RU2512134C2 - Automotive integral noise killing module - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to transport engineering. integral noise-killing module is composed by battery of acoustic resonators integrated with standard devices. Said battery consists of acoustic resonators and/or volume expansion chambers. Open necks of the latter are communicated with the underhood space. Said battery features the following overall dimensions: length L, width B and height H. Said dimensions are composed by standard parts, that is, hood, front board and wheels mud flaps, front bumper, engine room bottom shield, i.e. engine mud flap, frame, grate, cooling system fan case and facing. Said parts make the engine room front upper and lower vent openings. Battery of acoustic resonators is composed by quarter-wave acoustic resonators and/or half-wave acoustic resonators and/or Helmholtz resonators and/or expansion chambers. Frequencies of oscillations used by said resonators f_R equal or differ from those of lower acoustic modes f_mL, f_mB, f_mH of engine room space by not over 1.2 times. Overall dimensions and expansion chamber cavities ratio multiple thereof are not equal and are not multiple of overall dimensions and engine room L:B:H ratio multiple thereof. Mutual radio of expansion chambers sizes and those of said spaces multiple thereof differ by at least 1.2 times.

EFFECT: lower noise.

21 cl, 35 dwg

Description

The invention relates to the field of mechanical engineering and is a technical device designed to reduce the noise generated by noise-active components, assemblies and systems located (arranged) in the cavity of the engine compartment of the engine compartment of a motor vehicle (ATS), mainly a car, for which problems of noise reduction are relevant radiation.

In the following description of the implementation of the claimed technical solution, it relates to suppressing (lowering) the level of that part of sound (acoustic) energy that qualifies as noise, causing harmful effects on human health and well-being, including adverse effects on the safety of technical objects (ATS) )

As you know, in a PBX equipped with a power unit including an internal combustion engine (ICE) and transmission elements such as a clutch and / or gearbox located in the cavity of the engine compartment engine compartment limited by body panels, vibrating walls of its parts, such as a block and head cylinders, oil sump, valve cover of the head of the block, the guard cover of the drive of the gas distribution mechanism and auxiliary units, as well as other vibrating thin-walled structures forming external the walls of the internal combustion engine and / or other body parts of the power unit (clutch housing, transmission case), as well as the vibro-noise thin-walled body parts of the internal combustion engine gas exchange system (intake and exhaust systems) such as the walls of the intake pipes and exhaust manifold bodies assembled with a neutralizer in the form of an integral of the module - the collector of the exhaust system, and the intake manifold of the internal combustion engine, concentrated in the cavity of the engine compartment under the hood, are typical intense sources of vibration structure polar noise usually - primary (predominant) source of external and internal noise PBX. Generating sources of intense aerodynamic noise are also concentrated in the engine compartment cavity of the engine compartment, such as a free (open) cut of the air intake pipe of the ICE intake system air intake (intake noise), the ICE cooling fan fan impeller, and the generator impeller (fan noise), which, in turn, , make a significant contribution to the formation of a diffuse sound field in a limited (closed) cavity of the engine compartment of the engine compartment of the ATS. The noise energy distributed in the engine compartment is subsequently emitted from it into the open environment mainly through the open ventilation openings of the lower part of the engine compartment (lower exit ventilation opening) and the body front area (front intake ventilation opening), limited by the frame, grille and radiator lining of the cooling system ICE. At the same time, sound waves are reflected many times from the surfaces of the walls that form the cavity of the engine compartment engine compartment - panels of the front end panel, frames, grilles, cladding and fan cover of the radiator of the engine cooling system, mudguard panels of body wheels (body wheel arches), body hood , the lower screen of the engine compartment of the body (ICE mudguard), and directly from the outer surfaces of the walls of the housings of the parts of the units and automatic telephone systems located in a partially closed cavity of the engine compartment VA engine compartment, emitted through these ventilation openings into the environment. Some (substantially smaller) part of the noise energy from the partially enclosed cavity of the engine compartment engine compartment is transmitted (penetrates) through the waveguide (air and solid) structures of the front panel panels and the front floor panels to the closed space of the passenger compartment (driver's cab) occupied by the driver and passengers . This is due to the limited sound-insulating ability of the walls of the driver's cab and / or passenger compartment enclosing the engine compartment (body panels assembled with the soundproofing package and interior details) and the presence of numerous leaky air communication noise transmission paths in such layered structures. A certain part of the noise energy in a partially enclosed cavity of the engine compartment engine compartment can be absorbed by noise absorbing claddings (porous sound-absorbing panels) additionally mounted in the engine compartment, installed, for example, on the inside surface of the hood and / or shield of the front end of the body and / or lower screen of the engine compartment (ICE mudguard), if this type of noise-absorbing claddings, a specific model of ATS is equipped, as is, in particular, shown in Fig. 1.

Reflected from the hard (in the versions of the design of the automatic telephone exchange without mounted porous noise-attenuating facings) the surface of the walls that form the cavity of the engine compartment hood compartment - the panels of the bodywork front panel, the frame and the fan cover of the radiator of the engine cooling system, the mudguard panels of the body wheels (wheel body arches), the hood the body, the lower screen of the engine compartment of the body (ICE mudguard) and other hard (dense, non-porous) surfaces of the walls of the elements (assemblies, systems) of the automatic telephone exchange in the partially closed cavity hood space of the engine compartment, the sound waves substantially are not absorbed (absorbed immaterial) because of their low transmission loss or due to the fact that the total surface area of the applied sound-absorbing linings (panels, upholstery) mounted to separate the engine compartment elements is negligible. At the same time, the available area of the open ventilation openings of the engine compartment (front input and lower output) is significant, which ultimately allows these sound waves to freely radiate out into the open environment through the indicated ventilation openings of the engine compartment. That is why, in most cases, noise-absorbing claddings (panels, gaskets, upholstery) are installed on this type of hard sound-reflecting surfaces of the panels of the ATC engine compartment, which can absorb noise energy to one degree or another (convert it into thermal energy with subsequent dissipation). This occurs, first of all, due to the expansion of the active (perceiving incident sound waves) porous surface of sound absorption located in the specified partially enclosed cavity of the engine compartment engine compartment. Figure 1 shows a schematic diagram of a typical arrangement of this type of noise-absorbing cladding in the engine compartment cavity of the engine compartment, according to well-known technical solutions (see pos. 37).

It is known to use a variety of porous absorbers of sound energy, made mainly in the form of monolithic or composite plane-sheet noise-absorbing facings (panels, upholstery, gaskets) mounted in the engine compartment (on the front panel, hood, lower screen and upper decorative engine cover, engine cover of the engine gas distribution mechanism , on the walls of various housing elements of noise-active and non-noise-active units, etc.), - see the following patent sources:

- Japanese Patent Application No. 201052660, published March 11, 2010;

- Japanese patent application No. 2007302135, published November 22, 2007;

- French patent No. 2839909, published on June 27, 2003;

- patent for utility model of the Russian Federation No. 52809, published on 04.24.2006;

- patent for utility model of the Russian Federation No. 5970, published on 02.16.1998;

- patent for utility model of the Russian Federation No. 72453, published April 20, 2008;

- patent for utility model of the Russian Federation No. 78759, published December 10, 2008;

- RF patent No. 2413855, published on 03/10/2010;

- patent for utility model of the Russian Federation No. 6375, published on 04.16.1998;

- RF patent No. 2351785, published April 27, 2009;

- RF patent No. 2149114, published on 05/20/2000;

- German patent No. 29819817, published 05/12/1999;

- patent for utility model of the Russian Federation No. 7391, published on 08.16.1998;

- European patent No. 1029742, published on 23.08.2000;

- French patent No. 2927590, published August 21, 2009;

- application for international patent No. 200490307, published on October 21, 2004;

- German patent application No. 10121683, published 07.11.2002;

- German patent No. 33202061, published 01/29/1987.

A variety of designs of screen elements are also known that cover (overlap) the lower output ventilation opening, with the effect of increasing the sound insulation of the engine compartment from the following patent sources:

- German patent No. 19534972, published on March 20, 1997;

- UK patent No. 2300607, published 13.11.1996;

- German patent No. 3346421, published 07/11/1985;

- German patent No. 19961169, published on June 21, 2001;

- German patent No. 3242604, published on 05.24.1984;

- Japan patent No. 60124578, published 03.07.1985;

- patent for utility model of the Russian Federation No. 36800, published March 27, 2004;

- patent for utility model of the Russian Federation No. 67055, published 10.10.2007;

- RF patent No. 2140371, published on 10.27.1999.

In some cases of this type, screen elements are structurally aggregated into a single multifunctional module, combined with other standard functional or decorative parts (links) of units or automatic telephone exchange systems. At the same time, sound-absorbing elements mounted on the surfaces of their walls, such as porous sound-absorbing claddings (panels, upholstery, gaskets), are characterized by their commensurate overall dimensions in length and width with a slight (significantly lower) thickness (i.e. they are sheet). This makes it possible to slightly reduce the possibility of the formation of resonant standing sound waves that form on the lower intrinsic acoustic modes of the air cavity of the engine compartment engine compartment. However, they can be significantly amplified by the amplitudes of sound vibrations as a result of dynamic excitation of natural frequencies of oscillations of the elastic mass of the air volume of the partially enclosed cavity of the engine compartment under the hood of a given geometric size, limited in height H, width B and length L, in particular between the enclosing surfaces the walls of the hood, the dashboard panel of the front end of the body, the mudguards of the wheels (wheel arches of the body), the lower screen of the engine compartment (the mudguard of the ICE), the details of the system module ICE cooling. As a result, the resonant noise radiation produced from both the front entrance and the exit lower ventilation openings of the partially enclosed engine compartment under the hood compartment engine compartment into the open environment and into the passenger room (driver's cab) of the vehicle can be amplified. As a rule, it is predominantly presented in the form of pronounced resonant sound radiation of the low- and mid-frequency range, when the half-lengths of sound waves (λ / 2) are commensurate and / or a multiple of the overall dimensions (L, B, H) of this partially closed cavity of the engine compartment engine compartment.

To attenuate the transfer of noise energy into the open environment from a partially enclosed cavity of the engine compartment of the ATS engine compartment through its open ventilation openings, a variety of combined silencing design elements are used. They are represented, in particular, by additionally mounted screen elements made of dense sound-reflecting materials (metal, polymer), which to one degree or another cover (block) the open ventilation openings of the engine compartment as emitters of acoustic energy, thereby reducing the area of emitters and increasing the soundproofing effect of the engine compartment. The complete broadening of the open noise-emitting ventilation openings of the engine compartment turns the latter into a closed-type acoustic capsule. To increase the sound insulation of the enclosing walls forming the cavity of the engine compartment, their structures can be multilayer, with the inclusion of viscoelastic vibration-damping and porous (fibrous, foamed open-cell) sound-absorbing layers.

Also, the resonant-type sound energy absorbers (acoustic resonators, volumetric expansion chambers) endowed with pronounced frequency-selective or broadband sound absorption properties are widely used as combined structural elements of noise suppression of the ATS engine compartment.

Also known are devices of rational arrangement (rational spatial distribution) of sound-emitting (sound-transmitting) ventilation openings made in the enclosing walls of a partially enclosed cavity of the engine compartment, as well as due to rational spatial arrangement of expressed (dominant) sources of its excitation and radiation in the partially enclosed cavity of the engine compartment. As a rule, in this case, small-sized (point) sound emitters are meant, the characteristic dimensions of which are significantly less than the length of the sound waves emitted by them, such as an open sound-emitting cut of the air intake pipe of the air intake system of the ICE intake system, the housing of the catalytic manifold of the ICE exhaust system, the drive pulley of auxiliary units, ICE mounted on the toe of the crankshaft, etc. Such rationalized layout solutions allow, to a certain extent, to reduce the emission of noise energy from the engine compartment of the engine compartment, in particular resonant sound radiation caused by the excitation of the lower eigenmodes of the air cavity of the ATC engine compartment. The indicated technical methods for reducing the transfer of noise energy from a partially enclosed cavity of the engine compartment to the open environment are usually used in the form of several combinations, structural elements of noise suppression, based on the increase in the effects of sound insulation and sound absorption, which will be discussed and analyzed in more detail below.

The term ״ structural elements of sound attenuation используем is used to mean porous sound-absorbing elements of the panel and volume (rocker) types, thin-walled sound-absorbing elements of the membrane type, noise-insulating enclosures, noise-insulating (acoustic) capsules, dense (non-porous) sound-reflecting screen elements (volumetric hollow cavity) resonator-type silencers (single-necked acoustic resonators with a connecting input waveguide tube channel - quarter-wave new acoustic resonators, two-necked acoustic resonators - half-wave acoustic resonators, Helmholtz resonators volume expansion chambers with connecting input and output waveguide tubular channels), mufflers of a combined type - acoustic resonators and / or volume resonance expansion chambers additionally partially or completely filled with porous sound-absorbing substance / or containing a local dissipative diffuser of sound energy such as porous fibrous or from foamed open-cell material of plugs (plugs), throttling washers, diffuser-confuser elements, etc.

The term “acoustic resonators” is used to mean frequency-tuned sound-attenuating devices (Helmholtz resonators, quarter-wave and half-wave acoustic resonators), the main functional purpose of which is to scatter (damp) the resonant radiation of sound in the waveguide gas-dynamic system to which they are connected.

Most of the well-known technical solutions devoted to structural improvements in the acoustic (noise-damping) qualities of the ATC engine compartments are aimed at increasing their soundproofing characteristics by partially or fully shielding (encapsulation, partial broaching) of open areas. In particular, it is carried out by blocking the ventilation openings and openings, up to the use of essentially sealed (closed type) acoustic capsules, completely covering the radiation source as a whole. The additional use of various local sound-absorbing devices is also noted, mainly in the form of limited dimensions of sound-absorbing panels, upholstery or gaskets mounted on body panels enclosing the engine compartment, limiting (forming) the cavity of the engine compartment engine compartment. This type of improved from the point of view of acoustics designs of ATC engine compartments, made in the form of partial or full acoustic capsules and / or containing local soundproofing housings, provide a certain soundproofing effect, as a rule, quite substantial, mainly in the high-frequency sound ranges. In the region of low and medium sound frequencies (up to 500 Hz) they do not provide an acceptable damping of acoustic energy. In some cases, there is not a weakening, but even a resonant increase in sound pressure levels recorded on individual low-frequency spectral components, which noticeably worsens the soundproofing qualities of acoustic capsules in general. For more information about this, see, for example, the following information sources:

[1] Starobinsky R.N., Fesina M.I. The study of the acoustic characteristics of the system “engine ICE intake system - passenger compartment of a car”, in the book “Noise Reduction of Reciprocating Internal Combustion Engines”, collection of scientific papers of the Moscow Automobile and Road Institute MADI, 1984, M., pp. 118-128;

[2] R. Starobinsky, M. Thessina Radiation of low frequency noise from engine of car. Proceedings. Internal Congress on recent developments in air and structure - borne Sound and Vibration. March 6-8, 1990, Auburn University, USA, Edited by Malkolm J. Crocker, vol. 1, p. 87-90, Mechanical Engineering Department, Auburn University, AL, USA;

[3] R. Starobinsky, M. Thessina External Noise car Decreasing of Smal Car. Proceedings. Inter-Noise-93, Leuven-Belgium, August 24-26, 1993, p. 1521-1524;

[4] M.Fessina, R. Starobinsky Decreasing of car intake noise, radiated though the engine compartment. Proceedings. Euro-Noise-95, Lyon (France), March 21-23, 1995, vol. 3, p. 735-740;

[5] Sterzhanov V.P., Troshenkov I.V., Murtakov G.N., Fesina M.I. A study of the causes of high noise levels in the engine compartment of VAZ automobiles, in the book "Vehicle Dynamics" VZMI, collection of scientific papers, 1982, M., p.186-193.

Known design developments related to improving the soundproofing properties of engine compartments provide for solving the problem of reducing the overall levels of external and internal noise of automatic telephone exchanges regulated by domestic standards (GOST R) and international requirements (UNECE regulations, Directives of the EEC countries), achieved by suppressing mainly medium- and high-frequency sound radiation, mainly forming the values of the normalizing parameters of the total noise levels in dBA. In this case, the most common way of practical solution of this problem is used, aimed at improving the soundproofing qualities of the engine compartment by reducing the area of open ventilation openings and openings communicating its cavity with an open environment with a concomitant increase in the sound-absorbing properties of the standard elements of the engine compartment structure. The second way to solve this technical problem involves, as a rule, the use of additional porous sound-absorbing claddings (upholstery, panels, gaskets) installed, as shown in Fig. 1, on separate standard enclosing elements of the engine compartment - panels of the bodywork front panel, frame, the lining and fan cowl of the engine cooling system radiator, panels of the mudguards of the wheels of the body (wheel arches of the body), the bonnet of the body, the lower screen of the engine compartment of the body (mudguard of the ICE). At the same time, shielding (partial broaching) of open ventilation openings and openings of the engine compartment is ineffective in the low-frequency range of sound radiation due to the high penetrating power of low-frequency sound, in which these body enclosing panels are, in fact, translucent. There are also pronounced resonant half-wave amplifications of sound at frequencies of half the wavelengths at which they coincide or are multiple of the dimensions of the partially enclosed cavity of the engine compartment engine compartment. There are also conditions of adverse interference interactions (amplifications) of the energy of low-frequency sound waves and the phenomenon of diffraction of sound in the areas of the peripheral edges of the ventilation openings (channels, openings) of the ATS engine compartment. It is also necessary to solve the problems of inconsistency of requirements for increasing the sealing of the engine compartment engine compartment cavity in relation to improving acoustics (improving sound insulation) and ensuring its effective ventilation with a sufficient degree of heat removal from the thermally loaded walls of the ATS power unit housing by directed ventilation blowing of its heat-stressed surfaces. The improvement of the acoustic (noise-damping) qualities of the automatic telephone exchange associated with the partial shielding (broadening) of the open ventilation openings of the engine compartment, called the partial encapsulation of the power unit, may also have other negative qualities - the deterioration of the weight and economic (cost) indicators, the complexity of the maintenance process of the automatic telephone exchange.

The predominantly low-frequency nature of the noise emitted by the vehicle in the open environment, as well as the pronounced anomalous directivity of low-frequency radiation (see information sources [1, 2, 3, 4, 5]), reported by the design of the engine compartment, and the absence of an acceptable soundproofing effect of the engine compartment in the field of low frequencies determine the relevance of solving the technical problem of its rational constructive improvement, which implements the claimed technical device.

For the low-frequency long-wavelength sound range, the influence of such design factors and physical features of the formation of the sound field in the cavity of the engine compartment of the engine compartment of the ATS, such as the lack of parallelism of the opposite side walls of the panels involved in the formation of the cavity of the engine compartment of the engine compartment, such as mudguard panels wheel arches of the body), their complex (non-planar) geometric shape, as well as partial clutter of the cavity under the hood space of the engine compartment, mounted in it aggregates and PBX systems, as shown by experimental studies, does not play a significant role. This is due to the incommensurability of the characteristic geometric dimensions of these deviations with comparable radiation wavelengths (λ) in the considered frequency range of 50 ... 500 Hz. Encapsulation (partial broadening) of open ventilation openings (openings), by correspondingly changing the design (geometry), for example, the bottom screen of the engine compartment of the body (ICE splash guard), as a rule, is not an effective means of reducing the low-frequency radiation of the vehicle in the environment. Radiation of low-frequency ATS noise generated by its noise-active units and systems located inside a partially enclosed cavity of the engine compartment under the hood, carried out through its ventilation openings, is of a significantly resonant nature (see more information in the information sources [1, 2, 3, 4, 5]). As it was, in particular, established according to the results of [1], the resonant frequencies of sound radiation correspond to the first (m = 1) - transverse (f _B ), longitudinal (f _L ) and elevation (f _H ) forms (acoustic modes) of elastic vibrations mass of air volume enclosed in the engine compartment cavity of the engine compartment. As follows from the publications cited, the lowest resonant frequency of sound vibrations (zero acoustic mode - f ₀ ) in this case corresponds to fluctuations in the elastic mass of air in the volume of the cavity of the engine compartment under hood space, as in the Helmholtz resonator, complementing the high degree of unevenness of the sound spectrum at resonant frequencies.

