KR101183288B1 - Silencer of booster and booster for automobile having the same - Google Patents

Abstract

Disclosed is a silencer for reducing noise and a reduction in manufacturing cost, and a vehicle power supply apparatus having the same. According to an aspect of the present invention, a vehicle power supply apparatus includes a cell having a positive pressure chamber and a transformer chamber, a valve unit installed between a rear end of the cell and controlling pressure in the constant pressure chamber and the transformer chamber, and installed inside the cell and the valve unit. An actuator unit for transmitting power by the driver's brake pedal response, a boot disposed to surround the valve body, a boot for retracting from the valve body, and a silencer for reducing noise generated during inhalation of air. The actuator unit may include an input rod retracting in conjunction with the brake pedal, a control plunger retracting in conjunction with the input rod, and an output rod retracting in conjunction with the control plunger or retracting in conjunction with the valve unit. After the silencer is installed in the front damper and the rear is installed in the front of the booster It includes a room damper, characterized in that the front damper and the rear damper is provided with a U-shaped inner guide and an outer guide to guide the inlet air suctioned at high pressure, respectively.

Description

Silencer of power booster and vehicle power booster equipped with it {SILENCER OF BOOSTER AND BOOSTER FOR AUTOMOBILE HAVING THE SAME}

The present invention relates to a silencer of a power unit and a vehicle power unit having the same, and more particularly, to a silencer of the power unit for reducing noise and to reduce the manufacturing cost, and a vehicle power unit equipped with the same.

Conventional vehicle power booster is a device that can exhibit a large braking force even with a small force by using the pressure difference between the intake pressure and the atmospheric pressure of the vehicle engine. In other words, when the driver presses the brake pedal, the device generates much more power than the force applied to the pedal.

1 is a cross-sectional view showing a conventional vehicle power booster. As shown, the power supply apparatus includes a cell 1 having a positive pressure chamber 2 and a transformer chamber 3 partitioned therein. In addition, the positive pressure chamber 2 and the transformer chamber 3 communicate with each other according to the operation of the input rod 4 so that the pressures in the positive pressure chamber 2 and the transformer chamber 3 are equal to each other, or the constant pressure chamber 2 and the transformer chamber are equal to each other. The valve unit 5 is provided so that the communication of (3) is interrupted and the transformer chamber 3 is in communication with the atmosphere so that a pressure difference is generated between the constant pressure chamber 2 and the transformer chamber 3. The suction pressure of the vehicle engine acts on the positive pressure chamber 2.

Such a power supply device is the positive pressure chamber (2) and the transformer chamber (3) is blocked when the input rod (4) is advanced in conjunction with the control plunger (9) by the pressure of the brake pedal (not shown) and the transformer chamber (3) The pressure difference between the positive pressure chamber 2 and the transformer chamber 3 is generated while communicating with this atmosphere. This pressure difference is amplified from the input by moving the power piston 6 and the valve unit 5 which divide the constant pressure chamber 2 and the transformer chamber 3 toward the output rod 7 and pressurizing the output rod 7. To produce an output. This output is delivered to a master cylinder (not shown) to generate a braking force.

On the other hand, the conventional power unit is equipped with a silencer of the power unit to reduce the noise (Suction Noise) generated during the air suction in the braking process. The silencer of the power booster generally comprises a silencer 8b (Silencer) and a filter 8a (Filter). The silencer 8b is made of felt, which is a soft and thick cloth made by compressing wool or hair, and the filter 8a is usually made of polyurethane. However, in the conventional power booster equipped with such a filter 8a and a silencer 8b, as shown in FIG. 1, a straight line having a shortest moving path through which air passes through the silencer 8b and the filter 8a. Because of this, the effect of blocking the noise caused by air resistance is insignificant. In addition, the conventional power booster has a problem of increasing the manufacturing cost of the power booster because the cost of the silencer 8b and the filter 8a, which are components of the silencer of the power booster, is expensive.

