CN210509329U - Silencer and internal combustion engine vehicle adopting same - Google Patents
Silencer and internal combustion engine vehicle adopting same Download PDFInfo
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- CN210509329U CN210509329U CN201921138210.1U CN201921138210U CN210509329U CN 210509329 U CN210509329 U CN 210509329U CN 201921138210 U CN201921138210 U CN 201921138210U CN 210509329 U CN210509329 U CN 210509329U
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Abstract
The utility model discloses a silencer, which comprises an air inlet cavity, an air exhaust cavity, a silencing microphone and a silencing cavity communicated with the air inlet cavity and the air exhaust cavity; the silencing microphone can emit silencing signals towards the silencing cavity and/or the exhaust cavity; the silencing cavity comprises a plurality of main silencing cavities, and at least one main silencing cavity is provided with at least two sub-cavities which are communicated; the first sub-cavity is divided into a plurality of first cavities; each first cavity is internally inserted with a through inner inserting pipe with a hole, one end of each first cavity is communicated with the second sub-cavity through the inner inserting pipe, and the other end of each first cavity is communicated with the exhaust cavity; the second subchamber is divided into a plurality of second cavities. The utility model discloses a silencer can have pertinence to realize the noise elimination to specific frequency's noise, and the diesel locomotive who adopts this kind of silencer has eliminated the higher peak frequency channel noise of energy through the silencer when the operation, has greatly reduced the noise of external radiation.
Description
Technical Field
The utility model belongs to engineering machine tool vibration noise field, very much relate to a eliminate special silencer, diesel vehicle and noise elimination control method of specific frequency channel noise.
Background
The engine is the main noise source of the engineering machinery, and the noise is composed of exhaust noise and surface radiation noise, and the most common measure for reducing the exhaust noise is to adopt an exhaust muffler.
At present, reactive mufflers or impedance compound mufflers are used in construction machinery. The above-mentioned muffler generally has effects mainly on the noise of a certain wide frequency band of the exhaust noise, but it is difficult to perform targeted noise elimination on the fundamental ignition frequency and the frequency doubling noise of the engine. Therefore, how to improve the internal structure design of the muffler to purposely reduce the noise in the specific frequency band is a technical problem to be solved by those skilled in the art.
Taking an excavator as an example, the working speed of the excavator is generally fixed, so the exhaust noise frequency spectrum of the excavator generally shows a typical exhaust fundamental frequency closely related to the engine speed and an acoustic signal multiplied by the frequency. The exhaust fundamental frequency and the frequency multiplication peak value thereof often determine the exhaust noise and further determine the overall noise, so that the design of the silencer capable of pertinently reducing the noise of a specific frequency band (such as the engine fundamental frequency and the frequency multiplication) has very important practical significance.
At present, a reactive muffler or an impedance composite muffler is mostly used for an excavator, and is mainly used for muffling noise of a certain wide frequency band of exhaust noise. In particular, a part of the silencer can also be designed with a resonance silencing structure (a perforated pipe, a quarter wave pipe and the like), so that the aim of silencing the fixed-frequency-band noise to a limited degree is fulfilled.
The single resonance noise elimination structure eliminates noise of a specific frequency band, and the noise elimination effect is not ideal.
Secondly, when the rotating speed of the engine changes, the frequency spectrum of the exhaust noise changes, and the originally designed resonance noise elimination structure fails.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem who solves:
the utility model aims at providing a silencer and adopt diesel locomotive of this silencer, this kind of silencer can make pointed reference to eliminate the exhaust noise of specific frequency channel.
Another objective of the present invention is to provide a control method for a muffler, which can automatically control the muffling microphone to emit an acoustic signal for eliminating the noise in the specific frequency band according to the engine speed of the internal combustion engine, and adjust the internal structure size of the main muffling cavity to achieve the purpose of eliminating the noise in the specific frequency band at different speeds.
