KR100311132B1 - Resonator for internal combustion engine - Google Patents

Abstract

Means to reduce exhaust noise of the resonator housing in which first, second, third and fourth chambers are formed by a plurality of first, second and third baffle plates in order to improve the structure of the front resonator to reduce ringing noise and trouble frequencies of the engine. and,

An inlet conduit means of an inlet pipe installed over the first baffle plate to allow the exhaust gas to flow into the second chamber through the first chamber in the exhaust noise reduction means;

Induction conduit means arranged in a predetermined length across the second and third baffle plate to discharge a part of the exhaust gas introduced by the inlet conduit means to the third chamber and the fourth chamber;

Single-tube communication means disposed on the first baffle plate to discharge a part of the exhaust gas of the second chamber introduced by the inflow pipe means to the first chamber;

And exhaust pipe means disposed through the first, second and third baffle plates and the fourth chamber while forming a hole through which the exhaust gas in the first chamber and the exhaust gas in the second chamber introduced through the single tube communication means are discharged. It is to provide the resonator of an internal combustion engine which consists of a structure.

Description

Resonator of internal combustion engine {RESONATOR FOR INTERNAL COMBUSTION ENGINE}

The present invention relates to a resonator of an internal combustion engine, and more particularly, to a resonator of an internal combustion engine for improving the structure of a front resonator to reduce ringing noise and trouble frequencies of an engine.

In general, a resonator is a device that reduces resonance by using resonance of a specific frequency in an intake and exhaust system, and when such a resonator is configured with dimensions and shapes calculated at the frequency vertical to be reduced in an intake and exhaust pipe, such a resonator is connected to an intake pipe or an exhaust pipe. The Helmholtz resonance principle is to reduce the volume.

In addition, the pressure and temperature are reduced before the exhaust gas is released into the atmosphere, and rapid expansion and explosion are suppressed, and a plurality of pipes and partitions with a large number of holes are formed inside the cylinder by using a 1 mm thick steel plate to exhaust the exhaust gas. As it enters the resonator and passes through partitions and pinholes, it expands slowly and reduces pressure and temperature to prevent binge drinking.

The temperature of the exhaust gas is 600 ~ 700 ℃ and the sound velocity is 600m / sec, so the volume of the resonator should be about 12 ~ 20 times of the stroke volume.

If the combustion gas of the engine is sent out directly, it becomes a heavy drinker, so the sound is reduced through this device.

As a means of reducing the noise, an expansion chamber is installed in the middle of the exhaust pipe, so that sound is attenuated using sound wave reflections or resonances between inner walls, or a sound absorbing material that reduces sound energy by friction with sound waves in an exhaust gas passage (general glass wool). Take a way to put it.

Since the frequency, which is the main component of the exhaust sound, is synchronized with the engine rotation speed, long pipes are preferred at low speeds (low frequencies) and short pipes at high speeds (high frequencies).

On the other hand, the exhaust noise also includes a classification noise when exiting the discharge port, which is an exponential function of the nth order of the exhaust flow rate, and the noise increases as the high speed rotation and the high load increase the flow rate and increase the flow rate.

In order to reduce the classification noise, it is effective to enlarge the cross-sectional area of the pipe after the resonator, which is likely to be contrary to the requirements for reducing the low frequency noise described above.

In addition, the engine is required to have a low pressure loss because the engine is accompanied by an increase in the back pressure of the exhaust system, an increase in combustion residual gas in the cylinder, a decrease in volumetric efficiency, and a deterioration in output performance.

Since the pressure loss is proportional to the product of the pressure loss coefficient and the square of the exhaust flow rate, the loss coefficient is reduced to suppress the pressure loss low at high speed and high load at which the flow rate increases.

In other words, the pipe diameter needs to be enlarged, and if this is to satisfy the low frequency noise reduction, it is accompanied by the expansion of the resonator, which is constrained by space.

1 is a view showing an exhaust pipe to which the present invention is applied, and is connected to an exhaust manifold (not shown) and includes a front exhaust pipe 4 having a catalytic converter 2, and a front resonator 6 connected thereto. It consists of the center exhaust pipe 8 provided, and the main exhaust pipe 12 provided with the main resonator 10 while being connected.

The conventional front resonator 14 applied here is shown in FIG. 4, and the side sectional view which shows B-B of FIG. 4 is shown in FIG.

The front resonator 14 includes a front housing 18 to which the front exhaust pipe 4 is connected, a front baffle plate 20 that divides the inside of the front housing 18 at regular intervals, and the front baffle plate ( It consists of the front pipe 22 installed penetrating 20).

The front housing 18 is the front first, second and third chambers 24, 26 and 28, which are divided by the front baffle plate 20, and the front left and right plates 30 on the left and right sides. 32) to form.

The front baffle plate 20 has a front first baffle plate 36 having a through hole 34 formed at a side on which exhaust gas flows into the front housing 18, and a constant from the front first baffle plate 36. The front second baffle plate 38 and the front reinforcement baffle plate 40 are arranged at regular intervals to the side from which the exhaust gas is discharged from the front second baffle plate 38.