Reducing the area of open ventilation openings of the ATS engine compartment by partially or fully covering (overlapping) it is most easily achieved by improving the design of the lower screen of the engine compartment of the body (ICE splash guard) by developing (increasing the standard dimensions) its shielding (soundproofing) surface. The lower screen of the engine compartment of the body (ICE splash guard), in addition to its direct functional purpose - to protect the engine compartment cavity under the hood from dirt and fine road gravel, as well as to reduce the aerodynamic drag of a moving vehicle — it is advisable to use it as an accompanying useful multifunctional element of the engine compartment, improving, including its acoustic (soundproofing) characteristics. This applies to cases when the lower screen of the engine compartment of the body (ICE splash guard) is converted into an area-developed element of the engine compartment, sufficiently tightly (completely) covering its entire lower part (covering the free spaces between the body of the power unit and the enclosing body panels of the engine compartment with partial or complete overlapping of the lower outlet ventilation opening, and to the options for using the original designs of the lower screens of the engine compartment of the body (ICE mudguards), for example, with nnym therein ventilation apertures disposed in predetermined spatial regions are optimized in terms of acoustics, ventilated, aerodynamics, heat removal, etc. [1], see in particular patent specifications describe sources.:

- USSR copyright certificate No. 1468811, published on March 30, 1989;

- USSR copyright certificate No. 149349, published July 15, 1989;

- USSR copyright certificate No. 1572904, published on June 23, 1990;

- USSR copyright certificate No. 1632808, published on 03/07/1991;

- RF patent №2123438, published on December 20, 1998;

- Japan patent No. 8314469, published November 29, 1996;

- Japan patent No. 9090960, published 04.04.1997;

- Japan patent No. 8030276, published 02.02.1996;

- Japan patent No. 8030277, published 02.02.1996.

Despite the formal simplicity of the implementation of the above technical solutions, their practical use is very limited for reasons of insufficiently high efficiency of low-frequency radiation suppression with a concomitant increase in the transmission of high-frequency sound radiation into the environment that occurs through the engine compartment (engine ICE), additionally introduced in the lower screen, or hood body ventilation windows. There is also the difficulty in realizing a rationalized arrangement of ventilation windows and / or an open cut (sections) of the intake pipe of the air cleaner of the engine intake system, as one of the intense sources of noise radiation, in the cavity of the engine compartment of the ATC engine compartment in the spatial zones declared (in the above patent documents), having a lower level of re-emission of low-frequency sound from the engine compartment, according to the real possibilities of layout and / or decorative and aesthetic their design considerations in ATS design.

While the technical problems of reducing high-frequency external noise of ATSs are relatively easily implemented by using additional porous noise-absorbing claddings (panels, upholstery, gaskets) with partial or full encapsulation of its engine compartment (see Fig. 1), the task of reducing the resonant low-frequency radiation from open ventilation openings of the engine compartment under the hood of the engine compartment by the indicated techniques is very unproductive. It is also known that additional suppression of sound energy in a limited airspace, it is possible to achieve with a corresponding increase in the dimensions of the sound-damping technical devices used in it. In these cases, technical implementations include, for example, increasing the volume (mass) of the porous sound-absorbing substance used by increasing the thickness and surface area of the sound-absorbing panel (upholstery, gaskets) or increasing the spatial angle of coverage of a local radiation source by approximating the noise-absorbing device directly to the source radiation (excitation) of sound. However, this type of structural improvement aimed at improving the acoustic properties of a technical object (lowering noise levels) is associated with significant difficulties in their practical implementation due to strict layout restrictions (lack of free zones in the engine compartment for installing this type of large-sized noise suppressing elements). There are also problems ensuring the ATS requirements for efficient ventilation of the cluttered cavity of the engine compartment engine compartment, fire safety, ease of maintenance, etc. Worsening material and cost problems are also of great importance.

The purpose of the proposed technical solution is to expand the scope, unification and simplification of the arrangement of noise suppressing devices (structural elements of noise suppression) in the limited (cramped, cluttered aggregates and systems) engine compartment spaces of the ATE engine compartments by providing (expanding) the multifunctional use of standard ATE structural elements (for example, determining its exterior), in particular, the use of the front bumper of a car and / or the hood of the car, and / or lower ana engine compartment body (mudguard ICE) and / or the internal combustion engine cooling system radiator fan casing) as suitably combined, interlocked with the composition administered in their noise-reducing elements forming integrated modules shumozaglushayuschie endowed with elevated shumozaglushayuschimi properties.

Typical constructions of bumpers of passenger cars ATS included in the multifunctional integrated noise-damping modules included in the composition of multifunctional integrated noise-attenuating modules are complex spatial structural elements consisting of external exterior monolithic shells with elements of their fastening to the body (frame) of the automatic telephone exchange and internal frame (stiffness) elements, forming a variety of open, partially or completely closed cavities and cells, known, for example, from the following patent sources:

- French patent No. 2631906, published 01.12.1989;

- German patent No. 3704652, published on 08.25.88;

- German patent No. 3740787, published 06/22/1989;

- French patent No. 2599687, published December 11, 1987;

- Application for International Patent No. 2011129147, published on October 20, 2011;

- RF patent No. 2085418, published July 27, 1997;

- RF patent No. 21118265, published on 08.27.1998,

- RF patent No. 2077998, published on 04/27/1997.

The disadvantage of these known technical solutions (designs of bumpers ATS) is not wide enough range of performance of various useful functions. In particular, this refers to the irrational use of their internal volume, formed by the external monolithic shell and internal frame elements, with regard to endowing them with additional acoustic (noise-damping) function. The above-mentioned well-known devices of car bumpers perform only the functions of providing the vehicle with passive safety requirements (both in a collision with a vehicle or a fixed obstacle, and when riding a pedestrian), in accordance with national standards (GOST) and international requirements (UNECE rules, EU Directives), as well as for some improvement of its aerodynamic characteristics and compliance with a given exterior appearance of the decorative design. At the same time, they are not involved with respect to ensuring its functioning in the form of an additional noise suppressing device producing directional suppression of noise energy localized in a partially enclosed cavity of the engine compartment engine compartment.

Also known are devices of integral structural modules (multifunctional devices) in the form of lower screen elements of the ATS engine compartment, combining the useful functions of protecting the engine compartment from pollution, and some improvement of aerodynamic and acoustic characteristics. For example, technical devices are known that contain batteries of grouped acoustic (noise-damping) resonators, as is, among other things, shown at pos. 38 in FIG. 1, see also the following patent sources:

- Japan patent No. 7013573, published 01/17/1995;

- Japan patent No. 8030276, published 02.02.1996;

- Japan patent No. 8030277, published 02.02.1996;

- Japan patent No. 8314469, published November 29, 1996;

- Japan patent No. 9090960, published 04.04.1997;

- Japan patent No. 9263269, published on 10/07/1997;

- Japan patent No. 11352973, published 24.12.1999;

- Japan patent No. 2000010569, published 01/14/2000;

- Application for International Patent No. 201092968, published on 08.19.2010;

- German patent No. 4409200, published September 29, 1994;

- UK patent No. 2309439, published 01/08/1997.

Also known are devices of an integrated structural module (multifunctional device) in the form of a sound-absorbing lining for a body hood panel containing resonant cavities representing a battery of acoustic resonators in its structure - see French Patent No. 2882540, published on 09/01/2006, and International Patent Application No. 2007010153 published on January 25, 2007.

The term “battery of acoustic resonators” is used to mean identical or different types of acoustic resonators and / or volumetric expansion chambers that are structurally combined in series or parallel into a single nodular modular element to purposefully obtain an increased sound-damping effect in magnitude and / or in expanding the frequency range of noise suppression.

The presented well-known technical devices of integrated noise-attenuating modules (in the form of multifunctional devices) are mainly based on the use of standard structures of the body hood panels or the lower screen of the ATS engine compartment (ICE splash guard) made in the form of load-bearing structural elements into which acoustic (noise-attenuating) batteries (families) are integrated ) Helmholtz resonators, and / or volumetric expansion chambers. The versatility of this type of device is predetermined by the combination of the performance by them, in particular, of the functions of protecting the engine oil sump (sump) from possible mechanical damage when the ATS moves on imperfect road surfaces, when the ATS collides with a large single roughness (cobblestone), when moving a large bump, crossing the ATS unaligned railway section, etc. overcoming various types of road obstacles (imperfect road surfaces, agricultural backgrounds), with the accompanying (parallel) performance of the useful function of the device for attenuation of sound energy emitted by the power unit and its systems in the engine compartment of the ATS engine compartment. This type of multifunctional technical device is also designed to protect the space of the engine compartment and the units and systems located in it from pollution, water or snow. They also perform an accompanying useful function of reducing the aerodynamic drag of a moving vehicle, being an effective underbody aerodynamic spoiler. The families of volumetric acoustic resonators integrated in their structure, made in the form of families of expansion air-blown chambers with an inlet and outlet channel (hole, pipe), turn them into corresponding sound-damping devices, which weaken, to one degree or another, the level of acoustic energy generated in the space cavity engine compartment operating ICE, its units and systems (see, for example, pos. 38 in figure 1). The frequency range of damping the acoustic energy produced by this type of integrated noise damping modules, determined by the small size of the chamber cavities, the diameter and wall thickness of the hole (length of the pipe), as follows from the descriptions of the above patent sources, is mainly in the high-frequency region of the sound spectrum (over 500 Hz).

The enclosing body panels of the ATC, forming a partially-enclosed cavity of the engine compartment engine compartment, can also be made in the form of multifunctional technical devices containing batteries of grouped acoustic (noise-damping) resonators - see the following patent sources:

- Japan patent No. 60248437, published 09.12.1985;

- European patent No. 2210783, published on July 28, 2010;

- Japan patent No. 10116084, published on 05/06/1998;

- RF patent No. 2412820, published on 02.27.2011;

- US patent No. 6290022, published 21.12.1999;

- French patent No. 2943594, published 01.10.2010;

- Application for International Patent No. 2007088293, published on 09.08.2007;

A significant drawback of this type of known technical devices is their weak sound-damping qualities in the field of low and medium frequencies (50 ... 500 Hz) which dominate in the spectra of sound radiation. This is due to the design features of this type of noise suppressing devices made in the form of small resonator (volumetric expansion) chambers, combined with the small dimensions of the inlet and outlet throat parts (passage sections and lengths of pipes connected to the chambers forming the corresponding throats). However, in order to provide reasonably high damping values in the indicated actual region of low and medium frequencies of the sound spectrum, a substantial multiple increase in the overall dimensions of this type of noise-suppressing chambers (resonant and / or volumetric expansion) is necessary. At the same time, it cannot be implemented in typical designs of automatic telephone exchanges, in particular passenger cars, primarily due to the limited technical capabilities of the layout of large-sized devices in the cramped conditions of severe restrictions on free spaces in the engine compartment and / or otherwise the need for emergency increasing the size of the engine compartment of the ATS and / or reducing clearance (clearance) when using this type of large-sized structures. This, in turn, leads to a deterioration in cross-country exchanges, an increase in material consumption and an increase in their cost. A high degree of overlapping (overlapping) of the lower outlet ventilation opening of a partially enclosed cavity of the engine compartment, carried out using various types of large-sized screen elements, for example, using a device with a developed surface of the lower screen of the engine compartment of the body (ICE splash guard), substantially worsens the effective ventilation of the engine compartment that does not provide acceptable heat removal from the thermally loaded walls of the hull parts of the internal combustion engine, exhaust manifold and receiving the exhaust pipe. In turn, this complicates the reliable functioning of the internal combustion engine cooling system and the provision of acceptable fire safety and reliability of the operated automatic telephone exchange, which can be a significant obstacle to the use of this type of technical devices in the modern design of automatic telephone exchanges, in particular, passenger cars.

Partially closed cavities of the engine compartment of the ATS engine compartments formed by the bodywork panels, in particular, in cars of various classes (segments) produced by the global automotive industry (A ... E classes according to the European classification), are determined by the dimensions of length L, width B and height H the cavity of the engine compartment engine compartment. They are mainly in the range 0.5 ... 2.0 m and are characterized by the most energy-intensive lower intrinsic acoustic modes f _mL , f _mB and f _mH , which are, first of all, their first three lower eigenmodes m _L , m _B , m _H = 1, 2, 3, forming in this type of partially-enclosed air cavities.

As you know, in general terms, an air volume as an elastic mass oscillating at its own frequencies, located in a closed (partially closed, containing ventilation openings) three-dimensional cavity, determined by the overall dimensions of length L, width B and height H, limited by rigid sound-reflecting walls, is characterized spectrum of natural frequencies of oscillations (natural acoustic modes), the discrete values of which are determined according to expression (I):

$$f_{m_L,m_B,m_H}=\frac{c}{2}\sqrt{{\left(\frac{m_L}{L}\right)}^2+{\left(\frac{m_B}{B}\right)}^2+{\left(\frac{m_H}{H}\right)}^2},Gc,\left(\text{one}\right)$$

where c is the speed of sound in air (c = 340 m / s at + 20 ° C);

L, B, H — rib lengths (overall dimensions of a three-dimensional cavity), m;

m _L , m _B , m _H = 1, 2, 3 ... (integers).

As a rule, the most energy-intensive, in this case, are the first three lower eigen acoustic modes (m _L , m _B , m _H = 1, 2, 3).

There is the effect of coincidence (multiplicity) of half the lengths of the corresponding sound waves (λ _c / 2) with the specified overall parameters of the engine compartment cavity of the engine compartment L, B, H, determined by the frequency range f _c = 170 ... 680 Hz, falling into the above-mentioned low - and the mid-frequency region of the sound spectrum of 50 ... 500 Hz. Indeed, the length of the sound wave (λ), taking into account the dependence on its frequency, at a known velocity of its propagation in an elastic (air) medium, is determined by the expression (2):

$$\lambda =c/f,m,\left(\text{2}\right)$$

where c is the speed of sound, m / s (for air at a temperature of + 20 ° C, the speed of sound s = 340 m / s);

f is the oscillation frequency, Hz (s ^-1 ).

In the marked sound frequency range of coincidence f _c = 170 ... 680 Hz, the wavelengths λ _s are in the range 0.5 ... 2.0 m and, accordingly, half the wavelengths, λ _s / 2 are in the range 0.25 ... 1.0 m. air volume partially closed cavity engine compartment of a motor compartment on the respective values of the natural frequencies of sound vibrations f _c is characterized by specific parameters of the acoustic modes defined predetermined geometrical parameters of the air cavity (width B and a length L, height H), and can be considered (approximated tsya) as an acoustic element (dead-end waveguide) type volumetric expansion chamber and / or Helmholtz resonator. In particular, this applies to embodiments of the engine compartment engine compartment in the form of a fully enclosed acoustic capsule, which is discussed in the following patent sources:

- European patent No. 09221291, published 09.06.1999;

- French patent No. 2942504, published on 08.27.2010,

- German patent No. 2914209, published on 10/18/1979;

- German patent No. 3402731, published 08.08.1985;

- German patent No. 19543495, published on 05/28/1997;

- German patent application No. 102008027207, published December 10, 2009;

- RF patent No. 1320476, published on 10.26.1984;

- Application for International Patent No. 2007141193, published December 13, 2007;

- German patent No. 2620774, published December 16, 1976;

- German patent application No. 102006009600, published September 6, 2006;

- German patent No. 2740918, published 03/22/1979.

However, in some cases, this type of acoustic capsule in the low-frequency range can also be an undesirable sound-amplifying element that increases the level of radiation of low-frequency sound (noise) at the lower eigen resonating modes (and multiple harmonic components) [1].

Thus, one of the urgent technical tasks of developing low-noise structures of automatic telephone exchanges, in particular cars, is the rationalization of the design of the engine compartment, aimed at increasing its sound-damping properties by eliminating the formation of intense low-frequency acoustic resonances in it. First of all, this refers to providing an increased sound damping effect in the low- and mid-frequency ranges, which are the dominant frequency ranges in typical spectra of noise emissions from cars.

It is known to use integrated noise-attenuating modules containing noise-attenuating resonator cavities integrated into the elements of the vehicle body in the form of suitably blocked acoustic resonators in a battery of acoustic resonators. They are presented, in particular, in the following patent sources:

- French patent No. 2895714, published on July 6, 2007;

- US patent No. 6719078, published October 24, 2002;

- Application for International Patent No. 2007010153, published January 25, 2007;

- US patent No. 6290022, published September 18, 2001;

- Japan patent No. 8030276, published 02.02.1996;

- Japan patent No. 8030277, published 02.02.1996;

- Japan patent No. 8314469, published November 29, 1996;

- Japan patent No. 9263269, published 07.09.1997;

- Japan patent No. 9090960, published 04.04.1997.

Known devices of integrated noise-attenuation modules containing appropriately interlocked acoustic resonators in the batteries of acoustic resonators are characterized not only by weak noise-attenuation ability in the low-frequency sound range due to their small size, but also by pronounced “dips” (lack of noise-attenuation effects) in the frequency characteristics of noise attenuation caused by interaction and the influence of the nearby acoustic (hydrodynamic) fields of nearby throats (mountains parts) of acoustic resonators relative to each other, in cases where their own (resonant) frequencies slightly (less than 20%) differ from each other.

A device of an integrated noise-attenuating automatic telephone exchange module, described in US Patent No. 6719078, published on 10.24.2002, which contains a battery of volumetric (box-type) acoustic resonators made in the form of various waveguide air duct labyrinths integrated into standard automatic telephone exchange panel elements, is selected as a prototype. including - in the front bumper of the body and the radiator lining of the engine cooling system of a passenger car. This type of battery of acoustic resonators, formed as part of an integrated sound-damping module (interlocked with standard bumper and radiator linings), performs the function of sound-damping devices designed primarily for high-frequency reduction of aerodynamic noise generated by fan systems of the internal combustion engine cooling system located inside the engine compartment cavity engine compartment. Structurally, the technical solution of the prototype is characterized by a weak noise-canceling effect on the low-frequency sound field, which is formed in a partially closed cavity of the engine compartment, represented by a distributed number of discrete resonant components of the sound spectrum expressed in the lower eigenmodes of the air cavity of the engine compartment, requiring, as a rule, a significant attenuation of low-frequency noise levels . The prototype does not provide an effective impact on the transmission barrier of low-frequency sound radiation from the front of the ATC engine compartment, which is characterized, as a rule, by the most intense noise of the ATC, due to the location of the corresponding sources of low-frequency sound radiation in this area - a cut of the intake pipe of the air cleaner of the ICE intake system, fan the radiator of the internal combustion engine cooling system, noise-active housings, impellers and drive pulleys of the internal combustion engine auxiliary units (generator torus, a starter, a water pump).

