KR20200065355A - Booming Noise Adjust Type Intake System and Booming Noise Variable Control Method - Google Patents

Abstract

According to the present invention, a booming noise control type intake system (1) includes a variable resonator (20) located on a connection line (5-2) of an intake duct (5) forming a flow path in which intake air supplied to a vehicle engine flows into an air cleaner (7), and generating a Helmholtz resonance effect by controlling a resonance length connected to the connection line (5-2). Therefore, the booming noise control type intake system is capable of reducing a booming noise reflecting the will of a driver in a change of a vehicle driving condition, such as an altitude difference and a road gradient, through on/off selective opening and closing control over an inlet of a resonance chamber and an intake duct, and specifically, greatly improving a resonance effect in a noise band in accordance with the will of the driver.

Description

Booming Noise Adjust Type Intake System and Booming Noise Variable Control Method}

The present invention relates to an intake system, and more particularly to a booming noise control type intake system capable of variable control of a resonator that reduces booming noise.

In general, an intake system of a vehicle needs to prevent a resonance frequency generated in an intake duct that forms an air flow path from an engine driving state to an intake manifold.

This is because the resonant frequency of the intake duct generates intake noise due to the intake pulsation, and the intake noise is developed into a booming noise, which is a noise source in a specific frequency range.

Therefore, the intake system is equipped with a resonator (RESONATOR) in the intake duct, and the resonator generates a resonance phenomenon to lower the sound pressure in a specific frequency region generating a booming noise.

In particular, the intake system employs various structures/resonators to improve the effect of reducing the booming noise.

For example, the natural negative pressure type resonator increases the resonance effect by using the pressure formed around the surge tank, the perforated plate resonator increases the resonance effect by using a hole drilled in one side of the intake duct, and the space division type resonator is formed by a plurality of spaces Use the resonance chamber to enhance the resonance effect.

From this, the intake system enhances the effect of reducing the booming noise by improving the performance of the resonator.

Domestic Publication Patent 10-2008-0017826 (2008.02.27)

However, the existing resonator is an integrated method that responds to a specific booming frequency band.

Therefore, the natural negative pressure type resonator, the perforated plate resonator, and the spatially divided type resonator do not reflect requirements (i.e., required air volume) that are different when driving a vehicle accompanied by changes in the external environment, such as altitude difference and road inclination. The effect of reducing the booming noise on the system is bound to remain at a certain level.

Accordingly, there is a need to develop a resonator to increase the effect of reducing the booming noise for the intake system.

Accordingly, the present invention in consideration of the above-described point is the on/off (ON/OFF) selective opening/closing control for the intake duct and the entrance of the resonance chamber to reduce the booming noise reduction reflecting the driver's will in the vehicle driving environment changes such as altitude difference and road slope. It is possible, and in particular, by reacting the booming frequency band with a variable resonator operation, a booming noise control type intake system and a booming noise variable control method that can increase the effect of reducing the booming noise of the intake duct in a specific noise band as well as a noise band according to the driver's will There is a purpose in the provision of.

The intake system of the present invention for achieving the above object is located in the connection line of the intake duct forming the flow path through which the intake air supplied to the vehicle engine flows into the air cleaner, the resonance length communicating with the connection line A variable resonator that is adjusted to generate a Helmholtz resonance effect; It is characterized in that it includes; a controller that checks the intake negative pressure, the vehicle speed, the road surface gradient calculated with the information of the GPS, the booming engine RPM, the driver switch operation, and the opening amount of accelerator closing, and controls the operation of the variable resonator.

As a preferred embodiment, the variable resonator is connected to the connection line, a resonance chamber connected to the connection pipe to generate a resonance effect, and the length of the resonance pipe leading from the connection pipe to the resonance chamber to vary the resonance effect It consists of a resonant variable valve.

In a preferred embodiment, the resonance variable valve is provided with an electromagnet for generating electromagnetic force with a current supplied to the control of the controller, and the electromagnet fixes the length of the resonance tube when the electromagnetic force is not generated, so that the intake flows through the connection line While blocking the inflow of air, when the electromagnetic force is generated, the length of the resonance tube is increased to allow the intake air flowing through the connection line.

