EP2541034B1 - Canal de guidage de l'air de véhicule automobile doté d'un résonateur Helmholtz amorti - Google Patents

Canal de guidage de l'air de véhicule automobile doté d'un résonateur Helmholtz amorti Download PDF

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Publication number
EP2541034B1
EP2541034B1 EP20110171742 EP11171742A EP2541034B1 EP 2541034 B1 EP2541034 B1 EP 2541034B1 EP 20110171742 EP20110171742 EP 20110171742 EP 11171742 A EP11171742 A EP 11171742A EP 2541034 B1 EP2541034 B1 EP 2541034B1
Authority
EP
European Patent Office
Prior art keywords
helmholtz resonator
motor vehicle
damping elements
air duct
vehicle air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20110171742
Other languages
German (de)
English (en)
Other versions
EP2541034A1 (fr
Inventor
Flavio Faccioli
Carlo Ubertino
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.)
Roechling Automotive AG and Co KG
Original Assignee
Roechling Automotive AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Roechling Automotive AG and Co KG filed Critical Roechling Automotive AG and Co KG
Priority to EP20110171742 priority Critical patent/EP2541034B1/fr
Publication of EP2541034A1 publication Critical patent/EP2541034A1/fr
Application granted granted Critical
Publication of EP2541034B1 publication Critical patent/EP2541034B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M35/1255—Intake silencers ; Sound modulation, transmission or amplification using resonance
    • F02M35/1261—Helmholtz resonators
    • 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
    • F02M35/1272—Intake silencers ; Sound modulation, transmission or amplification using absorbing, damping, insulating or reflecting materials, e.g. porous foams, fibres, rubbers, fabrics, coatings or membranes

