EP1085199B1 - Aktiv gesteuertes Einlasslärm mir Quadripole-Einlassvorrichtung - Google Patents

Aktiv gesteuertes Einlasslärm mir Quadripole-Einlassvorrichtung Download PDF

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Publication number
EP1085199B1
EP1085199B1 EP20000119167 EP00119167A EP1085199B1 EP 1085199 B1 EP1085199 B1 EP 1085199B1 EP 20000119167 EP20000119167 EP 20000119167 EP 00119167 A EP00119167 A EP 00119167A EP 1085199 B1 EP1085199 B1 EP 1085199B1
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European Patent Office
Prior art keywords
pair
noise
channels
assembly
engine
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Expired - Lifetime
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EP20000119167
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English (en)
French (fr)
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EP1085199A3 (de
EP1085199A2 (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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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/001—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the system having electrically controlled acoustic pulse generating devices, e.g. loudspeakers

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 air induction systems from the combustion chambers of internal combustion engines.
  • One such example is pending United States Patent Application Number 08/872,506 "Active Noise Attenuation.”
  • Noise attenuation assemblies of this type are affixed inside an air inlet duct leading to the engine 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 from a primary microphone measuring a noise field emanating from the engine, and from an error microphone measuring un-attenuated noise.
  • 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 from the noise field.
  • the phase shift is 180°.
  • 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 97/20307 there is described 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 canceling noises or sounds so as to at least reduce engine noise from the annular space.
  • the speak enclosure length is set to enhance speaker performance in selected frequency bands of engine noise.
  • an active noise attenuation assembly for an air induction system of an internal combustion engine, said assembly comprising: 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; 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 attenuating the noise field and characterised by; a transition housing affixed to said open end of said inlet duct which forms a first pair of opposing channels communicating with said speaker and a second pair of opposing channels communicating with said annular space.
  • the first and the second pair of channels terminate in an arrangement having each of the first channels positioned adjacent to at least one of the second channels.
  • the arrangement of the channels at the inlet end of the housing facilitates the transfer of particulate matter between the first and second pairs of channels. Because the sound fields are out of phase, particulate matter is pushed and pulled between the first and second pairs 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 resolving the problems associated with the prior art.
  • a method of attenuating noise emanating from an internal combustion engine and travelling through a fresh air inlet opening of an air induction assembly comprises the steps of: providing a loudspeaker concentrically 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; broadcasting a sound field from said speaker out of phase of the noise field for attenuating the noise field, characterised by; separating the noise field emanating from the engine into a first pair of opposing channels and separating the sound field broadcast from the loudspeaker into a second pair of opposing channels, wherein said first and said second pair of channels terminate in an arrangement having each of said first channels positioned adjacent each of said second channels.
  • 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.
  • a loudspeaker 26 is mounted on the fairing body 18 facing outwardly from the air inlet 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.
  • the frame 22 includes spaced apertures 28 for receiving fasteners (not shown) 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 by, 180°, but other shifts come 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 a 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 pair of opposing channels 46 and a second pair of opposing channels 48.
  • the channels 46, 48 terminate at the inlet end44 in an arrangement positioning each of the first channels 46 adjacent each of the second channels 48 ( Figure 1).
  • the structure of the channels 46, 48 is shown schematically in Figure 1.
  • the first pair of opposing channels 46 communicates with the loudspeaker 26.
  • the second pair of opposing channels 48 communicates with the annular space 20.
  • the noise field emanates through the annular space 20 into the second pair of opposing channels 48 against the flow of air.
  • the loudspeaker 26 broadcasts the sound field through the first pair of opposing channels 46 phase shifted from the noise field emanating from the engine 14 through the second pair of opposing channels 48.
  • the sound field emanating from the loudspeaker 26 through the first pair of opposing channels 46 attenuates the sound field emanating from the engine 14 through the second pair of opposing 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 adjacent arrangement of the channels 46, 48 at the inlet end 44 facilitates the transfer of particulate matter between the first and second channels 46, 48 due to the proximity of each of the first channels 46 to the second channels 48. Additionally, the 180° phase shift between the noise field and the sound field increases the amount of particulate matter transferred between the channels 46, 48 by pushing and pulling the particulate matter between the channels 46, 48. The strength of the noise field is significantly dampened by the transfer of particulate matter. Thus, the size and power requirements of the loudspeaker 26 that is necessary to attenuate the noise field is significantly reduced.
  • An error microphone 49 is positioned adjacent the outlet end 42 for detecting un-attenuated 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.
  • the first channels 46 form a twisting path from the inlet end 44 of the housing 40 to the speaker 26.
  • the second channels 48 form a twisting path from the inlet end 44 of the housing 40 to the annular space 20.
  • the first channels 46 combine to form a circular space to mate with the speaker 26, while the second channels 48 combine to form a concentric ring around the first channels 46 to mate with the annular space 20.
  • the first channels 46 are positioned in an opposing relationship being separated by the second channels 48 at the inlet end 44 of the housing 40. When oriented in this manner, each of the first channels 46 is adjacent at least one of the second channels 48 to facilitate the transfer of particulate matter between the first and second channels 46, 48.

