JP2000303925A - Intake system for automobile internal combustion engine - Google Patents
Intake system for automobile internal combustion engineInfo
- Publication number
- JP2000303925A JP2000303925A JP11109837A JP10983799A JP2000303925A JP 2000303925 A JP2000303925 A JP 2000303925A JP 11109837 A JP11109837 A JP 11109837A JP 10983799 A JP10983799 A JP 10983799A JP 2000303925 A JP2000303925 A JP 2000303925A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- internal combustion
- sound
- combustion engine
- ducts
- 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.)
- Granted
Links
Landscapes
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は自動車用内燃機関の
吸気装置に関し、自動車の内燃機関の吸気を行う自動車
用内燃機関の吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake device for an internal combustion engine of a vehicle, and more particularly, to an intake device of an internal combustion engine for a vehicle that performs intake of the internal combustion engine of the vehicle.
【０００２】[0002]
【従来の技術】従来の自動車では、吸気音を騒音として
捉えており、自動車用内燃機関の吸気装置はこの吸気騒
音を低減するために、各種の騒音低減方法を講じてい
る。例えば特開平３−５０３７１号公報には、吸気口か
ら吸入した空気をエアクリーナに導入する吸気ダクトを
備えた吸気装置で、吸気ダクトに吐出音特性が異なる複
数の吸気口を分岐形成し、各吸気口をエンジンルーム内
の音響的な増幅特性の異なる位置に配置することによ
り、各吸気口の吐出音を音響的な増幅特性の異なる位置
で相殺して各周波数での騒音レベルが平均化し特定な周
波数で著しい騒音レベル上昇を抑制することが記載され
ている。2. Description of the Related Art In a conventional automobile, intake noise is regarded as noise, and an intake device of an internal combustion engine for an automobile employs various noise reduction methods to reduce the intake noise. For example, Japanese Patent Laying-Open No. 3-50371 discloses an intake device provided with an intake duct for introducing air sucked from an intake port into an air cleaner. In the intake device, a plurality of intake ports having different discharge sound characteristics are branched and formed in the intake duct. By arranging the ports at different positions in the engine room with different acoustic amplification characteristics, the sound output from each intake port is canceled out at different positions with different acoustic amplification characteristics, and the noise level at each frequency is averaged and specified. It is described that a significant increase in noise level at a frequency is suppressed.
【０００３】[0003]
【発明が解決しようとする課題】近年、ＭＰＵ（マルチ
パーパス パッセンジャー ビークル）、ＳＵＶ（スポ
ーツ ユーティリティ ビークル）等の車両では、迫力
感のあるスポーツサウンドを求める傾向が高まってい
る。このようなスポーツサウンドを得ようとした場合、
従来は一般的に排気音を用いており、吸気音を使用する
ものはなかった。これは、吸気に比べると排気の方が圧
力が高く、簡単に音響を出すことができるからである。In recent years, vehicles such as MPU (multipurpose passenger vehicle) and SUV (sport utility vehicle) have been increasingly demanding powerful sports sounds. If you try to get such a sports sound,
In the past, exhaust sound was generally used, and none of them used intake sound. This is because the pressure of the exhaust is higher than that of the intake air, and sound can be easily emitted.
【０００４】しかし、排気音を用いて迫力感のあるスポ
ーツサウンドを得ようとした場合、排気音は機関の回転
数に比例してレベルが大きくなり，中速、高速の巡航時
にも大きなレベルの排気音が出力され、また、からぶか
し時にも大きなレベルの排気音が出力されてしまい、加
速時にだけ迫力感のあるスポーツサウンドを得ることが
できないという問題があった。However, when trying to obtain a powerful sports sound using the exhaust sound, the level of the exhaust sound increases in proportion to the engine speed, and the exhaust sound has a large level even at medium speed and high speed cruising. Exhaust sound is output, and a large level of exhaust sound is also output during fogging, so that there is a problem that a powerful sports sound cannot be obtained only during acceleration.
【０００５】また、従来の自動車用内燃機関の吸気装置
は、吸気口の吐出音を抑圧することを目的としているた
めに、加速時にだけ迫力感のあるスポーツサウンドを得
ることができない。本発明は、上記の点に鑑みなされた
もので、加速時に迫力感のあるスポーツサウンドを得る
ことができる自動車用内燃機関の吸気装置を提供するこ
とを目的とする。Further, since the conventional intake device for an internal combustion engine for a vehicle is intended to suppress the discharge sound from the intake port, a powerful sports sound cannot be obtained only during acceleration. SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide an intake device for an internal combustion engine for a vehicle, which can provide a powerful sports sound when accelerating.