Definitions

  • the present invention relates to a motor vehicle air duct with a Helmholtz resonator provided thereon according to the preamble of claim 1.
  • a generic channel is from the US-A-5493080 known. Other relevant channels are the DE-A-10 2004 057 419 . EP-A-0778399 and US-A-5783780 refer to.
  • Helmholtz resonators are well known in the art as acoustic attenuation devices. Helmholtz resonators are used in air intake tracts of motor vehicles in order to reduce noise occurring in these.
  • Helmholtz resonators are designed with respect to their geometry such that they exhibit a sound attenuation effect in a desired frequency range around a target frequency.
  • Helmholtz resonators usually have a certain bandwidth around the target frequency of the sound damping effect, so that with a specific Helmholtz resonator sound in a frequency range around the desired target frequency around can be effectively damped.
  • a disadvantage of known Helmholtz resonators are their so-called “side effects”, which lead to an undesirable sound amplification in frequency ranges immediately outside the bandwidth in which unfolds the Helmholtz resonator its sound damping effect.
  • side effects which lead to an undesirable sound amplification in frequency ranges immediately outside the bandwidth in which unfolds the Helmholtz resonator its sound damping effect.
  • sound is actually attenuated in the desired target frequency range, sound is undesirably amplified simultaneously in immediately adjacent frequency ranges, which reduces the overall achieved sound-damping effect.
  • the sound damping effect is reduced directly at the target frequency by the damping body in the Helmholtz resonator, the sound amplification effect at the edges of the bandwidth is considerably reduced compared to a Helmholtz resonator without damping body.
  • the aforementioned undesirable "side effects" are at least reduced.
  • the sound level in the air duct is advantageously smoothed or unified over the frequency spectrum. The result is a motor vehicle which emits sound in a uniform frequency spectrum distributed around the target frequency over a frequency range compared to a motor vehicle equipped with conventional Helmholtz resonators.
  • this has a plurality of damping bodies.
  • the sound-damping effect of the Helmholtz resonator provided with a plurality of damping bodies can in fact be further increased by providing a filling material between at least two immediately adjacent damping bodies.
  • a filling material may, for example, again be a fiber tangle, such as cotton wool, or a foam or the like.
  • the individual damping body are separated from each other only by a gas, in particular air volume.
  • Helmholtz resonators have a transition region along their depth extension away from the air duct, in which the cross-sectional area of the Helmholtz resonator changes abruptly. It has been found that the achievable with the damping body mitigation of side effects is particularly great when the at least one damping body is provided in the transition region. In this case, material for the damping body can be saved considerably if it is arranged in the transition region on the side of the section with the smaller cross-sectional area.
  • the Helmholtz resonator may have a neck portion of smaller cross-sectional area and a volume portion of larger cross-sectional area. Then advantageously the at least one damping body is provided in the neck portion, more preferably close to the volume portion. It should not be ruled out that the Helmholtz resonator in addition to the sections mentioned has more sections. Nor should it be ruled out that the damping body is arranged in the volume section, close to the neck section.
  • the damping body can in principle be formed from any sound-damping material or comprise such a material.
  • the at least one sound-damping body may be formed from a closed-cell or open-cell foam, a woven fabric, also a metal mesh, mesh, braid, fiber tangle, perforated or porous material or a composite of at least two of said materials or such to include such.
  • a thin damping body is already sufficient, i. a damping body which has a smaller dimension along the depth extension direction of the Helmholtz resonator than in the direction of the orthogonal to the depth extension direction of the same cross-sectional area.
  • the damping bodies which in principle may be arranged arbitrarily in the Helmholtz resonator, are preferably provided substantially parallel to one another, so that sound propagating in the Helmholtz resonator must pass through the individual damping bodies in substantially the same way.
  • the damping bodies are oriented orthogonal to the sound propagation direction in the Helmholtz resonator.
  • damping bodies comprise different material or even formed of different material.
  • all damping bodies of a Helmholtz resonator may comprise different material or be formed of different material.
  • the Helmholtz resonator can have at least two damping bodies, which comprise the same material or which are even completely formed of the same material.
  • all the damping bodies of a Helmholtz resonator comprise the same material or are formed from the same material.
  • the above object is achieved according to a further aspect of the present invention also by the use of a Helmholtz resonator with at least one damping body, as described above, on a motor vehicle air duct.
  • a motor vehicle air duct according to the invention is generally designated 10.
  • the motor vehicle air duct 10 of the embodiment has a channel section 12, which may be part of an air intake system, for example, and in which air operatively along the arrow L of a respect to a in the Fig.1 Not shown internal combustion engine further lying air inlet side 12a to an internal combustion engine closer lying engine side 12b and finally to the internal combustion engine itself flows.
  • the Helmholtz resonator 14 comprise a neck portion 14a, by means of which a volume portion 14b, which has a substantially larger transverse surface than the neck portion 14a, may be connected to the channel path 12 to a common fluid space.
  • the Helmholtz resonator extends away from the channel path 12 in a depth direction T, whereby the previously designated cross-sectional area of the neck portion 14a and of the volume portion 14b is to be measured orthogonally to the depth extension direction T.
  • the Helmholtz resonator 14 is in terms of its enclosed volume and shape to a specific target or working frequency, for example, 275 Hz, tuned so that it reflects sound with the operating frequency in the channel section 12 in that it leads to an at least partial extinction of the Sound comes with the working frequency in the channel section 12.
  • a Helmholtz resonator to the channel section 12, specifically sound with a specific frequency, namely the operating frequency of the respective Helmholtz resonator, in the channel section 12 can be reduced, which reduces the acoustic emission of the vehicle carrying the channel section 12.
  • Fig. 2 three sound level curves are shown, of which the curve 20 shows the resonance behavior of a base system of a channel path 12 without a resonator with a resonant frequency of about 275 Hz.
  • the reflection-based noise reduction by a conventional Helmholtz resonator with an operating frequency corresponding to the above resonant frequency in the channel path 12 leads to the sound level curve 22, in which there is a strong attenuation in the range of the operating frequency of the conventional Helmholtz resonator. This means that in the range of the bandwidth B, a reduction of the sound level can be achieved substantially symmetrically around the operating frequency.
  • a damping body 30 of dissipating material intended in the Helmholtz resonator 14, preferably in the transition region 28 between the neck portion 14a and volume portion 14b of the Helmholtz resonator 14, but preferably still in the neck portion 14a, a damping body 30 of dissipating material intended.
  • This material may be a fabric, a tangle, a foam and the like.
  • such a material dissipating sound is not regarded as interrupting the fluid connection between the inner volume 16 of the Helmholtz resonator 14 and the inner volume 18 of the channel section 12.
  • the dimension of the damping body 30 in the depth direction T is smaller than its extension in one of the cross-sectional surface extension directions, which in the Fig. 1 aligned orthogonal to the depth extension plane.
  • damping body 32 in the neck portion 14a in Fig. 1 is indicated.
  • an air volume 34 may be included between the first and the further damping body 30 and 32.
  • the number of possible damping bodies in the Helmholtz resonator 14, in particular in its neck portion 14a, is not limited to two. Likewise, three, four or five or more damping body may be provided.
  • the proposed damping body may be formed of different or the same materials. Likewise, it can be provided that with a plurality of damping bodies provided in one and the same Helmholtz resonator, a first group of damping bodies is formed from a first material and a second group of damping bodies is formed from a second material which is different from the first damping material.
  • These groups can be entangled, partially cross-linked or arranged in blocks.
  • the sound-reducing effect of a Helmholtz resonator 14 with at least one damping body 30 is in the sound level curve 32 in Fig. 2 shown.
  • the sound level in the channel section 12 is uniformed in the desired manner, so that the sound level fluctuations on the in the channel route 12 occurring frequencies are compensated, which is a desired effect on the noise reduction of motor vehicles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Soundproofing, Sound Blocking, And Sound Damping (AREA)