The front pipe 22 is provided over the front left side plate 30 and the front first baffle plate 36 of the front housing 18, and the front first pipe 42 through which the exhaust gas is introduced, Located on the same line as the first pipe 42 and installed on the front second baffle plate 38, the front second pipe 44 and the front first and second pipes 42 and 44 are provided on the upper side. The front third pipe 46 is disposed over the front first and second baffle plates 36 and 38, the reinforcement baffle plate 40, and the front right plate 32 of the front housing 18.

The reinforcement baffle plate 40 is bored to maintain the shape of the front housing 18 and prevent the ringing and twisting phenomenon that the length of the front third chamber 28 is long.

In addition, the front third pipe 46 and the front second pipe 44 are connected to each other by using the support bracket 48 in the front third chamber 28 to maintain resonance, dustproof, and durability by vibration caused by the pipe length. Doing.

In addition, the front third pipe 46 forms the front hole 50 over the sections of the front second and third baffle plates 38 and 40, and is covered with the front glass wool 52 on the outer circumferential surface thereof.

In the conventional front resonator 14 made as described above, after the exhaust gas flows into the second chamber 26 through the front first pipe 42 at a high speed, a part of the front resonator 14 passes through the front second pipe 44. It is introduced into the chamber 28, the other part is introduced into the first chamber 24 through the through hole 34 of the first baffle plate 36 and then discharged through the front third pipe 46.

At the low speed, the volume of the third chamber 28 is made larger than that of the sum of the volumes of the first and second chambers 24 and 26 to reduce the low frequency caused by the exhaust gas.

However, the above-described prior art has a problem in that the front resonator housing emits a 'clumping' sound by pulsating pressure waves when the exhaust gas flow rate is not sufficiently reduced while passing through the first and second chambers at high speed. .

In addition, even when the low frequency is attenuated by the third chamber, since it must be largely formed, it is difficult to apply a real vehicle.

Therefore, the present invention has been invented to solve the problems of the prior art, and an object of the present invention is to provide a resonator of an internal combustion engine for improving the structure of the front resonator to reduce the ringing noise and the problem frequency of the engine.

1 is a view showing an exhaust pipe to which the present invention is applied.

Figure 2 is a side cross-sectional view showing a resonator according to the present invention.

3 shows A-A of FIG. 1;

4 shows a resonator of the prior art;

FIG. 5 shows B-B of FIG. 3;

The present invention for realizing this

In the resonator of an internal combustion engine,

Exhaust noise reduction means of the resonator housing in which the first, second, third and fourth chambers are formed by a plurality of first, second and third baffle plates;

An inlet conduit means of an inlet pipe installed over the first baffle plate to allow the exhaust gas to flow into the second chamber through the first chamber in the exhaust noise reduction means;

Induction conduit means arranged in a predetermined length across the second and third baffle plate to discharge a part of the exhaust gas introduced by the inlet conduit means to the third chamber and the fourth chamber;

Single-tube communication means disposed on the first baffle plate to discharge a part of the exhaust gas of the second chamber introduced by the inflow pipe means to the first chamber;

And exhaust pipe means disposed through the first, second and third baffle plates and the fourth chamber while forming a hole through which the exhaust gas in the first chamber and the exhaust gas in the second chamber introduced through the single tube communication means are discharged. It is to provide the resonator of an internal combustion engine which consists of a structure.

According to the present invention, the gas passing through the inlet conduit means is discharged from the second chamber to the main resonator through the hole of the outlet conduit means, wherein the first chamber and the single tube communication means function as a resonance chamber.

At high speed, the exhaust gas is discharged through the inlet pipe unit, the single pipe communication unit, and the discharge pipe unit.

The single tube communication means improves the resistance during the flow of the exhaust gas to reduce the exhaust pressure to increase the output.

At this time, the noise caused by the exhaust gas introduced through the inlet conduit means is attenuated by the induction conduit means having a length connected from the second chamber to the third chamber and a length connected from the second chamber to the fourth chamber.

In addition, the inherent problem of the engine is low frequency is attenuated by the induction conduit means disposed from the second chamber to the fourth chamber, and the induction conduit of the length connected to the second chamber from the chamber 2 chamber to the frequency of 100 Hz or more resonant with the vehicle body Attenuation by means

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 is a view showing an exhaust pipe to which the present invention is applied, Figure 2 is a side cross-sectional view showing a resonator according to the present invention.

3 is a diagram illustrating A-A of FIG. 1.

The resonator 6 is comprised with the resonator housing 60, the inflow pipe 62, the induction pipe 64, the short pipe 66, and the discharge pipe 68. As shown in FIG.

Resonator housing 60 comprises first, second, third and fourth chambers 76, 78, 80 and 82 divided by a plurality of first, second and third baffle plates 70, 72 and 74. Forming.

The fourth chamber 82 is formed by combining the first chamber 76 and the second chamber 78, and the third chamber 80 is provided with the glass wool 84 on the inner circumferential surface of the housing 60. The corrugated pipe 86 is incorporated so that the induction pipe 64 and the discharge pipe 68 are arranged.

