EP1085199B1 - Bruit d'admission contrôlé activement utilisant une admission quadripôle - Google Patents

Bruit d'admission contrôlé activement utilisant une admission quadripôle 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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EP
European Patent Office
Prior art keywords
pair
noise
channels
assembly
engine
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Expired - Lifetime
Application number
EP20000119167
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German (de)
English (en)
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EP1085199A2 (fr
EP1085199A3 (fr
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
Original Assignee
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.

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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)

Claims (12)

  1. Ensemble d'atténuation active de bruit (10) pour un système d'admission d'air d'un moteur à combustion interne (14), l'ensemble comprenant :
    une conduite d'entrée d'air (12) menant au moteur (14) et ayant une extrémité ouverte (16) dans laquelle de l'air est aspiré ;
    un corps caréné (18) monté à l'intérieur de la conduite d'entrée d'air (12) et définissant avec la conduite d'entrée (12) un espace annulaire (20) dans lequel de l'air se déplace ;
    un haut-parleur (26) monté sur le corps caréné (18) et dirigé vers l'extérieur par rapport à la conduite d'entrée d'air (12) ;
    un régulateur (36) pour générer un signal électrique amplifié et déphasé par rapport à un champ parasite émanant du moteur (14) et appliquant le signal audit haut-parleur (26) pour diffuser un champ acoustique déphasé par rapport au champ parasite, atténuant ainsi le champ parasite et
    caractérisé par :
    une enveloppe de transition (40), qui est fixée à l'extrémité ouverte (16) de la conduite d'entrée (12) et qui forme une première paire de canaux opposés (46) communiquant avec le haut-parleur (26) et une secondaire paire de canaux opposés (48) communiquant avec l'espace annulaire (20).
  2. Ensemble (10) selon la revendication 1, dans lequel chaque canal de la première paire de canaux (46) est positionné de manière adjacente à au moins un canal de la seconde paire de canaux (48) au niveau d'une extrémité opposée (44) à l'extrémité ouverte (16) de la conduite d'entrée (12).
  3. Ensemble (10) selon la revendication 2, dans lequel le haut-parleur (26) diffuse le champ acoustique dans la première paire de canaux opposés (46),de manière déphasée par rapport au champ parasite émanant du moteur (14) dans la seconde paire de canaux opposés (48).
  4. Ensemble (10) selon la revendication 3, dans lequel le champ acoustique émanant du haut-parleur (26) dans la première paire de canaux opposés (46) atténue le champ parasite émanant du moteur (14) dans la seconde paire de canaux opposés (48).
  5. Ensemble (10) selon la revendication 4, dans lequel la force du champ parasite émanant du moteur (14) dans la seconde paire de canaux opposés (48) est amortie par le transfert de matière particulaire entre la première paire (46) et la seconde paire (48) de canaux opposés.
  6. Ensemble (10) selon la revendication 4, dans lequel la conduite d'entrée d'air (12) comprend un microphone primaire (38) pour détecter la phase du champ parasite émanant du moteur (14) et pour le signaler audit régulateur (36).
  7. Ensemble (10) selon la revendication 6, comprenant un microphone d'erreur (49) pour mesurer à la fois le champ parasite et le champ acoustique et pour signaler audit régulateur (36) d'ajuster la phase du champ acoustique pour améliorer l'atténuation du champ parasite.
  8. Ensemble (10) selon la revendication 1, dans lequel le corps caréné (18) forme une chambre fermée avec le haut-parleur (26).
  9. Ensemble (10) selon la revendication 8, dans lequel le régulateur (36) est disposé à l'intérieur de la chambre formée par le corps caréné (18) et le haut-parleur (26).
  10. Procédé d'atténuation du bruit émanant d'un moteur à combustion interne (14) et se propageant par une ouverture d'entrée d'air, frais d'un ensemble d'admission d'air comprenant les étapes consistant à :
    prévoir un haut-parleur (26) monté concentriquement à l'intérieur de l'ensemble et dirigé vers l'extérieur de l'ensemble ;
    détecter le champ parasite émanant du moteur (14) pour déterminer la phase de l'onde parasite ;
    diffuser depuis le haut-parleur (26) un champ acoustique déphasé par rapport au champ parasite pour atténuer le champ parasite, caractérisé par :
    la séparation du champ parasite allant du moteur (14) dans une première paire de canaux opposés (46) et la séparation du champ acoustique diffusé depuis le haut-parleur dans une seconde paire de canaux opposés (48), la première paire (46) et la seconde paire (48) de canaux se terminant en un agencement ayant chacun des premiers canaux positionné de manière adjacente à chacun des seconds canaux.
  11. Procédé selon la revendication 10, comprenant en outre l'étape consistant à amortir le champ parasite émanant du moteur (14) en faisant passer la matière particulaire entre la première paire (46) et la seconde paire (48) de canaux opposés.
  12. Procédé selon la revendication 11, comprenant en outre l'étape consistant à détecter à la fois le champ parasite et le champ acoustique et à ajuster de la phase du champ acoustique pour améliorer l'atténuation du champ parasite.
EP20000119167 1999-09-14 2000-09-05 Bruit d'admission contrôlé activement utilisant une admission quadripôle Expired - Lifetime EP1085199B1 (fr)

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

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DE (1) DE60001610T2 (fr)

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

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