EP1085198B1 - Aktiv gesteuerter Einlasslärm mit Multipole-Einlassvorrichtung - Google Patents

Aktiv gesteuerter Einlasslärm mit Multipole-Einlassvorrichtung Download PDF

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Publication number
EP1085198B1
EP1085198B1 EP20000119166 EP00119166A EP1085198B1 EP 1085198 B1 EP1085198 B1 EP 1085198B1 EP 20000119166 EP20000119166 EP 20000119166 EP 00119166 A EP00119166 A EP 00119166A EP 1085198 B1 EP1085198 B1 EP 1085198B1
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European Patent Office
Prior art keywords
channels
assembly
noise
engine
set forth
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Expired - Lifetime
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EP20000119166
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English (en)
French (fr)
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EP1085198A3 (de
EP1085198A2 (de
Inventor
Ian R Mclean
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Tire Canada Inc
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Siemens VDO Automotive Inc
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Publication of EP1085198A3 publication Critical patent/EP1085198A3/de
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Publication of EP1085198B1 publication Critical patent/EP1085198B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1205—Flow throttling or guiding
    • F02M35/1227—Flow throttling or guiding by using multiple air intake flow paths, e.g. bypass, honeycomb or pipes opening into an expansion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1244—Intake silencers ; Sound modulation, transmission or amplification using interference; Masking or reflecting sound
    • F02M35/125—Intake silencers ; Sound modulation, transmission or amplification using interference; Masking or reflecting sound by using active elements, e.g. speakers