In a preferred embodiment, the electromagnet is fixed with a double spring, and the double spring is maximized when the electromagnetic force is not generated, while being compressed to the maximum when the electromagnetic force is generated.

In a preferred embodiment, the electromagnet and the double spring are accommodated in the resonator tube of the connector, the double spring is limited to the maximum tension position with a closed stopper, and the closed stopper is fixed to the resonance chamber on the opposite side to the electromagnet. .

In a preferred embodiment, the movement of the electromagnet is detected by a position sensor and provided to the controller.

In a preferred embodiment, the intake negative pressure is 0 to 400 mmAq as a set region, the vehicle speed is 0 to 90 Kph as a set region, and the road surface gradient is set to a downhill path of -15° and an uphill path of +15°. With the boom engine RPM set to less than and greater than 500 RPM based on the setting area, the operator switch operation sets the switch ON signal and the switch OFF signal of the operator switch to the setting area, and the amount of opening of the accelerator is 0 to The sensor value for 100% is set as a setting area, and each of the setting areas divides the operation of the electromagnet into motion control of 0% (fully closed) and 100% (fully open).

In a preferred embodiment, the setting area and the operation control are mapped by a map.

In addition, the variable control method of the booming noise of the intake system of the present invention for achieving the above object is the current supplied to the electromagnet of the variable resonator that enters the intake air supplied to the intake system by the controller activated with the engine operation of the vehicle. Blocking, and stopping the resonance effect of the variable resonator by stopping the generation of electromagnetic force in the electromagnet by blocking the current; Checking the intake negative pressure, the vehicle speed, the road surface gradient calculated by the information of the GPS, the boom engine RPM, driver switch operation, the amount of opening of the accelerator, and determining the power supply of the electromagnet; It characterized in that the electromagnet is operated by the power supply to flow the intake air to generate a resonance effect in the variable resonator.

In a preferred embodiment, the activation of the controller includes a communication connection to the engine ECU controlling the engine and a navigation receiving GPS location information.

As a preferred embodiment, when the conditions of the intake negative pressure and the amount of opening of the accelerator are satisfied, the conditions of the vehicle speed are determined, and when the conditions of the vehicle speed are satisfied, the conditions of the road surface gradient are satisfied, and when the conditions of the road surface gradient are satisfied The boom engine RPM condition is satisfied, and the boom engine RPM condition is satisfied.

In a preferred embodiment, the intake negative pressure is 0 to 400 mmAq as a set region, the vehicle speed is 0 to 90 Kph as a set region, and the road surface gradient is set to a downhill path of -15° and an uphill path of +15°. With the boom engine RPM set to less than and greater than 500 RPM based on the setting area, the operator switch operation sets the switch ON signal and the switch OFF signal of the operator switch to the setting area, and the amount of opening of the accelerator is 0 to Set the sensor value for 100% as the setting area. Each of the setting areas divides the operation of the electromagnet into operation control of 0% (fully closed) and 100% (fully open).

The resonator variable control applied to the intake system of the present invention implements the following actions and effects.

First, as a variable resonator by on/off (ON/OFF) selective opening/closing control, it is possible to escape the limitations of the integral resonator responding to a specific booming frequency band. Second, the variable resonator can enhance the effect of reducing the booming noise of the intake duct in the specific noise band as well as in the noise band according to the driver's will. Third, the user convenience can be provided by selectively operating the on/off (ON/OFF) control of the intake duct of the variable resonator and the entrance of the resonance chamber through operator operation.

1 is a block diagram of a booming noise control type intake system according to the present invention, FIG. 2 is a resonance principle of a variable resonator of the intake system according to the present invention, and FIGS. 3 and 4 are examples of a resonator control map according to the present invention. , FIG. 5 is a flow chart of a variable booming noise control method using a variable resonator of the intake system according to the present invention, FIG. 6 is a variable resonator operating state of the intake system when variable the booming noise according to the present invention, and FIG. 7 is the present invention It is a leader in reducing the booming noise of the intake system.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying exemplary drawings, and as such examples, those skilled in the art to which the present invention pertains may be embodied in various different forms, and thus are described herein. It is not limited to the embodiment.