【０００６】[0006]
【課題を解決するための手段】請求項１に記載の発明
は、吸気口から吸入した空気をエアクリーナに導入する
吸気ダクトを備えた自動車用内燃機関の吸気装置におい
て、互いに異なる共鳴周波数を持つ複数の吸気ダクトを
有し、内燃機関の高負荷時に前記複数の吸気ダクトで吸
気音を発生する。According to a first aspect of the present invention, there is provided an intake apparatus for an internal combustion engine for a vehicle having an intake duct for introducing air taken from an intake port into an air cleaner. And a plurality of intake ducts generate intake noise when the internal combustion engine is under a high load.
【０００７】このように、互いに異なる共鳴周波数を持
つ複数の吸気ダクトで内燃機関の高負荷時に吸気音を発
生するため、加速時に迫力感のあるスポーツサウンドを
得ることができる。請求項２に記載の発明は、請求項１
記載の自動車用内燃機関の吸気装置において、前記複数
の吸気ダクトそれぞれで発生し車室内に伝搬する吸気音
の機関回転数・音圧レベル特性のピークが互いに異なる
機関回転数となるように設定した。As described above, since a plurality of intake ducts having different resonance frequencies generate intake noise when the internal combustion engine is under a high load, a powerful sports sound can be obtained during acceleration. The invention described in claim 2 is the first invention.
In the intake device for an internal combustion engine for a vehicle according to the present invention, the peaks of the engine speed and sound pressure level characteristics of the intake sound generated in each of the plurality of intake ducts and propagated in the vehicle cabin are set to be different engine speeds. .
【０００８】このように、複数の吸気ダクトそれぞれで
発生し車室内に伝搬する吸気音の機関回転数・音圧レベ
ル特性のピークが互いに異なる機関回転数となるように
設定したため、加速時の機関回転数の変化に応じて音圧
レベルがリニアに変化するように設定することができ、
加速に応じた迫力感のあるスポーツサウンドを得ること
ができる。As described above, the peaks of the engine speed and the sound pressure level characteristic of the intake sound generated in each of the plurality of intake ducts and propagated into the vehicle interior are set to be different from each other. The sound pressure level can be set to change linearly according to the change in the number of revolutions.
A powerful sports sound corresponding to the acceleration can be obtained.
【０００９】請求項３に記載の発明は、請求項１または
２記載の自動車用内燃機関の吸気装置において、前記複
数の吸気ダクトのうちの一つは、吸気口をカウルボック
スに開口し、前記複数の吸気ダクトのうちの他の一つ
は、吸気口をフェンダに開口した。このように、音響を
伝搬する周波数特性の異なるカウルボックス及びフェン
ダに開口しているため、加速時の機関回転数の変化に応
じて音圧レベルがリニアに変化するように設定すること
が可能となる。According to a third aspect of the present invention, in the intake system for an internal combustion engine for a vehicle according to the first or second aspect, one of the plurality of intake ducts has an intake port opened to a cowl box, Another one of the plurality of intake ducts has an intake port opened to the fender. As described above, since the opening is provided in the cowl box and fender having different frequency characteristics for transmitting sound, it is possible to set the sound pressure level to linearly change according to the change in the engine speed during acceleration. Become.
【００１０】請求項４に記載の発明は、請求項３記載の
自動車用内燃機関の吸気装置において、前記複数の吸気
ダクトそれぞれは、それぞれで所定の周波数帯域の音響
を減衰するレゾネータを有する。このように、複数の吸
気ダクトそれぞれは、それぞれで所定の周波数帯域の音
響を減衰するレゾネータを有するため、加速時の機関回
転数の変化に応じて音圧レベルがリニアに変化するよう
に設定することが可能となる。According to a fourth aspect of the present invention, in the intake system for an internal combustion engine for an automobile according to the third aspect, each of the plurality of intake ducts has a resonator that attenuates sound in a predetermined frequency band. As described above, since each of the plurality of intake ducts has the resonator that attenuates sound in a predetermined frequency band, the sound pressure level is set to linearly change according to the change in the engine speed during acceleration. It becomes possible.