Definitions

  • the subject invention relates to an improvement in noise reduction capabilities of an air induction system for an internal combustion engine.
  • Active noise attenuation has been used to reduce engine noise emitted through an air induction system from the combustion chambers of internal combustion engines.
  • One such example is pending United States Patent Number 6,084,971 "Active Noise Attenuation.”
  • Noise attenuation assemblies of this type are affixed inside an air inlet duct leading to the engine's combustion chambers.
  • the inlet duct includes an open end into which air is drawn for feeding the combustion chambers.
  • the assembly includes a loud speaker mounted upon an internal housing.
  • the internal housing forms an annular space with the inlet duct through which air travels.
  • a controller generates an electrical signal from input generated from a primary microphone that measures a noise field emanating from the engine.
  • the electrical signal is amplified and phase shifted from the noise field and the signal is applied to the loudspeaker for broadcasting a sound field phase shifted 180° from the noise field.
  • the speaker needed is large relative to the amount of space available inside the assembly. Further, it is desirable to reduce vehicle mass and thus reduce the mass of components such as the speaker be reduced to amounts a low as is practicable to perform the requisite functions is a desirable goal. Therefore, it would be desirable to provide apparatus that can reduce the strength of the noise field, and enable the use of smaller, lighter, and less powerful speaker.
  • WO-A-97/20307 describes a system and method for reducing noise from an internal combustion engine using a duct housing receiving induction air flow to the engine.
  • a space is defined within the duct housing surrounding a speaker enclosure associated with a speaker facing an open space upstream of the annular space.
  • a sound transducer at the axial location where the annular space opens into the open space generates electrical signals corresponding to engine noise propagating through the air induction ducting.
  • the signals are amplified and phase shifted driving the speaker to output cancelling noises or sounds so as to at least reduce engine noise from the annular space.
  • the speaker enclosure length is set to enhance speaker performance in selected frequency bands of engine noise.
  • An active noise attentuation assembly for an air induction system of an internal combustion engine comprises an air inlet duct leading to the engine having an open end into which air is drawn; a fairing body mounted within said air inlet duct defining an annular space with said inlet duct through which air travels; a loud speaker mounted on said fairing body facing outwardly from said air inlet duct; and a controller for generating an electrical signal amplified and phase shifted from a noise field emanating from the engine and applying the signal to said loudspeaker for broadcasting a sound field phase shifted from the noise field thereby attentuating the noise field.
  • the assembly further comprises a transition housing , with an inlet end and an outlet end, mated to said open end of said inlet duct.
  • the second plurality of channels terminate at the inlet end at a location spaced radially inward from an outer surface of said outlet end.
  • a method of attenuating noise emanating from an internal combustion engine and travelling through an air inlet end of an air induction assembly comprises the steps of providing a loudspeaker mounted within said assembly facing outwardly of said assembly; detecting the noise field emanating from the engine for determining the phase of the noise wave; and broadcasting a sound from said speaker out of phase of the noise field for attentuating the noise field.
  • the method further comprises the step of separating the sound field broadcast from the speaker into a first plurality of channels and separating the noise field emanating from the engine into a second plurality of channels, whereby said channels terminate in a pattern orienting each of said first plurality of channels adjacent to at least one of said second plurality of channels.
  • An active noise attentuation assembly for an air induction system of an internal combustion engine comprises an air inlet duct leading to the engine having an open end into which air is drawn; a fairing body mounted within said air inlet duct defining an annular space with said inlet duct through which air travels; a loud speaker mounted on said fairing body facing outwardly from said air inlet duct; and a controller for generating an electrical signal amplified and phase shifted from a noise field emanating from the engine and applying the signal to said loudspeaker for broadcasting a sound field phase shifted from the noise field thereby attentuating the noise field.
  • the assembly further comprises a transition housing with an inlet end and an outlet end mated to said open end of said inlet duct forming a first plurality of channels communicating with said loudspeaker and a second plurality of channels communicating with said annular space.
  • the channels terminate at the inlet end in a checkered pattern.
  • the checkered arrangement of the channels at the inlet end of the housing facilitates the transfer of particulate matter between the first and second plurality of channels. Because the sound fields are out of phase, particulate matter is pushed and pulled between the first and second plurality of channels at the inlet end of the housing. The transfer of the particulate matter between the channels dampens the noise field reducing the output requirements of the loudspeaker for attenuating the noise field. Reduced output requirements allows for the reduction in the size and power of the loudspeaker improving with the prior art.
  • an active noise attenuation assembly is generally shown at 10.
  • the assembly 10 includes an air inlet duct 12, which leads to an internal combustion engine 14. Air is channeled through the duct 12 into internal combustion chambers (not shown) within the engine 14 as is known in the art of internal combustion engines.
