CN112879142A - Intelligent noise reduction control system for automobile - Google Patents
Intelligent noise reduction control system for automobile Download PDFInfo
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- CN112879142A CN112879142A CN202110280685.XA CN202110280685A CN112879142A CN 112879142 A CN112879142 A CN 112879142A CN 202110280685 A CN202110280685 A CN 202110280685A CN 112879142 A CN112879142 A CN 112879142A
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- 230000009467 reduction Effects 0.000 title claims abstract description 33
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- 230000000694 effects Effects 0.000 abstract description 16
- 238000009413 insulation Methods 0.000 abstract description 4
- 238000002627 tracheal intubation Methods 0.000 abstract description 4
- 230000003044 adaptive effect Effects 0.000 abstract description 3
- 238000004519 manufacturing process Methods 0.000 abstract description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/007—Apparatus used as intake or exhaust silencer
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N1/00—Silencing apparatus characterised by method of silencing
- F01N1/06—Silencing apparatus characterised by method of silencing by using interference effect
- F01N1/065—Silencing apparatus characterised by method of silencing by using interference effect by using an active noise source, e.g. speakers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N1/00—Silencing apparatus characterised by method of silencing
- F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
- F01N1/089—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling using two or more expansion chambers in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Silencers (AREA)
Abstract
本发明属于汽车生产技术领域，尤其涉及一种汽车智能降噪控制系统，包括三插管三腔抗性消声器、音频系统、自适应控制装置、麦克风传声器、后次级扬声器、前次级扬声器，采用反馈式主动噪声控制的设置，在传统被动隔音的基础上进一步提高了降噪效果，最大限度的降低了汽车行驶过程中产生的噪声，提高乘员的乘坐舒适性。
The invention belongs to the technical field of automobile production, and in particular relates to an automobile intelligent noise reduction control system, comprising a three-intubation three-cavity resistance muffler, an audio system, an adaptive control device, a microphone microphone, a rear sub-speaker, and a front sub-speaker, The setting of feedback active noise control further improves the noise reduction effect on the basis of traditional passive sound insulation, minimizes the noise generated during the driving of the car, and improves the riding comfort of the occupants.
Description
Technical Field
The invention belongs to the technical field of automobile production, and particularly relates to an intelligent noise reduction control system for an automobile.
Background
In the noise of the automobile, the engine and the exhaust noise thereof are the main noise sources of the automobile, and the simplest, most effective and most important method for reducing the exhaust noise is to adopt an exhaust muffler, which is a device for preventing sound from being transmitted and allowing air flow to pass through and is arranged on an exhaust pipe of the engine and used for reducing the exhaust noise of the engine. When the exhaust gas discharged by the automobile engine passes through the silencer, the energy of the airflow is consumed, and the pressure fluctuation amplitude of the airflow is reduced or attenuated, so that the aim of reducing the exhaust noise is fulfilled.
At present, passive processing methods such as isolation or absorption are mostly adopted as noise reduction means in a carriage of an automobile, and if a sound insulation layer made of sound insulation materials such as sponge and braided fabric is adopted, the sound insulation effect on a specific noise source is not ideal. The known two-cannula three-cavity reactive muffler is formed by connecting three cavity bodies of a first cavity, a middle cavity and an expansion cavity in series to form a cylindrical cavity body, wherein the middle part of the cylindrical cavity body is separated by two partition plates, and two insertion tubes inserted into an inlet and an outlet are additionally arranged outside the cylindrical cavity body and are embedded into the hollow cavity body. The lengths of the cavities are different, different forms are usually designed to eliminate noises in different frequency bands, although the two-cannula three-cavity reactive muffler can reduce the noise of the engine, the two-cannula three-cavity reactive muffler has a defect in the silencing performance for noises in a low frequency band. Therefore, a new muffler device is needed.
Disclosure of Invention
In order to solve the technical problems, the invention provides an intelligent noise reduction control system for an automobile, which aims to solve the problems listed in the background technology.