【００１１】[0011]
【発明の実施の形態】図１は、本発明の自動車用内燃機
関の吸気装置の一実施例の構造図を示す。この図は、車
両のフードを取り除いてエンジンルームを上から覗いた
状態を示している。図１において、カウル用吸気ダクト
１０は吸気口１１をカウルボックス１２内に開口させて
設けられており、吸気口１１から吸入された空気はカウ
ル用吸気ダクト１０によってエンジンルーム１４内のエ
アクリーナ１６に導入される。カウル用吸気ダクト１０
には、所定の周波数帯域（一または複数の帯域）の音響
を減衰するレゾネータ１８が設けられている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a structural view of an embodiment of an intake device for an internal combustion engine for a vehicle according to the present invention. This figure shows a state in which the hood of the vehicle is removed and the engine room is viewed from above. In FIG. 1, a cowl intake duct 10 is provided with an intake port 11 opened in a cowl box 12, and air sucked from the intake port 11 is supplied to an air cleaner 16 in an engine room 14 by the cowl intake duct 10. be introduced. Cowl intake duct 10
Is provided with a resonator 18 for attenuating sound in a predetermined frequency band (one or a plurality of bands).
【００１２】フェンダ用吸気ダクト２０は吸気口２１を
エンジンルーム１４からフェンダ２２側に開口させて設
けられており、吸気口２１から吸入された空気はフェン
ダ用吸気ダクト２０によってエンジンルーム１４内のエ
アクリーナ１６に導入される。フェンダ用吸気ダクト２
０には、所定の周波数帯域（一または複数の帯域）の音
響を減衰するレゾネータ２８が設けられている。The fender intake duct 20 is provided with an intake port 21 opened from the engine room 14 to the fender 22 side. The air taken in from the intake port 21 is supplied to the air cleaner in the engine room 14 by the fender intake duct 20. 16 is introduced. Fender intake duct 2
0 is provided with a resonator 28 that attenuates sound in a predetermined frequency band (one or a plurality of bands).
【００１３】ここで、カウル用吸気ダクト１０のダクト
長はフェンダ用吸気ダクト２０のダクト長より大とさ
れ、カウル用吸気ダクト１０のダクト径はフェンダ用吸
気ダクト２０のダクト径より大とされており、これによ
って、カウル用吸気ダクト１０の共鳴周波数ｆ１はフェ
ンダ用吸気ダクト２０の共鳴周波数ｆ２より低く設定さ
れている。例えば共鳴周波数ｆ１は１００〜２００Ｈｚ
程度、共鳴周波数ｆ２は２００〜４００Ｈｚ程度に設定
する。Here, the length of the cowl intake duct 10 is greater than the length of the fender intake duct 20, and the diameter of the cowl intake duct 10 is greater than the diameter of the fender intake duct 20. Thus, the resonance frequency f1 of the cowl intake duct 10 is set to be lower than the resonance frequency f2 of the fender intake duct 20. For example, the resonance frequency f1 is 100 to 200 Hz.
And the resonance frequency f2 is set to about 200 to 400 Hz.
【００１４】内燃機関は定速走行時には内燃機関の負荷
が小さく、カウル用吸気ダクト１０及びフェンダ用吸気
ダクト２０で吸気音はほとんど発生しないが、内燃機関
の負荷が大きくなる加速時にはカウル用吸気ダクト１０
及びフェンダ用吸気ダクト２０である程度大きな吸気音
が発生する。ところで、カウルボックス１２は比較的高
い周波数帯域の音響を車室内に伝搬させ易い周波数特性
を持ち、フェンダ２２は比較的低い周波数の音響を車室
内に伝搬させ易い周波数特性を持っている。The load of the internal combustion engine is small when the internal combustion engine is traveling at a constant speed, and almost no intake noise is generated in the cowl intake duct 10 and the fender intake duct 20, but during acceleration when the load on the internal combustion engine is increased, the cowl intake duct is not used. 10
In addition, a large amount of intake noise is generated in the fender intake duct 20. By the way, the cowl box 12 has a frequency characteristic that easily propagates a relatively high frequency band sound into the vehicle interior, and the fender 22 has a frequency characteristic that easily propagates a relatively low frequency sound into the vehicle interior.