Referring to Figure 1, the intake system 1 includes a variable resonator device 10. Particularly, the intake system 1 reduces selective booming noise in the specific noise band of the intake duct 5 as well as in the noise band according to the driver's will by selective opening/closing control by ON/OFF of the variable resonator device 10. It realizes the effect, so it is characterized by a booming noise control type intake system.

Specifically, the intake system 1 is composed of a duct housing 3, an intake duct 5, an air cleaner 7 and an intake hose 9. For example, the duct housing 3 acts as an air intake, the intake duct 5 acts as an air flow path, and the air cleaner 7 removes foreign substances in the air introduced from the outside, The intake hose 9 sends air purified by the air cleaner 7 to an intake manifold connected to the engine.

In particular, the intake duct 5 is air intake while the air intake line 5-1 connected from the duct housing 3 and the air supply line 5-3 connected to the air cleaner 7 and the variable resonator 20 are connected. It is divided into a connecting line 5-2 connecting the line 5-1 and the air supply line 5-3.

Specifically, the variable resonator device 10 includes a variable resonator 20, a controller 60, a resonator control map 70, a driver switch 80, an engine electronic control unit (ECU) 90, and a navigation 100. Includes.

For example, the variable resonator 20 includes a connecting pipe 30 and a connecting pipe 30 connecting the connecting line 5-2 of the intake duct 5 through which the air flows and the resonance chamber 40 generating a resonance effect. It is composed of a resonance variable valve (50) that is controlled by opening and closing to vary the resonance effect of the resonance chamber (40) by changing the air pressure.

In particular, the resonance variable valve 50 includes an electromagnet 51, a double spring 55, a close stopper 57, and a position sensor 59, and connects one end of the intake duct 5 with a connection line (5- 2) while fixing the other end portion to the resonance chamber 40 while being fixed to the inside of the connection pipe 30 is installed.

The electromagnet 51 is composed of a fixed portion and a moving portion, and by forming an electromagnetic force between the fixing portion and the moving portion with a current supplied by the control of the controller 60, the moving portion is pulled toward the fixing portion (that is, the opening of the electromagnet 51) (OPEN)) The passage of the connecting pipe 30 extends toward the resonance chamber 40. In this case, the electromagnetic force strength of the electromagnet 51 determines the length of the passage extension of the connector 30.

Therefore, the moving part of the electromagnet 51 is the same as a plunger that moves with electromagnetic force from the solenoid valve. In particular, the initial position of the moving part by the electromagnet 51 (ie, the CLOSE of the electromagnet 51) eliminates the length of the passage of the connecting pipe 30, so that the resonance effect of the resonance chamber 40 disappears.

The double spring 55 is composed of a small diameter main spring 55-1 and a large diameter sub spring 55-2. The main spring 55-1 is accommodated in the passage of the connecting pipe 30 and is connected to the sub spring 55-2 in a state fixed to the fixing part of the electromagnet 51. The sub spring 55-2 adjusts the length change of the main spring 55-1 while being moved together with the moving part of the electromagnet 51. However, the double spring 55 may be composed of one coil spring or a leaf spring when the length of the passage extension of the connector 30 is sufficient even with the main spring 55-1 alone.

The closed stopper 57 contacts the end of the double spring 55 to limit the tensile length of the double spring 55. That is, the main spring 55-1 of the double spring 55 is restrained so that the tension length matches the passage length of the connecting pipe 30. To this end, the closed stopper 57 is fixed to the resonance chamber 40 connected to the connecting pipe 30. In particular, the closed stopper 57 is formed of an annular ring structure to support one end of the double spring 55 (eg, the main spring 55-1).