Claims (12)

  1. Eine aktive Geräuschdämpfungs-Baugruppe (10) für das Lufteinlasssystem eines Verbrennungsmotors (14), welche Folgendes umfasst:
    ein Lufteinlasskanal (12), der zum Motor (14) führt und ein offenes Ende (16) besitzt, in das Luft eingesaugt wird;
    ein strömungsführendes Formteil (18), das in den besagten Lufteinlasskanal (12) eingebaut ist und zusammen mit diesem eine ringförmige Zone 20 begrenzt, durch welche die Luft strömt;
    ein Lautsprecher (26), der an dem besagten strömungsführenden Formteil (18) so befestigt ist, dass er von dem besagten Lufteinlasskanal (12) aus nach außen weist;
    eine Steuereinheit (36) zum Erzeugen eines von dem vom Motor (14) ausgehenden Störschall abgeleiteten verstärkten und phasenverschobenen elektrischen Signals und zum Anlegen dieses Signals an den Lautsprecher (26), um ein in der Phase gegenüber dem Störschallfeld verschobenes Kompensationsschallfeld abzustrahlen und dadurch den Störschall abzuschwächen;
    gekennzeichnet durch
       ein am besagten offenen Ende (16) des besagten Einlasskanals (12) befestigtes Übergangsgehäuse (40), welches ein erstes Paar gegenüberliegender, mit dem besagten Lautsprecher (26) akustisch verbundener Kanäle (46) sowie ein zweites Paar gegenüberliegender, mit der besagten ringförmigen Zone (29) akustisch verbundener Kanäle (48) bildet.
  2. Eine Baugruppe (10) gemäß Anspruch 1, wobei an einem dem besagten offenen Ende (16) des besagten Einlasskanals (12) gegenüberliegenden Ende (44) jeder der Kanäle des besagten ersten Kanalpaars (46) mindestens einem der Kanäle des besagten zweiten Kanalpaars (48) benachbart platziert ist.
  3. Eine Baugruppe (10) gemäß Anspruch 2, wobei der besagte Lautsprecher (26) den besagten Kompensationsschall durch das besagte erste Paar gegenüberliegender Kanäle (46) hindurch abstrahlt und wobei der besagte Kompensationsschall gegenüber dem vom Motor (14) ausgehenden, über das besagte zweite Paar gegenüberliegender Kanäle (48) weitergeleiteten Störschall phasenverschoben ist.
  4. Eine Baugruppe (10) gemäß Anspruch 3, wobei der vom besagten Lautsprecher (26) durch das besagte erste Paar gegenüberliegender Kanäle (46) hindurch abgestrahlte besagte Kompensationsschall den vom Motor (14) ausgehenden, über das besagte zweite Paar gegenüberliegender Kanäle (48) weitergeleiteten Störschall abschwächt.
  5. Eine Baugruppe (10) gemäß Anspruch 4, wobei die Stärke des vom Motor (14) ausgehenden, über das besagte zweite Paar gegenüberliegender Kanäle (48) weitergeleiteten Störschalls durch das Verlagern von Partikelmaterial zwischen dem besagten ersten (46) und dem besagten zweiten Kanalpaar (48) gedämpft wird.
  6. Eine Baugruppe (10) gemäß Anspruch 4, wobei der besagte Lufteinlasskanal (12) ein Hauptmikrofon (38) enthält, um die Phase des vom Motor (14) ausgehenden Störschalls zu messen und an die besagte Steuereinheit (36) weiterzumelden.
  7. Eine Baugruppe (10) gemäß Anspruch 6, wobei zusätzlich ein Kontrollmikrofon (49) vorhanden ist, um sowohl den Störschall als auch den Kompensationsschall zu messen und an die besagte Steuereinheit (36) weiterzumelden, um die Phase des Kompensationsschalls so nachzustellen, dass der Störschall besser abgeschwächt wird.