【００１５】このカウルボックス１２及びフェンダ２２
の音響的性質とカウル用吸気ダクト１０及びレゾネータ
１８と、フェンダ用吸気ダクト２０及びレゾネータ２８
の音響的性質とを組み合わせることにより、加速時にカ
ウル用吸気ダクト１０で発生する吸気音の車室内に伝搬
する音圧レベルが機関回転数ＮＥに対して図２に実線I
に示すような特性となるようにしている。実線I の特性
は機関回転数ＮＥがＮＥ１１のときに周波数略ｆ１のピ
ークＰ１１が発生し、ＮＥ１２のときに周波数略２・ｆ
１のピークＰ１２が発生し、ＮＥ１３のときに周波数略
３・ｆ１のピークＰ１３が発生する。The cowl box 12 and the fender 22
Acoustic characteristics of cowl and intake duct 10 and resonator 18 for cowl, intake duct 20 for fender and resonator 28
The sound pressure level of the intake sound generated in the cowl intake duct 10 at the time of acceleration and propagated into the vehicle cabin with respect to the engine speed NE is shown by a solid line I in FIG.
The characteristics are as shown in FIG. The characteristic of the solid line I is that when the engine speed NE is NE11, a peak P11 having a frequency of approximately f1 occurs, and when the engine speed NE is NE12, the frequency is approximately 2 · f.
A peak P12 of 1 is generated, and a peak P13 of a frequency of approximately 3 · f1 is generated at the time of NE13.
【００１６】また、加速時にフェンダ用吸気ダクト２０
で発生する吸気音の車室内に伝搬する音圧レベルが機関
回転数ＮＥに対して図２に破線IIに示すような特性とな
るようにしている。破線IIの特性は機関回転数ＮＥがＮ
Ｅ２１のときに周波数略ｆ２のピークＰ２１が発生し、
ＮＥ２２のときに周波数略２・ｆ２のピークＰ２２が発
生し、ＮＥ２３のときに周波数略３・ｆ２のピークＰ２
３が発生する。Further, at the time of acceleration, the fender intake duct 20
The sound pressure level of the intake sound generated in the above, which propagates in the passenger compartment, is made to have a characteristic as shown by a broken line II in FIG. 2 with respect to the engine speed NE. The characteristic of the broken line II indicates that the engine speed NE is N
At E21, a peak P21 having a frequency of approximately f2 occurs,
In the case of NE22, a peak P22 having a frequency of approximately 2 · f2 occurs, and in the case of NE23, a peak P2 having a frequency of approximately 3 · f2.
3 occurs.
【００１７】ここでは、ピークＰ１１，Ｐ１２，Ｐ１３
それぞれの間（機関回転数ＮＥの次元で）にピークＰ２
１，Ｐ２２，Ｐ２３が存在するように設定している。従
って、加速時に合成された吸気音の車室内における音圧
レベルは、図２に実線III に示すように、機関回転数Ｎ
Ｅが上昇するに従って音圧レベルがほぼリニアに上昇す
る特性となる。Here, the peaks P11, P12, P13
Peak P2 between each (in the dimension of engine speed NE)
1, P22 and P23 are set. Therefore, the sound pressure level of the intake sound synthesized at the time of acceleration in the cabin is, as shown by the solid line III in FIG.
The sound pressure level increases almost linearly as E increases.
【００１８】これによって、車室内では、加速時に機関
回転数ＮＥが上昇するに従って周波数及び音圧レベルが
ほぼリニアに上昇する迫力感のあるスポーツサウンドを
得ることができる。なお、定速走行時には内燃機関の負
荷が小さいため、カウル用吸気ダクト１０及びフェンダ
用吸気ダクト２０で吸気音はほとんど発生せず、車室内
の静粛性を保つことができる。As a result, in the vehicle interior, it is possible to obtain a powerful sports sound in which the frequency and the sound pressure level increase almost linearly as the engine speed NE increases during acceleration. When the vehicle is traveling at a constant speed, the load on the internal combustion engine is small, so that almost no intake noise is generated in the cowl intake duct 10 and the fender intake duct 20, and quietness in the vehicle cabin can be maintained.