The position sensor 59 is positioned toward the electromagnet 51 using the passage of the connector 30, and detects the moving position of the moving part or the double spring 55 according to the operation of the electromagnet 51, thereby connecting the connector The passage length of (30) is controlled. Therefore, the detection signal of the position sensor 59 is transmitted to the controller 60.

Specifically, the controller 60 considers the engine information of the engine ECU 90 and the GPS information of the navigation 100 and the on/off signal (On/Off) of the driver stop switch 80, combination information thereof, or Matching the selection information with the mapping table built in the resonator control map 70 controls the operation of the electromagnet 51 of the resonance variable valve 50. Therefore, the controller 60 is composed of a micom specialized in the variable resonator 20.

Specifically, the resonator control map 70 includes an intake negative pressure map 70-1, a vehicle speed map 70-2, a road gradient map 70-3, a boom determination map 70-4, and a driver switch map 70 -5) and accelerator opening degree map (70-6).

Specifically, the driver switch 80 is configured as a push button switch or a dial switch in the driver's seat of the vehicle 1, and the controller 60 or the ON signal and the OFF signal by the driver's operation It transmits to the engine ECU 90.

Specifically, the engine ECU 90 processes the intake negative pressure of the intake system and the variable snorkel system 10, the vehicle speed of the vehicle 1, engine detection data according to the engine type, and the like, and the navigation 100 Processes GPS information as vehicle location data.

Specifically, the navigation 100 detects GPS information and provides it to the engine ECU 90 or provides it to the controller 60, and is the same as the normal navigation.

Meanwhile, referring to FIG. 2, an operation principle of the variable resonator 20 is illustrated.

As shown, the variable resonator 20 of the resonance chamber 40 which is a factor that determines the frequency by adjusting the resonance pipe length of the resonance pipe connecting the connection pipe 30 and the resonance chamber 40 to the resonance variable valve 50 The volume and the cross-sectional area (Area) and the length of the resonance tube (Length) of the resonant tube 30 are determined.

Therefore, the variable resonator 20 is capable of various frequency tuning by adjusting the length of the resonance pipe connecting the connection pipe 30 and the resonance chamber 40.

3 and 4, the intake negative pressure map 70-1, the vehicle speed map 70-2, the road gradient map 70-3, the boom determination map 70-4, and the driver switch map 70 -5) and an example of the accelerator opening degree map 70-6 are shown. In this case, 0% (FULL CLOSE) of the electromagnet 51 is described as power OFF and 100% (FULL OPEN) is described as power ON.

The intake negative pressure map 70-1 of FIG. 3 applies intake negative pressure of the engine intake system, and the intake negative pressure is detected by a negative pressure sensor (eg, flow sensor, pressure sensor, etc.) installed in the engine intake system, and is 0 to 400 mmAq. It is classified as 50mmAq in, so it corresponds to 0% (FULL CLOSE) to 100% (FULL OPEN). In one example, each of 0mmAq/50mmAq/100mmAq/150mmAq/200mmAq matches 0% (FULL CLOSE), while 250mmAq/300mmAq/350mmAq/400mmAq matches 100% (FULL OPEN). In this case, the intake negative pressure is provided by the engine ECU 90.

The vehicle speed map 70-2 of FIG. 3 is the vehicle speed of the vehicle 1, and is divided into 0 to 90 Kph and corresponds to 0% (FULL CLOSE) to 100% (FULL OPEN). For example, each of 0Kph,/3Kph/5Kph/10Kph/20Kph matches 0% (FULL CLOSE), while each of 30Kph/50Kph/70Kph/90Kph is 100% (FULL OPEN). Matches. In this case, the vehicle speed is provided by the engine ECU 90.

The road surface gradient map 70-3 of FIG. 3 is a road slope, and is divided into a downhill road of -10° and an uphill road of +10° based on the road slope 0° (0% (FULL CLOSE)) to 100 Corresponds to% (FULL OPEN). For example, a downhill of -15°/-10°/-5° matches 0% (FULL CLOSE), while a 0° flat and 5°/10°/15° uphill is 100% ( Matches to FULL OPEN. In this case, the road surface gradient is provided by the engine ECU 90.