As is known, typical resonant absorbers of sound energy are predominantly selective (frequency selective) noise suppressors. In this regard, in order to expand the effective frequency absorption band with their help, it is necessary to use the family (battery) more efficiently, consisting of several acoustic resonators, which can be connected in an interconnected chain in parallel and / or in series. The indicated properties of the connections of various resonator devices into a blocked battery of acoustic resonators can be realized to a certain extent by integrating them into the structures of the constituent parts of standard parts and nodes of the automatic telephone exchange — the front bumper, the hood of the body, the casing of the radiator for cooling the internal combustion engine, and the lower screen of the engine compartment (ICE splash guard) . For these purposes, acoustic resonators of both identical and different types and sizes can be used. Also, porous sound-absorbing structures of materials placed in the cavities of individual chambers (resonant and / or volume expansion) can be additionally included in the battery of acoustic resonators. In this type of design variants of the claimed technical device, a combined integrated noise damping module is formed, which allows achieving, along with highly effective suppression of sound energy at low frequencies, an additional broadband frequency sound spectrum (including the high-frequency region) with a significant level of noise energy damping effect. In this regard, the accompanying solution to the problem of eliminating unsatisfactory cost parameters and environmental safety indicators used by typical monolithic (sheet, whole-molded) structures of porous sound-absorbing materials (ZPMs) as part of this type of noise-attenuating devices, presented in the form of combined integrated noise-attenuating modules, is of great importance. In particular, they are caused by the negative environmental impact of the use of “environmentally dirty” technological processes for the extraction of “new” feedstock for its subsequent processing and production of porous ZPM from it. Also, directly in the production of technical noise absorbing devices from it, including the final stage, subsequent to their operation, for example, as part of a telephone exchange, with the need for their final disposal, when environmental damage arises from the indicated disposal process at the end of the life cycle of the telephone exchange. The increasing volumes of extraction of expensive initial mineral (basalt, quartz) and / or hydrocarbon (oil, gas) raw materials used for the subsequent production of porous mineral products from them, taking into account the irreplaceability of these raw mineral and hydrocarbon resources, leads to their inevitable depletion, with the accompanying technological processes of environmental pollution, both in the processes of its extraction, and transportation and subsequent technological processing. A significant technical problem is, in particular, environmentally hazardous (environmentally dirty) recycling used as porous ZPM, foamed open-cell ZPM, for example, polyurethane foams. She does not allow their further energy utilization by burning. There is an unsatisfactory (limited) suitability of this type of noise-reducing parts and components for recycling technologies after the completion of their life cycle due to the complexity of dismantling and separation of dissimilar materials in multilayer structures. Traditional technological methods of recycling recycled recycling of acoustic materials (porous ZPM), as a rule, are associated with complex chemical and technological processes of their splitting, which leads, inter alia, to additional financial costs, and also causes negative environmental impact. Recycling secondary recycling of fragmentation products (ZPM fragments, fibrous semi-finished products, separate layers, etc.) as part of a variety of sound-absorbing elements using energy recovery methods, carried out, for example, to extract electrical, thermal and gas energy hidden in materials of organic origin The slag contained in the fragmentation products requires the use of highly complex and expensive technologies. In addition, the products of the secondary recycled recycling fragmentation of noise-absorbing elements, as a rule, are not uniform in their structural composition, which requires the use of additional technological operations for their separation and complicates the process of such processing. In the case of the disposal of this type of waste containing porous ZPM by burial in the repositories, material costs also increase due to the lack of free places for their disposal, there is a rejection of significant free spaces that could be used for the benefit of society.

ATS, in particular a passenger car, contains a motor compartment forming an engine compartment with a front inlet and bottom outlet ventilation openings in the form of a limited, partially enclosed air cavity formed by body panels enclosing it and standard units of units and systems attached to the engine compartment, with integrated by the claimed technical device, made in the form of an integrated noise damping module containing structural elements of noise damping, mainly resonant th and the combined type, in the form of acoustic resonators battery composed of bulk acoustic resonators or expansion chambers, or a combination consisting of combinations of structural elements shumozaglusheniya, a throat (throat portion) of which are connected to the air volume of said partially closed space, engine compartment hood space. Inside the chamber cavity and / or in the throat (throat part) of at least one acoustic resonator and / or volumetric expansion chamber, a porous sound-absorbing ZPM structure may be contained, and in the chamber walls and / or throat parts of acoustic resonators and / or volumetric expansion chambers through damping and / or drainage holes of the perforation may be contained. This type of integrated silencing module is a multifunctional device that is interlocked in a single unit (module), with standard parts and components of units and systems of automatic telephone exchanges, such as the front bumper of the body, the fan cover of the radiator of the engine cooling system, the body hood, the lower screen of the engine compartment (engine mudguard )

The claimed technical solution appropriately ensures (achieves) equality (proximity of values differing by no more than 1.2 times) or multiplicity (difference by a multiple of times) of the natural (resonant) vibration frequencies of the used acoustic resonators f _R and the values of the natural frequencies (lower acoustic modes) of the elastic mass of the air volume of the cavity of the engine compartment hood of the ATS engine compartment (f _mL , f _mB , f _mH ). The problem of ensuring the effective functioning of this type of battery of acoustic resonators consists, inter alia, in eliminating their possible mutual resonant interaction, followed by the negative effect of amplification of the sound by individual closely spaced acoustic resonators, causing dips in the frequency response of the damping, when implemented structural variants with close values their own (resonant) frequencies. It is carried out by appropriate spatial placement (removal) of their throats (throat parts) relative to each other, introducing additional damping dissipative elements in the throat and cavity (chamber) parts of the resonator devices. The device of an integrated noise-damping module, including the listed original acoustic devices and standard elements of the automatic telephone exchange, provides not only a reduction in noise levels of the automatic telephone exchange, but also, being a multifunctional element, it must simultaneously satisfy, for example, the regulatory requirements for passive safety of the automatic telephone exchange, improve its aerodynamic properties, and inform it protective and decorative functions.

A battery of acoustic resonators as part of an integrated sound-damping module can be formed by various types of resonator and chamber devices (see Fig. 2, 2a, 3, 3a, 4, 4a, 4b, 5):

определяется согласно выражению (3)- quarter-wave acoustic resonators (FIGS. 2, 2a) in the form of hollow tubular elements containing end parts muffled from one side by hard sound-reflecting bottoms (partitions), and their open sections - throats (throat parts) connected (communicated) to the air cavity engine compartment engine compartment; natural (resonant) frequency of this type of quarter-wave acoustic resonator $$f_{R^{\mathrm{one}}}$$

determined according to expression (3)

$$f_{R^{\mathrm{one}}}=\frac{k_{\mathrm{one}}c}{\mathrm{four}{l}_{R^{\mathrm{one}}}},Gc,\left(\text{3}\right)$$

where k ₁ = 1, 3, 5 ...;

s is the speed of sound, m / s;

$$l_{R^{\mathrm{one}}}$$ - the dynamic length of the quarter-wave acoustic resonator, measured from the surface of the hard sound-reflecting bottom (septum) to the open cut of the throat (throat), supplemented by the dynamic elongation created by the oscillating air column concentrated in the cavity of the tubular element, taking into account the attached mass of air located outside the open plane the throat cut of the throat (throat part) equal to 0.1 ... 0.3d, where d is the diameter of the throat (throat part) of the quarter-wave acoustic resonator. The overall dimensions of the dynamic lengths of tubular elements, quarter-wave acoustic resonators should be appropriately interconnected (mutually agreed) with the dimensions of the width B, length L and height H of the engine compartment under the hood. As follows from expression (1), its first eigenmodes (m = 1) correspond to the half-lengths of sound waves λ _c / 2, which are established between its opposite walls in the indicated overall dimensions L, B, H

$$\begin{array}{ccc}{l}_{R_{\mathrm{one}}^{\mathrm{one}}}=\frac{\mathrm{<figure-callout\; id="2"\; label="L"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">L</figure-callout>}}{2},& {\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}=\frac{\mathrm{<figure-callout\; id="2"\; label="B"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">B</figure-callout>}}{2},& {\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}=\frac{H}{2}\end{array}\left(\text{four}\right)$$

Observance of the condition according to expression (4) provides tuned suppression of the amplitudes of sound vibrations by the used quarter-wave acoustic resonators at the indicated intrinsic (resonance) modes of oscillations f _mL , f _mB , f _{mH of the} air volume of the engine compartment cavity under the hood (V _к = L × B × H ),

определяется согласно выражению (5):- half-wave acoustic resonators (Fig.3, 3a), made in the form of hollow, curved U-shaped tubular elements connected (turned) with their both open sections of the throat (throat parts) to the cavity of the engine compartment of the engine compartment by means of these tubular throat parts - throats ; natural (resonant) frequency of this type of half-wave resonator $$f_{R^{\mathrm{eleven}}}$$

determined according to the expression (5):

$$f_{R^{\mathrm{eleven}}}=\frac{k_{2}c}{2l_{R^{\mathrm{eleven}}}},Gc,\left(\text{5}\right)$$

where k ₂ - 1,2, 3,4, ...;

s is the speed of sound, m / s;

- динамическая длина полуволнового акустического резонатора, отсчитываемая от плоскостей открытых срезов его горловых частей - горл (геометрическая длина трубчатого элемента), дополненная участками динамических удлинений, создаваемым колеблющимся воздушным столбом, сосредоточенным в полости трубчатого элемента, с учетом присоединенных масс воздуха, находящихся за плоскостями обоих открытых горловых срезов горл (горловых частей), равным 0,2…0,6d, где d - диаметр горл (горловых частей) полуволнового акустического резонатора; габаритные размеры с учетом динамических удлинений трубчатых элементов $$l_{R_1^{11}}$$

, $$l_{R_2^{11}}$$

, $$l_{R_3^{11}}$$

, полуволновых акустических резонаторов соответствующим образом взаимосвязаны с габаритными размерами ширины В, длины L и высоты Н полости подкапотного пространства моторного отсека согласно выражению (6): $$l_{R^{\mathrm{eleven}}}$$

- the dynamic length of the half-wave acoustic resonator, counted from the planes of open sections of its throat parts - the throat (geometric length of the tubular element), supplemented by sections of dynamic elongations created by an oscillating air column concentrated in the cavity of the tubular element, taking into account the attached masses of air located beyond the planes of both open throat sections of the throats (throat parts) equal to 0.2 ... 0.6d, where d is the diameter of the throats (throat parts) of the half-wave acoustic resonator; overall dimensions taking into account dynamic elongations of tubular elements $$l_{R_{\mathrm{one}}^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}$$

, $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}$$

, half-wave acoustic resonators are correspondingly interconnected with the overall dimensions of the width B, length L and height H of the cavity of the engine compartment of the engine compartment according to expression (6):

$$\begin{array}{ccc}{l}_{R_{\mathrm{one}}^{\mathrm{eleven}}}=L,& {\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}=B,& {\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}=H.\end{array}\left(\text{6}\right)$$

, $$l_{R_2^{11}}$$

, $$l_{R_3^{11}}$$

полуволновых акустических резонаторов;Observance of the above condition (6) provides a tuned suppression of the amplitudes of sound pressure at the lower eigen (resonant) vibration modes f _mL , f _mB , f _{mH of the} air volume of the engine compartment _{under the} hood (V _к = L × B × H) using half-wave acoustic resonators, due to ensuring the coincidence of half the lengths of sound waves of the corresponding acoustic modes of the air volume of the cavity of the engine compartment of the engine compartment with the dynamic lengths of the tubular elements $$l_{R_{\mathrm{one}}^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}$$

, $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_{R_{}^{}}$$

half-wave acoustic resonators;

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111},$$

определяемыми взаимосвязанным сочетанием заданных объемов камер, длин (динамических длин) и площадей проходных сечений горл (горловых частей) резонаторов Гельмгольца с габаритными размерами ширины В, длины L и высоты Н полости подкапотного пространства моторного отсека; значения приведенных в выражении (7) собственных (резонансных) частот $$f_{R1}{}^{111},$$

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111}$$

устанавливаются равными значениям собственных частот (низших собственных мод) f_mB, f_mL, f_mH полости подкапотного пространства моторного отсека; таким образом обеспечивается настроенное подавление звуковых давлений на низших собственных (резонансных) модах колебаний f_mB, f_mL, f_mH воздушной полости подкапотного пространства моторного отсека, используемыми резонаторами Гельмгольца R₁, R₂, R₃, характеризуемыми собственными (резонансными) частотами $$f_{R1}{}^{111},$$

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111},$$

согласно выражению (7):- Helmholtz resonators (Figs. 4, 4a) with single throat parts (throats) or with several supply channels (throat part) represented by through holes of perforation made in the chamber wall (mainly round or other geometric shape, for example, in the form of slotted perforations with bends) or mesh cells; The "dynamic length" of this type of single tubular throat h ₁ , h ₂ , h ₃ or the "dynamic length" of the supply channels (neck portion) in the form of perforation holes made in the wall of the Helmholtz resonator chamber is determined taking into account the vibrating air mass attached to them; oscillating mass of the air column in the throat (throat portion) of the Helmholtz resonator is also formed the flow section area of the throat (throat portion), or the total area of the feeding channels in the form of through-bores forming throat - (neck portion) F _{of holes;} Helmholtz resonators with their open sections are connected to the cavity of the engine compartment under the hood, are characterized, in particular, by their own (resonant) frequencies $$f_{R\mathrm{one}}{}^{111},$$

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111},$$

determined by an interconnected combination of predetermined chamber volumes, lengths (dynamic lengths) and passage areas of the throats (neck parts) of Helmholtz resonators with overall dimensions of width B, length L and height H of the engine compartment under the hood; the values given in expression (7) of the natural (resonant) frequencies $$f_{R\mathrm{one}}{}^{111},$$

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111}$$

are set equal to the values of the eigenfrequencies (lower eigenmodes) f _mB , f _mL , f _{mH of the} cavity of the engine compartment of the engine compartment; in this way, a tuned-in suppression of sound pressures at lower eigenmodes (resonance) of vibration modes f _mB , f _mL , f _{mH of the} air cavity of the engine compartment under hood space used by Helmholtz resonators R ₁ , R ₂ , R ₃ characterized by natural (resonant) frequencies is ensured $$f_{R\mathrm{one}}{}^{111},$$

$$f_{R2}{}^{111},$$

$$f_{R3}{}^{111},$$

according to the expression (7):

$$f_R{}^{111}=\frac{\mathrm{<figure-callout\; id="2"\; label="c"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">c</figure-callout>}}{2\pi }\times \left(\sqrt{k_P/V_k}\right),Gc,\left(\text{7}\right)$$

where k _n - conductivity throat (throat portion) of the Helmholtz resonator, m;

V _k is the volume of the chamber of the Helmholtz resonator, m ³ ;

$$k_P=\frac{n\times F_{\mathrm{about}t\mathrm{at}}}{\left(h+0.8\sqrt{F_{\mathrm{about}t\mathrm{at}}}\right)},\left(\text{8}\right)$$

where F _resp - the area of the throat (throat) of the Helmholtz resonator, m ² ;

n is the number of perforation holes forming the throat (throat part) of the Helmholtz resonator (with the embodiment of the throat (throat part) of the resonator by several supply channels represented by through holes of the perforation);

h is the "dynamic length" of the throat (throat portion) of the Helmholtz resonator, taking into account its elongation from the oscillating mass of air attached to the throat (throat portion), m;

- volumetric expansion chambers connected by open sections of their throats (throat parts) to the cavity of the engine compartment of the engine compartment (Fig. 5);

volumetric expansion chambers are types of hollow waveguide sound-damping devices based on realizations of energy dissipation of sound waves propagating through waveguide elements connected in series and / or parallel to them, with sharply different wave (acoustic) impedances to the passage (propagation) of sound waves, causing multiple reflection effects sound waves in the opposite direction to the source of their radiation (propagation) in places of their sharp (abruptly figurative) changes (narrowing, expansion) of the bore; as a result of the processes of propagation of sound waves through this type of composite waveguide chains, with associated frictional losses during their multiple passage, the energy of sound waves is dissipated with its conversion into thermal energy; this type of noise suppressing devices are not acutely tuned (narrow-band) in frequency composition, but are broadband noise suppressing devices with prominent periodic dips in the frequency response of muffling; in their frequency characteristics of the muting, areas are distinguished where the magnitude of the effects of silencing the acoustic energy is equal to zero, or even an amplification of acoustic energy on the indicated frequency components is noted; the values of the indicated frequency dips of noise attenuation are predetermined by coincidences or multiplicities of coincidences of the half-lengths of sound waves that fit between the opposite walls of the cavities of the volume expansion chambers; a volumetric expansion chamber, as a noise suppressing device, such as an acoustic filter, provides attenuation of acoustic energy by ΔL, according to expression (9):

$$\Delta L=10\lg \left[\mathrm{one}+\frac{\mathrm{one}}{\mathrm{four}}{\left(M-\frac{\mathrm{one}}{M}\right)}^2\mathrm{<figure-callout\; id="2"\; label="sin"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">sin</figure-callout>}2\pi \frac{l_e}{\lambda }\right],dB,\left(\text{9}\right)$$

where M = S ₂ / S ₁ - the ratio of areas of the sections and connecting the camera to the camera portions throats (neck part);

λ is the sound wavelength, m;

l _e is the length of the volumetric expansion chamber, m;

To the greatest extent (with maximum values of noise attenuation), the volume expansion chamber provides attenuation of the energy of acoustic vibrations for which the ratio l _e / λ corresponds to ¼ n, where n is a series of odd numbers. Thus, the noise-attenuation effective length (width, height) of the camera corresponds to an odd number of quarters of a wavelength λ. At the same time, acoustic vibrations with an even number of quarters of a wavelength λ that fit along the length (width, height) of the chamber of the volumetric expansion chamber are not attenuated.

The term “intrinsic acoustic modes” is used to mean the characteristic of the vibro-acoustic properties of a mechanical or gas-dynamic system, directly related to the natural frequency of its vibrations. The intrinsic acoustic mode illustrates the type (spatial form) of the system’s vibrations at its natural vibration frequencies. With the coincidence of the natural frequencies of the system (natural acoustic modes) and the frequencies of its forced vibrations (frequencies of external dynamic excitation), eigen (resonant) modes of acoustic vibrations are formed.

The term “resonant frequency” is used to mean the frequency at which the resonance phenomenon occurs (in this case, the sound frequency at which acoustic resonance is observed, characterized by a significant amplification of sound pressure amplitudes).

The mutual arrangement of open tubular throats (throat parts) of acoustic resonators and / or volumetric expansion chambers facing the cavity (communicated with the cavity) of the engine compartment of the engine compartment of the vehicle must be appropriately arranged and ordered as part of the battery of acoustic resonators. In particular, it must be implemented in such a way that these open throat parts (throats) of acoustic resonators and volume expansion chambers, with close (differing by no more than 20%) in values with natural (resonant) vibration frequencies configured to suppress specified eigen acoustic modes of the air cavity of the engine compartment engine compartment - f _mB , f _mL , f _mH , were spatially arranged (arranged) within the free zones for installation in the engine compartment cavity of the ATC compartment, if possible, farther apart This will provide a sufficient degree of attenuation (exclusion) of the possible dynamic interaction of their near acoustic (hydrodynamic) fields with each other and prevent the corresponding amplification of sound radiation - as part of the battery of acoustic resonators of an integrated noise-damping module. Otherwise, when the layout options are sufficiently close to each other of this type of tubular throats (throat parts) of acoustic resonators, with eigenfrequencies of sound vibrations that are close in value, a tuned effective damping of the energy of acoustic vibrations is not provided. This problem is caused by the dynamic interactions of their near acoustic (hydrodynamic) fields, which are formed in the nearby zones of open end zones (sections), throats (throat parts) of acoustic resonators. In such cases, the frequency characteristics of noise attenuation of the battery of acoustic resonators may contain prominent “dips” (amplification of sound) at individual frequencies (in narrow frequency bands). It is for the purpose of eliminating the occurrence of the indicated “acoustic defects” in the frequency characteristics of noise suppression that a corresponding spatial removal of their throats (throat parts) relative to each other is provided, depending on the specific values of the natural (resonant) vibration frequencies that individual acoustic resonators in the battery are tuned to acoustic resonators of an integrated sound-damping module, as provided for in the claimed technical device.