An intelligent noise reduction control system for an automobile comprises a three-cannula three-cavity reactive muffler, an audio system, a self-adaptive control device, a microphone sound transmitter, a rear secondary speaker, a front secondary speaker and an engine, wherein gas exhausted by the engine is connected with the three-cannula three-cavity reactive muffler through a pipeline; the microphone sound transmitter is arranged in the space where passengers sit and above the three-cannula three-cavity reactive muffler, and the rear secondary loudspeaker and the front secondary loudspeaker are respectively arranged in the rear row space and the front row space of the carriage.
Furthermore, the three-cannula three-cavity reactive muffler comprises an inlet inner cannula, a first cavity, a middle cavity, an expansion cavity, an outlet inner cannula, a partition plate and a middle inner cannula, wherein the three cavities of the first cavity, the middle cavity and the expansion cavity form a cylindrical cavity together, the middle is partitioned by the two partition plates, and four holes with the same diameter are uniformly distributed on the partition plates; the inlet inner insert tube traverses the first cavity and the middle cavity; the outlet inner intubation traverses the expansion cavity and the middle cavity; the medial intubation traverses the medial chamber.
Further, the diameter of the three-cannula three-cavity reactive muffler is 163mm, the total length is 461mm, the length of the first cavity is 140-190 mm, the length of the middle cavity is 95-195 mm, and the length of the expansion cavity is 76-226 mm.
Further, the inlet cannula is left within the expansion chamber for a distance of 5 mm.
Further, the outlet insert tube is left in the first chamber for a distance of 70 mm.
Further, the intermediate inner cannula is left at a distance of 10mm in the first lumen and the expansion lumen.
Further, the three-cannula three-cavity reactive muffler is optimized and adjusted by lengthening the length of the middle cavity and shortening the lengths of the first cavity and the expansion cavity.
Compared with the prior art, the invention has the following beneficial effects:
1. the invention adopts the arrangement of feedback type active noise control, further improves the noise reduction effect on the basis of the traditional passive sound insulation, reduces the noise generated in the driving process of the automobile to the maximum extent, and improves the riding comfort of passengers.
2. The invention uses three-cannula three-cavity reactive muffler, namely, a hollow inner cannula is added in the middle cavity on the basis of two-cannula three-cavity reactive muffler. After the inner insertion tube is added to the middle cavity, part of noise airflow reflected back from the first cavity can be transmitted into the middle inner insertion tube and offset with noise airflow which passes through the middle inner insertion tube from the expansion cavity, and the effect of enhancing sound wave interference and offsetting is achieved.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic structural view of a three-cannula, three-chamber reactive muffler of the present invention;
FIG. 3 is a schematic diagram of a feedback active noise control architecture according to the present invention;
FIG. 4 is a logical diagram of Simulink simulation operation according to the present invention;
FIG. 5 is a graph of test results before and after active noise reduction according to the present invention;
FIG. 6 is a graph of the transmission loss of inlet bayonets of the present invention of varying lengths;
FIG. 7 is a graph of the transmission loss of outlet inserts of varying lengths according to the invention;
FIG. 8 is a graph of the transmission loss of the muffler with the expanded chamber extended and the intermediate chamber reduced in accordance with the present invention;
FIG. 9 is a graph of the transmission loss of the muffler after the expansion of the intermediate chamber and the contraction of the expansion chamber and the first chamber in accordance with the present invention.
In the figure: 1. three-cannula three-cavity reactive muffler; 11. a pipe is inserted in the inlet; 12. a first chamber; 13. a middle cavity; 14. an expansion lumen; 15. a tube is inserted in the outlet; 16. a partition plate; 17. inserting a tube in the middle; 2. an audio system; 3. an adaptive control device; 4. a microphone; 5. a rear secondary speaker; 6. a front secondary speaker; 7. an engine.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in figures 1 to 9.