One aspect of the present invention is to provide a silencer of the power unit equipped with a structure for reducing the noise generated during the braking and braking release process, and a vehicle power unit equipped with the same.

Another aspect of the present invention is to provide a silencer of the power unit for reducing the manufacturing cost by optimized design of the silencer of the power unit and a vehicle power unit equipped with the same.

The silencer of the power booster according to the spirit of the present invention includes a valve body that retreats due to the pressure difference between the positive pressure chamber and the transformer chamber, an input rod that retracts in conjunction with the valve body, and a power that is installed between the valve body and the input rod. In the muffler of the apparatus, the muffler is formed with a flow path through which air flows, and the flow path is longer than the width of the muffler.

The flow path is an S-shaped bent to form a long flow path of air, the silencer is characterized in that it comprises a flow direction switching unit for switching the flow direction of the air passing through the silencer.

The flow direction switching unit includes a first flow direction switching unit for converting air introduced into the muffler in a first direction to a second direction, and a second flow direction for converting air flowing in the second direction to the first direction It characterized in that it comprises a switching unit.

The silencer includes a front damper installed at the front of the vehicle power booster and a rear damper installed at the rear, and the flow path is partitioned by the front damper and the rear damper.

On the other hand, the vehicle power supply apparatus according to the spirit of the present invention, the valve body retreating due to the pressure difference between the positive pressure chamber and the transformer chamber, the input rod retreating in conjunction with the valve body, and the valve body wrapped around the valve body In the vehicle power supply apparatus including a boot installed so that, and a silencer of the power unit is installed between the valve body and the input rod, the silencer is formed with a flow path through which air flows, the flow path is longer than the width of the silencer It is characterized by a long.

The flow path is an S-shaped bent to form a long flow path of air, the silencer is characterized in that it comprises a flow direction switching unit for switching the flow direction of the air passing through the silencer.

The flow direction switching unit includes a first flow direction switching unit for converting air introduced into the muffler in a first direction to a second direction, and a second flow direction for converting air flowing in the second direction to the first direction It characterized in that it comprises a switching unit.

The silencer includes a front damper installed at the front of the vehicle power booster and a rear damper installed at the rear, and the flow path is partitioned by the front damper and the rear damper.

A support jaw formed on the input rod, a catching portion formed on the front damper to be fastened to the support jaw, a first catching protrusion formed on the front damper to be fastened to the catching portion, and the rear damper to be fastened to the first catching protrusion. A second fastening portion formed in the boot fastening portion formed in the boot to be fastened to the second fastening portion, and the muffler is fastened to the input rod by fastening the front damper to the input rod by fastening the supporting jaw and the engaging portion. The first damper and the second fastening part are fastened to engage the front damper and the rear damper, and the second fastener and the boot fastener are fastened to be supported.

The silencer of the power booster according to the present invention and the vehicle power booster equipped with the same have the flow direction switching unit forming the S-shaped flow path in the silencer of the power booster, so that the pressure loss can be increased, so that the suction sound of high frequency is low. Can be converted into a vehicle, thereby improving the driver's riding comfort.

In addition, the silencer of the power unit according to the present invention and the vehicle power unit equipped with the same by minimizing the thickness of the inner guide and the outer guide of the silencer of the power unit, it minimizes the use of the silencer material of the power unit reduces the manufacturing cost of the power unit. can do.

1 is a cross-sectional view of a conventional vehicle power booster.
2 is a cross-sectional view of a vehicle power booster according to the present invention.
3 is a perspective view of a silencer of the vehicle power booster according to the present invention.
Figure 4 is an enlarged view of the main portion equipped with a silencer of the power unit to the vehicle power unit according to the present invention.
5 is a cross-sectional view showing the flow of air in the vehicle power booster according to the present invention.

