KR100514831B1 - Continuous variable induction system having wide tuning frequency range in vehicle - Google Patents

Abstract

The present invention relates to a continuous variable intake system of a vehicle having a wide tuning frequency range, wherein a resonator which generates a corresponding tuning frequency in association with a continuous change of cavity resonance frequency generated in the continuous variable intake system includes a full rotation of the engine ( The purpose is to enable tuning of the resonant frequency band for the RPM) region.

The present invention for achieving the above object, the air flow path is provided between the intake manifold 20 for supplying air to each combustion chamber of the engine and the surge tank 10 to form a negative pressure of the air flowing from the outside And a case 31 coupled to the surge tank 10 by using the protruding neck 32 while forming a chamber 31 ′ in which the resonator 30 attenuating the cavity resonance frequency while varying the While supporting the guider 31a protruding from the inner bottom portion of the case 31 with the inner dog, the variable valve 33 adjusts the amount of air flowing through the neck 32, and penetrates through the case 31. It is coupled to the rotating shaft 34 for rotating the variable valve 33 and the coupling shaft 35 for controlling the control valve 50 provided in the surge tank 10 while being coupled to the connection end 34 'of the rotating shaft 34. Characterized in that made.

Description

Continuous variable induction system having wide tuning frequency range in vehicle}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuous variable intake system of a vehicle having a wide tuning frequency range. More particularly, the present invention relates to a vehicle having a wide tuning frequency range capable of reducing noise by preventing resonance according to the overall speed range of the engine. A continuous variable intake system.

In general, a vehicle engine, an internal combustion engine that generates power through a process of sucking a mixer in a cylinder by an intake / exhaust system, burning the sucked mixer and then discharging the exhaust gas to the outside, increases the efficiency of the intake / exhaust air and increases its output. For example, the negative pressure wave generated during intake is inverted into a positive pressure wave, and the positive pressure wave increases the charging efficiency of the intake air, while effectively using the pulsating effect of the intake air to increase the volume efficiency. The variable intake system activates the air flowing into the combustion chamber to increase the engine output.

Such a variable intake system actually increases the length of the passage through which air flows at low speeds, while shortening at high speeds to increase the intake efficiency by using the intake pulsation, or by dividing the intake passage into two It is possible to achieve high performance of the engine through a method for increasing the intake efficiency by varying the cross-sectional area of the intake passage by installing.

Of these, the length of the air inflow path is changed, that is, the high speed intake pipe with short air inflow path and the low speed intake pipe with long air inflow path are connected to the intake manifold as separate paths to supply the intake air volume according to the vehicle speed. The variable intake system to properly adjust the first and second surge tanks 2 and 4, respectively, to supply air to the combustion chamber through the portion of the cylinder head 8 coupled to the cylinder block 7, as shown in FIG. The provided low speed and high speed intake pipes 1 and 3 are connected to the intake manifold 6.

Here, the control valve (5) for opening and closing the pipe on the side of the high speed intake pipe (3) is provided at the inner connection portion of the high speed intake pipe (3).

The variable intake system opens the control valve 5 at the high speed of the vehicle to open the high speed intake pipe 3 and the low speed intake pipe 1 at the same time, while closing the control valve 5 at the low speed. It is controlled so that air flows only into the intake pipe 1 side.

However, the air that flows into each combustion chamber of the engine generally flows backwards when the air that is temporarily blocked when the engine cycle is changed from the intake stroke to the compression stroke hits the combustion chamber inner wall or the wall of the piston and flows into the air inlet. The pressure generated in the opposite direction causes pulsating waves to generate noise, while noise generated by opening and closing of valves that open and close the air passages connected to each combustion chamber amplifies the noise of the intake system. do.

Accordingly, in order to reduce such noise, a resonance type resonator or a side branch type for tuning the intake system to a specific frequency is applied, but as shown in FIG. There are a lot of problem frequencies (K) that cause noise, and there is a fundamental disadvantage that the effect is exerted only at a specific frequency that is already tuned.

However, in the case of the variable intake system, since the intake lengths of the air (intake pipes 1, 3 and the intake manifold 6) are different at high and low speed conditions of the engine, the variable intake system is generally used. If not, that is, there is an advantage that noise can be improved in the high frequency region generated by the short air intake length at high speed (high RPM) and the low frequency region generated by the relatively long intake length at low speed.

However, unlike a variable intake system having a two-stage mode of operation such as actuation or non-operation, a continuous variable intake system that is continuously operated (3 stages, 5 stages, ..., complete continuous stages) has a two-step operation process. As a result, the cavity resonant frequency is also changed at each stage, and thus the noise cannot be improved in various frequency ranges only by a two-stage operation mode such as operation or non-operation.