【００１９】また、エアクリーナ１６に導入する空気を
エンジンルームより温度の低いカウルボックス１２及び
フェンダ２２から吸入しているため、機関の出力向上が
可能となる。更に、カウル用吸気ダクト１０及びフェン
ダ用吸気ダクト２０のダクト長と、ダクト径と、吸気口
１１，２１の取り付け位置と、レゾネータ１８，２８の
減衰周波数とを自由に可変設計することにより、吸気圧
損が必要以上に高くならないよう音圧レベルと吸気圧損
の相対的な調整を機関回転数ＮＥの広い範囲で行うこと
ができる。Further, since the air introduced into the air cleaner 16 is sucked from the cowl box 12 and the fender 22 which are lower in temperature than the engine room, the output of the engine can be improved. Further, the duct length of the cowl intake duct 10 and the fender intake duct 20, the diameter of the duct, the mounting positions of the intake ports 11, 21, and the attenuation frequency of the resonators 18, 28 are freely and variably designed, so that the intake air is designed. The relative adjustment of the sound pressure level and the intake pressure loss can be performed over a wide range of the engine speed NE so that the pressure loss does not become unnecessarily high.
【００２０】なお、フェンダ用吸気ダクト２０はエンジ
ンルーム１４内でラジエータ上部等に吸気口２１配置し
て外気を吸入するよう構成しても良い。但し、この場合
はフェンダ用吸気ダクト２０のダクト長とダクト径、レ
ゾネータ２８の設計で吸気音の音響特性をフェンダ吸気
と同様にする必要がある。また、カウル用吸気ダクト１
０及びフェンダ用吸気ダクト２０それぞれは分岐した複
数の吸気口を有するものであっても良く、また、カウル
用吸気ダクト１０及びフェンダ用吸気ダクト２０それぞ
れを複数設けても良く、上記実施例に限定されない。The fender intake duct 20 may be arranged such that the intake port 21 is disposed in the engine room 14 above the radiator or the like so as to take in outside air. However, in this case, it is necessary to make the acoustic characteristics of the intake sound similar to those of the fender intake by the duct length and the duct diameter of the intake duct for fender 20 and the design of the resonator. Also, cowl intake duct 1
Each of the intake duct 20 and the fender intake duct 20 may have a plurality of branched intake ports, or a plurality of the cowl intake ducts 10 and the fender intake ducts 20 may be provided. Not done.
【００２１】[0021]
【発明の効果】上述の如く、請求項１に記載の発明は、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有
し、内燃機関の高負荷時に前記複数の吸気ダクトで吸気
音を発生する。このように、互いに異なる共鳴周波数を
持つ複数の吸気ダクトで内燃機関の高負荷時に吸気音を
発生するため、加速時に迫力感のあるスポーツサウンド
を得ることができる。As described above, the first aspect of the present invention provides
A plurality of intake ducts having different resonance frequencies from each other are provided, and the plurality of intake ducts generate intake noise when the internal combustion engine is under a high load. As described above, since a plurality of intake ducts having different resonance frequencies generate intake noise when the internal combustion engine is under a high load, a powerful sports sound can be obtained during acceleration.
【００２２】請求項２に記載の発明は、複数の吸気ダク
トそれぞれで発生し車室内に伝搬する吸気音の機関回転
数・音圧レベル特性のピークが互いに異なる機関回転数
となるように設定した。このように、複数の吸気ダクト
それぞれで発生し車室内に伝搬する吸気音の機関回転数
・音圧レベル特性のピークが互いに異なる機関回転数と
なるように設定したため、加速時の機関回転数の変化に
応じて音圧レベルがリニアに変化するように設定するこ
とができ、加速に応じた迫力感のあるスポーツサウンド
を得ることができる。According to the second aspect of the present invention, the engine speed and the sound pressure level characteristic of the intake sound generated in each of the plurality of intake ducts and propagated into the vehicle cabin are set to have different engine speeds. . As described above, since the peaks of the engine speed and the sound pressure level characteristic of the intake sound generated in each of the plurality of intake ducts and propagated into the vehicle interior are set to be different from each other, the engine speed during acceleration is set to be different. The sound pressure level can be set to change linearly in accordance with the change, and a powerful sports sound corresponding to the acceleration can be obtained.
【００２３】請求項３に記載の発明は、複数の吸気ダク
トのうちの一つは、吸気口をカウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、吸気口をフ
ェンダに開口した。このように、音響を伝搬する周波数
特性の異なるカウルボックス及びフェンダに開口してい
るため、加速時の機関回転数の変化に応じて音圧レベル
がリニアに変化するように設定することが可能となる。According to a third aspect of the present invention, one of the plurality of intake ducts has an intake port opened in a cowl box,
Another one of the plurality of intake ducts has an intake port opened to the fender. As described above, since the opening is provided in the cowl box and fender having different frequency characteristics for transmitting sound, it is possible to set the sound pressure level to linearly change according to the change in the engine speed during acceleration. Become.