  • the duct 12 includes an open end 16 into which air is drawn. The duct 12 is widest at the open end 16 and narrows as it approaches the engine 14.
  • a fairing body 18 is concentrically mounted within the air inlet duct 12 and defines an annular space 20 with the inlet duct 12 through which the air travels.
  • the fairing body 18 is hollow and generally contoured to the shape of the duct 12.
  • the duct 12 includes a frame 22 for affixing the fairing body 18 to the duct 12.
  • the frame 22 includes equally spaced radial bars 24 so as to allow maximum air flow through the annular space 20.
  • a loudspeaker 26 is mounted on the fairing body 18 facing outwardly from the air inlet duct 12.
  • the frame 22 includes spaced apertures 28 ( Figure 2) for receiving fasteners to mount the loudspeaker 26 to the fairing body 18.
  • the fairing body 18 is affixed to an inner ring 30 of the frame 22 by a series of tabs 32.
  • the loudspeaker 26 is arranged to broadcast in an opposite direction of the air flow.
  • the loudspeaker 26 forms a closed chamber 34 with the fairing body 18.
  • a controller 36 is secured inside the chamber 34 to the fairing body 18.
  • the controller 36 generates an electrical signal amplified and phase shifted (preferably 180°, although other shifts are within the scope of this invention) from a noise field emanating from the engine 14.
  • the noise field travels from the combustion chambers of the engine through the duct 12 in the opposite direction of the air flow.
  • the controller 36 drives the loudspeaker 26 by applying the signal to the loudspeaker 26. Therefore, the loudspeaker 26 broadcasts a sound field that is phase shifted from the noise field.
  • Phase shifting the sound field from the noise field attenuates the noise field generated by the engine 14 as is known in the art of active noise control. Again an 180° Shift is most preferred, but shifts approximately equal to 180°, but shifts approximately equal to 180° are also capable of performing a good deal of benefits of this invention.
  • the noise field is detected by a primary microphone 38.
  • the primary microphone 38 signals the controller 36 with the measured noise field from which the controller 36 determines the phase of the noise field.
  • the primary microphone 38 is affixed to the duct 12 in a location determined to measure the noise field prior to being attenuated by the loudspeaker 26. Thus, the optimum location is between the fairing body 18 and the engine 14.
  • a transition housing 40 is mated to the duct 12.
  • the transition housing 40 includes an outlet end 42 and an inlet end 44.
  • the outlet end 42 is mated to the open end 16 of the inlet duct 12.
  • the housing forms a first plurality of channels 46 and a second plurality of channels 48.
  • the channels terminate at the inlet end 44 in a checkered pattern ( Figure 3).
  • the transition housing 40 includes eighteen of the first channels 46 and eighteen of the second channels 48.
  • the first plurality of channels 46 communicates with the loudspeaker 26.
  • the second plurality of channels 48 communicates with the annular space 20.
  • the housing 40 includes a mating ring having slots 43 communicating with the second plurality of channels 48.
  • the noise field emanates through the annular space 20 into the second plurality of channels 48 against the flow of air.
  • the second channels 48 extend radially inwardly from the outer slots 43.
  • the ends of the second channels 48 are spaced inwardly from an outer surface.
  • the loudspeaker 26 broadcasts the sound field through the first plurality channels 46 phase shifted from the noise field emanating from the engine 14 through the second plurality of channels 48.
  • the sound field emanating from the loudspeaker 26 through the first plurality of channels 46 attenuates the sound field emanating from the engine 14 through the second plurality channels 48 at the inlet end 44. Locally attenuating the noise field in this manner prevents the noise field from traveling far away from the source.
  • the checkered arrangement of the first and second plurality channels 46, 48 facilitates the transfer of particulate matter between the first and second channels 46, 48 because each of the first channels 46 is adjacent at least two of the second channels 48.
  • the high amount of adjacent area between the first plurality of channels 46 and second plurality of channels 48 increases the potential for particulate transfer between the channels 46, 48.
  • the 180° phase shift between the noise field and the sound field increases the amount of particulate matter transferred between the first and second plurality of channels 46, 48.
  • the strength of the noise field is significantly dampened by the transfer of particulate matter into the second plurality of channels.
  • the size and power requirements of the loudspeaker 26 necessary to attenuate the noise field are significantly reduced.
  • some of the second channels 48 are spaced inwardly from an outer surface.
  • Figures 3 and 4 show the preferred arrangement of the first and second channels 46, 48.
  • An error microphone 49 is positioned adjacent the inlet end 44 for detecting unattenuated noise.
  • the error microphone 49 senses both the noise field and the sound field and signals the controller 36 to adjust the phase of the sound field to improve the attenuating properties of the sound field.
  • a filter cell 50 is affixed at the inlet end 44 of the transition housing 40 for filtering air entering the inlet end 44.
  • the filter cell 50 includes filter media 52 through which the air is drawn into a central cavity 54.
  • the error microphone 49 is located in or near the cavity 54.
  • the noise field is attenuated in the cavity 54 before it can leave the filter cell 50 through the media 52.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Soundproofing, Sound Blocking, And Sound Damping (AREA)
  • Exhaust Silencers (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Claims (21)