Accordingly, the present invention has been invented in view of the above, and a resonator which generates a corresponding tuning frequency in association with a continuous change of cavity resonance frequency generated in a continuous variable intake system is provided in a full rotation (RPM) region of the engine. The purpose is to enable tuning of the resonant frequency band.

The present invention for achieving the above object, the surge tank to form a negative pressure of the air flowing from the outside, and connected to the surge tank and the intake manifold for supplying air to each combustion chamber of the engine and the surge tank In the variable intake system of the vehicle consisting of a resonator for attenuating the cavity resonant frequency while varying the air flow path leading to the intake manifold, the resonator is formed in the surge tank using a protruding neck while forming a chamber in the empty space therein The amount of air flowing through the neck is formed by being coupled to the case and an open passage channel gradually widened in the moving section so as to support the guider protruding from the inner bottom of the case to form the maximum air passage in the minimum air passage. Variable valve to adjust the, while protruding to the outside through the case The surge tank is coupled to the rotary shaft for rotating the valve and the inlet manifold passages leading to each combustion chamber, respectively, to the positions that can be independently changed in the opening and closing range of 0 ° to 90 °. Characterized in that it consists of a linkage shaft for controlling the control valve consisting of the first · N valve provided.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 3 shows a block diagram of a continuous variable intake system of a vehicle having a wide tuning frequency range according to the present invention, the present invention is a surge tank 10 for forming a negative pressure of air flowing from the outside, and the surge Cavity resonant frequency connected to the tank 10 to supply air to each combustion chamber of the engine and the air flow path to the intake manifold 20 connected to the surge tank 10 while varying the air flow path Consists of a resonator (30) to attenuate, the resonator (30) is coupled to the surge tank (10) using a protruding neck (32) while forming a chamber 31 'is an empty space therein (31) And a variable valve 33 for controlling the amount of air flowing through the neck 32 while being supported by the guider 31a protruding from the inner bottom portion of the case 31, and penetrating the case 31 outside. Rotate to rotate the variable valve 33 while protruding into It is composed of an interlocking shaft 35 which is coupled to the shaft 34 and the connecting end 34 ′ of the rotary shaft 34 and controls the control valve 50 provided in the surge tank 10.

Here, the variable valve 33, as shown in Figure 4, in the predetermined moving section (a) to form a maximum air passage when fully opened while forming a minimum air passage when the control valve 50 is fully closed. In the open passage channel (33a) forming a gradually widening shape is formed at this time, the moving section (a) has a range of about 100 ° to about 120 °.

In addition, the rotation shaft 34 is to achieve a smooth rotation by interposing the metal bearing 34a in the portion supported by the case (31).

In addition, the control valve 50 is composed of a corresponding first · N valve (50a, ..., 50n) to independently vary the passage of the intake manifold 20 to each combustion chamber, where each The first N valves 50a, 50n form the longest air passage when fully closed, as shown in FIGS. 5 and 6, and form the shortest air passage when fully opened. .

Although the first N valves 50a, 50n are not shown, they are controlled by the controller ECU and the motor according to the operating conditions of the engine. Of course you have.

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

The present invention forms the longest distance between the surge tank 10, the intake manifold 20, and the combustion chamber when the engine is operated under low speed conditions, that is, the control valve 50 as shown in FIG. The first N valves (50a, ..., 50n) of < RTI ID = 0.0 >) are placed in a horizontal (completely closed, 0 < / RTI > ), It enters the combustion chamber through a much longer path.

At this time, air is introduced into the resonator 30 from the surge tank 10, that is, as the control valve 50 maintains a completely closed (0 °) state, the interlocking shaft 35 of the control valve 50. The combined rotary shaft 34 is not rotated and accordingly, the variable valve 33 fixed to the rotary shaft 35 is also not rotated, so that the open passage channel 33a of the variable valve 33 is shown in FIG. 5. In addition, only about 50% of the neck area of the neck 32 connected to the surge tank 10 forms an open area.

As such, when the air flowing into the chamber 31 ′ of the resonator 30 from the surge tank 10 flows through about 50% of the effective passage area under the low speed condition of the engine, the control valve 50 The resonator 30 generates noise generated in a relatively low frequency region caused by a long suction length because the first N valves 50a, ..., 50n are horizontally (fully closed, 0 °). Reduced or extinguished.