An intelligent noise reduction control system for an automobile comprises a three-cannula three-cavity reactive muffler 1, an audio system 2, a self-adaptive control device 3, a microphone sound transmitter 4, a rear secondary speaker 5, a front secondary speaker 6 and an engine 7, wherein gas exhausted by the engine 7 is connected with the three-cannula three-cavity reactive muffler 1 through a pipeline, the self-adaptive control device 3 is respectively connected with the engine 7, the audio system 2 and the microphone sound transmitter 4 through signal lines, and the rear secondary speaker 5 and the front secondary speaker 6 are respectively connected with the audio system 2 through signal lines; the microphone 4 is disposed at the space where the occupant sits and the upper vehicle body of the three-tube three-chamber reactive muffler 1, and the rear secondary speaker 5 and the front secondary speaker 6 are disposed in the rear-row space and the front-row space of the vehicle compartment, respectively.
Fig. 3 shows the working principle of active noise reduction: the noise source generates noise and transmits the noise to an area to be denoised, the error microphone collects a noise signal e (n) and transmits the noise signal e (n) to the ANC controller, the ANC controller generates a counteracting signal y (n) after self-adaptive filtering processing, and the counteracting signal y (n) is sent out by the secondary loudspeaker; the filter coefficient is continuously adjusted through a self-adaptive algorithm in the ANC controller, so that the amplitude of the emitted cancellation signal in the noise-canceling area is equal to that of the original noise signal, and the phases of the emitted cancellation signal and the original noise signal are opposite, so that the 'quiet zone' control of the noise-canceling area is realized.
The active noise reduction system is composed of a microphone 4, a self-adaptive control device 3, a rear secondary loudspeaker 5 and a front secondary loudspeaker 6, the microphone 4 is placed at the upper end of a silencer, parameters such as the rotating speed of an engine 7 are transmitted to the self-adaptive control device 3 through a signal line, a sound signal generated by the silencer 1 is collected to a reference signal through the microphone 4 and is transmitted to the self-adaptive control device 3, a secondary signal is calculated, and the secondary signal is driven by a secondary sound source through an amplifier to emit sound waves. The primary sound field and the secondary sound field are respectively formed by a primary sound source and a secondary sound source, and sound waves of the two sound fields are transmitted to the error sensor and then superposed to form an error signal. The error signal is input into the adaptive control device 3 again, the output of the secondary signal is influenced by changing the weight coefficient of the controller, and then the continuous adjustment of the system is realized, and finally the system reaches a stable state.
Fig. 4 is a Simulink simulation operation logic diagram, and the test effect shown in fig. 5 is obtained through simulation test, so that it can be seen that the noise reduction reaches over 14db, and an obvious noise reduction effect is obtained.
The embodiment shown in fig. 2 is a three-cannula three-cavity reactive muffler 1, the three-cannula three-cavity reactive muffler 1 is a cylindrical cavity with total length of 481mm and diameter of 163mm, the middle of the three-cannula three-cavity reactive muffler is divided into three cavity bodies with lengths of 190mm, 95mm and 196mm by two partition plates with the same diameter, and the three cavity bodies are named as a first cavity 12, a middle cavity 13 and an expansion cavity 14 from left to right from one end of an inlet cannula 11. The thickness of cylinder wall and baffle 16 is 1mm, all has a through-hole on the both ends face of cylinder cavity, has evenly beaten four diameter 42 mm's round hole intercommunication each cavity on two baffles 16 too. The inlet insert 11 has a diameter of 42mm and a total length of 295mm and passes through the first lumen 11 and the intermediate lumen 13 until leaving 5mm in the expansion lumen 14 and also leaving a length of the cannula outside the cylindrical cavity. The outlet insert 15, also 42mm in diameter and 380mm in total length, is passed from the other end of the cylindrical cavity through the expansion chamber 14 and the intermediate chamber 13 leaving a section of 70mm in the first chamber 12. The intermediate inner cannula 17 then passes through the intermediate lumen 13 leaving a distance of 10mm in each of the first lumen 12 and the expansion lumen 14. The outer wall thickness of above three intubate is 1mm, plays the effect that switches on the air current and noise reduction to can adjust the distance of intubate 11 in expanding chamber 14 in the import, the distance of intubate 15 in first chamber 12 in the export and the distance of intubate 17 in first chamber 12 and expansion chamber 14 in the centre according to the noise frequency channel and effectively eliminate the noise of each frequency channel, change the space volume size of each cavity and also can play the effect of amortization noise reduction.