【００２４】請求項４に記載の発明は、複数の吸気ダク
トそれぞれは、それぞれで所定の周波数帯域の音響を減
衰するレゾネータを有する。このように、複数の吸気ダ
クトそれぞれは、それぞれで所定の周波数帯域の音響を
減衰するレゾネータを有するため、加速時の機関回転数
の変化に応じて音圧レベルがリニアに変化するように設
定することが可能となる。According to a fourth aspect of the present invention, each of the plurality of intake ducts has a resonator for attenuating sound in a predetermined frequency band. As described above, since each of the plurality of intake ducts has the resonator that attenuates sound in a predetermined frequency band, the sound pressure level is set to linearly change according to the change in the engine speed during acceleration. It becomes possible.
【図１】本発明の自動車用内燃機関の吸気装置の一実施
例の構造図である。FIG. 1 is a structural diagram of an embodiment of an intake device for an internal combustion engine for a vehicle according to the present invention.
【図２】本発明の車室内における吸気音の音圧レベルと
機関回転数ＮＥとの関係を示す特性図である。FIG. 2 is a characteristic diagram showing a relationship between a sound pressure level of intake sound in a vehicle compartment and an engine speed NE according to the present invention.
１０ カウル用吸気ダクト １１，２１ 吸気口 １２ カウルボックス １４ エンジンルーム １６ エアクリーナ １８，２８ レゾネータ ２０ フェンダ用吸気ダクト ２２ フェンダ DESCRIPTION OF SYMBOLS 10 Intake duct for cowl 11, 21 Intake port 12 Cowl box 14 Engine room 16 Air cleaner 18, 28 Resonator 20 Intake duct for fender 22 Fender
Claims (4)
に導入する吸気ダクトを備えた自動車用内燃機関の吸気
装置において、 互いに異なる共鳴周波数を持つ複数の吸気ダクトを有
し、 内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を
発生することを特徴とする自動車用内燃機関の吸気装
置。1. An intake system for an internal combustion engine for a vehicle having an intake duct for introducing air sucked from an intake port into an air cleaner, comprising: a plurality of intake ducts having resonance frequencies different from each other; An intake device for an internal combustion engine for an automobile, wherein an intake noise is generated by the plurality of intake ducts.
装置において、 前記複数の吸気ダクトそれぞれで発生し車室内に伝搬す
る吸気音の機関回転数・音圧レベル特性のピークが互い
に異なる機関回転数となるように設定したことを特徴と
する自動車用内燃機関の吸気装置。2. An intake system for an internal combustion engine for a vehicle according to claim 1, wherein the engine sound and the sound pressure level characteristic of the intake sound generated in each of the plurality of intake ducts and propagated into the vehicle compartment have different peaks. An intake device for an internal combustion engine for an automobile, wherein the intake device is set to have a rotation speed.
関の吸気装置において、 前記複数の吸気ダクトのうちの一つは、吸気口をカウル
ボックスに開口し、 前記複数の吸気ダクトのうちの他の一つは、吸気口をフ
ェンダに開口したことを特徴とする自動車用内燃機関の
吸気装置。3. The intake device for an internal combustion engine for a vehicle according to claim 1, wherein one of the plurality of intake ducts has an intake port opened to a cowl box, and The other is an intake device for an internal combustion engine for an automobile, wherein an intake port is opened to a fender.