When connecting to a limited partially closed cavity of the engine compartment of the ATC engine compartment, batteries of acoustic resonators interconnected in a series-parallel chain, their throats (neck parts) can be located both in the air cavity of the engine compartment of the engine compartment and partially located directly in cavities of acoustic resonators (Helmholtz resonators) and volumetric expansion chambers. Throats (throat parts) of acoustic resonators and / or volumetric expansion chambers) batteries of acoustic resonators integrated, for example, into the front bumper of the vehicle and / or the lower screen (mudguard) of the engine compartment of the body, and / or the hood of the body, and / or radiator fan casing ICE cooling systems are preferably located in the lower sectional area of the chamber parts of acoustic resonators (Helmholtz resonators) and / or volumetric expansion chambers. This will allow, inter alia, to provide unhindered evacuation of various liquids (moisture that has got from the external environment, condensate, fuel, cutting fluids, etc.) that may get there during the operation (including the washing process) of the automatic telephone exchange, as well as small particles of road surface, soil, insects. In this case, the effect of forced ejection suction from the zone of the specified cavity of the chamber of the acoustic resonator and / or volumetric expansion chamber, created by the incoming air flow of the moving ATS (formed by the reduced pressure in the indicated zone — vacuum) may take place. When this type of waveguide element (throat) or acoustic resonator chamber is integrated into the front bumper of the ATS, and / or the lower screen of the engine compartment of the body (ICE splash guard), and / or the body hood, and / or the radiator fan cover of the ICE cooling system the area of their cross-section, it is advisable to supplement their lower zone with at least one through compensation (drainage, damping) channel that performs the corresponding evacuation functions. The cross-sectional area of this type of compensation (evacuation, damping) channel F _KE must not exceed 0.1 of the cross-sectional area of the tubular neck (neck part) F _holes connected to the cavity of the acoustic resonator chamber,

$$F_{\mathrm{TO}E}\le 0.1F_{\mathrm{about}t\mathrm{at}}\left(\text{10}\right)$$

Observance of the conditions according to expression (10) will not only prevent a possible frequency mismatch of the acoustic resonator configured to suppress one of the lowest eigen resonance modes of the air volume of the engine compartment cavity under the engine compartment (f _mB , f _mL , f _mH ), but will avoid the appearance of the corresponding negative effect of shortening the length of this waveguide channel (throat length). With an “excessive” degree of perforation of the waveguide channel wall (throat part), through the perforation holes in the indicated zone, the remaining part of the air column in the waveguide channel cavity will be cut off (disconnected) from the resonant vibrational motion of the air column in the form of a single vibrational mass concentrated in the cavity of the waveguide channel. In fact, the section of the excessive degree of perforation of the tubular waveguide channel forms an already independent open end section of the shortened neck (throat part) of the resonator. In this case, the remaining part of the throat (throat part), which is cut off by the perforation holes, remains excluded (passive, not participating in the vibrational movement as a single vibrational mass of the air column), cut off by the perforation holes.

At least one chamber (the Helmholtz resonator chamber and / or the chamber of the volume expansion chamber) as part of the battery of acoustic resonators of the integral noise attenuation module of the ATS can be completely or partially filled with a porous sound-absorbing substance, preferably formed in the form of separate crushed fragmented sound-absorbing elements made of identical or different types and grades of porous ZPM, with identical or different physical characteristics, chemical composition, poros the rate, number and combination of types of structures of porous layers in single and / or multilayer combinations, identical or different geometric shapes and overall dimensions, mainly in the dimensional overall range of 5 ... 100 mm. In these cases, a combined noise-attenuating module of the combined type is formed (formed) (as a combination of frequency-tuned resonator and / or volume expansion chamber cavities, with porous dissipative sound energy diffusers from sound-absorbing materials (ZPMs) placed in them). When the acoustic resonator is implemented as a cavity of the Helmholtz resonator chamber completely or partially filled with a porous sound-absorbing substance (ZPM) of a fibrous or foamed open-cell structure formed mainly by separate crushed fragmented sound-absorbing elements, the presence of additional compensated evacuation channels in the walls of the cavity of the Helmholtz resonator chamber does not any negative effect on its acoustic (noise attenuation n) properties. A constructive embodiment of the integral noise-attenuating ATC module with a portion of the perforated wall of the Helmholtz acoustic resonator chamber facing the cavity (connected with the cavity) of the engine compartment under hood space with supply channels represented by through holes of a perforation (round or other geometric shape, for example, in the form of slotted holes is possible) perforations with bends) or cells of the mesh base (metal wire, made of polymer threads of nets), performing the functions of its throat - throat the first part (as this, in particular, shown pos.20 in Fig.9, 13, 14).

The term “sound absorption” is used to mean the process of attenuation of a part (fraction) of the energy of sound vibrations propagated in the porous structure of the ZPM, with the irreversible conversion of sound energy into thermal energy dissipated by the medium of the porous structure and the environment in which the sound wave propagates.

The integrated noise-attenuating module of the ATC as part of the design, for example, of a passenger car, contains a battery of acoustic resonators, of a resonator and / or combined type, which is integrated into the front bumper of the ATC body, and / or the lower screen of the engine compartment of the body (ICE splash guard), and / or the body hood , and / or in the fan casing of the radiator of the internal combustion engine cooling system, forms (makes up), moreover, the corresponding load-bearing shell casings, molded and aggregated into the indicated structural components of the standard parts and automatic telephone exchange nodes, taking into account their multifunctional use in the limited spaces of the engine compartment of the automatic telephone exchange, in combination with standard (modified) automatic telephone exchange panels that determine, for example, its exterior, combining (forming) various useful functions for ensuring passive safety, protecting (from pollution of systems and assemblies arranged in the engine compartment) or the function of reducing aerodynamic resistance to movement of the vehicle. The body parts of the integrated noise-attenuating module of the automatic telephone exchange and its composite internal units can be made of various structural materials - metal (for example, steel, aluminum), polymeric (for example, polyamide, polypropylene, rubber), polymer components, with integrated (embedded) reinforcing metal elements such as embedded rods, perforated plates, nets, or in the form of corresponding whole-molded parts made of porous organic fibrous materials and / or mi non-oral origin, or foamed open-cell polymer materials, in composite mixtures with various types of fillers, binders and other necessary substances used in the production of this type of whole-molded parts. Housing shell elements, as well as parts of the internal nodes of the integrated noise-attenuating module of the automatic telephone exchange, may additionally contain stiffeners, embedded reinforcing parts, sealing elements, and compensators for mechanical vibrations. The integrated noise-attenuation module of the automatic telephone exchange, integrated, for example, in the lower screen of the engine compartment of the body (ICE splash guard), can be made of several integral collapsible parts interconnected using various holding, locking snap-in elements. As part of the housing of the integral noise-attenuating module of the automatic telephone exchange containing a battery of acoustic resonators, consisting of acoustic resonators and / or volume expansion chambers of a resonator and / or combined type, with the additional inclusion of porous sound-absorbing structures (ZPMs) located in the cavities of the cameras of Helmholtz resonators and / or volume expansion chambers, tubular dividing walls in the form of corresponding waveguide ducts and / or dividing layers can be additionally installed diaphragm partitions made of solid or with bypass waveguide channels represented by through holes of perforation (round or other geometric shape, for example, in the form of slotted grooves with bends) and / or dividing plate partitions can be made in the form of mesh cells (metal wire, made of polymer filaments of meshes) as it is, in particular, shown in FIGS. 13, 14, 15. The perforation coefficient of the walls (perforated sheet or wire-mesh type) of the separation tube structures of these and / or dividing plate partitions as part of communicating and / or divided chambers (in multi-chamber design versions) of this type of combined integrated noise-attenuating automatic telephone exchange module, is selected based on the specific target characteristics of the technical design assignment or technical production conditions to ensure that it a different degree of sound transparency of the walls, compliance with the necessary strength and stiffness characteristics, the structural composition of the ZPM used and its sound absorption general qualities. By the term “perforation coefficient”, it is meant the ratio of the total area of the bore holes of the perforations made in the wall of the tubular or plate partition to its total surface area on which the perforation procedure was performed, until it was perforated. In most practical cases, the perforation coefficient of the walls is selected from the condition K _per. ≥0.2, in order to ensure an acceptable degree of their sound transparency, while maintaining acceptable strength and stiffness characteristics. The perforations of the walls of the separating tubular and / or dividing plate partitions can be located on the surface of the dividing wall both uniformly (with the same pitch) and not evenly (with different intercenter distances). With an uneven surface arrangement of perforation holes (with variable pitch), it is possible to purposefully group such holes in predetermined limited areas, which can be performed, for example, in areas of the highest sound pressure levels. In these zones, the size of the perforation holes can be made smaller (with a smaller passage area of each of the holes) with a corresponding increase in their number, which, if the total value of the total passage area of the holes remains unchanged, will increase the total perimeter of the perforation holes, which contributes to more efficient dissipation of acoustic energy . At least one of the cavities of the resonator chambers or volumetric expansion chambers of the battery of acoustic resonators of the integrated noise-attenuation module of the ATS can contain a porous ZPM structure that can completely or partially fill the volume of the specified closed cavity of the chamber in which it is located. The marked porous structure of the ZPM can be additionally superficially delimited by an additional protective sound-transparent layer in the form of a suitable lining of the surface of the carrier perforated shell (solid or microperforated structure), which can be represented as an air-blown foil-film, fabric, non-woven fabric or a thin protective layer of a porous fibrous or foamed open-cell gas-blown ZPM with a thickness of not more than 10 mm, and / or their various combinations nirovannyh layered combinations.

The term “sound transparency” is used to mean the property of structural structural elements (plates, shells, films, fabrics, non-woven fabrics) to freely pass the sound wave propagated in the medium without a significant (no more than 10%) additional attenuation of its energy (ie, pass without significant reflection effect in the direction opposite to propagation from the radiation source).

The porous structure of the ZPM placed in the cavity of the Helmholtz resonator chamber or volumetric expansion chamber can preferably be represented by a set (set) of separated separate crushed fragmented sound-absorbing elements, which can be made of identical or different types and grades of porous air-blown fibrous and / or foamed open-cell ZPM structures with the same (close) or significantly different physical characteristics, chemical composition, porosity a variety, a different number and a diverse combination of types of structures of porous layers in the composition of single and / or multilayer porous structures that are within the specified overall dimensions, which are predominantly (volumetric composition of which is more than 50% of their total volume) are in the size range of 5 ... 100 mm, made in the form of both identical and various (different) geometric shapes and dimensions. Moreover, they compromise (according to the established requirements of the technical specifications for the development or technical conditions of production) satisfy the layout and installation, technological and acoustic (in relation to achieving an acceptable high sound-absorbing effect) the possibilities of their placement inside the specified closed cavities of the Helmholtz resonator chambers or volumetric expansion chambers in the composition batteries of acoustic resonators of an integrated sound-damping module, with a preset random or ordered distribution the isolation of the marked separate crushed fragmented sound-absorbing elements directly inside at least one cavity of one of the chambers (Helmholtz resonator, volume expansion chamber) of the battery of acoustic resonators of the integrated noise-damping module, with the corresponding formation of voids (inter-facets channels) between the contacting faces of the isolated crushed fragmented sound-absorbing elements . Also, for possible (necessary) facilitation of the implementation (rationalization) of technological operations of forming isolated crushed fragmented sound-absorbing elements into a monolithic porous sound-absorbing briquette of the corresponding geometric shape (including to ensure the convenience of subsequent mounting / dismounting), their respective adhesive bonds (stitching) can be used .

The used isolated crushed fragmented sound-absorbing elements should preferably be obtained in the form of products from recycled recycling utilization of technological waste and technological defects in the production of fibrous, foamed open-cell ZPM and / or parts from ZPM, and also obtained from the corresponding parts (panels, upholstery, gaskets - from porous ZPM) selected for the secondary recycled recycling processing of noise insulation packages containing porous sound absorbing substances, various technical objects, for example, a body (driver’s cabin, passenger compartment, engine compartment, luggage compartment) of automatic telephone exchanges that have completed their life cycle, dismantled from noise reduction packages (sets) and subject to disposal processes in this connection. Also, for these purposes, regular noise reduction packages can be used of the same type, which are also used in other noise-active vehicles (railway, aircraft, tractors, combines, mobile communal and road-building equipment, etc.), units and systems of power plants ( stationary internal combustion engines, stationary and mobile compressor units, etc.), in construction sites (soundproofing fibrous and / or foamed open-cell panels used for wall lining mezzanine ceilings, elevator shafts, ventilation systems, etc.). Ultimately, this entails a reduction in the consumption of the initial "new" raw materials, intended both for the production of mineral wool (resource saving) and for the manufacture of "new" noise-reducing products (due to the corresponding compensation of their existing products of recycled recycling recycling). In turn, this reduces the cost of the manufactured technical device and provides a concomitant reduction in environmental pollution by industrial waste and unused products for the disposal of acoustic materials, used, in particular, as part of noise-absorbing ATC packages. Thus, this helps to improve the environmental characteristics of the claimed technical device, including by reducing the volume of sound-absorbing substances to be disposed of (for example, noise-reducing packages in the components of automatic telephone exchanges that have expired), which do not allow their direct energy utilization by burning due to the release of harmful and dangerous products of combustion, including those that destroy the ozone layer. To simplify the technological operations of crushing / cutting / cutting and to provide the specified more accurate dosing according to the composition and weight and size parameters, as the initial semi-finished raw material for the manufacture of this type of crushed porous sound-absorbing substance, in combination with “recyclable” sound-absorbing substances, “new” can be partially used isolated crushed fragmented sound-absorbing elements. The term “new isolated crushed fragmented sound-absorbing elements” means newly produced elements from a “new” porous sound-absorbing raw material, for example, from a semi-finished product, predominantly flat-sheet type (flat sheets or ZPM rolls), and not from recyclable materials and parts containing porous sound-absorbing substances . Thus, mixtures of specified dosage proportions of isolated crushed fragmented sound-absorbing elements obtained from recycled recycling materials and parts can be used; a certain amount of “new” separate crushed fragmented sound-absorbing elements of the corresponding type, geometric shape and overall dimensions made from the "new" initial semi-finished raw materials for the production of porous ZPM. If necessary, this makes it possible to simplify and purposefully flexibly control the final technical parameters of the formed mixed mass (acoustic, weight, density, stiffness, operational, etc.) by introducing the required quantitative and qualitative dosed additives to the utilized “new” isolated crushed fragmented sound-absorbing elements located in a narrower tolerance field with known acoustic (sound-absorbing) parameters. As a result, an improvement can be achieved in the technical characteristics of the mixed composition of crushed fragmented sound-absorbing elements in general.

For technical versions of briquetted versions of isolated fragmented crushed sound-absorbing elements made of porous ZPMs that form monolithic structures of given geometric shapes and dimensions, adhesive substances can be used as organic substances - synthetic oligomers and polymers (for example, phenol-formaldehyde, epoxy and polyester , polyamides, polyurethanes, rubbers, etc.) forming an adhesive film as a result of hardening during cooling uu (thermoplastic adhesives), cure (thermoset adhesives) or vulcanization (rubber adhesives) and inorganic (e.g., aluminophosphate, silicate). The physical state of the adhesive used can be liquid (solutions, emulsions, suspensions) or solid (films, rods, granules, powders), used in the form of a temperature melt or applying them to heated surfaces. Preferably, used for briquetting crushed porous sound-absorbing substances into monolithic, predetermined geometric shapes, large-sized samples, adhesives (adhesives) possess acceptable sound transparency properties. Thus, it is necessary that adhesive substances are used that, after applying the adhesive layer to the surface of the protective sound-transparent film and / or the faces of the separate fragmented crushed sound-absorbing elements made of porous ZPM, do not cause a decrease in the reverberation coefficient of sound absorption α _{roar of the} formed conjugated layered structure more than 0.1 (i.e., its sound-absorbing properties worsened by no more than 10%).

The prevention of ignition and self-combustion, as well as the communication of the self-extinguishing properties of the porous ZPM used in the claimed technical device, can be ensured by the use of certain substances or mixtures belonging to the class of flame retardants. As a result of their use, they decompose with the formation of the corresponding non-combustible components and / or prevent the decomposition of materials with the release of combustible gases. Fire retardants can be applied directly to the surface of ZPM structures, or can be part of solutions impregnating the porous structure of ZPM. Common types of flame retardants are aluminum hydroxide, boron compounds, antimony, chlorides, and organic and inorganic phosphate compounds. When using this type of substances (flame retardants), the conditions for their unsatisfactory modification with the substances of porous ZPM (both during surface application and volume distribution in the porous structure of ZPM), which can significantly reduce their sound-absorbing properties, should be excluded. In this regard, it is necessary to exclude an unacceptable decrease (by no more than 10%) in the value of the reverberation coefficient of sound absorption α _roar , regulated, for example, by the requirements of the technical specifications for development or the technical conditions of production.

The technical result of the claimed technical solution is to improve the acoustic quality (in the end, to reduce the levels of external and internal noise of the ATS) by increasing the sound-absorbing and sound-insulating properties of its engine compartment, which is ensured by the effective suppression of noise emissions in its cavity, in particular, achieved in low- and mid-range sound range. It is realized due to the intensification of the sound absorption process, the structural elements of sound attenuation used in the claimed technical device, mainly of the resonator type (resonator-combined type, containing porous sound-absorbing substance in the chamber elements), including batteries of acoustic resonators grouped in a certain way, made in the form of quarter-wave acoustic resonators, and / or half-wave acoustic resonators, and / or Helmholtz resonators, and / or volume p Expansion Interconnect cameras. A suitably formed battery of acoustic resonators provides an effective frequency-tuned effect on the acoustic field (especially in the low- and mid-frequency sound range) of the air volume of the cavity of the engine compartment under the hood compartment and realizes the corresponding attenuation of the noise energy produced by the ATS on the low-damped ones emitted in the noise spectra low- and mid-frequency acoustic resonances. As a result of the occurrence of these physical processes in an integrated sound-damping module, the acoustic energy of sound waves (converting it into thermal energy) is dissipated by the acoustic resonators and / or volume expansion chambers contained in it, grouped as part of the formed acoustic battery. The most efficient process of dissipating sound energy occurs at the lower intrinsic acoustic modes of vibrations f _mB , f _mL , f _{mH of the} volume of the air cavity under the engine compartment of the engine compartment, which coincide with the natural (resonant) vibration frequencies of the correspondingly tuned acoustic resonators. The resulting noise-damping (noise-canceling) effect is not discrete, but covers a certain frequency band adjacent to the natural (resonant) frequency of the acoustic resonator. The noise reduction effect produced by the claimed technical device containing a battery of acoustic resonators can, if necessary, be expanded in frequency composition by introducing additional frictional losses in oscillatory systems represented by this type of acoustic resonators and / or volumetric expansion chambers filled with dissipative porous sound-absorbing diffuser. To additionally increase frictional losses, reduce the sensitivity of acoustic resonators to changes in frequency tuning and more efficiently dissipate sound energy in tubular elements of acoustic resonators (quarter-wave, half-wave, and throats of Helmholtz resonators), corresponding damping elements can be additionally applied in the form of “porous plugs” installed in them, made of porous or fibrous ZPM. For similar purposes, additional damping channels can be made in the walls of the tubular elements of the throats (throat parts) of acoustic resonators, represented by through holes of perforation (round or other geometric shape, for example, in the form of slotted grooves with bends). For the same purpose, to increase dissipative losses, to suppress resonant vibrations in the throat (throat) cavities, their inlet openings (open sections) of the throat elements of acoustic resonators can be blocked by a thin protective air-blown porous (fabric, non-woven fabric, microperforated film, microperforated foil) a lining layer of translucent material. In the high-frequency region of the sound spectrum, the suppression of noise in the cavity of the ATS engine compartment is ensured by the inclusion in the physical process of sound absorption of porous sound-absorbing substances placed in the cavity of the Helmholtz resonator chambers and / or volume expansion chambers. Due to the inclusion of additional porous dissipative sound-absorbing surface zones formed, in particular, by the free surfaces of the faces of isolated crushed fragmented sound-absorbing elements made of porous ZPMs, additional mechanisms of sound energy absorption due to the arising diffraction edge effects are realized, and additional frictional dissipative losses are included, arising during the passage of sound waves through the emerging inter-facet channels (empty otam). In this case, if necessary, the amount of the porous sound-absorbing substance used can also be substantially reduced, due to the indicated increase in the total sound-absorbing effect, when the specified required amount of sound attenuation is achieved. Moreover, it is caused by the use of such cheap and environmentally friendly as industrial and technological waste used as feedstock, scrap or dismantled and recycled porous sound-absorbing structures as part of noise-insulating packages of technical objects to be disposed of. This, to an even greater extent, increases the economic and environmental efficiency and feasibility of applying the proposed technical solution.