  1. Aktive Lärmdämpfungsanordnung für ein Luftansaugsystem eines Verbrennungsmotors, umfassend:
    ein zum Motor (14) führendes Lufteinlaßrohr (12) mit einem offenen Ende (16), in das Luft gesaugt wird;
    einen Verkleidungskörper (18), der in dem Lufteinlaßrohr montiert ist und mit dem Einlaßrohr einen ringförmigen Raum (20) definiert, durch den sich Luft bewegt;
    einen Lautsprecher (26), der an dem Verkleidungskörper montiert ist und von dem Lufteinlaßrohr nach außen weist;
    eine Steuerung (36) zum Erzeugen eines verstärkten und gegenüber einem vom Motor kommenden Lärmfeld phasenverschobenen elektrischen Signals und Anlegen des Signals an den Lautsprecher zum Abstrahlen eines Schallfelds, das gegenüber dem Lärmfeld phasenverschoben ist, wodurch das Lärmfeld gedämpft wird; dadurch gekennzeichnet, daß die Anordnung weiterhin folgendes umfaßt:
    ein Übergangsgehäuse (40) mit einem Einlaßende (44) und einem Auslaßende (42), angepaßt an das offene Ende des Einlaßkanals, wodurch eine erste Vielzahl von Kanälen (46), die mit dem Lautsprecher in Verbindung stehen, und eine zweite Vielzahl von Kanälen (48), die mit einem passenden Ring um den Verkleidungskörper herum verbunden sind, um mit dem ringförmigen Raum in Verbindung zu stehen, gebildet wird, wobei die zweite Vielzahl von Kanälen am Einlaßende (44) an einer Stelle endet, die von einer Außenfläche des Auslaßendes (42) radial nach innen beabstandet ist.
  2. Anordnung nach Anspruch 1, wobei der Lautsprecher das Schallfeld gegenüber dem vom Motor durch die zweite Vielzahl von Kanälen kommenden Lärmfeld phasenverschoben durch die erste Vielzahl von Kanälen ausstrahlt.
  3. Anordnung nach Anspruch 2, wobei das vom Lautsprecher durch die erste Vielzahl von Kanälen kommende Schallfeld das vom Motor durch die zweite Vielzahl von Kanälen kommende Lärmfeld dämpft.
  4. Anordnung nach Anspruch 3, wobei die Stärke des vom Motor durch die zweite Vielzahl von Kanälen kommenden Lärmfelds durch Übertragung von teilchenförmiger Materie zwischen benachbarten der ersten und zweiten Kanäle gedämpft wird.
  5. Anordnung nach Anspruch 1, wobei das Lufteinlaßrohr ein Primärmikrofon enthält (38), das die Phase des vom Motor kommenden Lärmfelds erfaßt und der Steuerung signalisiert.
  6. Anordnung nach Anspruch 5 mit einem Fehlermikrofon (49), das sowohl das Lärmfeld als auch das Schallfeld mißt und der Steuerung signalisiert, zur Verbesserung der Dämpfung des Lärmfelds die Phase des Schallfelds nachzustellen.
  7. Anordnung nach Anspruch 1, wobei der Verkleidungskörper mit dem Lautsprecher eine geschlossene Kammer (34) bildet.
  8. Anordnung nach Anspruch 7, wobei die Steuerung in der durch den Verkleidungskörper und den Lautsprecher gebildeten Kammer angeordnet ist.
  9. Anordnung nach Anspruch 1, wobei zwei der Enden der zweiten Kanäle sich neben der Mehrheit von Enden der ersten Kanäle befinden..
  10. Anordnung nach Anspruch 9, wobei die Enden der ersten und zweiten Kanäle in einem Schachbrettmuster angeordnet sind.
  11. Anordnung nach Anspruch 10, weiterhin mit dem Schritt des Dämpfens des vom Motor kommenden Lärmfelds durch den Übertritt teilchenförmiger Materie zwischen benachbarten der schachbrettartigen ersten und zweiten Kanäle.
  12. Verfahren zum Dämpfen von von einem Verbrennungsmotor (14) kommendem und sich durch ein Lufteinlaßende (12) einer Luftansauganordnung ausbreitendem Lärm, das die folgenden Schritte umfaßt:
    Bereitstellen eines Lautsprechers (26), der so in der Anordnung montiert ist, daß er aus dieser nach außen weist;
    Erfassen (38) des vom Motor kommenden Lärmfelds, um die Phase der Lärmwelle zu bestimmen;
    Ausstrahlen von Schall, der zum Lärmfeld außer Phase ist, aus dem Lautsprecher, um das Lärmfeld zu dämpfen;
    dadurch gekennzeichnet, daß das Verfahren weiterhin folgenden Schritt umfaßt.: Aufteilen des vom Lautsprecher ausgestrahlten Schallfelds in eine erste Vielzahl von Kanälen (46) und Aufteilen des vom Motor kommenden Lärmfelds in eine zweite Vielzahl von Kanälen (48), wodurch die Kanäle in einem Muster enden, das jeden der ersten Vielzahl von Kanälen neben mindestens einem der zweiten Vielzahl von Kanälen ausrichtet.
  13. Verfahren nach Anspruch 12, weiterhin mit dem folgenden Schritt: Messen (49) sowohl des Lärmfelds als auch des Schallfelds und Nachstellen der Phase des Schallfelds, um die Dämpfung des Lärmfelds zu verbessern.
  14. Aktive Lärmdämpfungsanordnung für ein Luftansaugsystem eines Verbrennungsmotors (14), wobei die Anordnung folgendes umfaßt:
    ein zum Motor führendes Lufteinlaßrohr (12) mit einem offenen Ende (16), in das Luft gesaugt wird;
    einen Verkleidungskörper (18), der in dem Lufteinlaßrohr montiert ist und mit dem Einlaßrohr einen ringförmigen Raum (20) definiert, durch den sich Luft bewegt;
    einen Lautsprecher (26), der an dem Verkleidungskörper montiert ist und von dem Lufteinlaßrohr nach außen weist;
    eine Steuerung (36) zum Erzeugen eines verstärkten und gegenüber einem vom Motor kommenden Lärmfeld phasenverschobenen elektrischen Signals und Anlegen des Signals an den Lautsprecher zum Abstrahlen eines Schallfelds, das gegenüber dem Lärmfeld phasenverschoben ist, wodurch das Lärmfeld gedämpft wird;
    dadurch gekennzeichnet, daß die Anordnung weiterhin folgendes umfaßt:
    ein Übergangsgehäuse (40) mit einem Einlaßende (44) und einem Auslaßende (42), angepaßt an das offene Ende des Einlaßkanals, wodurch eine erste Vielzahl von Kanälen (46), die mit dem Lautsprecher in Verbindung stehen, und eine zweite Vielzahl von Kanälen (48), die mit dem ringförmigen Raum in Verbindung stehen, gebildet wird, wobei die Kanäle am Einlaßende in einem Schachbrettmuster enden.
  15. Anordnung nach Anspruch 14, wobei der Lautsprecher das Schallfeld gegenüber dem vom Motor durch die zweite Vielzahl von Kanälen kommenden Lärmfeld phasenverschoben durch die erste Vielzahl von Kanälen ausstrahlt.
  16. Anordnung nach Anspruch 15, wobei das vom Lautsprecher durch die erste Vielzahl von Kanälen kommende Schallfeld das vom Motor durch die zweite Vielzahl von Kanälen kommende Lärmfeld dämpft.
  17. Anordnung nach Anspruch 16, wobei die Stärke des vom Motor durch die zweite Vielzahl von Kanälen kommenden Lärmfelds durch Übertragung von teilchenförmiger Materie zwischen benachbarten der ersten und zweiten Kanäle gedämpft wird.
  18. Anordnung nach Anspruch 14, wobei das Lufteinlaßrohr ein Primärmikrofon enthält (38), das die Phase des vom Motor kommenden Lärmfelds erfaßt und der Steuerung signalisiert.
  19. Anordnung nach Anspruch 18 mit einem Fehlermikrofon (49), das sowohl das Lärmfeld als auch das Schallfeld mißt und der Steuerung signalisiert, zur Verbesserung der Dämpfung des Lärmfelds die Phase des Schallfelds nachzustellen.
  20. Anordnung nach Anspruch 14, wobei der Verkleidungskörper mit dem Lautsprecher eine geschlossene Kammer (34) bildet.
  21. Anordnung nach Anspruch 20, wobei die Steuerung in der durch den Verkleidungskörper und den Lautsprecher gebildeten Kammer angeordnet ist.
EP20000119166 1999-09-14 2000-09-05 Aktiv gesteuerter Einlasslärm mit Multipole-Einlassvorrichtung Expired - Lifetime EP1085198B1 (de)