In the embodiment shown in fig. 2, the three-cannula three-chamber reactive muffler 1 works according to the following principle: noise air current that engine 7 discharged gets into the muffler through intubate 11 in the import after, get into expansion chamber 14 through the pipeline in, the acoustic pressure has a little transmission loss at intraductal flow in-process, later noise air current is wavy or radial with sound energy diffusion to expansion chamber 14 internal whole volume through the pipeline mouth, noise air current can weaken after the intracavity flow in-process with air friction, later strike the chamber wall after reflect back with the not acoustic wave effect of reflection, reach and offset or weaken the noise effect, and the reciprocating cycle constantly weakens the noise. The reflected noise airflow which is not cancelled out is transmitted into the middle cavity 13 through the holes on the partition plate 16 and the middle inner inserting tube 17 and is diffused, wherein one part of the noise airflow collides with the other partition plate 16 and is reflected back to rub with the following sound wave to weaken the noise, and the other part of the noise airflow is diffused into the first cavity 12 through the holes on the partition plate 16. Similarly, a part of the sound pressure airflow is offset from the sound pressure airflow reflected by impact, a part of the sound pressure airflow flows out of the silencer after being subjected to noise reduction through friction with air in the outlet inner insertion tube 15, and a part of the noise airflow reflected from the first cavity 2 is transmitted into the middle inner insertion tube 13 and offset from the noise airflow which previously passes through the middle inner insertion tube 13 from the expansion cavity 14, so that the sound wave interference and offset effects are enhanced.
Specific parameters of a prior art two-cannula three-chamber reactive muffler are as follows (table 1):
TABLE 1
| Parameters of muffler | Numerical value | Unit of |
| Muffler overall length (without inlet and outlet inner inserted tube exposed length) | 481 | mm |
| Length of first cavity | 190 | mm |
| Length of intermediate chamber | 95 | mm |
| Diameter of dilatation lumen | 163 | mm |
| Length of insertion tube in inlet and outlet | 300 | mm |
| Expansion ratio | 15 | - |
| Air intake flow | 67.5 | L/s |
The three-cannula structure is characterized in that two partition plates are connected with an inner cannula, so that the airflow speed of the middle chamber is reduced, the expansion ratio of the middle chamber is slightly reduced, the expansion ratio of the middle chamber is nearly 4 in the two-cannula model, after the short cannula is added, the expansion ratio of the middle chamber is slightly reduced, the assumption of other chambers is not influenced, the expansion ratio is reduced, the theoretical amount of sound is reduced, and the specific verification needs to be simulated through Sysnoise.
According to the working mechanism of the silencer, acoustic analysis and fluid dynamics simulation are carried out to carry out analogy on the structure, so that an optimal model is selected, and the design requirement is met. The following is an analysis of the effect of different interpolation lengths on the silencer:
1. influence of the length of the insertion tube in the inlet
Under the same air inlet flow speed and temperature environment, the longer the length of the inlet inner insert tube extending into the expansion cavity is, the longer the sound pressure can be transmitted in the inlet tube, and the shorter the time for the sound pressure in the expansion cavity to be weakened can be. Although there is a transmission loss of the sound pressure transmitted in the inlet pipe, the muffling effect is far from being superior in the expansion chamber. Noise is waved or radially diffuses sound energy to the whole volume of the expansion cavity through the pipeline opening, when the inner inserting pipe is too long, the volume of the sound source noise really used for expansion is reduced in a phase-changing mode, the sound wave weakening space is reduced, and the whole transmission loss is naturally influenced. The noise of the inlet is in the expansion cavity through friction with air, then the noise is reflected by the impact cavity wall and is counteracted or weakened with the unreflected sound wave, so that the noise is weakened repeatedly and continuously, the middle cavity and the first cavity are the same, and the change of the transmission loss can be greatly influenced by the size of the reserved reflection space.