Thus, the claimed technical solution effectively solves complex technical, environmental and economic problems. In particular, the application of the claimed technical solution provides:

- increasing the noise-reducing efficiency of the integrated automatic noise reduction module of the ATS, presented in the form of structural silencing elements, mainly of the resonator type, combined with various standard multifunctional devices of the automatic telephone exchange, integrated, in particular, into the front bumper of the automatic telephone exchange and / or the lower screen of the engine compartment (engine splash guard) , and / or the hood of the body, and / or the fan cover of the engine cooling system, connected (communicated) accordingly with their open throats (throat and parts) to the air cavity of the engine compartment of the ATS engine compartment, made in the form of a battery of acoustic resonators, consisting of silencing structural elements, in the form of quarter-wave acoustic resonators, and / or half-wave acoustic resonators, and / or Helmholtz resonators, and / or volumetric expansion resonator chambers provided by suppressing (damping) resonant acoustic excitation of the elastic mass of the air volume of the cavity under the engine compartment of the engine compartment Manifesting at its natural acoustic modes _{f mB, f mL, f mH} , owing to generate and transmit it exciting vibration power pulses imparted both by air from the vibrating walls of the power unit housing elements and PBX systems and rigid transmission paths - through a rubber- elements of vibration-isolating supports of the power unit to attached oscillating body panels, limiting (forming) the cavity of the engine compartment under hood space, as well as from the resulting gas-dynamic excitation and aerodynamic noise radiation produced by an open cut of the intake pipe of the ICE intake system, the rotating impeller of the radiator fan of the ICE cooling system, carried out due to the corresponding acoustic tuning of the natural (resonant) frequencies of the acoustic resonators and / or volume expansion chambers used as part of the battery, to their own (resonant) frequencies of the lowest, first of all, the first (m = 1), as the most energy-intensive natural acoustic modes of airborne EMA cavity engine compartment hood space - the longitudinal, transverse and povysotnoy (f _L, f _B and f _H);

- an additional increase in the noise-reducing efficiency of the integrated automatic noise reduction module of the automatic telephone exchange comprising a battery of acoustic resonators containing acoustic resonators and / or volume expansion chambers integrated into the front bumper of the automatic telephone exchange and / or the lower screen (mudguard) of the engine compartment of the body and / or the hood of the body, and / or fan casing of the radiator of the engine cooling system, the throat (throat parts) of which are connected to the cavity (communicated with the cavity) of the air volume of the engine compartment engine compartment TS achieved due to the inclusion in the process of dissipating sound energy, as part of the design of an integrated noise-attenuating module, additional sound-absorbing surface zones formed by the free surfaces of the faces of separate crushed fragmented sound-absorbing elements placed in the cavity of the Helmholtz resonator chambers and / or the cavity of the volume expansion chambers, the occurrence of associated additional mechanisms absorption of sound energy due to arising diffraction edge c any sound absorption effects, as well as due to additional losses of sound energy during the propagation of sound waves through inter-faceted hollow channels formed by loosely contacting faces of separate crushed fragmented sound-absorbing elements with different geometric shapes and overall dimensions, when implementing a structurally-technological embodiment of the integrated noise damping module type involving the installation of resonantly in the cavities of the chambers Helmholtz moat and / or volumetric expansion chambers of the corresponding type of separate crushed fragmented sound-absorbing elements;

- a decrease in the amount of porous sound-absorbing substance used in the structure of the device of the integral noise-attenuating ATS module due to the realizable increase in the total sound-absorbing effect that arises when using the corresponding type of crushed fragmented sound-absorbing elements made from industrial and technological waste and scrap, or a similar type of product containing porous sound-absorbing structures to be disposed of, which ultimately improves iju cost and environmental characteristics of the PBX.

- reduction of associated economic costs for eliminating the consequences of negative environmental impact associated with the production of a smaller amount of "new" feedstock, necessary for the subsequent production of porous ZPMs, by their equivalent compensation replacing existing and recycled technological waste and technological waste the production of porous fibrous, foamed open-cell ZPM and / or recyclable parts from ZPM, for example, dismantled x from the composition of noise-reducing sets of parts (panels, upholstery, gaskets made of porous ZPM) body noise insulation packages (driver’s cabin, passenger compartment, engine compartment, luggage compartment) of automatic telephone exchanges that have completed their life cycle and are subject to disposal processes , as well as from a similar type of standard noise reduction packages used in other noise generating technical objects, for example, noise-active vehicles (railway, aircraft, tractors, combines, mobile communal and road-building equipment, etc.), units and systems of power plants (stationary ICE, stationary and mobile compressor units, etc.), construction sites (soundproof fiber and / or foamed open-cell panels as part of wall linings , interfloor ceilings, elevator shafts, ventilation systems, etc.), which would otherwise be subject to the inevitable "environmentally dirty" processes of energy recovery by burning or burial.

An analysis of the known technical solutions in the considered technical field showed that the claimed integrated noise-attenuating module of the automatic telephone exchange has features that are absent in the known technical solutions, and their use in the claimed combination of features makes it possible to obtain a new technical result, therefore, the proposed technical solution has an inventive step in comparison with the current level of technology.

The claimed technical solution is industrially applicable, because can be manufactured industrially, efficiently, feasibly and reproducibly, therefore, it meets the patentability condition “industrial applicability”.

Other features and advantages of the claimed invention will be clear from the above schemes and the following detailed description, where:

- figure 1 shows a diagram of a typical design of the engine compartment of a car equipped with various known types of structural elements of sound attenuation, including parts (upholstery, panels, gaskets) of porous sound-absorbing claddings from ZPM and a battery of acoustic resonators integrated into the lower screen of the engine compartment (mudguard ICE), with the formation of an integrated noise-attenuating module of the ATS;

- figure 2 shows a schematic diagram of the battery of acoustic resonators 38, consisting of three quarter-wave acoustic resonators 12;

- figa shows a schematic diagram of a battery of acoustic resonators 38, consisting of three quarter-wave acoustic resonators 12, equipped with damping porous plugs 31, damping channels such as through holes of the perforation 32, a compensation evacuation channel (drain hole) 25 and a protective lining air-damping material layer 30, overlapping the orifice of the throat (neck portion) 16 of the quarter-wave acoustic resonator 12;

- figure 3 shows a schematic diagram of the battery of acoustic resonators 38, consisting of three half-wave acoustic resonators 13;

- figa shows a schematic diagram of a battery of acoustic resonators 38, consisting of three half-wave acoustic resonators 13, equipped with damping porous plugs 31, damping channels such as through holes of the perforation 32 and a protective lining air-blowing damping layer of material 30, overlapping the passage section of the throat (neck section ) 16 half-wave acoustic resonator 13;

- figure 4 shows a schematic diagram of the battery of acoustic resonators 38, consisting of three Helmholtz resonators 14;

- figa shows a schematic diagram of a battery of acoustic resonators 38, consisting of three Helmholtz resonators 14, equipped with damping porous plugs 31, damping channels such as through holes of a perforation 32, a compensation evacuation channel (drain hole) 25 and a protective lining air-blowing damping layer of material 30 overlapping the bore of the throat (neck) 16 of the Helmholtz resonator 14;

- on figb shows a schematic diagram of a battery of acoustic resonators 38, consisting of one quarter-wave acoustic resonator 12, one half-wave acoustic resonator 13 and three Helmholtz resonators 14, which are represented by one resonator with a single-neck (throat - neck portion 16) embodiment and two resonators with throats (throat parts) 16, made in the form of several supply channels 20, represented by perforation holes in the wall of the resonator body (chamber);

- figure 5 shows a schematic diagram of a battery of acoustic resonators 38, consisting of three volumetric expansion chambers 36;

- Fig.6 shows a diagram of the engine compartment (top view), equipped with an integrated noise-attenuating module ATS 11, containing a battery of acoustic resonators 38 with quarter-wave acoustic resonators 12, with damping channels such as through holes of perforation 32 and compensation evacuation channel (drainage hole) 25; plots of the distribution of sound pressure on the first intrinsic acoustic modes are presented — longitudinal P _1L and transverse P _1B ;

- Fig.7 shows a diagram of the engine compartment (top view), equipped with an integrated noise-attenuating module ATS 11 containing a battery of acoustic resonators 38 with quarter-wave acoustic resonators 12, with damping porous plugs 31; a plot of the sound pressure distribution on the first eigen acoustic modes is presented — longitudinal P _1L and transverse P _1B ;

- Fig. 8 shows a diagram of the engine compartment (top view) equipped with an ATC 11 integrated sound-damping module, comprising a battery of acoustic resonators 38 with half-wave acoustic resonators 13, with damping channels such as through holes of the perforation 32 and damping porous plugs 31; plots of the sound pressure distribution on the first eigen acoustic modes are presented — longitudinal P _1L and transverse P _1B ;

- Fig.9 shows a diagram of the engine compartment (top view) equipped with an integrated noise-attenuating module ATS 11 containing a battery of acoustic resonators 38 with Helmholtz resonators 14, made in the form of single-neck resonators with a neck (neck) 16 and in the form of several supply channels 20 represented by perforation holes in the wall of the housing (chamber) of the resonator; plots of the distribution of sound pressure on the first intrinsic acoustic modes are presented — longitudinal P _1L , and transverse P _1B ;

- figure 10 shows a diagram of the engine compartment (top view) equipped with an integrated noise-attenuating module ATS 11 containing a battery of acoustic resonators 38 with volume expansion chambers 36, equipped with bypass waveguide channels of the dividing plate partition 19 and separate crushed fragmented sound-absorbing elements 21; plots of the sound pressure distribution on the first eigen acoustic modes are presented — longitudinal P _1L and transverse P _1B ;

- figure 11 shows a diagram of the engine compartment (top view), equipped with an integrated noise-attenuating module ATS 11, containing a battery of acoustic resonators 38, including a quarter-wave acoustic resonator 12 with a compensation evacuation channel (drain hole) 25, a half-wave acoustic resonator 13 with a damping channel of the type the through hole of the perforation 32, the Helmholtz resonator 14, the cavity of the chamber 39 of which is filled with separate crushed fragmented sound-absorbing elements 21, the volume will expand a baking chamber 36 with a damping porous plug 31 mounted in the throat (neck portion) 16; plots of the sound pressure distribution on the first eigen acoustic modes are presented — longitudinal P _1L and transverse P _1B ;

- Fig. 12 shows diagrams of the engine compartment (front view, top view, side view) equipped with an ATC 11 integrated sound damping module containing an acoustic resonator battery 38, including volumetric expansion chambers 36 and Helmholtz resonator 14, in which chambers 39 are placed separate crushed fragmented sound absorbing elements 21; plots of the distribution of sound pressure on the first intrinsic acoustic modes are presented — longitudinal P _1L , transverse P _1B and elevational P _1H ;

- Fig. 13 shows diagrams of the engine compartment (front view, top view, side view) equipped with an ATC 11 integrated sound-damping module containing an acoustic resonator battery 38, including Helmholtz resonators 14, in the lower part of the body wall (chambers) of which compensation evacuation channels (drainage holes) 25, and the cavity of the chambers 39 are filled with separate crushed fragmented sound-absorbing elements 21; plots of the distribution of sound pressure on the first intrinsic acoustic modes are presented — longitudinal P _1L , transverse P _1B and elevational P _1H ;

- FIG. 14 shows an embodiment of the structural and technological design of an automatic noise-attenuating module ATS 11 containing an acoustic resonator 38 battery integrated in the front bumper of a car body 28 of a Helmholtz resonator 14, the chamber cavities 39 of which are filled with separate crushed fragmented sound-absorbing elements 21 made of porous ZPMs, including those previously placed in closed container-type supporting shells 23, made of protective soundproof th layer of the corresponding type of material;

- Fig. 15 shows schematic diagrams of structural variants of the engine compartment of a passenger car equipped with an ATC 11 soundproofing module that contains a battery of acoustic resonators 38 composed of quarter-wave acoustic resonators 12 and half-wave acoustic resonators 13 integrated into the lower screen of the engine compartment (ICE splash guard ) 6 and front bumper of ATS 28 body;

- Fig.16 shows a schematic diagram of the structural and technological versions of the supply 20, and / or damping 32, and / or bypass waveguide 19, and / or compensation evacuation channels 25, made in the walls of the housing elements of the acoustic resonators 12, 13, 14, and / or volumetric expansion chambers 36;

- Fig.17 shows a schematic diagram of the structural and technological versions of the installation in the throats (throat parts) of 16 acoustic resonators 12, 13, 14, damping porous plugs 31 made of fibrous or open-mesh ZPM;

- Fig. 18 shows a schematic diagram of the structural and technological versions of the engine compartment of a passenger car equipped with an ATC 11 sound-damping integrated module, comprising an internal combustion engine cooling system radiator fan casing 29 design, an acoustic resonator battery 38, consisting of quarter-wave acoustic resonators 12, half-wave acoustic resonators 13, Helmholtz resonators 14 and volumetric expansion chambers 36, including those containing chamber cavities 39 filled with porous absorbent substance, presented in the form of separate crushed fragmented sound-absorbing elements 21 made of porous ZPM.

Positions on the presented figures are indicated:

1 - dashboard panel;

2 - panel of the radiator frame of the engine cooling system;

3 - the radiator grill of the engine cooling system;

4 - the panel of the mudguard of the wheel of the body (wheel arch of the body);

5 - body hood;

6 - lower screen of the engine compartment (ICE splash guard);

7 - ATS wheel;

8 - transmission unit (gearbox);

9 - engine (ICE);

10 - the cavity of the engine compartment of the engine compartment;

11 - integrated noise-attenuating module of ATS;

12 - quarter-wave acoustic resonator;

13 - half-wave acoustic resonator;

14 - Helmholtz resonator;

15 - hard sound-reflecting bottom (partition) of a quarter-wave acoustic resonator;

16 - throat (throat part) of an acoustic resonator (quarter-wave, half-wave, Helmholtz) or volumetric expansion chamber;

17 - dividing the tubular partition (duct) of the acoustic resonator, or volume expansion chamber;

18 - dividing plate partition of the acoustic resonator, or volume expansion chamber;

19 - bypass waveguide channels of a separating tubular or dividing plate partition communicating resonator or volume expansion chambers in the battery of acoustic resonators;

20 - supply channels (neck) of the Helmholtz resonator, presented in the form of perforation holes;

21 - isolated crushed fragmented sound-absorbing elements;

22 - a protective sound-transparent lining layer installed on the dividing tubular and / or dividing plate walls of communicating resonator or volume expansion chambers as part of a battery of acoustic resonators at the locations of the bypass waveguide channels;

23 - protective sound-transparent layer forming a closed supporting shell

container type;

24 - inter-faceted hollow channels formed between the contacting faces of separate crushed fragmented sound-absorbing elements;

25 - compensation evacuation channel (drainage hole);

26 - cover (hinged, pivotally mounted, removable, using lock joints, hardware, etc.) of the body of the integrated noise-damping module;

27 - embedded frame element;

28 - front bumper of the PBX body;

29 - a casing of a radiator fan of the engine cooling system;

30 - protective lining air-blown damping layer of material that overlaps the bore of the throat (neck) of the acoustic resonator;

31 - damping porous tube of the acoustic resonator and / or volumetric expansion chamber made of foamed open-cell or fibrous ZPM;

32 - damping channels of the acoustic resonator type through holes of perforation;

33 - lower output ventilation opening of the engine compartment;

34 - front intake ventilation opening of the engine compartment;

35 - lining of the radiator grill of the engine cooling system;

36 - volumetric expansion chamber;

37 - combined structural elements of sound attenuation such as panel porous sound-absorbing linings and / or acoustic resonator devices;

38 - battery of acoustic resonators;

39 - camera (chamber part) of the Helmholtz resonator or volumetric expansion chamber.

The designations on the presented figures show:

l _e1 , l _e2 , l _e3 - lengths of chambers 39 of volumetric expansion chambers 36 (R ₁ , R ₂ , R ₃ );

α _roar - reverberation coefficient of sound absorption;

d _KE - the diameter of the compensation evacuation channel (drainage hole) 25;

F _KE - the flow area of the compensation evacuation channel (drainage hole) 25;

F _DC - the total area of the passage sections of the damping channels (through holes of perforation) 25, made in the wall of the acoustic resonator 12, 13, 14;

R ₁ , R ₂ and R ₃ - acoustic (noise damping) resonators 12, 13, 14 and / or volumetric expansion chambers 36, forming a battery of acoustic resonators 38, integrated into the structure of the front bumper of the ATS 28, the bonnet 5, the lower screen of the engine compartment (ICE mudguard) 6, the fan cover of the radiator of the ICE cooling system 29, when connecting their throats (neck parts) 16 to the air volume of the engine compartment under the hood compartment 10, tuned, in particular, to suppress the lower intrinsic acoustic modes of the air cavity dkapotnogo engine compartment space 10 _{f mL, f mB, f mH} ;

L is the overall length of the cavity of the engine compartment of the engine compartment 10;

B is the overall width of the cavity of the engine compartment of the engine compartment 10;

H is the overall height of the cavity of the engine compartment of the engine compartment 10;

P _1L is a plot of the sound pressure distribution in the engine compartment cavity of the engine compartment 10 in the first (m = 1) longitudinal intrinsic acoustic mode f _L ;

P _1B is a plot of the sound pressure distribution in the engine compartment cavity of the engine compartment 10 on the first (m = 1) transverse intrinsic acoustic mode f _B ;

P _1H is a diagram of the sound pressure distribution in the engine compartment cavity of the engine compartment 10 at the first (m = 1) high-rise intrinsic acoustic mode f _H ;

e ₁ , e ₂ , e ₃ , e ₄ , e ₅ are the shortest distances between the adjacent wall surfaces (passage sections) of the throats (neck parts) of 16 acoustic resonators 12, 13, 14;

t ₁ , t ₂ , t ₃ - the shortest distances between the inner surfaces of the walls, forming the bore sections of open sections of the throats (neck parts) 16, as part of a specific half-wave acoustic resonator 13;

P _pad - incident sound wave;

P _neg - reflected sound wave;

- динамическая длина четвертьволнового акустического резонатора 12; $$l_{R^{\mathrm{one}}}$$

- the dynamic length of the quarter-wave acoustic resonator 12;

- динамическая длина полуволнового акустического резонатора 13; $$l_{R^{\mathrm{eleven}}}$$

- the dynamic length of the half-wave acoustic resonator 13;

h is the dynamic length of the throat (neck portion) 16 or 20 of the Helmholtz resonator 14;

V _k is the volume of the cavity of the chamber 39 of the Helmholtz resonator 14 or of the volumetric expansion chamber 36;

F _resp - the area of the throat (throat) 16 or 20 of the Helmholtz resonator 14;

To _per. - perforation coefficient;

f _R1 , f _R2 , f _R3 - the first (m = 1) eigen (resonant) frequencies of sound vibrations of tuned acoustic (noise damping) resonators R ₁ , R ₂ , R ₃ ;

f _L is the first (m = 1) proper longitudinal vibrational mode of the air cavity of the engine compartment of the engine compartment 10;

f _B is the first (m = 1) intrinsic transverse vibrational mode of the air cavity of the engine compartment of the engine compartment 10;

f _H - the first (m = 1) own high-rise oscillatory mode of the air cavity of the engine compartment of the engine compartment 10.

The condition for suppressing resonant radiation of sound energy concentrated on the lower (first, m = 1) eigenmodes of the air volume of the cavity of the engine compartment of the engine compartment 10 - f _mL , f _mB , f _mH (f _L f _B , f _H ) and its multiple harmonic components if _L , if _B , if _H (where i = 1, 2, 3, ...), is based on the adjusted combination of the values of the natural (resonant) frequencies of the acoustic resonators 12, 13, 14 - f _R1 , f _R2 , f _R3 , and / or the use of broadband in the frequency composition of sound attenuation of volumetric expansion chambers 36 forming an acoustical battery iCal resonances 38, with these frequencies lower (first, m = 1) The natural vibration modes of the air cavity volume of the engine compartment, engine compartment 10 _{- f L, f B, f} H, characterized cavity coincidence of overall dimensions of the engine compartment hood space 10 along the length L, the width B and the height H, with the corresponding values of the half lengths of sound waves (λ _c / 2) of the natural (resonant) vibration frequencies of the acoustic resonators 12, 13, 14 and / or the use of volume-wide sound attenuation broadband in the frequency range, expand lan chambers 36. Resonant acoustic vibrations arising in the elastic air mass of the volume of the cavity of the engine compartment of the engine compartment 10 ATS are the result of the formation and propagation of longitudinal, transverse and elevational waves in it (cavity) from sources of its dynamic (mechanical, gas-dynamic) excitation with subsequent multiple processes reflections of sound waves from opposite walls of the cavity of the engine compartment of the engine compartment 10 and the formation of resonant standing sound waves (own ennyh acoustic modes). Accordingly, the periods (T) of these sound vibrations are determined according to the expression (11):

$$\begin{array}{ccc}{T}_L=\mathrm{one}/f_L=2L/c,& T_B=\mathrm{one}/f_B=2B/c,& T_H=\mathrm{one}/f_H=2H/c\end{array}\left(\text{eleven}\right)$$

where c is the speed of sound, m / s.