Then, when the engine speed is gradually increased, the first · N valve (50a, ..., 50n) of the control valve 50 is gradually opened (vertically in the horizontal), that is, 0 ° to 90 ° The first N valves (50a, ..., 50n) to block the flow path of air to reduce the flow path in the intake manifold 20 leading to the combustion chamber.

In addition, the air flowing from the surge tank 10 to the resonator 30 also gradually increases, that is, to the rotary shaft 34 coupled to the interlocking shaft 35 rotated to open the control valve 50. As the variable valve 33 rotates together, due to the structural characteristics of the opening passage channel 33a, the opening area with the neck 32 connected to the surge tank 10 increases until the opening area reaches about 100%.

In this way, when the engine is brought into a high speed condition at a low speed, the intake passage length of the air by the control valve 50 is gradually cut, and noise is generated in a relatively high frequency region, but at the same time from the surge tank 10 Since the air flowing into the chamber 31 ′ of the resonator 30 also increases, noise is reduced or dissipated in a relatively high frequency region.

On the other hand, when the engine is in a high speed condition, as shown in Figure 6, the first · N valves (50a, ..., 50n) of the control valve 50 is completely open to a vertical state at 90 ° accordingly The air is blocked by the first N valves 50a, 50n, and supplied to the combustion chamber through the shortest flow path in the intake manifold 20.

In addition, the variable valve 33 of the resonator 30 is also rotated to the maximum via the rotating shaft 34 coupled to the interlocking shaft 35 rotated to open the control valve 50, and thus, the variable valve An open passage channel 33a of (33) is located in the total opening area of the neck 32 to form an open area of 100%.

Accordingly, when the engine is in a high speed condition, the length of the intake passage of the air by the control valve 50 is shortened to the maximum, and noise in a relatively high frequency region is introduced into the chamber 31 ′ of the resonator 30. The amount of air introduced from (10) is increased to the maximum to reduce or eliminate it.

As described above, according to the present invention, the amount of air flowing into the resonator from the surge tank is controlled by using a variable valve that is linked to a control valve that changes the path of air flowing into the combustion chamber according to the low and high speed conditions of the engine. The resonant frequency can be attenuated in the entire rotation region.

1 is a schematic configuration diagram of a variable intake system according to the prior art

2 is a noise diagram according to the engine speed region

3 is a configuration diagram of a continuous variable intake system of a vehicle having a wide tuning frequency range according to the present invention.

Figure 4 is an internal configuration of the resonator according to the present invention

5 is a non-operational state diagram of a continuous variable intake system according to the present invention

Figure 6 is a (full) operation state diagram of a continuous variable intake system according to the present invention

<Description of the symbols for the main parts of the drawings>

1: low speed suction pipe 2: 1st surge tank

3: high speed intake pipe 4: second surge tank

5: regulating valve 6: intake manifold

7: cylinder block 8: cylinder head

10: surge tank 20: intake manifold

30: Resonator 31: Case

31 ': chamber

31a: guider 32: neck

33: variable valve 33a: open passage channel

34: axis of rotation 34 ': connection end

34a: bearing 35: interlocking shaft

50: regulating valve 50a, ..., 50n: 1st N valve

Claims (5)

A surge tank 10 which forms a negative pressure of air introduced from the outside, and an intake manifold 20 which is connected to the surge tank 10 to supply air to each combustion chamber of the engine and the surge tank 10 In the variable intake system of the vehicle consisting of a resonator 30 to attenuate the cavity resonant frequency while varying the air flow path leading to the intake manifold 20, The resonator 30 includes a case 31 coupled to the surge tank 10 by using a protruding neck 32 while forming a chamber 31 ′ which is an empty space therein, An open passage channel 33a is formed to be gradually widened in the movement section a so as to support the guider 31a protruding from the inner bottom of the case 31 to form the maximum air passage in the minimum air passage. Variable valve 33 for adjusting the amount of air introduced through the neck 32, Rotating shaft 34 for rotating the variable valve 33 while penetrating through the case 31 and the outside and Corresponding to the position where the passage of the intake manifold 20 which is coupled to the connecting end 34 'of the rotary shaft 34 and connected to each combustion chamber can be independently changed in the opening and closing range of about 0 ° to about 90 °. Wide tuning frequency range, characterized in that consisting of the interlocking shaft 35 for controlling the control valve 50 made of the first, N valve (50a, ..., 50n) provided in the surge tank 10 to Continuous variable intake system of vehicle. delete The continuous variable absorber system of claim 1, wherein the moving section (a) has a range of about 100 ° to about 120 °. The continuous variable absorber of claim 1, wherein the rotary shaft 34 is configured to smoothly rotate by interposing a metal bearing 34a at a portion supported by the case 31. system. delete