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

As shown in FIG. 2, the vehicle power booster according to the present invention is provided between a cell 10 having a positive pressure chamber 11 and a transformer chamber 12, and a rear end of the cell 10. The valve unit 20 to adjust the pressure of the transformer chamber 12, and the actuator unit 17 is installed inside the cell 10 and the valve unit 20 to transmit the back force by the driver's brake pedal response. , 18 and 40, a boot 140 disposed to surround the valve body 21 and the valve body 21 to move forward and backward, and a silencer 100 to reduce noise generated when inhaling air. do.

The cell 10 divides the internal space of the cell 10 into a forward pressure chamber 11 and a rear transformer chamber 12 at the rear. As shown in FIG. 2, a power piston 13 and a diaphragm 14 are included in the cell 10. A negative pressure connecting pipe 15 connected to an external negative pressure source (such as an intake manifold of a vehicle) is installed on the front surface of the cell 10 so that the positive pressure chamber 11 is kept below atmospheric pressure.

The valve unit 20 is installed between the rear end of the cell 10 described above to adjust the pressure of the constant pressure chamber 11 and the transformer chamber 12. As shown in FIG. 2, the valve unit 20 includes a hollow valve body 21 and a positive pressure passage 27 installed in the valve body 21 in accordance with an operation of the input rod 17 to be described later. Poppet valve 23 for opening and closing the transformer passage 28 is included.

The valve body 21 is installed to be able to move back and forth between the cell 10 rear end. As shown in FIG. 2, the outer surface of the distal end of the valve body 21 is installed to enter the cell 10 to fix the power piston 13 and the diaphragm 14. The power piston 13 retreats together with the valve body 21 by the pressure difference between the positive pressure chamber 11 and the transformer chamber 12. Therefore, when the power piston 13 moves forward and backward, the valve body 21 moves forward together with the power piston 13 due to the pressure difference between the positive pressure chamber 11 and the transformer chamber 12.

Inside the valve body 21, a positive pressure passage 27 for communicating the constant pressure chamber 11 and the transformer chamber 12 and a transformer passage 28 for communicating the atmosphere and the transformer chamber 14 are formed. The positive pressure passage 27 is formed in the longitudinal direction at the upper outer periphery of the hollow portion 26 so as to communicate with the positive pressure chamber 11. The transformer passage 28 is formed in the radial direction below the hollow portion 26 so as to communicate with the transformer chamber 12.

The inner circumferential surface of the valve body 21 is provided with a poppet valve 23 for selectively opening and closing the positive pressure passage 27 and the transformer passage 28 as the input rod 17 moves forward and backward. As shown in FIG. 2, the poppet valve 23 is fixed to the inner surface of the valve body 21 outside the input rod 17 and is provided in the form of a corrugated pipe that can be expanded and contracted.

The outer side of the valve body 21 is disposed so as to surround the valve body 21, the boot 140 is installed so as to move forward and backward with the valve body 21. As shown in FIG. 2 and FIG. 4, the boot 140 has a boot fixing protrusion 141 and a boot fastening portion 142 to be engaged with the valve body 21. The boot fastening part 142 is installed to enter the rear end of the valve body 21 so as to be engaged with the silencer 100 to be described later. The boot fastening unit 142 includes a boot fastening protrusion 146 and a boot fastening groove 148.

Boot 140 is manufactured in the form of a corrugated pipe so as to contract or elongate in conjunction with the valve body 21. The material of the boot 140 is made of a rubber material to have elasticity, and an iron structure is inserted into the rubber to secure rigidity. Therefore, the boot 140 may contract when the valve body 21 moves forward in the braking process and may be extended when the valve body 21 retreats in the braking release process.

Actuator units (17, 18, 40) are installed inside the cell 10 and the valve unit 20 to transmit the power back by the driver's brake pedal response. As shown in FIG. 2, the actuator units 17, 18, and 40 have an input rod 17 moving forward and backward in conjunction with the brake pedal, a control plunger 40 moving forward and backward in association with the input rod 17, and a control. An output rod 18 is included to retreat in conjunction with the plunger 40 or to retreat in conjunction with the valve unit 20.