The process of reflection of sound waves from opposite hard sound-reflecting walls of the engine compartment of the engine compartment 10 occurs in phase with the incident waves:

$$\begin{array}{ccc}{P}_{\mathrm{about}tR\mathrm{one}}=P_{P\mathrm{but}d\mathrm{one}},& P_{\mathrm{about}\mathrm{<figure-callout\; id="2"\; label="t\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t\; </figure-callout>}R2}=P_{P\mathrm{but}\mathrm{<figure-callout\; id="2"\; label="d"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">d</figure-callout>}2},& P_{\mathrm{about}\mathrm{<figure-callout\; id="3"\; label="t\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t\; </figure-callout>}R3}=P_{P\mathrm{but}\mathrm{<figure-callout\; id="3"\; label="d"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">d</figure-callout>}3}.\end{array}\left(\text{12}\right)$$

The dependence of the pressure fluctuations in this type of reflected sound waves at the opposite walls of the engine compartment changes according to a harmonic law - a cosine wave (see Fig.6 ... 13).

Pressure pulses excited by incident sound waves P _pad1 , P _pad2 , P _pad3 , located, in particular, at both open ends (sections) of the throats (neck parts) 16 of half-wave acoustic resonators 13, as part of a battery of acoustic resonators 38 (see Fig. 3 and 3a), propagate to opposite spatial zones of these half-wave acoustic resonators 13 with the speed of sound (s). In the cavities of the half-wave acoustic resonators 13 - R ₁ , R ₂ and R _{3 the} pressure pulses are added. Due to the fact that the open throats (neck parts) 16 of a particular half-wave acoustic resonator 13 are located at small (limited by t≤0.068 m) distances with respect to the length of the sound wave incident on them, which is ensured by its curved U-shape, then the phase of the sound wave in the plane of the throats (throat parts) 16 included in both throats of the half-wave acoustic resonator 13 will be essentially the same. If the time through which the pressure pulses pass the acoustic resonators 13 is

$$t_{{\mathrm{one}}^{\mathrm{eleven}}}=T_{\mathrm{one}}/2{\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t</figure-callout>}}_{2^{\mathrm{eleven}}}={\mathrm{<figure-callout\; id="2"\; label="T"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">T</figure-callout>}}_2/2{\mathrm{<figure-callout\; id="3"\; label="t"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t</figure-callout>}}_{3^{\mathrm{eleven}}}={\mathrm{<figure-callout\; id="3"\; label="T"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">T</figure-callout>}}_3/2\left(\text{13}\right)$$

then the positive pressure pulses add up with negative pressures in the sound waves and compensate for them.

, $$t_{2^{11}}$$

, $$t_{3^{11}}$$

определяются из соотношения (14):Quantities $$t_{{\mathrm{one}}^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t</figure-callout>}}_{2^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="3"\; label="t"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t</figure-callout>}}_{3^{\mathrm{eleven}}}$$

are determined from relation (14):

$$t_{{\mathrm{one}}^{\mathrm{eleven}}}=l_{R{\mathrm{one}}^{\mathrm{eleven}}}/c,{\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t</figure-callout>}}_{2^{\mathrm{eleven}}}={\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c,{\mathrm{<figure-callout\; id="3"\; label="t"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t</figure-callout>}}_{3^{\mathrm{eleven}}}={\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c.\left(\text{fourteen}\right)$$

In this way:

$$l_{R{\mathrm{one}}^{\mathrm{eleven}}}/c=\left(2L/c\right)/2{\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c=\left(2B/c\right)/2{\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c=\left(2H/c\right)/2\left(\text{fifteen}\right)$$

In this regard, when using this type of noise suppressing structures in the form of half-wave acoustic resonators 13, open at both ends, i.e. with two open throats (throat parts) 16 (see Fig. 3), their lengths are equal to the corresponding overall dimensions of the cavity of the engine compartment of the engine compartment 10, as was already noted in expression (6):

$$l_{R{\mathrm{one}}^{\mathrm{eleven}}}=L,{\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=B,{\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=H.\left(\text{16}\right)$$

Accordingly, the natural (resonant) frequencies of the half-wave acoustic resonators 13 are:

$$f_{R{\mathrm{one}}^{\mathrm{eleven}}}=c/2L,Gc;{\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2B,Gc;{\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2H,Gc.\left(\text{17}\right)$$

In practice, having insignificant sensitivity to tuning in the low-frequency range (due to the large values of the sound wavelengths - in the frequency range of 50 ... 500 Hz under consideration of 0.68 ... 6.8 m), the lengths of the tubular elements of the half-wave acoustic resonators 13 can be in within the deviation range of 0.8 ... 1.2 from the corresponding overall dimensions L, B, H of the engine compartment cavity of the engine compartment 10, without noticeable loss of frequency tuning accuracy and achievable noise suppression efficiency.

Similarly, in practice, the length of the tubular elements of the quarter-wave acoustic resonators 12 is determined as part of the battery of acoustic resonators 38, in which one of the end sections is closed by a rigid sound-reflecting bottom 15. In this case, through the open cut of the throat (neck) 16 of the quarter-wave acoustic resonator 12 is sound the wave enters its tubular throat part (P _pad1 , P _pad2 , P _pad3 ), “reaches” (spreads) to its end section closed by a rigid sound-reflecting bottom 15, is reflected from it (P _sp1 , P _sp2 , P _sp3 ) and returns to the open cut (neck) - 16. The travel time of the wave in the cavity of the specified quarter-wave acoustic resonator 12 back and forth with the speed of sound (s) is determined from expression (18):

$$t_{{\mathrm{one}}^{\mathrm{one}}}=2l_{R{\mathrm{one}}^{\mathrm{one}}}/c,{\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t</figure-callout>}}_{2^{\mathrm{one}}}=2{\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c,{\mathrm{<figure-callout\; id="3"\; label="t"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t</figure-callout>}}_{3^{\mathrm{one}}}=2{\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R/c.\left(\text{eighteen}\right)$$

, $$t_{2^1}=T_2/2$$

, $$t_{3^1}=T_3/2$$

, необходимо, чтобы согласно выражению (4) длины $$l_{R^1}$$

трубчатых горловых частей четвертьволновых акустических резонаторов 12 удовлетворяли следующим соотношениям:In order to $$t_{{\mathrm{one}}^{\mathrm{one}}}=T_{\mathrm{one}}/2$$

, $${\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">t</figure-callout>}}_{2^{\mathrm{one}}}={\mathrm{<figure-callout\; id="2"\; label="T"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">T</figure-callout>}}_2/2$$

, $${\mathrm{<figure-callout\; id="3"\; label="t"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">t</figure-callout>}}_{3^{\mathrm{one}}}={\mathrm{<figure-callout\; id="3"\; label="T"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">T</figure-callout>}}_3/2$$

, it is necessary that according to expression (4) the length $$l_{R^{\mathrm{one}}}$$

the tubular throat parts of the quarter-wave acoustic resonators 12 satisfy the following relationships:

$$l_{R{\mathrm{one}}^{\mathrm{one}}}=L/2{\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=B/2{\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=H/2.\left(\text{19}\right)$$

Accordingly, the natural (resonant) frequencies of sound vibrations of this type of quarter-wave acoustic resonators 12, subject to the conditions of equation (19), are:

$$f_{R{\mathrm{one}}^{\mathrm{one}}}=c/2L,Gc,{\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2B,Gc,{\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2H,Gc.\left(\text{twenty}\right)$$

, $$f_{R{2}^1}$$

, $$f_{R{3}^1}$$

будут идентичны значениям определяемых согласно выражению (17) для полуволновых акустических резонаторов 13 и аналогичным образом будут соответствовать первым (m=1) - f_L, f_B, f_H собственным (резонансным) частотам (низшим собственным модам) воздушного объема полости подкапотного пространства моторного отсека 10Thus, subject to the specified conditions in such a design (selection of length) of quarter-wave acoustic resonators 12, according to expression (19), the frequencies of their own (resonant) oscillations according to expression (20) - $$f_{R{\mathrm{one}}^{\mathrm{one}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

will be identical to the values determined according to expression (17) for half-wave acoustic resonators 13 and will likewise correspond to the first (m = 1) - f _L , f _B , f _H eigen (resonant) frequencies (lower eigenmodes) of the air volume of the engine compartment cavity compartment 10

$$f_L=c/2L,Gc,f_B=c/2B,Gc,f_H=c/2H,Gc.\left(\text{21}\right)$$

, равных 0,4…0,6 от соответствующих габаритных размеров L, В, Н полости подкапотного пространства моторного отсека 10, без ощутимой потери точности их частотной настройки и достигаемой эффективности шумозаглушения.In practice, quarter-wave acoustic resonators 12 operate quite efficiently within a range of lengths of tubular elements $$l_{R^{\mathrm{one}}}$$

equal to 0.4 ... 0.6 of the corresponding overall dimensions L, B, H of the engine compartment cavity of the engine compartment 10, without noticeable loss of accuracy of their frequency tuning and achievable noise suppression efficiency.

When using an integrated soundproofing module ATS 11 as a part of a battery of acoustic resonators 38, acoustic resonators of the Helmholtz resonator type 14, their own (resonant) vibration frequencies are determined according to expressions (7) and (8). Similarly, as in the above expressions (17) and (20), we accept the condition for ensuring the equality of the natural (resonant) frequencies of the Helmholtz resonators 14, determined according to expressions (7) and (8), with the lowest frequencies (first, m = 1) eigenmodes of the air volume of the cavity of the engine compartment under the hood of the engine compartment 10, as shown in expression (21)

$$f_{R{\mathrm{one}}^{111}}=c/2L,Gc,{\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2B,Gc,{\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R=c/2H,Gc.\left(\text{22}\right)$$

, $$f_{R{2}^{111}}$$

, $$f_{R{3}^{111}}$$

такого типа акустических резонаторных устройств в виде резонаторов Гельмгольца 14 определяются исходя из конструктивных сочетаний (комбинаций), приведенных в выражениях (7) и (8) геометрических параметров, формирующих площадь сечения горлового элемента - горла (горловой части) 16 резонатора Гельмгольца 14 (суммарной площади нескольких подводящих каналов (горловой части) в виде отверстий перфорации 20, формирующих горловой элемент - горло (горловую часть) 16 резонатора Гельмгольца 14) F_отв., динамической длины h горлового элемента - горла (горловой части) 16 резонатора Гельмгольца 14 («динамической» длины подводящего канала (горловой части) в виде отверстий перфорации 20, с учетом присоединенной к ним колеблющейся массы воздуха) и объема полости камеры 39 V_к резонатора Гельмгольца 14.Accordingly, natural (resonant) oscillation frequencies $$f_{R{\mathrm{one}}^{111}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

this type of acoustic resonator devices in the form of Helmholtz resonators 14 are determined on the basis of design combinations (combinations) given in expressions (7) and (8) of the geometric parameters that form the cross-sectional area of the neck element - the neck (neck part) 16 of the Helmholtz resonator 14 (total area several supply channels (neck portion) in the form of holes perforations 20 forming the neck piece - throat (throat portion) of the Helmholtz resonator 16, 14) F _holes. , the dynamic length h of the throat element — the throat (throat part) 16 of the Helmholtz resonator 14 (the “dynamic” length of the supply channel (throat part) in the form of perforation holes 20, taking into account the vibrating mass of air attached to them) and the volume of the chamber cavity 39 V _{to the} resonator Helmholtz 14.

In contrast to the structural elements of acoustic (noise-damping) resonators of the types 12, 13, 14 considered above, characterized by a pronounced discrete frequency setting of the maximum noise reduction achieved at a given value of the frequency of sound vibrations (in a narrow frequency band with a high quality factor of damping), structural acoustic elements of the type volumetric expansion chamber 36 are characterized by a broadband frequency range of noise reduction, see expression (9). Their frequency response of noise attenuation, along with alternating maximums of noise attenuation, also contains alternating “dips” (zero values, or even negative effects of noise attenuation, indicating amplification of sound energy emission), due to the processes of coincidence (multiplicity) of the overall dimensions of the volume expansion chamber 36, the half-length values of the frequencies of sound waves (and multiples of them) that fit between the opposite walls of the cavity 39 of the volumetric expansion chamber 36 used. th communication to avoid the formation of said resonant matching responsible for enhanced transfer of acoustic energy propagating through a volume expansion chamber 36 (which do not provide an additional silencing effect), it (the chamber cavity 39) dimensions should be different (not multiples) with half-lengths λ _c / 2 frequency sound waves, where λ _c - sound wavelength (and their multiple harmonics) subtended PBX 10, characterize between the engine compartment hood space opposed cavity walls dimensions of L, B, N. For this purpose, it is rational from the point of view of ensuring acceptable noise-damping properties of the volume expansion chamber 36, as part of the battery of acoustic resonators 38 of the integrated noise-damping module ATS 11, is the choice of mismatching (and non-multiple) ratios of overall dimensions of the volume expansion camera 36 and the overall dimensions of the cavity of the engine compartment of the engine compartment of the ATC 10, differing by at least 1.2 times. Thus, the frequency resonance coincidence caused by the overall (and multiple) ratio of the overall dimensions of the cavities under consideration (the engine compartment of the ATC 11 engine compartment and the volume expansion chamber 36), characterized by the same (or multiple) values of the sound frequency lengths λ _s , is excluded. In this case, we mean the values of the resonant frequencies of the lower eigen (resonance) modes of the cavity of the engine compartment of the ATS 11 engine compartment and directly the frequencies of the lower eigen (resonance) modes of the cavity of the volume expansion chamber 36. Thus, the resonant transmission of acoustic energy from the cavity of the engine compartment is eliminated (attenuated) ATS 11 engine compartment through the lower outlet ventilation opening of the engine compartment 33 and the front intake ventilation opening of the engine compartment 34 into the surrounding space (external environment) due to the damping of part of its energy in the volumetric expansion chamber 36. As a result, the noise-attenuating properties of the claimed technical object, the integral noise-attenuating module of the ATC 11, are increased. To ensure the increased sound-damping effect produced by the volumetric expansion chamber 36, its dimensions should probably be taken large sizes, acceptable (achievable constructively) by layout restrictions in automatic telephone exchanges, taking into account their nodal structural blocking with standard elements nti automatic telephone exchange (front bumper 28, the lower screen of the engine compartment - engine mudguard 6, body hood 5, fan cover of the engine cooling system 29) as a part of the battery of acoustic resonators 38 of the integrated noise-attenuating module of the automatic telephone exchange 11. To increase the acoustic efficiency of the volume expansion chamber 36, overall dimensions ( the area of the passage sections) of its connecting throats (neck parts) 16 are taken not less than three times smaller than the areas of the passage sections of the cavity of the chamber 39 of the volumetric expansion chamber 36. For lips injuries (weakening of the negative effect) of the noted drawbacks of sound attenuation produced by the volume expansion chamber 36 associated with the occurrence of “frequency dips” in the sound suppression characteristic, the connecting throats (neck parts) 16 may partially be located inside (moved inward) the cavity of the chamber 39 of the volume expansion chamber 36. Also in the cavity of the chamber 39 of the specified volumetric expansion chamber 36 can be placed additional dissipative elements such as perforated partitions containing accelerated waveguide channels of the dividing tubular or dividing plate septum 19, and / or porous sound-absorbing substances (fibrous, foamed open-celled sound-absorbing materials, mainly, isolated crushed fragmented sound-absorbing elements 21). The marked dissipative elements make it possible to additionally provide (expand) a sound-damping effect in the high-frequency region of the sound spectrum (over 500 Hz).

Volumetric expansion chambers 36, contained in the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11, operate (provide a noise-attenuating effect) on the principle of implementing a mismatched abrupt change in the acoustic (wave) resistance in the waveguide duct through which sound waves propagate. The resulting effect of multiple reflections of sound waves in the opposite direction to the radiation source (to the corresponding input throat element - the throat (neck part) 16), with associated dissipative losses arising from their propagation through this type of waveguide channels and provide a corresponding attenuation of acoustic energy, determined according to expression (9). In this case, the used silencing structural elements are characterized by a wider (less pronounced discrete resonance) noise suppression characteristic, in contrast to the above types of noise suppressing devices made in the form of acoustic resonators 12, 13, 14. Volumetric expansion chamber 36, with a sequential deadlock connection with other types of acoustic resonators contained in the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11, preferably dklyuchat to end deadlock site daisy chain acoustic resonators for maximum increase in the number of processes reflecting sound waves propagate from the previous sequential component elements of the chain of acoustic resonators.

In the embodiment of the design of the battery of acoustic resonators 38, connected in series to each other, but containing two end throats (two neck parts) 16, located directly on the end sections of the battery of acoustic resonators 38, it is advisable to place the volumetric expansion chamber 36 in the middle of this type of series-connected chain acoustic resonators contained in the battery of acoustic resonators 38 integrated noise-attenuating module ATS 11 (see figure 10).

ATS, in particular a passenger car, contains a motor compartment (Fig. 1, 6 ... 13, 15, 18) equipped with composite structural elements of the ATS, forming a partially-closed cavity of the engine compartment 10, in which the mounted power unit, consisting of ICE 9, is located and transmission unit (gearbox) 8. Partially-closed cavity of the engine compartment engine compartment 10, formed by the standard enclosing panels of the dashboard of the front end of the body 1, the radiator frame of the engine 2 cooling system, the radiator grill 3 complete with the casing engine radiator cooling fan 29, radiator grill cover 35, mudguard panels for body wheels (body wheel arches) 4, body bonnet 5, lower screen of the engine compartment of the body (mudguard of the internal combustion engine) 6, as well as front-attached to the body (to the cavity of the engine compartment) ATS 28 bumper, forming an open input front 34 and output lower 33 ventilation openings of the engine compartment. Mounted on the ATS integrated noise-attenuation module 11, contains a battery of acoustic resonators 38, including structural elements of sound attenuation of the resonator and / or combined type 37, interlocked (integrated) with the standard box and / or lamellar structures of the front bumper of the ATS 28, body hood 5, radiator fan casing cooling system of the internal combustion engine 29, the lower screen (ICE splash guard) of the engine compartment of the body 6. The battery of acoustic resonators 38, consisting of acoustic resonators 12, 13, 14 and / or surround expansion chambers 36, can be blocked (aggregated) in the device of the integrated noise-attenuating module ATS 11 in conjunction with a single stand-alone standard nodal element of the ATS-bumper 28, the hood of the body 5, the fan casing of the radiator for the cooling engine ICE 29, the lower screen (ICE splash guard) of the engine compartment 6 , or at the same time blocked (aggregated) in the device of the integrated noise-attenuating module of the ATS 11 with several of the above-mentioned standard automatic telephone exchange elements, for example, the bumper 28 and the bonnet 5, the bumper 28 and a burner of the radiator fan of the internal combustion engine 29 cooling system, the bumper 28 and the lower screen (ICE splash guard) of the engine compartment 6 or in any other combinations of the above-mentioned standard automatic telephone exchange elements. In this case, open sections of the throats (neck parts) 16 of the acoustic resonators 12, 13, 14 and / or the volume expansion chamber 36 of the battery of acoustic (noise-damping) resonators 38 are turned inward and communicated with the partially enclosed air cavity of the engine compartment 10 engine compartment.