The utility model provides a technical scheme:
a silencer comprises an air inlet cavity, an air exhaust cavity, a silencing microphone and a silencing cavity communicated with the air inlet cavity and the air exhaust cavity;
the silencing microphone can emit silencing signals towards the silencing cavity and/or the exhaust cavity;
the anechoic chamber includes a plurality of main anechoic chambers, at least one main anechoic chamber has the sub-chamber of two at least intercommunications, and wherein two sub-chambers are: a first sub-chamber located downstream in the direction of gas flow and a second sub-chamber located upstream in the direction of gas flow;
the first subchamber is divided into a plurality of first cavities which are hermetically isolated from each other; each first cavity is internally inserted with a through inner inserting tube with a communication hole, one end of the first cavity is communicated with the second sub-cavity through the inner inserting tube, and the other end of the first cavity is communicated with the exhaust cavity;
the second subchamber is divided into a plurality of second cavities that are hermetically isolated from each other.
Furthermore, a perforated pipe is inserted into each second cavity, and one end of each second cavity is communicated with the air inlet cavity through the perforated pipe.
Further, any one second cavity is correspondingly communicated with only one first cavity.
Furthermore, the number of the second cavities is the same as that of the first cavities, and the second cavities are communicated with the first cavities in a one-to-one correspondence mode.
Further, the first sub-cavity and/or the second sub-cavity are separated by a longitudinal partition plate which can rotate around the central axis of the sub-cavity.
Further, each inner cannula has only one communication hole, and an opening of one end of the inner cannula extends into the first cavity.
Further, a third chamber is arranged between the first sub-chamber and the exhaust chamber.
Further, the other end of the at least one inner cannula communicates with the third chamber.
Further, at least two of the first cavities and/or at least two of the second cavities differ in volume and/or cross-sectional shape.
Further, at least two of the inner cannulas have different diameters and/or have different apertures.
Further, at least two of the perforated tubes have different drift diameters, lengths and/or perforation rates.
Furthermore, a penetrating through pipe is arranged in the third chamber, and a through hole is formed in the penetrating through pipe; one end of the penetrating pipe is closed, so that the penetrating pipe is communicated with the third chamber only through the through hole on the penetrating pipe, and the other end of the penetrating pipe is communicated with the exhaust cavity.
Further, the air inlet cavity, the second sub-cavity and the first sub-cavity are separated by a transverse partition plate; at least one transverse partition is adjustable in position in the axial direction of the muffling chamber.
Further, the sound attenuation signal at least comprises an acoustic signal which has an amplitude smaller than a set value and is 180 degrees out of phase with the target noise signal frequency band.
Further, the muffled signal includes an acoustic signal that is 180 degrees out of phase with some or all of the peak frequency bands in the exhaust noise signal.
An internal combustion engine vehicle adopts the silencer.
A sound-deadening control method of an internal combustion engine vehicle, comprising the steps of:
(1) reading an engine speed input of the internal combustion engine vehicle;
(2) judging whether the rotating speed of the engine is 0 or not;
(3) if the rotating speed of the engine is 0, the silencing microphone does not work, and the transverse partition plate and the longitudinal partition plate do not act;
if the rotating speed of the engine is not 0, selecting a preset silencing signal according to the rotating speed, and transmitting the silencing signal through a silencing microphone;
and determining the optimal positions of the transverse partition plates and the longitudinal partition plates according to the rotating speed, and controlling the transverse partition plates and the longitudinal partition plates to move to the optimal positions.
The utility model discloses the beneficial effect who reaches:
the utility model discloses a when the silencer was applied to diesel locomotive's engine, its main chamber of eliminating noise adopts the innovative structural design of first sub-chamber and second cavity correspondence intercommunication, can eliminate the engine ignition fundamental frequency and the doubling of frequency in the exhaust noise under the specific rotational speed to pertinence is to the noise realization noise elimination to specific frequency, and the noise reduction effect is good.