The input rod 17 is installed inside the valve body 21 to advance in conjunction with the brake pedal. As shown in Fig. 2, the input rod 17 retreats when the brake pedal is pressed, and retreats when the brake pedal is released. The input rod 17 and the brake pedal are hinged. In addition, a first spring 60 and a second spring 62 are mounted on the outer circumferential surface of the input rod 17 to impart restoring force to the input rod 17.

The interruption of the input rod 17 has a support jaw 150 formed to support the silencer 100 to be described later. As shown in FIG. 2, the support jaw 150 protrudes from the outer circumferential surface of the input rod 17 and has a cylindrical shape with a predetermined thickness.

The control plunger 40 is fastened with the tip of the input rod 17 to advance in conjunction with the input rod 17. As shown in FIG. 2, the rear end of the control plunger 40 and the front end of the input rod 17 are fastened by caulking. The caulking is to fill the gap between the outer peripheral surface of the front end of the input rod 17 and the inner peripheral surface of the receiving groove formed in the rear end of the control plunger 40 by pressing the outer peripheral surface of the rear end of the control plunger 40 with the caulking well. Therefore, the control plunger 40 can be advanced in conjunction with the input rod 17 by being integrated with the input rod 17 and the caulking process.

The support pin 31 is fitted into the second communication path 28 of the valve body 21 to prevent the control plunger 40 and the input rod 17 from being separated. As shown in FIG. 2, the support pin 31 has an inner end of the control plunger 40 and the input rod 17 coupled to the inside of the valve body 21 by engaging the groove formed on the outer circumferential surface of the control plunger 40. ), And the outer end is caught on the inner surface of the cell 10 to limit the retraction of the valve body 21.

The output rod 18 moves forward and backward in conjunction with the control plunger 40 or forward and backward in conjunction with the valve unit 20 in front of the valve body 21. As shown in FIG. 2, the rear end of the output rod 18 is coupled to the valve body 21 via a reaction disk 25 capable of elastic deformation. For this coupling, a cup-shaped coupling portion 24 is provided at the rear end of the output rod 18, and the reaction disk 25 is accommodated in the cup-shaped coupling portion 24. A restoring spring 19 is provided outside the output rod 18 to impart restoring force to the valve body 21.

Therefore, in the vehicle power booster of the present invention, the reaction disk 25 is provided between the output rod 18 and the tip of the control plunger 40, thereby doubling the force acted on by the difference in the cross-sectional area to be transmitted to the output rod 18. Can be. The force transmitted to the output rod 18 is transmitted to the master cylinder (not shown) to form a braking hydraulic pressure.

On the other hand, the silencer 100 is disposed between the inside of the valve body 21 and the outside of the input rod 17 so as to lower the suction noise of the high frequency generated at the time of air suction to low frequency. As shown in Figures 2 and 3, the silencer 100 includes a front damper 110 is installed in the front of the power unit and a rear damper 130 is installed in the rear. The front damper 110 and the rear damper 130 are provided with an inner guide 135 and an outer guide 115 for guiding the inlet air suctioned at a high pressure with the booster.

The silencer 100 is formed with a flow path through which air flows, and the flow path is formed to have a length longer than the width of the silencer 100. The flow path has an S-shape that is bent so that the air flow path is formed long. The flow path is partitioned by the front damper 110 and the rear damper 130. In addition, the silencer 100 includes a flow direction switching unit 160 for switching the flow direction of the air passing through the silencer 100.

The rear damper 130 includes a first fastening part 132 to be fastened to the boot fastening part 142 described above. As shown in FIG. 4, the first fastening portion 132 is formed with a first fastening groove 132b to be fastened with the boot fastening protrusion 146. In addition, the first fastening portion 132 is provided with a first fastening protrusion 132a to be fastened to the boot fastening groove 148. Accordingly, the rear damper 130 may be firmly fastened with the boot 140 even when the first fastening part 132 is fastened to the boot fastening part 142, even with the resistance of the air sucked by the high pressure generated during the braking process.