, $$l_{R{2}^1}$$

и $$l_{R{3}^1}$$

соответственно настроенных на собственные (резонансные) частоты $$f_{R{1}^1}$$

, $$f_{R{2}^1}$$

, $$f_{R{3}^1}$$

акустических резонаторов R₁, R₂ и R₃ и соответствующим образом взаимосвязанных с характерными габаритными размерами ширины В, длины L и высоты Н полости подкапотного пространства моторного отсека 10, равных половинам полудлин λ_c/2 (четвертям длин λ_c) частот звуковых волн ( $$l_{R{1}^1}=L/2$$

, $$l_{R{2}^1}=B/2$$

, $$l_{R{3}^1}=H/2$$

), укладывающихся в ее указанных характерных габаритных размерах L, В, Н и обеспечивающих подавление акустической энергии на низших (первых - m=1) резонансных частотах колебаний f_L, f_B, f_H его воздушного объема полости подкапотного пространства моторного отсека АТС 10.The battery of acoustic resonators 38, as a part of the integrated noise-attenuating module of ATS 11, can, in particular, be formed by hollow tubular elements in the form of quarter-wave acoustic resonators 12 (Fig. 2, Fig. 2a) connected (connected) by their end sections with the air volume of the cavity under the engine compartment of the engine compartment 10 by means of its throat elements - throats (throat parts) 16, and on the other hand, closed (muffled) hard sound-reflecting bottoms (partitions) 15, made of a rigid, dense, sound-reflecting structure of a material, for example, polymer, metal. This type of design concept of the battery of acoustic resonators 38, represented by quarter-wave acoustic resonators 12, characterized, for example, by three dynamic lengths $$l_{R{\mathrm{one}}^{\mathrm{one}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R$$

and $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R$$

respectively tuned to natural (resonant) frequencies $$f_{R{\mathrm{one}}^{\mathrm{one}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

acoustic resonators R _1, R ₂ and R ₃ and appropriately interconnected with the characteristic dimensions of width B, the length L and the height H of the cavity engine compartment of a motor compartment 10, equal to half the half-lengths λ _c / 2 (fourth wavelength λ _c) of sound waves frequencies ( $$l_{R{\mathrm{one}}^{\mathrm{one}}}=L/2$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=B/2$$

, $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=H/2$$

) that fit into its specified characteristic dimensions L, B, H and ensure the suppression of acoustic energy at the lowest (first - m = 1) resonant vibration frequencies f _L , f _B , f _{H of} its air volume in the engine compartment of the engine compartment of the ATC 10.

, $$l_{R{2}^{11}}$$

и $$l_{R{3}^{11}}$$

полуволновых акустических резонаторов 13 - R₁, R₂ и R₃, габаритные размеры которых взаимосвязаны с соответствующими габаритными размерами ширины В, длины L и высоты Н полости подкапотного пространства моторного отсека АТС 10. Они выбраны равными полудлинам (λ_c/2) частот звуковых волн укладывающихся в ее (полости подкапотного пространства моторного отсека 10) габаритных размерах ( $$l_{R{1}^{11}}=L$$

, $$l_{R{2}^{11}}=B$$

, $$l_{R{3}^{11}}=H$$

). Тем самым, обеспечивается подавление акустической энергии полуволновыми акустическими резонаторами 13, характеризуемыми собственными (резонансными) частотами $$S_{R{1}^{111}}$$

$$S_{R{2}^{111}}$$

$$S_{R{3}^{111}}$$

, настроенными на собственные (резонансные) частоты колебаний (низшие m=1, собственные моды) f_L, f_B, f_H воздушного объема полости подкапотного пространства моторного отсека АТС 10.The battery of acoustic resonators 38, as part of an integrated noise-attenuation module of ATS 11, can also be formed by several, in particular, three, hollow tubular elements open on both sides in the form of half-wave acoustic resonators 13 (Fig. 3, Fig. 3a) connected by both open ends - throats (throat parts) 16 to the air volume of the cavity of the engine compartment of the engine compartment 10 by means of these throats (throat parts) 16, in particular, represented by three lengths $$l_{R{\mathrm{one}}^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R$$

and $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R$$

half-wave acoustic resonators 13 - R ₁ , R ₂ and R ₃ , the overall dimensions of which are interconnected with the corresponding overall dimensions of the width B, length L and height H of the cavity of the engine compartment of the engine compartment of the ATS 10. They are chosen equal to half lengths (λ _c / 2) of the sound frequencies waves that fit into it (cavity under the engine compartment of the engine compartment 10) overall dimensions ( $$l_{R{\mathrm{one}}^{\mathrm{eleven}}}=L$$

, $${\mathrm{<figure-callout\; id="2"\; label="l\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=B$$

, $${\mathrm{<figure-callout\; id="3"\; label="l\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">l\; </figure-callout>}}_R=H$$

) Thus, the suppression of acoustic energy by half-wave acoustic resonators 13, characterized by natural (resonant) frequencies $$S_{R{\mathrm{one}}^{111}}$$

$${\mathrm{<figure-callout\; id="2"\; label="S\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">S\; </figure-callout>}}_R$$

$${\mathrm{<figure-callout\; id="3"\; label="S\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">S\; </figure-callout>}}_R$$

tuned to their own (resonant) oscillation frequencies (lower m = 1, eigenmodes) f _L, f _B , f _{H of the} air volume of the cavity of the engine compartment of the engine compartment of the ATS 10.

, $$f_{R{2}^{111}}$$

, $$f_{R{3}^{111}}$$

.The battery of acoustic resonators 38 can also be, in particular, formed by several, in particular three, hollow volumetric elements in the form of Helmholtz resonators 14 (Fig. 4, Fig. 4a) connected by their throats (neck parts) 16 or supply channels (neck part) ) 20, represented by through holes of perforation distributed over the wall surface (mainly, round or other geometric shapes, for example, made in the form of slotted grooves with bends) or mesh cells, characterized by dynamic the throat length h (“dynamic thickness” of the perforation hole), the bore F _Ftr and the chamber volume 39 V _k , to the air volume of the engine compartment under the hood compartment 10, which, in particular, is characterized by three natural vibration frequencies (lower eigenmodes) f _L , f _B , f _H. Accordingly, the technical parameters of the Helmholtz resonators 14 - R ₁ , R ₂ and R ₃ , formed by the choice of certain combinations of geometric parameters of the volumes of their chambers 39, dynamic lengths and areas of passage sections of the throats (neck parts) 16 or supply channels (neck parts) 20, should be appropriately interconnected with the overall dimensions of the width B, length L and height H of the cavity of the engine compartment of the engine compartment 10, forming the values of the natural (resonant) vibration frequencies (its lowest - first m = 1, natural modes ) in order to ensure a frequency-tuned dynamic process of suppressing sound energy generated at the indicated lower eigen (resonant) frequencies (lower eigenmodes) of sound vibrations f _L , f _B , f _{H of the} air volume of the cavity of the engine compartment of the ATS 10 engine compartment with the corresponding dynamic (damping) effect of connected Helmholtz resonators 14 on it, characterized by identical (close in value) eigen (resonant) frequencies - $$f_{R{\mathrm{one}}^{111}}$$

, $$f_{R{2}^{111}}$$

, $$f_{R{3}^{111}}$$

.

In those cases of the design of the overall dimensions of the cavities of the engine compartment of the ATS 11 engine compartments, when their separate three parameters characterizing the air volume of the indicated cavity (L, B, H) are equal or differ insignificantly (not more than 1.2 times), then , accordingly, it is possible to use a smaller (less than three) number of acoustic resonators with differing values of the natural (resonant) frequencies of their acoustic tuning aimed at suppressing a correspondingly smaller number distinguish lower eigenmodes (resonance) modes of the air volume of the cavity under the engine compartment of the engine compartment 10. When, for example, two overall parameters (for example, L and B, or L and H, or B and H) are equal or differ slightly (less than 1.2 times), then, accordingly, it becomes necessary to suppress only two different lower (m = 1) eigen (resonance) modes. In cases where all three dimensional parameters that form the air volume of the cavity of the engine compartment of the ATS 10 engine compartment will be equal to each other (L = B = H) and this cavity will be represented by a cubic figure (or all three dimensions of L, B, N will differ from each other by no more than 1.2 times), then, accordingly, there is a need to suppress only one resonating lowest (m = 1) eigenmode (f _L = f _B = f _H ). The tolerance for compensating for differences in the overall dimensions L, B, H of the cavity of the engine compartment of the ATC 10 engine compartment, causing a corresponding difference in the parameters of its lower eigenmodes (values of the natural resonant sound frequencies of the cavity), is determined (provided) by the ongoing extension of the tuning frequency band of the acoustic resonators 12, 13, 14 in the composition of the battery of acoustic resonators 38, due to the use of additional resistive dissipative elements in it (battery of acoustic resonators 38) s - protective sound-transparent lining layers 22 and 30, compensation (evacuation) channels 25, damping porous plugs 31, damping channels 32, the presence in the chamber cavities 39 of separate crushed fragmented sound-absorbing elements 21. The listed factors (structural elements) reduce the quality factor of the amplitude-frequency characteristics these acoustic resonators 12, 13, 14, with appropriate expansion of the tuning frequency bands and effective noise damping. Also, the use of a battery of acoustic resonators 38 volumetric expansion chambers 36, characterized by a broadband frequency damping effect of acoustic energy, further suppresses low-frequency resonances of the air volume of the cavity of the engine compartment of the ATS 10 engine compartment, which, if necessary (in some cases), can reduce the number used acoustic resonators 12, 13, 14, differing in frequency tuning parameters. Thus, this allows to some extent reduce the requirements for the necessary accuracy of observing the frequency tuning of the acoustic resonators 12, 13, 14 for the effective suppression of low-frequency resonances of the air volume of the cavity of the engine compartment of the ATS 10 engine compartment by f _L , f _B , f _H.

The total number of acoustic resonators (R _Σ ) 12, 13, 14, as a part of one battery of acoustic resonators 38 of one integrated noise-attenuating module ATS 11, with identical and / or different values of natural (resonant) vibration frequencies (f _R ) is not limited. Their open throats (throat parts) 16 can be spatially dispersed in a certain way in the cavity of the engine compartment of the ATS 10 engine compartment, both with the aim of eliminating the negative interaction of the near acoustic (hydrodynamic) fields of their throats (throat parts) 16, and with the goal of a specified throat localization (neck parts) 16 in certain spatial zones of the engine compartment of the engine compartment of the ATS 10, characterized by a pronounced (distinguished) frequency domain and / or the highest level of intensity The amount of acoustic energy emitted in this spatial zone of the engine compartment engine compartment 10. The total number of integrated noise-attenuation modules of the ATS 11 that this ATS can be equipped with is also not limited. They can be represented either by identical designs of integrated noise-attenuating modules of ATS 11, or differing in design, containing acoustic resonators 12, 13, 14 and / or volumetric expansion chambers 36 (as with hollow chambers 39, and filled with separate crushed fragmented sound-absorbing elements 21).

The battery of acoustic resonators 38 can also be formed by several, for example, three, hollow volumetric elements in the form of the corresponding type of volumetric expansion chambers 36 (Fig. 5, Fig. 10) connected by their tubular elements - throats (throat parts) 16 to the air volume engine compartment cavities of the engine compartment 10.

Mutual spatial arrangement of open throats (neck parts) of 16 acoustic resonators as part of the design of a battery of acoustic resonators 38 facing the cavity (communicated with the cavity) of the engine compartment hood compartment 10 with close (differing by no more than 1.2 times) values of the intrinsic (resonant) frequencies should be appropriately ordered spatially spaced (distributed) in the dimensions of the battery of acoustic resonators 38, composed, for example, of a quarter-wave acoustic ezonizers 12 and / or half-wave acoustic resonators 13 and / or Helmholtz resonators 14. The shortest (minimum) distances between the adjacent inner wall surfaces (passage sections of the channels) of the throats (throat elements) 16 shown in FIGS. 2, 2a, 3, 3a, 4, 4a, three acoustic resonators - e ₁ , e ₂ , e ₃ , which are part of the battery of acoustic resonators 38 - quarter-wave acoustic resonators 12, half-wave acoustic resonators 13 and Helmholtz resonators 14 (R ₁ , R ₂ and R ₃ ) must satisfy geometric prog ressies, according to the expressions (23, 24, 25):

$$e_{\mathrm{one}}\ge \frac{k_p\times c}{\mathrm{four}\sqrt{f_{R\mathrm{one}}\times {\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R}},m;\left(\text{23}\right)$$

$$e_2\ge \frac{k_p\times c}{\mathrm{four}\sqrt{{\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R\times {\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R}},m;\left(\text{24}\right)$$

$$e_3\ge \frac{k_p\times c}{\mathrm{four}\sqrt{f_{R\mathrm{one}}\times {\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R}},m;\left(\text{25}\right)$$

where k _p = 0.9 ... 1.1 is the coefficient of change in distance based on practical experience in maintaining the sound damping effect provided by each individual acoustic resonator 12, 13, 14;

f _R1 , f _R2 , f _R3 — eigen (resonant) frequencies of the acoustic resonators R ₁ , R ₂ , R ₃ , Hz;

s is the speed of sound, m / s.

These mutual spatial arrangements are achieved by choosing rational distances from each other of the throat (neck parts) 16 e ₁ , e ₂ , e _{3 of the} acoustic resonators 12, 13, 14 contained in the battery of acoustic resonators 38, with similar values (different from each other by no more than 20%) by their own (resonant) vibration frequencies. This allows them to already not negatively interact with each other, due to the already achieved sufficient spatial removal of their throats (throat parts) 16 among themselves. In those cases when the two-neck resonator structures in the form of half-wave acoustic resonators 13 are included in the battery of acoustic resonators 38, then the mutual arrangement of their own two throats (as part of a specific half-wave acoustic resonator) should be, as far as possible, at minimum distances that may be achieved, for example, by giving the tubular element a curved U-shape. In this case, the propagating sound waves simultaneously entering the open throats (throat parts) 16 of this type of half-wave acoustic resonator 13 differ to the least extent by the phase of the sound wave (they enter the throats (throat parts) 16 essentially in phase). Accordingly, during propagation and independent propagation of sound waves in the cavity of this type of half-wave tubular element of the half-wave acoustic resonator 13 towards each other, they will mutually compensate in the middle zone of the tubular element (in the quarter-wave zone of the sound wavelength) on the natural frequency of sound vibrations excited in the cavity. This will cause a corresponding noise-attenuating effect at a given natural (resonant) frequency of the half-wave acoustic resonator 13. In view of the fact that the battery of acoustic resonators 38 is designed primarily to suppress the resonating lower eigenmodes of the air volume of the engine compartment cavity of the engine compartment 10 of a passenger car f _L , f _B , f _H , which are in the frequency range of 50 ... 500 Hz, formed by the overall geometric dimensions of the specified cavity 10, covering, in particular, overall range 0.5 ... 2.0 m, the most sensitive to phase tuning are sound frequencies with higher values of sound frequencies of the specified frequency range, characterized by a shorter sound wavelength. Based on the considered frequency range of sound radiation f = 50 ... 500 Hz and the corresponding range of changes in the length of sound waves λ = 6.8 ... 0.68 m, the accepted value of the shortest (minimum) distance (t) between the inner surfaces of the walls, (passage sections ) open sections of the throat (neck parts) 16 of the half-wave acoustic resonator 13 is chosen equal to:

$$t\le 0.1{\lambda }_{500}\mathrm{and}l\mathrm{and}t\le \mathrm{0,068}m,\left(\text{26}\right)$$

where λ ₅₀₀ = 0.68 m is the sound wavelength at a frequency f = 500 Hz (at air temperature + 20 ° C).

In those particular designs of the throats (throat parts) of the 16 and 20 Helmholtz resonators, when they are represented not by single tubular type throat elements - the throats (throat parts) 16, but by the supply channels (throat parts) 20, in the form of resonators distributed over the surface of the chamber 39 Helmholtz 14 through holes of perforation, their rationalized spatial distance from possible other throat elements - throats (throat parts) 16, 20, having close values of natural (resonant) frequencies of acoustic their resonators 12, 13, 14, blocked in the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11, excluding the mutual negative intensive dynamic interaction of their hydrodynamic (near acoustic) fields, is determined based on the nearest (minimum) distances of the external contour of the closed polygon, side which cover the outer perimetric zones of the extreme peripheral holes of the perforation of the supply channels (neck portion) 20, to the corresponding throat elements - throats (throat portions) 16, 20 remaining other acoustic resonators 12, 13, 14, which are composed of the battery acoustic resonator 38 according to the diagram in Figure 46.

In this case, the proposed arrangement (spatial arrangement) and such a design of the acoustic resonators 12, 13, 14 (R ₁ , R ₂ , R ₃ ) and volumetric expansion chambers 36 as part of the ATC 11 integral noise-damping module allows them to function quite independently without the negative mutual influence of their own near hydrodynamic (acoustic) fields of sound pressure in areas of nearby throats (throat parts) 16, as with options that significantly differ from each other (by at least 20%) with bstvennyh (resonance) frequencies f _R1, f _R2, f _R3 acoustic resonators R _1, R _2, R ₃ - in layout embodiments of closely throats (throat portions) 16 each of the acoustic resonators R _1, R _2, R _3, and at variants of close (differing by no more than 20%) eigenvalues (resonant) frequencies f _R1 , f _R2 , f _{R3 of} each of the considered acoustic resonators R ₁ , R ₂ , R ₃ - in cases where their throats (throat parts) 16 are spatially spaced from each other at predetermined distances e ₁ , e ₂ , e ₃ . As a result, an effective and broadband damping of sound energy is provided, which does not contain noticeable “dips” in the frequency characteristics of the damping, due to the above exclusion of the processes of dynamic interaction and mutual influence of individual acoustic resonators R ₁ , R ₂ , R ₃ in the design variants as closely spaced, with significantly different natural (resonant) frequencies (more than 1.2 times), and the throat (neck parts) 16 are sufficiently spatially remote from each other, with close E values (differing by no more than 20%) natural (resonant) vibrational frequencies _{f R1, f R2, f R3} , defined according to expressions (7), (17), (20), (22), (23), ( 24), (25), (26).

To further increase the effect of damping of resonant vibrations in the throat (throat) cavities 16 of acoustic resonators 12, 13, 14, and / or volume expansion chambers 36, with obtaining a wider frequency range of noise reduction, less sensitivity to the frequency detuning of acoustic resonators 12, 13, 14 and the weakening of the negative process of dynamic interaction of nearby throats (throat parts) 16 acoustic resonators 12, 13, 14, associated with the loss of sound-damping effect and potential due to a defect in amplification of sound radiation, the tubular throat elements - throats (throat parts) 16 can be additionally covered by a protective lining air-blowing damping layer 30. To achieve the same goals, damping porous tubes can be additionally installed in the cavities of the tubular elements of acoustic resonators 12, 13, 14 31, made of porous open-cell foam or fibrous ZPM. The walls of the tubular elements of the acoustic resonators 12, 13, 14 may also contain additional damping channels 32, represented, in particular, through holes of perforation (mainly round or other geometric shapes, for example, made in the form of slotted grooves with bends, as shown in FIG. .2a, 3a, 4a, 6, 8, 14, 15, 16). The positive functions of dissipative damping of acoustic vibrations, with a noise reduction effect of up to 10 dB, can, in particular, concomitantly perform compensation evacuation channels (drainage holes) 25 located in the walls of these tubular or chamber elements of acoustic resonators 12, 13, 14 (see Fig. .2a, 4a, 9, 11, 13, 14, 16). In this case, a different arrangement of this type of damping elements 30, 32 relative to the open cut of the throat (throat part) 16 of the acoustic resonator (relatively rigid sound-reflecting bottom 15, the quarter-wave acoustic resonator 12) is possible to ensure effective dissipation of the energy of acoustic vibrations. The total area of the passage sections of the damping channels 32 (F _DC ), made in the walls of the acoustic resonators 12, 13, 14, should not exceed 0.1 of the area of the passage section of the waveguide tube neck (F _resp ) of the acoustic resonator 12, 13, 14, in which they completed:

$$F_{D\mathrm{TO}}\le 0.1F_{\mathrm{about}t\mathrm{at}}\left(\text{27}\right)$$

Observance of this condition (27) can not only prevent a noticeable frequency detuning of the acoustic resonator 12, 13, 14, tuned to suppress the sound radiation of one of the lower eigen resonance modes f _L , f _B , f _{H of the} air volume of the cavity of the engine compartment of the engine compartment 10 that occurs , in particular, due to excessive shortening of the “dynamic length” of the throat (neck portion) 16 of the acoustic resonator 12, 13, 14 (cutting off part of the oscillating mass of the air column in the cavity of the tubular element, taking into account the attached ma In open air sy throat cutoff zone of the element). With an "excessive" degree of perforation of the wall of the tubular waveguide channel in a given area of the throat (neck portion) 16, the remaining part of the air column located in the tubular waveguide channel from the resonant vibrational movement of air in it will be cut off (isolated). In this case, the zone of a high degree of perforation of the wall of the tubular waveguide channel of the throat (throat part) 16 will be an independent shortened open end section of the throat (throat part) 16 acoustic resonators 12, 13, 14, and its cut-off part will remain excluded (passive) from oscillatory motion.