2. Influence of the length of the cannula in the outlet
The tail gas inertia in the outlet insert tube is the largest, and the gas in the longer outlet insert tube can receive more friction, so that the transmission loss is increased more. Meanwhile, when the gas enters the first chamber from the intermediate chamber through the partition plate, the expansion ratio is still 11, and the 380mm outlet inner insert tube complicates the structure of the first chamber compared with the structure of the shorter outlet inner insert tube, in which the gas sound wave is reflected more, and the noise amount can be attenuated more efficiently.
The design concept of 'short front and long back' can be known by combining the analysis of the inlet and outlet insert tubes.
3. Effect of muffler cavity length on Acoustic Performance
3.1 expanding the dilatation lumen, reducing the influence of the middle lumen on the amount of sound attenuation
The length of the expansion cavity after being extended by 20mm is 210mm, and the length of the corresponding middle cavity after being shortened by 20mm is 75mm, so that the size of the first cavity is not influenced. As is clear from the results shown in fig. 8, the structure with the short middle cavity and the long expansion cavity greatly affects the muffling amount of the muffler, and the noise below 1000Hz is hardly attenuated or is attenuated by about 10dB, but the noise attenuation amount within 1000Hz to 1800Hz is severe, but on average, only reaches about 15dB, and as a whole, the acoustic performance of the muffler is greatly deteriorated.
Based on this, it can be seen that the middle chamber has the greatest influence on the amount of sound attenuation of the muffler, and although the extension of the expansion chamber increases the transmission loss of intake noise therein, the transmission loss of the middle chamber is greatly reduced.
3.2 expanding the intermediate Chamber, reducing the influence of the expansion Chamber and the first Chamber on the amount of noise reduction
The length of the middle cavity after being extended by 100mm is 195mm, the volume is approximately doubled, and the extended part is correspondingly shortened by 50mm from the first cavity and the expansion cavity respectively, so that the exposed lengths of the inner intubation tube in the first cavity and the expansion cavity are kept unchanged. Compared with the prior transmission loss curve of the optimal model in fig. 9, the noise reduction performance of the frequency band of 1500-2000 Hz is improved a little after the middle cavity is enlarged, the noise reduction amount is about 20-25 dB, and the high frequency band above 2000Hz still has no obvious optimization effect.
Through the analysis, the noise is scattered and expanded in the expansion cavity through the inner inserting pipe at the inlet to perform first-step sound wave attenuation, one part of the sound wave enters the middle cavity through reflection, one part of the sound wave is diffused into the first cavity through the inner inserting pipe at the middle, meanwhile, the sound wave diffused into the first cavity flows back to the middle cavity through the partition plate holes, and counteracts and attenuates the sound wave which is reflected into the middle cavity at the beginning, so that the second step of noise reduction of the silencer is the most main noise reduction stage of the reactive silencer, and the noise reduction amount achieved by the sound wave scattering and expansion in the first cavity is only the same as that in the expansion cavity and is a small-part small-range noise reduction process. Of course, the simultaneous reduction of the first and expansion chambers has a partial attenuation of the transmission losses of these two chambers, but the enlargement of the intermediate chamber compensates for the performance degradation of this part, achieving an optimization as a whole.
Combining the data graphs obtained from the above acoustic analysis and fluid analysis, the model parameters of the three-cannula three-cavity reactive muffler shown in fig. 2 after optimization are as follows:
| parameters of muffler | Numerical value | Unit of |
| Muffler overall length (without inlet and outlet inner inserted tube exposed length) | 481 | mm |
| Length of first cavity | 140 | mm |
| Length of intermediate chamber | 195 | mm |
| Diameter of dilatation lumen | 163 | mm |
| Length of inlet insert tube | 295 | mm |
| Expansion ratio | 15 | - |
| Air intake flow | 67.5 | L/s |
| Length of insertion tube in outlet | 380 | mm |
| Wall surface, partition plate thickness and inner insertion pipe wall thickness of silencer | 1 | mm |
The noise elimination amount of the optimized model can reach 22-25 decibels under the low-frequency noise of 500-1000 Hz, and can reach 20 decibels under the frequency noise of 1000-2000 Hz. Compared with the original model, the low-frequency noise reduction capability is improved by nearly 10dB, the middle-frequency noise reduction capability is improved by nearly 8dB, and the acoustic performance of the silencer is greatly improved.