装置において、 前記複数の吸気ダクトそれぞれは、それぞれで所定の周
波数帯域の音響を減衰するレゾネータを有することを特
徴とする自動車用内燃機関の吸気装置。4. The internal combustion engine for a vehicle according to claim 3, wherein each of the plurality of intake ducts has a resonator that attenuates sound in a predetermined frequency band. Intake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10983799A JP3613665B2 (en) | 1999-04-16 | 1999-04-16 | Intake device for internal combustion engine for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10983799A JP3613665B2 (en) | 1999-04-16 | 1999-04-16 | Intake device for internal combustion engine for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000303925A true JP2000303925A (en) | 2000-10-31 |
| JP3613665B2 JP3613665B2 (en) | 2005-01-26 |
Family
ID=14520472
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10983799A Expired - Fee Related JP3613665B2 (en) | 1999-04-16 | 1999-04-16 | Intake device for internal combustion engine for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3613665B2 (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005045225A1 (en) * | 2003-11-06 | 2005-05-19 | Mahle Tennex Corporation | Intake device of internal combustion engine |
| JP2006273105A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP2006273106A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP2006273103A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP2007100677A (en) * | 2005-10-07 | 2007-04-19 | Nissan Motor Co Ltd | Amplifier |
| WO2008093207A1 (en) * | 2007-01-29 | 2008-08-07 | Toyota Jidosha Kabushiki Kaisha | Intake system for vehicle internal combustion engine |
| JP2008267218A (en) * | 2007-04-18 | 2008-11-06 | Mazda Motor Corp | Intake noise amplification device of engine for vehicle |
| US7717230B2 (en) | 2006-06-05 | 2010-05-18 | Nissan Motor Co., Ltd. | Device and method for amplifying suction noise |
| JP2010127076A (en) * | 2008-11-25 | 2010-06-10 | Yamaha Motor Co Ltd | Vehicle |
| JP2010209839A (en) * | 2009-03-11 | 2010-09-24 | Toyota Motor Corp | Intake duct |
| USRE42490E1 (en) | 2006-06-05 | 2011-06-28 | Nissan Motor Co., Ltd. | Device and method for amplifying suction noise |
| US8127888B1 (en) | 2011-02-02 | 2012-03-06 | Mann + Hummel, GmbH | Engine sound distribution apparatus for a motor vehicle |
| CN105370461A (en) * | 2015-12-17 | 2016-03-02 | 力帆实业(集团)股份有限公司 | Engine and drainage tube assembly thereof and automobile |
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1999
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|---|---|---|---|---|
| WO2005045225A1 (en) * | 2003-11-06 | 2005-05-19 | Mahle Tennex Corporation | Intake device of internal combustion engine |
| US7448353B2 (en) | 2003-11-06 | 2008-11-11 | Mahle Filter Systems Japan Corporation | Intake device of internal combustion engine |
| JP4673107B2 (en) * | 2005-03-29 | 2011-04-20 | 富士重工業株式会社 | Engine sound introduction structure for vehicles |
| JP2006273105A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP2006273106A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP2006273103A (en) * | 2005-03-29 | 2006-10-12 | Fuji Heavy Ind Ltd | Engine sound introduction structure of vehicle |
| JP4673106B2 (en) * | 2005-03-29 | 2011-04-20 | 富士重工業株式会社 | Engine sound introduction structure for vehicles |
| JP4673108B2 (en) * | 2005-03-29 | 2011-04-20 | 富士重工業株式会社 | Engine sound introduction structure for vehicles |
| JP2007100677A (en) * | 2005-10-07 | 2007-04-19 | Nissan Motor Co Ltd | Amplifier |
| JP4626471B2 (en) * | 2005-10-07 | 2011-02-09 | 日産自動車株式会社 | Sound increaser |
| USRE42490E1 (en) | 2006-06-05 | 2011-06-28 | Nissan Motor Co., Ltd. | Device and method for amplifying suction noise |
| US7717230B2 (en) | 2006-06-05 | 2010-05-18 | Nissan Motor Co., Ltd. | Device and method for amplifying suction noise |
| WO2008093207A1 (en) * | 2007-01-29 | 2008-08-07 | Toyota Jidosha Kabushiki Kaisha | Intake system for vehicle internal combustion engine |
| US8137425B2 (en) | 2007-01-29 | 2012-03-20 | Toyota Jidosha Kabushiki Kaisha | Intake system for vehicle internal combustion engine |
| JP2008267218A (en) * | 2007-04-18 | 2008-11-06 | Mazda Motor Corp | Intake noise amplification device of engine for vehicle |
| JP2010127076A (en) * | 2008-11-25 | 2010-06-10 | Yamaha Motor Co Ltd | Vehicle |
| JP2010209839A (en) * | 2009-03-11 | 2010-09-24 | Toyota Motor Corp | Intake duct |
| US8127888B1 (en) | 2011-02-02 | 2012-03-06 | Mann + Hummel, GmbH | Engine sound distribution apparatus for a motor vehicle |
| WO2016178942A1 (en) * | 2015-05-01 | 2016-11-10 | Fca Us Llc | Dual path cool air inlet system |
| US9677517B2 (en) | 2015-05-01 | 2017-06-13 | Fca Us Llc | Dual path cool air inlet system |
| CN105370461A (en) * | 2015-12-17 | 2016-03-02 | 力帆实业(集团)股份有限公司 | Engine and drainage tube assembly thereof and automobile |
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