The inflow pipe 62 penetrates through the first chamber 76 of the resonator housing 60 and is installed over the first baffle plate 70 so that the exhaust gas flows into the second chamber 78.

The induction pipe 64 spans the second and third baffle plates 72 and 74 to discharge a portion of the exhaust gas introduced by the inlet pipe 62 to the third chamber 80 and the fourth chamber 82. It is arranged in a certain length.

The induction pipe 64 branches the branch pipe 88 so that the exhaust gas flows into the third chamber 80.

However, the pipe 66 is a pipe having a short length LP3. The first baffle plate allows a part of the exhaust gas introduced into the second chamber 78 by the inflow pipe 62 to circulate to the first chamber 76. It is installed in 70.

The discharge pipe 68 forms the holes 90 so that the exhaust gas in the first chamber 76 and the exhaust gas in the second chamber 78 introduced through the end pipe 66 are discharged. The baffle plates 70, 72, 74 and the fourth chamber 82 are disposed to penetrate.

The operation of the present invention made as described above is the main resonator 10 through the discharge pipe 68 after the gas passing through the inlet pipe 62 flows into the hole 90 in the second chamber 78 at a low speed. In this case, the first chamber 76 and the end pipe 66 function as a resonance chamber.

At high speed, the exhaust gas is discharged through the inlet pipe 62, the short pipe 66, and the discharge pipe 68.

At this time, the end pipe 62 and the first chamber 76 function as a resonance chamber at low speed, but when the exhaust gas pressure increases at high speed, the exhaust pipe flow path becomes an exhaust gas flow path to improve the exhaust pressure resistance and to discharge the exhaust gas. This increases the output.

In addition, the noise caused by the exhaust gas introduced at the low speed or the high speed through the inflow pipe 62 is controlled by the length lp1 and the second chamber 78 communicating from the second chamber 78 to the third chamber 80. It is attenuated by an induction pipe 64 having a length lp2 communicating with four chambers 82.

Moreover, the inherent problem low frequency which the engine drive | operates is attenuated by the induction pipe 64 arrange | positioned so that it may communicate by fixed length lp2 from the 2nd chamber 78 to the 4th chamber 82. FIG.

A branch pipe 88 branched with a predetermined length (lp1) from the induction pipe 64 so as to communicate with the vehicle body from the chamber 2 chamber 78 to the third chamber 82 at a frequency of 100 Hz or more. Attenuation is achieved by the third chamber 80 in communication with 88.

The present invention can prevent the ringing noise of the resonator housing, and by adding glass wool and corrugated pipe interposed at high speed, increase durability due to thermal expansion and cooling, and also reduce noise.

Claims (7)

In the resonator of an internal combustion engine, Exhaust noise reduction means of the resonator housing in which the first, second, third and fourth chambers are formed by a plurality of first, second and third baffle plates; An inlet conduit means of an inlet pipe installed over the first baffle plate to allow the exhaust gas to flow into the second chamber through the first chamber in the exhaust noise reduction means; Induction conduit means arranged in a predetermined length across the second and third baffle plate to discharge a part of the exhaust gas introduced by the inlet conduit means to the third chamber and the fourth chamber; Single-tube communication means disposed on the first baffle plate to discharge a part of the exhaust gas of the second chamber introduced by the inflow pipe means to the first chamber; And exhaust pipe means disposed through the first, second and third baffle plates and the fourth chamber while forming a hole through which the exhaust gas in the first chamber and the exhaust gas in the second chamber introduced through the single tube communication means are discharged. Resonator of internal combustion engine which is comprised. The method of claim 1, wherein the exhaust noise reducing means comprises a first, second, third chamber divided evenly by a plurality of first, second, third baffle plate, A resonator of an internal combustion engine, comprising a fourth chamber formed by the volume of the first and second chambers. The resonator of an internal combustion engine according to claim 2, wherein the third chamber includes a glass wool interposed on an inner circumferential surface of the housing, a corrugated pipe, and a corrugated pipe arranged to arrange the guide pipe and the discharge pipe. The resonator of an internal combustion engine according to claim 1, wherein the induction conduit means is arranged in a predetermined length over the second and third baffle plates to discharge a part of the exhaust gas introduced by the inflow pipe to the third chamber and the fourth chamber. The resonator of an internal combustion engine according to claim 4, wherein the induction conduit means is formed by branching a branch pipe so that exhaust gas is introduced into the third chamber. The resonator of an internal combustion engine according to claim 1, wherein the short pipe communication means is a pipe of short length, which is installed on the first baffle plate so that some of the exhaust gas introduced into the second chamber by the inlet pipe circulates to the first chamber. The exhaust pipe means of claim 1, wherein the exhaust pipe means penetrates the first, second and third baffle plates and the fourth chamber while forming a hole for exhausting the exhaust gas in the first chamber and the exhaust gas in the second chamber introduced through the end pipe. Resonators of internal combustion engines arranged in