In this case, a road gradient of -10 to +10° is calculated. In particular, a road gradient of -5 to +5° can be calculated by applying a bire equation by interpolation, and an example of a road gradient calculation is as follows.

Gradient Rate =(Hight Old-Hight Now)/Distance-Equation 1

Distance = (Velocity Now-Velocity Old)/ (Time Old-Time Now)-Equation 2

In Equation 2, the driving acceleration (Acceleration) converges to 0 (zero) as an integral value, and is thus obtained from Equation 3 below.

Distance=(Velocity + Time) + Acceleration x Time ² )-Equation 3

Here, the altitude (Hight Old, Right Now) is acquired as the GPS information of the navigation 100, and the time is acquired as the information of the engine ECU 90.

The booming determination map 70-4 of FIG. 4 determines a booming engine RPM region from a specific engine RPM, and is confirmed by a sensor signal. For example, when 500 RPM is set to 100% (FULL OPEN) control, less than or exceeding 500 RPM is set to 0% (FULL CLOSE) control. In this case, the boom engine RPM is provided by the engine ECU 90.

The driver switch map 70-5 of FIG. 4 is whether the driver is operated, and the switch ON signal is 100% (FULL OPEN) control based on the switch ON signal and the switch OFF signal of the driver stop switch 80. The switch OFF signal is divided into 0% (FULL CLOSE) control. In this case, the switch ON signal and the switch OFF signal of the driver switch 80 are provided to the controller 60 or the engine ECU 90 from the driver switch 80 as a will for the driver to use the variable resonator 20.

The accelerator closing opening degree map 70-6 in FIG. 4 sets the accelerator closing opening 0 to 0% (FULL CLOSE) control, and the accelerator closing opening 50 and 100 to 100% (FULL OPEN) control. In this case, the opening degree of accelerator closing is provided by the engine ECU 90.

Meanwhile, 5 is a variable control method of the booming noise using the variable resonator 20 of the intake system 1, which will be described in detail with reference to FIG. 6. In particular, in the booming noise variable control method, altitude difference information on the surface is obtained based on the GPS map of the navigation 100, and current vehicle position information is obtained, and vehicle speed and intake of the engine ECU 90 together with driving road information (road slope) It has a feature of optimizing the resonance effect of the variable resonator 20 by applying 0 to 100% of the operation of the electromagnet 51 by applying negative pressure.

Hereinafter, the control subject is a controller 60 linked to the resonator control map 70 and the navigation 100 and cooperatively controlled with the engine ECU 90, and the control target is the variable resonator 20.

The controller 60 performs variable booming noise control between the engine information detection (S1) and the start-off (S2) according to the engine start.

S10 is a controller 60 activation step, wherein the controller 60 activation means a communication connection between the resonator control map 70 and the engine ECU 90 and the navigation 100.

S20 is controlled by a blocking operation in which electromagnetic force is not generated by blocking the current supplied to the electromagnet 51 of the variable resonator 20, and the connection pipe 30 and the resonance chamber using various detection values such as S30 to S70 ( After checking the resonance length adjustment condition of 40), the electromagnet 51 of the variable resonator 20 is operated as in S80 to control from 0% to 100%. In this case, the controller 60 includes an intake negative pressure map 70-1, a vehicle speed map 70-2, a road gradient map 70-3, a boom determination map 70-4, and a driver switch map 70-5 ) And accelerator opening degree map 70-6 are provided with the corresponding data.

The operation of the controller 60 for checking the condition for adjusting the resonance length of the variable resonator 20 according to S30 to S70 is as follows.

S30 is a step in which the intake negative pressure of the intake system 1 is determined by the controller 60. In this step, the intake negative pressure depends on the slope of the driving road and the opening amount of accelerator closing. Therefore, the controller 60 applies the following intake air pressure determination formula and the accelerator closing opening amount determination formula, and matches the detected intake negative pressure value with the intake negative pressure map 70-1 and the accelerator closing opening map 70-6. Judge.