When the rotating speed of the engine changes, the frequency spectrum of the exhaust noise changes, and the originally designed resonance noise elimination structure fails. The utility model discloses a silencer when being applied to the engine, can be according to engine speed, control can be according to engine speed, and the acoustic signal of eliminating the specific frequency channel noise is sent out to the automatic control noise elimination microphone to the internal structure size in adjustment main noise elimination chamber homoenergetic reaches the purpose of eliminating specific frequency channel (engine ignition fundamental frequency and doubling of frequency) noise under different rotational speeds.
Because the utility model discloses an engine has eliminated the higher fundamental frequency of energy and frequency multiplication noise through the silencer at the during operation, has greatly reduced the noise of external radiation, therefore the engineering machinery equipment who adopts this kind of silencer is when the operation, and the noise of radiation is less in the external environment, has better feature of environmental protection.
Drawings
FIG. 1 is a schematic exterior view of a muffler;
FIG. 2 is a schematic cross-sectional view of a muffler 1;
FIG. 3 is a schematic cross-sectional view of a muffler, FIG. 2;
FIG. 4 is a schematic cross-sectional view of a muffler, FIG. 3;
FIG. 5 is a cross-sectional view of second subchamber 92;
FIG. 6 is a cross-sectional view of the first subchamber 91;
FIG. 7 is a cross-sectional view of the third chamber 12;
FIG. 8 is a schematic diagram of a muffler control method.
Detailed Description
The present invention will be further described with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
Example 1
As shown in fig. 1 to 7, the muffler of the present invention includes a housing 0, an intake pipe 1, an exhaust pipe 2, and a noise-reduction microphone 3. The shell 0 is internally provided with a plurality of communicated silencing cavities, the two ends of each silencing cavity are provided with the air inlet pipe 1 and the exhaust pipe 2, the air inlet pipe 1 is provided with an air inlet cavity 11 communicated with the silencing cavities, and the exhaust pipe 2 is provided with an exhaust cavity 10 communicated with the silencing cavities.
The anechoic chamber includes a plurality of main anechoic chambers 9, at least one main anechoic chamber 9 has two at least sub-chambers of series connection intercommunication, and wherein two sub-chambers are: a first subchamber 91 downstream in the direction of gas flow and a second subchamber 92 upstream in the direction of gas flow.
A third chamber 12 may also be provided between the first sub-chamber 91 and said exhaust chamber 10.
Said first sub-chamber 91 is divided by longitudinal partitions 6 into a plurality of first cavities 93 hermetically isolated from each other. Each of the first cavities 93 is inserted with an inner insertion tube 95 having a communication hole 94 therethrough, and the first cavity 93 communicates with the second sub-cavity 92 through the inner insertion tube 95 at one end thereof and communicates with the exhaust chamber 10 and/or the third chamber 12 at the other end thereof, and can communicate with the first cavity 93 through the communication hole 94.
The second subchamber 92 is divided by longitudinal partitions 6 into a plurality of second cavities 96 which are hermetically isolated from each other. Each of the second cavities 96 is inserted with a perforated pipe 97, and one end of the second cavity 96 is communicated with the air inlet cavity 11 through the perforated pipe 97. The other end of the perforated tube 97 is only communicated with the second cavity 96, i.e. the other end is sealed, so that the perforated tube 97 is communicated with the second cavity 96 only through the through hole 971 on the perforated tube.
Any one of the second cavities 96 communicates with only one of the first cavities 93.
Preferably, the number of the second cavities 96 is the same as that of the first cavities 93, and the second cavities are communicated with the first cavities in a one-to-one correspondence manner.
A plurality of inner inserting tubes 95 are arranged in the first sub-cavity 91, the inner inserting tubes 95 are communicated with the second cavities 96 in a one-to-one correspondence manner, and each second cavity 96 is communicated with the air inlet cavity 11 through the corresponding perforated tube 97.
At least two of the first cavities 93 have different volumes and/or cross-sectional shapes, and at least two of the inner tubes 95 have different diameters and/or different diameters of the communication holes 94.
At least two of the second cavities 96 have different volumes and/or cross-sectional shapes, and at least two of the perforated tubes 97 have different diameters, lengths and/or perforation rates.