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Application Number Priority Date Filing Date Title
US15372299P 1999-09-14 1999-09-14
US153722P 1999-09-14

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EP1085198A2 EP1085198A2 (de) 2001-03-21
EP1085198A3 EP1085198A3 (de) 2001-11-07
EP1085198B1 true EP1085198B1 (de) 2002-12-04

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Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6959093B2 (en) * 2001-04-12 2005-10-25 Siemens Vdo Automotive Inc. Low frequency active noise control
DE10332610A1 (de) * 2003-07-17 2005-02-24 Siemens Ag Vorrichtung zur aktiven Beeinflussung der Geräuschemission einer Brennkraftmaschine mit einem durch das Lautsprechergehäuse geführten Kühlkörper
US11021039B2 (en) * 2017-10-20 2021-06-01 Hanon Systems Noise attenuation from waffle pattern and tongue and groove coupling for front of dash

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3936606A (en) * 1971-12-07 1976-02-03 Wanke Ronald L Acoustic abatement method and apparatus
FR2740599B1 (fr) * 1995-10-30 1997-12-19 Technofirst Dispositif d'attenuation acoustique active destine a etre dispose a l'interieur d'un conduit, en particulier pour l'insonorisation de reseau de ventilation et/ou de climatisation
US5828759A (en) * 1995-11-30 1998-10-27 Siemens Electric Limited System and method for reducing engine noise
US6084971A (en) * 1997-06-10 2000-07-04 Siemens Electric Limited Active noise attenuation system

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EP1085198A3 (de) 2001-11-07
DE60000904D1 (de) 2003-01-16
DE60000904T2 (de) 2003-09-18
EP1085198A2 (de) 2001-03-21

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