The rear damper 130 has a second fastening portion 134 to be coupled to the front damper 110 to be described later. As shown in FIG. 4, the second fastening portion 134 is second fastening protrusion 134a and the second fastening groove 134b to be fastened to the first catching protrusion 114 of the front damper 110 to be described later. ) Is provided.

The front damper 110 is disposed between the circumferential surface of the input rod 17 and the inside of the valve body 21 and is fastened to the rear damper 130 described above. As shown in FIG. 4, the hook-shaped first locking protrusion 114 is provided at the rear end of the front damper 110. The first catching protrusion 114 enters the second fastening groove 134b of the rear damper 130 and is fastened to the second fastening protrusion 134a. In addition, a front end portion of the front damper 110 is provided with a locking portion 112 to be engaged with the support jaw 150 of the input rod 17. The locking portion 112 has a hook-shaped locking protrusion 112a for catching the supporting jaw 150, and a locking groove 112b is formed to surround both ends of the supporting jaw 150.

Accordingly, the front damper 110 is fastened to the second fastening part 134 of the rear damper 130 and fastened to the support jaw 150 of the input rod 17, thereby being introduced into the valve body 21 in the braking process. When high pressure air resistance is generated, the rear damper 130 and the input rod 17 may be mounted on the power supply apparatus without being separated.

The inner guide 135 and the outer guide 115 have a minimum thickness to withstand the high-pressure air resistance flowing into the power unit. In the silencer of the conventional power booster, as shown in Fig. 1, the silencer 8b and the filter 8a are provided with a considerable thickness. This has been a problem of increasing the manufacturing cost of a conventional power booster equipped with a silencer 8b and a filter 8a using expensive materials. Thus, as shown in Figures 3 and 4, the silencer of the power booster of the present invention and the power booster having the same, by minimizing the thickness of the inner guide 135 and the outer guide 115 of the silencer 100, 100) Since the use of materials is minimized, the manufacturing cost of the power plant can be reduced.

The inner guide 135 has a cylindrical shape in which a step is formed to allow air to communicate with each other, and the inlet and the outlet are open. The outer guide 115 has a U-shaped inner surface to guide the air, and a hole is formed in the center to penetrate the input rod 17. In addition, as shown in FIG. 3, the outer guide 115 has an open groove 180 formed at the end of the outer circumferential surface of the outer guide 115 to allow air to communicate therewith.

Flow direction switching unit 160 is formed between the front damper 110 and the rear damper 130 to change the flow direction of the air passing through the silencer 100. As shown in FIG. 4, the flow direction switching unit 160 is partitioned by the inner guide 135 of the front damper 110 and the outer guide 115 of the rear damper 130.

As shown in FIGS. 4 and 5, the flow direction switching unit 160 converts the air flowing into the muffler 100 in the first direction (A direction) to the second direction (B direction). A switching unit 162 and a second flow direction switching unit 164 for switching the air flowing in the second direction (B direction) to the first direction (A direction).

As shown in FIGS. 4 and 5, the flow direction switching unit 160 has an inner guide 135 and an outer guide 115 having a U-shaped inner surface to lengthen a flow path of air introduced from the air inlet 145. ) Is formed between. The inner guide 135 is included in the rear damper 130, the outer guide 115 is included in the front damper 110. After the air enters through the air inlet 145 and enters the silencer 100, air is guided and introduced between the inside of the inner guide 135 of the silencer 100 and the outside of the outer circumferential surface of the input rod 17. Air introduced in this way is guided between the U-shaped inner side of the inner guide 135 and the outer guide 115 to form an S-shaped flow path as shown in FIG.