A through-going tube 121 is arranged in the third chamber 12. The penetrating pipe 121 is provided with a through hole 1211. One end of the penetrating pipe 121 is sealed, so that the penetrating pipe 121 is communicated with the third chamber 12 only through the through hole 1211 on the penetrating pipe 121, and the other end of the penetrating pipe 121 is communicated with the exhaust chamber 10.
An inner tube 95 extending from the first subchamber 91 and communicating into the third chamber 12 is hermetically sealed from the third chamber 12.
The inlet chamber 11, the second sub-chamber 92, the first sub-chamber 91 and the third chamber 12 are separated by a transverse partition 5.
All or one of the transverse partitions 5 can be displaced in the longitudinal direction of the muffler to adjust the structural dimensions of the main muffling chamber 9.
The longitudinal partition 6 can be rotated about the longitudinal axis of the muffler and/or the centre line of the sub-chamber in which it is located, in order to adjust the structural dimensions of said main muffling chamber 9.
At least one silencing microphone 3 is arranged on the shell 0, and a microphone control system 4 controls the emission of silencing signals towards the inner cavity of the silencer so as to achieve the purpose of eliminating noises in a specific frequency band.
The sound-damping microphone 3 is preferably arranged on the exhaust pipe 2 or in the exhaust chamber 10 with only one sound-damping microphone.
And the silencing signal at least comprises an acoustic signal which has similar amplitude and phase difference of 180 degrees with the target noise frequency band.
The muffling signal, which may also include acoustic signals in other frequency bands, is 180 degrees out of phase with some or all of the acoustic signals in the exhaust noise.
With reference to fig. 8, the utility model discloses a noise elimination control method, including the following steps:
s1: the method comprises the steps of obtaining engine speed input, preferably the engine ECU speed, and also obtaining other sensor input for testing the engine speed;
s2: judging whether the rotating speed of the engine is zero or not;
s3: if the rotating speed of the engine is zero, the silencing microphone is controlled not to work, and the transverse partition plate and the longitudinal partition plate in the main silencing cavity are controlled not to act.
And if the rotating speed of the engine is not zero, namely the engine is in a working state, controlling the silencing microphone to emit silencing signals and/or controlling the transverse partition plate and/or the longitudinal partition plate in the main silencing cavity to act.
The method for controlling the actions of the transverse partition plate and/or the longitudinal partition plate in the main silencing cavity comprises the following steps:
calculating the optimal size of the main silencing cavity according to the acquired rotating speed information;
the transverse partition plate and/or the longitudinal partition plate in the main silencing cavity are controlled to change to the calculated optimal size of the main silencing cavity, and the exhaust noise frequency spectrum peak value under the corresponding rotating speed can be eliminated.
The step of controlling the silencing microphone to emit silencing signals is as follows:
selecting a preset silencing signal according to the acquired rotating speed information;
and controlling the silencing microphone to transmit the selected silencing signal to eliminate the target noise frequency band in the exhaust noise. Example 2
On the basis of the embodiment 1, the muffler in the embodiment 1 is applied to an engine of an internal combustion engine vehicle such as an engineering machine or an automobile device, and each parameter of the muffler can be configured according to the working frequency of the engine, so that the noise at the fundamental frequency and the frequency multiplication position of the ignition of the engine can be eliminated in a targeted manner, and a good noise elimination and reduction effect can be achieved.
Because the utility model discloses an engine has eliminated the higher fundamental frequency of energy and frequency multiplication noise through the silencer at the during operation, has greatly reduced the noise of external radiation, therefore this kind of engineering machine tool equipment is when the operation, and the noise of radiation is less in the external environment, has better feature of environmental protection.
Example 3
On the basis of embodiment 2, the muffler control method in embodiment 1 is applied to an internal combustion engine vehicle such as a construction machine or an automobile apparatus to cancel engine noise.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be considered as the protection scope of the present invention.