The technical solutions of the present invention or similar technical solutions designed by those skilled in the art based on the teachings of the technical solutions of the present invention are all within the scope of the present invention to achieve the above technical effects.
Claims (7)
1. The utility model provides a control system that makes an uproar falls in car intelligence which characterized in that: the three-cavity resistance muffler with three insertion pipes (1), an audio system (2), a self-adaptive control device (3), a microphone sound transmitter (4), a rear secondary loudspeaker (5), a front secondary loudspeaker (6) and an engine (7), wherein gas exhausted by the engine (7) is connected with the three-cavity resistance muffler with three insertion pipes (1) through a pipeline, the self-adaptive control device (3) is respectively connected with the engine (7), the audio system (2) and the microphone sound transmitter (4) through signal lines, and the rear secondary loudspeaker (5) and the front secondary loudspeaker (6) are respectively connected with the audio system (2) through signal lines; the microphone (4) is arranged in a space where passengers sit and above the three-cannula three-cavity reactive muffler (1) on the vehicle body, and the rear secondary loudspeaker (5) and the front secondary loudspeaker (6) are respectively arranged in a rear row space and a front row space of a carriage.
2. The intelligent noise reduction control system for the automobile according to claim 1, wherein: the three-cannula three-cavity reactive muffler (1) comprises an inlet inner cannula (11), a first cavity (12), a middle cavity (13), an expansion cavity (14), an outlet inner cannula (15), a partition plate (16) and a middle inner cannula (17), wherein the three cavities of the first cavity (12), the middle cavity (13) and the expansion cavity (14) form a cylindrical cavity together, the middle part of the cylindrical cavity is separated by two partition plates (16), and four holes with the same diameter are uniformly distributed in the partition plate (16); the inlet inner insert tube (11) traverses the first cavity (12) and the intermediate cavity (13); said outlet insert tube (15) traversing said expansion chamber (14) and intermediate chamber (13); the intermediate internal cannula (17) traverses through the intermediate chamber (13) through a hole in the partition (16).
3. The intelligent noise reduction control system for the automobile according to claim 2, wherein: the three-cannula three-cavity reactive muffler (1) is 163mm in diameter and 461mm in total length, wherein the first cavity (12) is 140-190 mm in length, the middle cavity (13) is 95-195 mm in length, and the expansion cavity (14) is 76-226 mm in length.
4. The intelligent noise reduction control system for the automobile according to claim 3, wherein: the inlet insert (11) is left within the expansion chamber (14) for a distance of 5 mm.
5. The intelligent noise reduction control system for the automobile of claim 4, wherein: the outlet insert tube (15) is left within the first chamber (12) for a distance of 70 mm.
6. The intelligent noise reduction control system for the automobile according to claim 5, wherein: the intermediate inner cannula (17) is left at a distance of 10mm in the first lumen (12) and the expansion lumen (14).
7. The intelligent noise reduction control system for the automobile of claim 6, wherein: the three-cannula three-cavity reactive muffler (1) is optimally adjusted by lengthening the length of the middle cavity (13) and shortening the lengths of the first cavity (12) and the expansion cavity (14).
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114811251A (en) * | 2022-02-25 | 2022-07-29 | 中国船舶重工集团公司第七一九研究所 | Silencer control method and device, electronic equipment and silencer |
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| CN116733717B (en) * | 2023-08-08 | 2023-10-20 | 连云港市运国环保设备有限公司 | Sound-absorbing silencer |
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