Intake negative pressure judgment formula: Intake negative pressure> Ref 1

Acceleration closing amount judgment formula: Accel closing amount> Ref 2

Here, the "intake negative pressure" is the detected intake negative pressure that the controller 60 checks in connection with the engine ECU 90, and "Ref 1" is the resonance tube length-adjusted intake negative pressure. In this case, "Ref 1" is defined as the intake negative pressure map 70-1. In addition, "the amount of opening of the accelerator closed" is the amount of detection accelerator closing opened by the controller 60 in connection with the engine ECU 90, and "Ref 2" is the amount of opening of the accelerator length adjusting accelerator. In this case, the “Ref 2” is defined as an accelerator opening degree map 70-6. Also, ">" is an inequality sign indicating the relationship between two values.

As a result, the controller 60 returns to S20 and maintains the variable resonator 20 in a stopped state if the "intake negative pressure> Ref 1" and "accelerator closing amount> Ref 2" are not satisfied.

On the other hand, if the controller 60 satisfies "Intake negative pressure> Ref 1" and "Accel closing amount> Ref 2", the controller 60 enters S40.

S40 is a step in which the vehicle speed of the vehicle 1 is determined by the controller 60. In this step, the vehicle speed is applied to the determination of whether the vehicle 1 is running or stopped. Therefore, the controller 60 applies the following vehicle stop determination formula, and determines the detected vehicle speed by matching the vehicle speed map 70-2.

Vehicle stop judgment formula: Vehicle speed> Ref 3

Here, the "vehicle speed" is the detection vehicle speed that the controller 60 checks in connection with the engine ECU 90, and "Ref 3" is the resonance tube length adjustment vehicle speed. In this case, "Ref 3" is defined as the vehicle speed map 70-2. Also, ">" is an inequality sign indicating the relationship between two values.

As a result, if the controller 60 does not satisfy “vehicle speed> Ref 3 ”, the controller 60 returns to maintain the variable resonator 20 in a stopped state.

On the other hand, if the controller 60 satisfies "vehicle speed> Ref 3", it enters S50.

S50 is a step in which the road gradient of the road on which the vehicle 1 travels is determined by the controller 60. In this step, the road gradient is applied to the determination of the uphill road surface of the road on which the vehicle 1 travels. Therefore, the controller 60 applies the following road gradient determination formula, and determines the detected road slope by matching the road gradient map 70-3.

Road gradient judgment formula: Road slope> Ref 4

Here, the “road slope” is a road slope calculated based on GPS information checked by the controller 60 in connection with the engine ECU 90 and the navigation 100, and “Ref 4” is a road slope adjustment with resonance tube length. In this case, “Ref 4” is defined as a road gradient map 70-3. Also, ">" is an inequality sign indicating the relationship between two values.

As a result, if the controller 60 does not satisfy “road slope> Ref 4”, the controller 60 returns to maintain the variable resonator 20 in a stopped state.

On the other hand, if the controller 60 satisfies "road slope> Ref 4", it enters S60.

S60 is a step in which a specific engine RPM of the vehicle is determined by the controller 60. Therefore, the controller 60 applies the following specific engine RPM determination formula, and matches the detected specific engine RPM with the booming determination map 70-4 to determine.

Specific engine RPM judgment formula: Specific engine RPM area = Ref 5

Here, the “specific engine RPM area” is the engine speed calculated based on the GPS information checked by the controller 60 in connection with the engine ECU 90 and the navigation 100, and “Ref 5” is the resonance tube length adjustment booming RPM to be. In this case, the “Ref 5” is defined as a booming determination map 70-4. Also, "=" is an inequality sign indicating that the two values are the same.

As a result, if the controller 60 does not satisfy the “specific engine RPM area = Ref 5”, the controller 60 returns to S20 to maintain the variable resonator 20 in a stopped state.

On the other hand, if the controller 60 satisfies "Specific engine RPM area = Ref 5", it enters S70.