Claims (9)

  1. Canal de guidage d'air (12) d'un véhicule automobile, doté d'un résonateur de Helmholtz (14), dans lequel il est prévu une multiplicité de corps d'amortissement (30, 32) en un matériau dissipant le son, caractérisé en ce qu'il est prévu un matériau de remplissage (34) entre au moins deux corps d'amortissement (30, 32) immédiatement voisins.
  2. Canal de guidage d'air d'un véhicule automobile selon la revendication 1, caractérisé en ce que le résonateur de Helmholtz (14) présente, le long de son extension en profondeur (T), à distance du canal de guidage d'air (12), une zone de transition (28) avec une variation brusque de la surface de section transversale, dans lequel les corps d'amortissement (30, 32) sont prévus dans la zone de transition (28), de préférence sur des côtés du segment (14a) avec la plus petite surface de section transversale.
  3. Canal de guidage d'air d'un véhicule automobile selon la revendication 1 ou 2, caractérisé en ce que le résonateur de Helmholtz (14) présente une partie de col (14a) avec une plus petite surface de section transversale et une partie de volume (14b) avec une plus grande surface de section transversale, dans lequel les corps d'amortissement (30,32) sont prévus dans la partie de col (14a).
  4. Canal de guidage d'air d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que les corps d'amortissement (30, 32) sont formés d'une mousse à cellules fermées ou à cellules ouvertes, d'un tissu, d'un enchevêtrement de fibres, d'un matériau perforé ou poreux ou d'un composite d'au moins deux des matériaux précités.
  5. Canal de guidage d'air d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que les corps d'amortissement (30, 32) présentent, dans une direction de profondeur du résonateur de Helmholtz (14) orthogonale à une surface de section transversale de celui-ci une dimension plus petite que dans la direction de la surface de section transversale.
  6. Canal de guidage d'air d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce que les corps d'amortissement (30, 32) de la multiplicité de corps d'amortissement (30, 32) sont prévus en position essentiellement parallèle les uns aux autres.
  7. Canal de guidage d'air d'un véhicule automobile selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins deux corps d'amortissement (30, 32), de préférence tous les corps d'amortissement (30, 32) d'un résonateur de Helmholtz (14), comprennent un matériau différent, de préférence sont entièrement formés d'un matériau différent.
  8. Canal de guidage d'air d'un véhicule automobile selon l'une quelconque des revendications 1 à 6, caractérisé en ce qu'au moins deux corps d'amortissement (30, 32), de préférence tous les corps d'amortissement (30, 32) d'un résonateur de Helmholtz (14), comprennent le même matériau, de préférence sont formés entièrement du même matériau.
  9. Utilisation d'un résonateur de Helmholtz (14) avec une multiplicité de corps d'amortissement (30, 32), tels qu'ils sont définis dans une ou plusieurs des revendications précédentes, pour l'insonorisation sur un canal de guidage de l'air (12) dans un véhicule automobile, en particulier sur un canal d'aspiration du moteur à combustion interne ou sur un canal de climatisation.
EP20110171742 2011-06-28 2011-06-28 Canal de guidage de l'air de véhicule automobile doté d'un résonateur Helmholtz amorti Not-in-force EP2541034B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20110171742 EP2541034B1 (fr) 2011-06-28 2011-06-28 Canal de guidage de l'air de véhicule automobile doté d'un résonateur Helmholtz amorti

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20110171742 EP2541034B1 (fr) 2011-06-28 2011-06-28 Canal de guidage de l'air de véhicule automobile doté d'un résonateur Helmholtz amorti

Publications (2)

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EP2541034A1 EP2541034A1 (fr) 2013-01-02
EP2541034B1 true EP2541034B1 (fr) 2014-11-05

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Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014126548A1 (fr) * 2013-02-12 2014-08-21 Faurecia Emissions Control Technologies Système d'échappement de véhicule avec amortissement de la résonance
DE102013215636A1 (de) 2013-08-08 2015-02-12 Mahle International Gmbh Geräuschdämpfer
JP6187301B2 (ja) * 2014-02-17 2017-08-30 トヨタ紡織株式会社 内燃機関の吸気レゾネータ

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SE510530C2 (sv) * 1993-03-05 1999-05-31 Volvo Ab Anordning för ljuddämpning i ett kanalsystem
JPH09144986A (ja) * 1995-11-27 1997-06-03 Nissan Motor Co Ltd 吸音ダクト構造体
SE509855C2 (sv) * 1995-12-08 1999-03-15 Raufoss Sweden Ab Resonator
DE102004057413A1 (de) * 2004-11-26 2006-06-29 Mahle Filtersysteme Gmbh Schalldämpfer für eine Brennkraftmaschine

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