system into the body longitudinal beam 600, the internal space of the vehicle structure is fully utilized, avoiding the occupation of additional layout space and improving the overall vehicle structural compactness. The air intake system effectively reduces engine intake noise, improving vehicle quietness and ride comfort. Furthermore, the high modularity of the air intake system facilitates mass production and standardized design, enabling its application across multiple vehicle platforms and improving overall vehicle commonality and development efficiency. The design combining the air intake system with the longitudinal beam 600 also enhances the system's structural rigidity and vibration resistance, improving long-term reliability.

[0085] In existing technologies, the intake resonant cavity occupies a large space and is prone to interference with other key components in the engine compartment during installation, which severely limits the flexibility and spatial coordination of its layout, resulting in problems that restrict the modularization of the whole vehicle and the high integration of the engine compartment.

[0086] This application provides an intake system and vehicle. By utilizing the internal space of the vehicle's longitudinal beam 600, it eliminates the need for a dedicated resonant cavity, saving engine compartment space and assembly costs. By forming a closed cavity within the longitudinal beam 600 and connecting it to the air filter exhaust pipe assembly 300, intake noise is effectively reduced, improving vehicle ride comfort. Simultaneously, it allows for a more compact engine compartment layout, facilitating overall vehicle optimization. The first connecting pipe 301, connecting to the closed cavity, maintains the integrity of the air delivery path and achieves integration with the sound-absorbing structure within the longitudinal beam 600. Effective coupling; the second connecting pipe 302 significantly reduces stress concentration caused by engine vibration and displacement, greatly extending the service life of various components of the intake system and preventing fatigue-induced cracking at the interface between the first connecting pipe 301 and the engine, and at the connection between the first connecting pipe 301 and the longitudinal beam 600; the throat pipe 303 allows the sealed cavity to form acoustic coupling with the intake channel more precisely and efficiently, thereby improving the attenuation effect of noise in specific frequency bands; the connection position of the throat pipe 303 and the longitudinal beam 600 is designed to be with the first stop 400 and the second stop. The consistent 500mm spacing not only optimizes the acoustic performance of the intake system but also improves the rationality of the structural layout and system stability. This facilitates standardized design of the sealed cavity, enabling mass production and installation. The sealing components significantly enhance the airtightness and durability of the sealed cavity, preventing performance degradation due to air leakage or foreign object intrusion. The sliding connection allows for flexible adjustment of the positions of the first stop 400 and the second stop 500, enabling customized positioning and volume of the sealed cavity according to the acoustic requirements of the intake system. The locking components allow for flexible sliding adjustment and secure fixing of the first stop 400 and the second stop 500 at designated positions, improving system adjustability and reliability. The combination of the locking element and multiple limiting holes enables precise multi-stage locking, greatly enhancing the flexibility and stability of the sealed cavity adjustment. Integrating the intake system into the vehicle's longitudinal beams 600 fully utilizes the internal space of the vehicle structure, avoiding additional layout space and improving overall vehicle compactness. The intake system effectively reduces engine intake noise, improving vehicle quietness and ride comfort.

[0087] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0088] The above embodiments are only used to illustrate the technical solutions of this application and not to limit them; although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this application or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of this application, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in this application.

Claims

1. An air intake system disposed on a vehicle longitudinal beam (600), said longitudinal beam (600) being hollow inside, characterized in that, The intake system includes: An air filter intake pipe assembly (100), an air filter assembly (200), and an air filter exhaust pipe assembly (300) are connected sequentially along the air intake direction of the vehicle engine module. The first stop (400) is located inside the longitudinal beam (600) and separates it; The second stop (500) is located on one side of the first stop (400) and separates it from the longitudinal beam (600) to form a closed cavity. The closed cavity is connected to the air filter outlet pipe assembly (300) to eliminate the noise generated when the vehicle is intake.

2. The intake system according to claim 1, characterized in that, The air filter outlet pipe assembly (300) includes: The first connecting pipe (301) is connected at both ends to the air filter assembly (200) and the vehicle engine module, respectively, and the first connecting pipe (301) communicates with the closed cavity.

3. The intake system according to claim 2, characterized in that, The air filter outlet pipe assembly (300) also includes: The second connecting pipe (302) is flexibly connected at both ends to the first connecting pipe (301) and the vehicle engine module, so as to accommodate the movement of the vehicle engine module relative to the air filter assembly (200).

4. The intake system according to claim 2, characterized in that, The air filter outlet pipe assembly (300) also includes: The throat tube (303) is connected at both ends to the first connecting tube (301) and the longitudinal beam (600) respectively, so that the first connecting tube (301) communicates with the closed cavity.

5. The intake system according to claim 4, characterized in that, The connection positions of the throat (303) and the longitudinal beam (600) are equal to the distances between the first stop (400) and the second stop (500).

6. The intake system according to claim 1, characterized in that, Also includes: A sealing assembly is disposed between the longitudinal beam (600) and the first stop (400) and the second stop (500). The sealing assembly is used to completely isolate the interior of the longitudinal beam (600) from the first stop (400) and the second stop (500), so that the enclosed cavity is relatively sealed inside the longitudinal beam (600).

7. The intake system according to any one of claims 1 to 6, characterized in that, The first stop (400) and the second stop (500) are slidably connected to the longitudinal beam (600).

8. The intake system according to claim 7, characterized in that, Also includes: A locking component is disposed between the longitudinal beam (600) and the first stop (400) and the second stop (500), the locking component being used to lock or release the relative sliding of the first stop (400), the second stop (500) and the longitudinal beam (600).

9. The intake system according to claim 8, characterized in that, The locking component includes: The first stop (400) and the second stop (500) are provided with a plurality of limiting holes along the extending direction of the longitudinal beam (600); A locking element is provided on the longitudinal beam (600) to extend into or out of any of the limiting holes, for locking or releasing the relative sliding of the first stop (400), the second stop (500) and the longitudinal beam (600).

10. A vehicle, characterized in that, include: The vehicle body is equipped with longitudinal beams (600) and a vehicle engine module; The air intake system as described in any one of claims 1 to 9 is provided on the longitudinal beam (600) and connected to the vehicle engine module to eliminate noise generated when the vehicle is intakeing air.

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