S70 is a step in which it is determined whether the driver operates the variable resonator 20 by the controller 60. At this stage, the driver operation is divided into a switch ON signal and a switch OFF signal of the driver stop switch 80. To this end, the controller 60 applies the following driver operation determination expression, and determines by matching the switch ON signal and the switch OFF signal of the driver switch 80 with the driver switch map 70-5.

Operator operation judgment formula: Operator switch signal = Ref 6

Here, the “driver switch signal” is information checked by the controller 60 in connection with the driver switch 80 or the engine ECU 90, and “Ref 6” is a switch ON signal of the driver switch 80.

As a result, if the switch ON signal of the driver switch 80 is not received as Ref 6, the controller 60 determines to be the switch OFF signal and returns to S20 to maintain the variable resonator 20 in the stopped state.

On the other hand, when the controller 60 receives the switch ON signal of the driver switch 80 as Ref 6, the controller 60 proceeds to the step of operating the variable resonator of S80.

The variable resonator operation of the controller 60 in S80 is illustrated through FIG. 6.

As shown, the intake system 1 includes an air intake line 5-1 of the intake duct 5, a connection line 5-2, and an air supply line 5 of the intake air entering the duct housing 3 It flows into the air cleaner 7 through 3). Subsequently, the intake air is removed from the air cleaner 7 and then exits the intake hose 9 and is supplied to the engine.

In the intake air flow path as described above, the length of the resonance pipe of the connection pipe 30 and the resonance chamber 40 is extended by the operation of the electromagnet 51, and according to the operation of the variable resonator 20 as described above with reference to FIG. 1. Resonance effect is generated.

That is, the variable resonator 20 is in a default state that does not play a role of generating a resonance effect when it is in the 0% state due to the suspension of the electromagnet 51, and then to 100% by the operation of the electromagnet 51 As it is converted, it creates a resonance effect to minimize booming.

Meanwhile, FIG. 7 illustrates the effect of reducing the booming noise of the intake system 1 when the variable resonator 20 is operated with variable control of the booming noise.

7 is a noise reduction effect of a specific noise band, which represents a noise reduction effect in a specific noise band (Hz, RPM) that is a noise reduction characteristic of the variable resonator 20. ② in FIG. 7 is a noise reduction effect according to the driver's will, and this shows a noise reduction effect when the variable resonator 20 is variably controlled by setting the operation of the variable resonator 20 according to the driver's will and environmental conditions.

As described above, the booming noise control type intake system 1 according to the present embodiment is a connection line of the intake duct 5 that forms a flow path through which intake air supplied to the vehicle engine flows into the air cleaner 7 ( Located on 5-2), the resonance length in communication with the connection line (5-2) is controlled to include a variable resonator (20) generating a Helmholtz resonance effect, thereby turning on/off the intake duct and the resonance chamber entrance ( ON/OFF), it is possible to reduce the booming noise reflecting the driver's will in changes in the vehicle driving environment such as altitude difference and road slope, and greatly improve the resonance effect, especially in the noise band according to the driver's will.

1: Intake system 3: Duct housing
5: intake duct 5-1: air intake line
5-2: Connection line 5-3: Air supply line
7: Air cleaner 9: Intake hose
10: variable resonator device 20: variable resonator
30: connector 40: resonance room
50: variable resonance valve 51: electromagnet
55: double spring 55-1: main spring
55-2: sub spring 57: closed stopper
59: position sensor 60: controller
70: Resonator control map 70-1: Intake negative pressure map
70-2: Vehicle speed map 70-3: Road draft map
70-4: Booming judgment map 70-5: Driver switch map
70-6: Accelerator opening degree map
80: driver switch 90: engine ECU (Electronic Control Unit)
100: navigation

Claims (13)