As shown in FIG. 1, the conventional power boosting device has a structure in which a flow path is formed shortly because the flow path of air flowing into the power supply device is linearly formed. This structure has a limit in reducing noise due to air resistance because the flow path is short. In addition, when comparing the silencer of the conventional power booster and the air flow path of the silencer 100 of the present invention, the silencer 100 of the present invention is compared to the air passage (shown in FIG. 1) of the silencer of the conventional power booster formed linearly. It can be seen that the S-shaped flow path (shown in Fig. 5) is long.

In this way, as the silencer 100 of the present invention has a longer air flow path, the pressure loss of the air increases, so that the high frequency suction sound can be converted into the low frequency suction sound. Therefore, the silencer of the power booster of the present invention and the power booster having the same have a flow direction switching unit 160 forming an S-shaped flow path in the silencer 100, so that the flow path is lengthened, so that suction of high frequency suction sound is low. It can be converted to sound, thereby improving the driver's riding comfort.

The expansion unit 170 is formed between the outer circumferential surface of the outer guide 115 and the inner side of the valve body 21 to increase the pressure loss of air. As shown in FIGS. 4 and 5, the expansion unit 170 has a structure in which a space through which air passes to the front side between the outer circumference of the input rod 17 and the inside of the valve body 21 is widened. When air passes from the narrow space to the large space, the pressure loss of the air is increased, so that the high frequency suction sound can be converted into the low frequency. Therefore, the silencer of the power booster according to the present invention and the vehicle power booster equipped with the same have an expansion unit 170 having a structure in which a space through which air passes, so that the pressure loss of air is increased, low frequency suction sound is low frequency. It can be converted into the suction sound of and reduce the noise accordingly.

Hereinafter will be described the operation and operation effects of the silencer of the power unit according to the invention and the vehicle power unit equipped with the same.

When braking is performed, as shown in FIGS. 4 and 5, as the input rod 17 enters, the control plunger 40 is advanced and the rear end of the control plunger 40 is spaced apart from the poppet valve 23.

At this time, the air is introduced through the air inlet 145 and then enters the silencer 100 and is guided and introduced between the inside of the inner guide 135 of the silencer 100 and the outside of the outer circumferential surface of the input rod 17. Air introduced in this way is guided by the flow direction switching unit 160 provided between the inner guide 135 and the U-shaped inner side of the outer guide 115 to form an S-shaped flow path as shown in FIG. Air passing through the flow diverting unit 160 enters the expansion unit 170 formed between the outer guide 115 of the silencer 100 and the inner guide 135 of the valve body 21. The expansion unit 170 is a structure that allows air to pass from the narrow space to the wide space. When the air passes from the narrow space to the large space, the pressure loss of the air is increased, so that the high frequency suction sound can be converted into the low frequency, thereby reducing the noise.

When the poppet valves 23 are spaced apart from each other, as shown in FIGS. 2 and 4, the poppet valve 23 blocks the first communication path 27. When the first communication path 27 is blocked in this way, the communication between the positive pressure chamber 11 and the transformer chamber 12 is blocked, and the transformer chamber 12 and the air communicate with each other through the second communication path 28. ) The pressure rises. And when the power piston 13 advances by the pressure difference between the positive pressure chamber 11 and the transformer chamber 12 according to the pressure rise of the transformer chamber 12, the valve body 21 advances and pressurizes the output rod 18. Braking force is generated.

When the brake is released, the input rod 17 and the control plunger 40 retreat as shown in FIG. At this time, since the rear end of the control plunger 40 contacts the poppet valve 23 and pushes the poppet valve 23 backward, the inflow of air is blocked and the first communication path 27 is opened while the positive pressure chamber 11 is opened. The transformer chamber 12 communicates with each other. In this case, since the pressures in the constant pressure chamber 11 and the transformer chamber 12 are equal, the valve body 21 is retracted by the elasticity of the restoring spring 19, and the output rod 18 is retracted by the retraction of the valve body 21. Is released and brake is released.