Claims (16)
1. A silencer is characterized by comprising an air inlet cavity, an air exhaust cavity, a silencing microphone and a silencing cavity, wherein the silencing cavity is communicated with the air inlet cavity and the air exhaust cavity;
the silencing microphone can emit silencing signals towards the silencing cavity and/or the exhaust cavity;
the anechoic chamber includes a plurality of main anechoic chambers, at least one main anechoic chamber has the sub-chamber of two at least intercommunications, and wherein two sub-chambers are: a first sub-chamber located downstream in the direction of gas flow and a second sub-chamber located upstream in the direction of gas flow;
the first subchamber is divided into a plurality of first cavities which are hermetically isolated from each other; each first cavity is internally inserted with a through inner inserting tube with a communication hole, one end of the first cavity is communicated with the second sub-cavity through the inner inserting tube, and the other end of the first cavity is communicated with the exhaust cavity;
the second subchamber is divided into a plurality of second cavities that are hermetically isolated from each other.
2. The muffler of claim 1 wherein each of said second cavities has a perforated pipe inserted therein, said second cavities communicating with said intake chamber through one end of said perforated pipe.
3. The muffler of claim 1 wherein any one of the second cavities is in corresponding communication with only one of the first cavities.
4. The muffler of claim 3 wherein the second cavities are in the same number as the first cavities and communicate in a one-to-one correspondence.
5. The muffler of claim 1 wherein said first sub-chamber and/or said second sub-chamber are separated by a longitudinal partition rotatable about a central axis of said sub-chamber.
6. The muffler of claim 1, wherein each inner insert has only one communication hole and the communication hole is located in the first cavity.
7. The muffler of claim 1 further comprising a third chamber between said first subchamber and said exhaust chamber.
8. The muffler of claim 7 wherein the other end of the at least one internal insert communicates with said third chamber.
9. The muffler of claim 1 wherein at least two of said first cavities and/or at least two of said second cavities differ in volume and/or cross-sectional shape.
10. The muffler of claim 1 wherein at least two of said inner bayonets have different diameters and/or have different diameters.
11. The muffler of claim 2 wherein at least two of said perforated pipes have different diameters, lengths and/or perforation rates.
12. The muffler of claim 7 wherein a through pipe is disposed in the third chamber, the through pipe having a through hole; one end of the penetrating pipe is closed, so that the penetrating pipe is communicated with the third chamber only through the through hole on the penetrating pipe, and the other end of the penetrating pipe is communicated with the exhaust cavity.
13. The muffler of claim 1 or 5 wherein the inlet chamber, the second sub-chamber and the first sub-chamber are separated by a transverse partition; at least one transverse partition is adjustable in position in the axial direction of the muffling chamber.
14. The muffler of claim 1, wherein the muffling signal comprises at least an acoustic signal having an amplitude less than a set value 180 degrees out of phase with the target noise signal frequency band.
15. The muffler of claim 1 or 14 wherein the muffling signal comprises an acoustic signal that is 180 degrees out of phase with some or all of the peak frequency bands in the exhaust noise signal.
16. An internal combustion engine vehicle, characterized in that the muffler of any one of claims 1 to 14 is used.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921138210.1U CN210509329U (en) | 2019-07-19 | 2019-07-19 | Silencer and internal combustion engine vehicle adopting same |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921138210.1U CN210509329U (en) | 2019-07-19 | 2019-07-19 | Silencer and internal combustion engine vehicle adopting same |
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| CN210509329U true CN210509329U (en) | 2020-05-12 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110359981A (en) * | 2019-07-19 | 2019-10-22 | 江苏徐工工程机械研究院有限公司 | Silencer and the internal-combustion engine vehicle and its noise elimination control method for using silencer |
-
2019
- 2019-07-19 CN CN201921138210.1U patent/CN210509329U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110359981A (en) * | 2019-07-19 | 2019-10-22 | 江苏徐工工程机械研究院有限公司 | Silencer and the internal-combustion engine vehicle and its noise elimination control method for using silencer |
| CN110359981B (en) * | 2019-07-19 | 2023-08-01 | 江苏徐工工程机械研究院有限公司 | Muffler, internal combustion engine vehicle using the same, and method of controlling noise elimination thereof |
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