A variable resonator positioned at a connection line of an intake duct forming an intake air supplied to the vehicle engine to flow into an air cleaner, and having a resonance length communicating with the connection line to generate a Helmholtz resonance effect;
A controller that checks the intake negative pressure, the vehicle speed, the road surface gradient calculated with the information of the GPS (Global Positioning System), the boom engine RPM, the driver switch operation, and the amount of opening of the accelerator, and controls the operation of the variable resonator;
Intake system characterized in that it is included.
The method according to claim 1, wherein the variable resonator is connected to the connecting line, a resonance chamber connected to the connecting pipe to generate a resonance effect, and to adjust the length of the resonance pipe leading from the connecting pipe to the resonance chamber to vary the resonance effect Intake system characterized in that it consists of a variable resonance valve.
The method according to claim 2, The resonance variable valve is provided with an electromagnet for generating electromagnetic force with a current supplied to the control of the controller, the electromagnet is the intake air flowing through the connection line by fixing the length of the resonance tube when the electromagnetic force is not generated The intake system, characterized in that, while blocking the inflow of air, when the electromagnetic force is generated, the length of the resonance tube is increased to allow the intake air flowing through the connection line.
The intake system according to claim 3, wherein the electromagnet (51) is fixed with a double spring, and the double spring is maximized when the electromagnetic force is not generated while being compressed to the maximum when the electromagnetic force is generated.
The method according to claim 4, The electromagnet and the double spring is accommodated in the resonance tube of the connector, the double spring is the maximum tensioning position is limited by a closed stopper, the closed stopper is fixed to the resonance chamber on the opposite side to the electromagnet Intake system characterized in that.
The intake system according to claim 4, wherein the movement of the electromagnet is detected by a position sensor and provided to the controller.
The method according to claim 1, wherein the intake negative pressure is 0 to 400 mmAq as a setting area, the vehicle speed is 0 to 90 Kph as a setting area, and the road slope is -15° downhill and +15° ascent. With the boom engine RPM set to less than and greater than 500 RPM based on the setting area, the operator switch operation sets the switch ON signal and the switch OFF signal of the operator switch to the setting area, and the amount of opening of the accelerator is 0 to A sensor value for 100% is set as a setting area, and each of the setting areas is characterized in that the operation of the electromagnet is divided into 0% (fully closed) and 100% (fully open) motion control.
The intake system according to claim 7, wherein the setting area and the operation control are made by mapping by a map.
The current is supplied to the electromagnet of the variable resonator into which the intake air supplied to the intake system is supplied by the controller activated with the engine operation of the vehicle. Is stopped;
Checking the intake negative pressure, the vehicle speed, the road surface gradient calculated with the information of the GPS (Global Positioning System), the boom engine RPM, driver switch operation, the amount of opening of the accelerator, and determining the power supply of the electromagnet;
Generating an resonance effect in the variable resonator by introducing the intake air by operating the electromagnet as the power supply;
Variable control method of the booming noise, characterized in that is performed as.
The method according to claim 9, Activation of the controller comprises a communication connection to the engine receiving the electronic engine control unit ECU (Electronic Control Unit) and GPS (Global Positioning System) location information, the variable booming noise control Way.
The method according to claim 12, When the conditions of the intake negative pressure and the amount of opening of the accelerator are satisfied, it is determined that the conditions of the vehicle speed are satisfied, and when the conditions of the vehicle speed are satisfied, the conditions of the road surface gradient are satisfied, and when the conditions of the road surface gradient are satisfied The booming noise variable control method is characterized in that the boom engine RPM condition is satisfied and the boom engine RPM condition is satisfied.
The method according to claim 11, wherein the intake negative pressure is 0 to 400 mmAq as a setting area, the vehicle speed is 0 to 90 Kph as a setting area, and the road slope is -15° downhill and +15° ascent. With the boom engine RPM set to less than and greater than 500 RPM based on the setting area, the operator switch operation sets the switch ON signal and the switch OFF signal of the operator switch to the setting area, and the amount of opening of the accelerator is 0 to A variable control method for booming noise, characterized in that the sensor value for 100% is set as a setting area.
The method according to claim 12, wherein each of the setting regions divides the operation of the electromagnet into operation control of 0% (fully closed) and 100% (fully open).

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