As described above, the silencer of the power unit according to the present invention and the vehicle power unit equipped with the same, because the silencer 100 has a flow direction switching unit 160 forming an S-shaped flow path, it is possible to increase the pressure loss The high frequency suction sound can be converted into the low frequency suction sound, thereby improving the driver's riding comfort.

In addition, the silencer of the power booster according to the present invention and the vehicle power booster having the same has an expansion unit 170 which is a structure in which a space for air to pass through, the pressure loss of the air is increased, so the high frequency suction sound low frequency It can be converted into the suction sound of and reduce the noise accordingly.

In addition, the silencer of the power booster according to the present invention and the vehicle power booster equipped with the same has the inner guide 135 and the outer guide 115 of the silencer 100 is minimized in thickness of the material, the use of the silencer 100 material This minimizes the manufacturing cost of the power plant.

10: cell 11: constant pressure chamber
12: transformer chamber 13: power piston
14: Diaphragm 17: Input Rod
18: Output load 19: Restore spring
20: valve unit 21: valve body
23: poppet valve 25: reaction disc
40: control plunger 100: silencer
110: front damper 112: locking portion
114: first locking projection 115: outer guide
130: rear damper 132: first fastening portion
134: second fastening portion 135: inner guide
140: boot 142: boot fastening
145: air inlet 150: support jaw
160: flow direction switching unit 162: first flow direction switching unit
164: second flow direction switching unit 170: expansion unit
180: open groove

Claims (9)

In the valve body which retreats due to the pressure difference between the positive pressure chamber and the transformer chamber, the input rod which retreats in association with the valve body, and the silencer of the power unit installed between the valve body and the input rod,
The muffler includes a front damper installed at the front of the vehicle power booster and a rear damper installed at the rear,
The silencer is formed with a flow path through which air flows,
The flow path is partitioned by the front damper and the rear damper, the flow path is silencer, characterized in that the length is longer than the width of the silencer. The method of claim 1,
The flow path is an S-shaped bent to form a long flow path of air,
The muffler of claim 1, wherein the silencer comprises a flow direction change unit for changing the flow direction of air passing through the silencer. The method of claim 2,
The flow direction switching unit includes a first flow direction switching unit for converting air introduced into the muffler in a first direction to a second direction, and a second flow direction for converting air flowing in the second direction to the first direction Silencer of the power plant, characterized in that it comprises a switch. delete A valve body that retreats due to the pressure difference between the positive pressure chamber and the transformer chamber, an input rod that retreats in association with the valve body, a boot installed to surround the valve body outside the valve body, and between the valve body and the input rod. In the vehicle power supply apparatus including a silencer of the power supply unit installed in,
The muffler includes a front damper installed at the front of the vehicle power booster and a rear damper installed at the rear,
The silencer is formed with a flow path through which air flows,
And the flow passage is divided by the front damper and the rear damper, and the flow passage is longer than the width of the silencer. The method of claim 5,
The flow path is an S-shaped bent to form a long flow path of air,
And the silencer includes a flow direction change unit for changing a flow direction of air passing through the silencer. The method of claim 6,
The flow direction switching unit includes a first flow direction switching unit for converting air introduced into the muffler in a first direction to a second direction, and a second flow direction for converting air flowing in the second direction to the first direction Vehicle power supply apparatus comprising a switching unit. delete The method of claim 5,
A support jaw formed on the input rod, a catching portion formed on the front damper to be fastened to the support jaw, a first catching protrusion formed on the front damper to be fastened to the catching portion, and the rear damper to be fastened to the first catching protrusion. A second fastening part formed in the boot fastening part formed in the boot to be fastened with the second fastening part,
In the silencer, the front damper is fastened to the input rod by fastening the support jaw and the fastening part, and the front damper and the rear damper are fastened by fastening the first catching protrusion and the second fastening part, and the second fastening part and the boot are fastened. The vehicle power supply apparatus characterized in that the fastening is supported by being fastened.

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