  8. Eine Baugruppe (10) gemäß Anspruch 1, wobei das besagte strömungsführende Formteil (18) zusammen mit dem besagten Lautsprecher (26) eine geschlossene Kammer bildet.
  9. Eine Baugruppe (10) gemäß Anspruch 8, wobei die besagte Steuereinheit (36) innerhalb der besagten, von dem besagten strömungsführenden Formteil (18) zusammen mit dem besagten Lautsprecher (26) gebildeten geschlossenen Kammer platziert ist.
  10. Ein Verfahren zum Abschwächen des von einem Verbrennungsmotor (14) ausgehenden und durch eine Frischluft-Einlassoffnung einer Lufteinlassbaugruppe hindurch austretenden Störschalls, bestehend aus folgenden Schritten:
    Einbauen eines konzentrisch in der besagten Baugruppe und von dieser in Richtung nach außen orientiert befestigten Lautsprechers (26);
    Messen des vom Motor (14) ausgehenden Störschalls und Ermitteln der Phase dieses Störschalls;
    Abstrahlen eines gegenüber dem Störschall phasenverschoben Kompensationsschalls durch den besagten Lautsprecher (26), um den Störschall abzuschwächen:
    gekennzeichnet durch
       getrenntes Einleiten des vom Motor (14) ausgehenden Störschalls in ein erstes Paar von gegenüberliegenden Kanälen (46) und getrenntes Einleiten des vom Lautsprecher abgestrahlten Kompensationsschalls in ein zweites Paar gegenüberliegender Kanäle (48), wobei die besagten ersten (46) und zweiten (48) Kanalpaare in einer Anordnung enden, bei der jeder der besagten ersten Kanäle jedem der besagten zweiten Kanäle benachbart ist.
  11. Ein Verfahren gemäß Anspruch 10, wobei ein zusätzlicher Schritt enthalten ist, in welchem der vom Motor (14) ausgehende Störschall dadurch gedämpft wird, dass sich Partikelmaterial zwischen dem besagten ersten (46) und dem besagten zweiten (48) Paar gegenüberliegender Kanäle bewegt.
  12. Ein Verfahren gemäß Anspruch 11, wobei ein zusätzlicher Schritt enthalten ist, in welchem sowohl der Störschall als auch der Kompensationsschall gemessen werden und die Phase des Kompensationsschalls so nachgestellt wird, dass der Störschall besser abgeschwächt wird.
EP20000119167 1999-09-14 2000-09-05 Aktiv gesteuertes Einlasslärm mir Quadripole-Einlassvorrichtung Expired - Lifetime EP1085199B1 (de)

Applications Claiming Priority (2)

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US15372199P 1999-09-14 1999-09-14
US153721P 1999-09-14

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EP1085199A2 EP1085199A2 (de) 2001-03-21
EP1085199A3 EP1085199A3 (de) 2001-11-07
EP1085199B1 true EP1085199B1 (de) 2003-03-12

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10226205B4 (de) * 2002-06-13 2013-11-28 Mann + Hummel Gmbh Vorrichtung zur Beeinflussung des Schalls im Ansaugtrakt eines Verbrenungsmotors
RU2445505C1 (ru) * 2010-07-27 2012-03-20 Федеральное государственное образовательное учреждение высшего профессионального образования "Воронежский государственный аграрный университет имени К.Д. Глинки" (ФГОУ ВПО ВГАУ им. К.Д. Глинки) Глушитель активного типа для автотракторных двигателей

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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EP1085199A3 (de) 2001-11-07
DE60001610T2 (de) 2003-11-06
EP1085199A2 (de) 2001-03-21
DE60001610D1 (de) 2003-04-17

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