The damping porous plugs 31 and the damping channels 32 of the acoustic resonators 12, 13, 14 are preferable to be located in the antinode zones of sound pressure localized in the cavities of the tubular waveguide elements of the acoustic resonators 12, 13, 14 on their own (resonant) modes of acoustic vibrations. For quarter-wave acoustic resonators 12 and half-wave acoustic resonators 13, the zones of localization of the antinodes of sound pressures at the first and second eigenmodes are, in particular, sections located at distances equal to l _R / 2 and l _R / 4 from the planes of open throat sections (throat parts) 16 (from the surface of the hard sound-reflecting bottom 15 - with the option of using a quarter-wave acoustic resonator 12).

The cavity of the resonator chamber 39 of the Helmholtz resonator 14 and / or the chamber 39 of the volume expansion chamber 36 may be completely or partially filled with a porous sound-absorbing substance, preferably represented by separate crushed fragmented sound-absorbing elements 21, made of identical or different types and grades of porous ZPMs, with identical or different physical characteristics, chemical composition, porosity, quantity and combination of types of structures of porous layers in one or m nogolosnyh combinations, identical or different geometric shapes and overall dimensions, located mainly in the dimensional overall range of 5 ... 100 mm.

A battery of acoustic resonators 38, consisting of acoustic resonators, can be formed either exclusively identical (Fig. 2, 2a, 3, 3a, 4, 4a, 5), or differing combinations of types and varieties of composite acoustic resonators (Fig. 4b, 6, 7, 8, 9, 10, 11, 12, 13, 14), for example, of two types - quarter-wave acoustic resonators 12 and half-wave acoustic resonators 13, or quarter-wave acoustic resonators 12 and Helmholtz resonators 14, or quarter-wave acoustic resonators 12 and voluminous expand chambers 36, or half-wave acoustic resonators 13, and Helmholtz resonators 14, or half-wave acoustic resonators 13, and volume expansion chambers 36, or Helmholtz resonators 14, and volume expansion chambers 36, or three types of quarter-wave acoustic resonators, half-wave and acoustic resonators Helmholtz, or four types - quarter-wave acoustic resonators, half-wave acoustic resonators, Helmholtz resonators and volumetric and expansion chambers.

The ATC 11 integrated noise-damping module, mainly of a resonator or combined type, containing a battery of acoustic resonators 38, can be made in the form of a bearing molded case shell of various geometric shapes, taking into account its use (layout) in the cramped limited spaces of the engine compartment, and also taking into account an acceptable exterior design and overall dimensions of the PBX, in combination (aggregation) with the standard multi-functional panels (parts, nodes) of the PBX, combining for example, useful passive safety functions, and / or, to one degree or another, improving the aerodynamic characteristics of automatic telephone exchanges, as well as performing certain protective or decorative functions. Inside the enclosure of the ATC 11 integrated noise-damping module 11, mainly of a resonator or combined type, containing a battery of acoustic resonators 38, including a given set (identical or different types and varieties) of acoustic resonators 12, 13, 14 and volumetric expansion chambers 36, dividing tubular can be additionally installed partitions 17 and / or dividing plate partitions 18, made solid or containing additional bypass waveguide channels 19, is nye, e.g., the through perforation holes (preferably of circular or other geometric forms, in particular in the form of a slit with embossments limb) cell or reticulated substrate (10, 12, 14). The internal cavity of at least one chamber 39 (Helmholtz resonator 14 or volumetric expansion chamber 36) as part of the design of the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11, of a combined type, integrated (aggregated), for example, into a single nodal object with a casing a fan of the radiator of the internal combustion engine cooling system 29, and / or formed by the walls of the front bumper body of the ATC 28, and / or the walls of the tubular dividing walls 17 and / or plate dividing walls 18, located inside the cavity of the specified resonator chamber 39 of the Helmholtz resonator 14 or the volume expansion chamber 36, can be completely or partially filled with a given one type of porous sound-absorbing substance, formed mainly by separate crushed fragmented sound-absorbing elements 21. They can also be made from identical, so and from various types and grades of porous air-blown fibrous and / or foamed open-cell ZPM structures endowed as identical (bl small), and significantly differing physical characteristics, chemical composition, porosity, quantity and combination of types of structures of porous layers in, for example, multilayer porous structures, given certain overall dimensions, which are predominantly (more than 50% of the occupied volume of the chamber cavity 39) in the dimensional overall range of 5 ... 100 mm, in the form of both identical and various (different) geometric shapes and dimensions, which compromise satisfy the technical requirements assignments for development or technical conditions of production for layout and installation, technological, acoustic (with respect to achieving maximum sound-absorbing effect) the possibilities of their location inside the chamber cavity 39. Moreover, they can be the end products of recycled recycling utilization processing of technological waste and technological marriage of fiber production foamed open-cell ZPM and / or parts from ZPM, as well as be made of the corresponding parts (panels, o willows, gaskets) containing porous ZPM by means of secondary recycled recycling recycling of body noise insulation packages (driver’s cabin, passenger compartment, engine compartment, luggage compartment), dismantled from the PBX, having completed their life cycle and subject to disposal processes, in this regard, after dismantling them from the structure of noise-reducing packages (sets). They can also be made of a similar type of disposable standard noise reduction packages used in other noise-related vehicles (railway, aviation, tractors, combines, mobile communal and road-building equipment, etc.), noise-generating units and systems of power plants (stationary internal combustion engines, stationary and mobile compressor units, etc.), construction sites (soundproof fiber and / or foamed open-cell panels for wall acoustic x linings, floors, elevator shafts, ventilation systems, etc.). The internal cavity of at least one chamber 39 of the Helmholtz resonator 14 contained in the battery of acoustic resonators 38, or the cavity of the chamber 39 of the volumetric expansion chamber 36 of the integrated noise-attenuating module of the ATC 11 of the combined type, can also be completely or partially filled exclusively with “new” ones made from a typical feedstock used in the manufacture of porous sound-absorbing materials (and not from recyclable parts and materials) isolated crushed fra gmentirovannye sound-absorbing elements 21, which are made from a typical source material for the production of porous ZPM, represented, for example, in the form of a semi-finished flat-sheet (in sheets, rolls) material, by subsequent further processing operations with it crushing / cutting / cutting, which in a similar way can be randomly or orderly distributed inside the cavities of the chambers 39 of the Helmholtz resonator 14 and / or the cavities of the chambers 39 of the volumetric expansion chambers 36 of the integral noise damping Having fired ATC 11, with the corresponding formation of noise suppressors of a combined type. Intergranular hollow channels 24, which are formed between the contacting faces of separate crushed fragmented sound-absorbing elements 21, along which sound waves propagate, further increase the efficiency of sound energy absorption. The internal cavity of at least one chamber 39 (the cavity of the Helmholtz resonator chamber 14 and / or the cavity of the chamber 39 of the volume expansion chamber 36) as part of the battery of acoustic resonators 38 of the integral noise-attenuating module ATS 11 can be completely or partially filled with a mixture of preset dosage combinations of isolated crushed fragmented sound-absorbing elements 21, obtained from the original recyclable raw materials, the composition of which is added a certain amount of "new" isolated crushed fragments nnyh sound absorbing elements 21 obtained from semifinished sheet porous sound absorbing structure. The integrated noise-attenuating module of ATS 11 of a resonator or combined type (with an additional inclusion in the cavity of the chambers 39 of Helmholtz resonators 14 and / or volumetric expansion chambers 36 of separate crushed fragmented sound-absorbing elements 21), as part of the battery of acoustic resonators 38, may contain closed internal cavities of resonator and / or volumetric expansion chambers 39 of both a composite collapsible and a monolithic collapsible design. Moreover, the filling of the internal cavity of this type of chamber 39 of the Helmholtz resonator 14 and / or the volume expansion chamber 36, as part of an integrated noise-attenuating module ATS 11, integrated, in particular, into a single unit with a front bumper of the ATS 28 body and / or a fan casing of the cooling radiator ICE 29, the corresponding type of separate crushed fragmented sound-absorbing elements 21, can be produced in the process of its direct manufacture as an intermediate technological operation. Also, the main body of the ATS 11 integrated noise-damping module, integrated, in particular, in a single unit with the front bumper of the ATS 28 body and / or the fan casing of the engine cooling system radiator 29, may contain a removable and / or opening cover 26 (hinged, fixed on hinges , using lock joints, hardware, etc.), to ensure the necessary filling / emptying of the internal cavities of the chambers 39 of the Helmholtz resonators 14 and / or volumetric expansion chambers 36 that are part of the acoustic battery onatorov 38 integral shumozaglushayuschego module PBX 11, for example, already in step PBX operation (holding, if necessary, a periodic change, simplification of processes of separation of heterogeneous structures of plastics for recycling of parts and components). The surfaces of the tubular dividing walls 17 and / or lamella dividing walls 18 communicating and / or separated (separated into separate zones of the ATC 11 integrated sound-damping module 11 of the acoustic resonator battery 38) of the Helmholtz resonator chambers 39 and / or chambers 39 of volumetric expansion chambers 36 at in them bypass waveguide channels 19 directly in contact with separate crushed fragmented sound-absorbing elements 21 can be completely or partially blocked a protective sound-transparent lining layer 22 made in the form of a continuous, dynamically pliable, gas-impermeable film with a thickness of not more than 1 mm, for example, polyester aluminized, urethane, polyvinyl chloride or the corresponding type of sound-transparent gas-blown non-woven fabric of the type "maliflise", "filts", or tissue structure, for example, fiberglass, basalt fiber fabric, or in the form of a gas-blown microperforated film or foil structure of a material, for example, polyvinyl chloride, and luminium, copper, brass, or as a thin (not more than 1 mm thick) layer of the porous structure of a fibrous or foamed open-cell gas-blown sound-absorbing material (not more than 10 mm thick) and / or in the form of their combined layered combinations, providing, for example, the prevention of possible precipitation from the cavity of the oscillating (subjected to dynamic loads) chamber 39 of the Helmholtz resonator 14 and / or chamber 39 of the volumetric expansion chamber 36 placed in them separate fragmented crushed sound-absorbing elements 21 or their parts, the exclusion of blowing from their porous structure of individual fibers or cells by air flow, as well as the exclusion of possible ingress and accumulation (absorption) in their porous open-cell foamed or porous fibrous sound-absorbing structure of various liquids (moisture from the environment, process liquids - fuel, cutting fluids, etc.), small amorphous particles, insects, to exclude the destruction of their porous structure due to a possible process of subsequent freezing I got into the pores of moisture at low (alternating) operating temperatures of ATS equipped with this type of ATS 11 sound-damping integrated module as part of the ATS 28 front bumper and / or the engine cover of the radiator of the engine cooling system 29 and / or the lower screen of the engine compartment (mudguard ICE) 6, and / or body hood 5.

Protective sound-transparent lining layer 22, used in the form of a corresponding type of surface cladding of perforated sections of separation tubular partitions 17 and / or separation plate partitions 18, as part of communicating resonator chambers 39 of Helmholtz resonators 14 and / or chambers 39 of volumetric expansion chambers 36 as part of a battery of acoustic resonators 38 integrated noise-attenuating module of automatic telephone exchange 11 of the combined type containing porous sound-absorbing substance in the zones of the location of the bypass waves water channels 19, can be mounted both from the inner surface (from the side of the placement of separate crushed fragmented sound-absorbing elements 21), and from the outer surface of the opposite (back) side of the tubular wall 17 and / or plate 18 of the dividing walls (see Fig. 14) . Also, laying (installation) in the cavity of the chambers 39 of Helmholtz resonators 14 and / or the chambers 39 of the volume expansion chambers 36 of the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11 of the combined type of separate crushed fragmented sound-absorbing elements 21 made of porous ZPMs that have already been placed into a protective sound-transparent layer forming a closed bearing shell of the container type 23, made of the above types of sound-transparent materials. In a number of cases, this facilitates (simplifies) their installation or the necessary replacement during the manufacturing and / or operation of the integrated noise-attenuating module ATS 11 (see Fig. 14).

Separate fragmented crushed sound-absorbing elements 21 can be in free (filling) form in the cavity (s) of the chambers 39 of at least one Helmholtz resonator 14 and / or one volume expansion chamber 36 as a part of the battery of acoustic resonators 38 of the integral noise attenuation module ATC 11 In this case, their dynamic contact displacement relative to each other during the operation of the automatic telephone exchange can occur, causing concomitant damping of vibrations of the housing elements and / or of a fiery type, the damping effect on the gas-dynamic pulsating excitation created by air flows propagating in the cavity of the engine compartment under the engine compartment 10. Their other structural and technological designs are also possible, for example, by creating mutually immovable fastening of separate crushed fragmented sound-absorbing elements 21 to contact them the surface of the protective sound-transparent layer 23, with the subsequent formation of the corresponding closed carrier shell 23. The container type may also occur constructive and technological execution of the claimed technical device providing a fixed mutual adhesive fastening together each of at least a majority (i.e. more than 50% of their total number) of separate fragmented crushed sound-absorbing elements 21, with the formation of a briquetted module (monolithic porous briquette). This type of technological design can be achieved by using the appropriate technological process, using one or another type of adhesive, for example, thermo-adhesive (thermoactive), presented in the form of fibrous (for example, polypropylene fibers) material, correspondingly (uniformly) distributed in the volume of the chamber cavity 39 Helmholtz resonator 14 and / or chamber 39 of the volumetric expansion chamber 36 contained in the battery of acoustic resonators 38 integral a sound-damping module of ATS 11, or in a specific surface manner distributed or deposited on the surfaces of separate fragmented crushed sound-absorbing elements 21 of a powdered thermoactive substance connecting their contacting zones of the surfaces of the faces when creating specified temperature (if necessary, overpressure) production and technological modes implemented by the corresponding technological processes. Other technical methods (technological processes) of molding monolithic porous briquettes from randomly or orderly distributed and appropriately bonded to each other and / or with the surface of the protective sound-transparent layer 23 can be applied, with the formation of a closed carrier shell of the container type, separate fragmented crushed sound-absorbing elements 21 , for example, by surface aerosol spraying of the corresponding adhesive substances (using a sticky adhesive layer applied th sound transmission on the surface of the protective layer, represented as a closed container type bearing shell 23). Constructive options for the execution and subsequent use of a porous monolithic briquette that does not contain an external protective facing layer 22 or 23 are possible (if this is not required by the technical task for the development of the object or this is not provided for by the technical conditions for its production).

For ease of implementation of installation / disassembly processes, porous sound-absorbing monolithic briquettes composed of separate crushed fragmented sound-absorbing elements 21 fastened together can be suitably molded and presented from several component forming elements, which are subsequently installed to be interfaced or interfaced to each other inside the cavity of the bearing shell container type 23 in the housing of the integrated noise-attenuating module ATS 11.

To ensure an appropriate ordered distribution of isolated crushed fragmented sound-absorbing elements 21 inside the cavity of the chamber 39 of the Helmholtz resonator 14 and / or chamber 39 of the volume expansion chamber 36 of the battery of acoustic resonators 38 of the integral noise-attenuating module ATS 11 and / or to create the necessary increase in the rigidity of the modular design of the claimed technical device , for example, as part of the front bumper of the ATS 28 body, interlocked with a battery of acoustic resonators 38 as part of an integrated sound-damping module 11, may contain one or more additional embedded frame elements 27, mainly a perforated type, with a perforation coefficient K _per. ≥0.2, providing him with acceptable properties of sound transparency.

Housing parts of the ATS 11 integrated noise-attenuating module, which contains a battery of acoustic resonators 38 of a resonator (with hollow chamber elements) or a combined type (partially or completely filled with porous sound-absorbing material of the chambers 39), consisting solely of quarter-wave acoustic resonators 12 and / or only of half-wave acoustic resonators 13, and / or only from Helmholtz resonators 14, and / or only from volumetric expansion chambers 36, or made in the form of their various ( mixed) combinations, consisting of various types of acoustic resonators 12, 13, 14 and volumetric expansion chambers 36, integrated, in particular, into the front bumper of the ATS 28 body and / or the radiator fan casing of the ICE 29 cooling system and / or the body hood 5 , and / or the lower screen (mudguard) of the engine compartment of the body 6, including their internal components (dividing tubular partition 17, dividing plate partition 18, cover 26, embedded frame element 27) can be made of various types of structural materials - metal physical (e.g. steel, aluminum), polymer (e.g. polyamide, polypropylene, rubber), polymer components, with integrated (embedded) reinforcing metal elements such as embedded rods, perforated plates, grids (not shown) or in the form of integral parts made from fibrous materials using appropriate binders, forming porous sound-absorbing and sound-insulating structures. Rigid sound-reflecting bottoms (partitions) 15 of quarter-wave acoustic resonators 12 can be made of a dense air-deflecting sound-reflecting structure of a structural material (for example, polymer, metal). Housing elements, as well as parts of the internal nodes of the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11, if necessary, can contain stiffeners, seals, compensators for mechanical vibrations (dynamic vibration dampers). The ATC 11 integrated sound-damping module, as part of the lower screen (mudguard) of the engine compartment of the body 6 and the battery of acoustic resonators 38, can be made of a composite nodal structure consisting of several parts (parts, nodes) connected, for example, by corresponding telescopic elements, using, for example, various snap lock elements (FIG. 15).

To deliberately ensure unhindered drainage or forced removal, for example, using the effect of an ejection suction by a moving ATC, various liquids in the form of moisture coming from the environment, process fluids, in the form of detergents, fuels, cutting fluids from cavities formed by dividing tubular partitions (ducts) 17 and / or from the cavities of the chambers 39 and / or throat elements of the battery of acoustic resonators 38 of integrated noise suppressors ATS 11 module, which may get there during technical operation (movement of the ATS on wet road surface or during washing), in the walls of the internal dividing tubular partitions 17 and / or the walls of the chambers 39 of the Helmholtz resonators 14 and volumetric expansion chambers 36 of the body of the integral noise attenuating ATC module 11, combined, in particular, with the front bumper of the ATC 28 body and / or the fan cover of the radiator of the engine cooling system 29, and / or the hood of the body 5, and / or the lower screen of the engine compartment of the body (spray ovik ICE) 6, compensation evacuation channels (drainage holes) 25 (Fig. 2a, 4a, 6, 9, 11, 13, 14,16) can be made, the passage section of which with the area of F _CE , is limited by the expression (28)

$$F_{\mathrm{TO}E}\le 0.1F_{\mathrm{about}t\mathrm{at}}\left(\text{28}\right)$$

In some cases, it is advisable to combine the functions of compensating evacuation channels (drainage holes) 25 with damping channels 32 that perform the functions of introducing additional frictional dissipative losses to resonant sound waves propagating in the waveguide channels of the components of the battery of acoustic resonators 38 (both chamber and throat elements) integrated noise-attenuating module ATS 11.

Dynamic excitation of resonant acoustic vibrations of the elastic mass of the air volume of the cavity of the engine compartment engine compartment 10 at its lowest eigenmodes (the first is f _L , f _B , f _H and its harmonics multiple), the values of which are related to its specific overall parameters (dimensions) of length L , width B and height H, caused by the generation and transmission to it (elastic air mass) of vibrational power pulses by air from the vibrating walls of the housing elements of the ATS power unit in contact with it, consisting about from the internal combustion engine 9 and the transmission unit (gearbox) 8, as well as transmitted by solid ways - through the rubber-metal elements of the power unit supports to the attached oscillating body panels, which limit the cavity of the engine compartment of the engine compartment 10, forms the resulting resonant acoustic processes in the specified partially closed volume the cavity of the engine compartment of the engine compartment of the ATS 10.

The greatest sound excitation and subsequent amplification of sound vibrations occurs when the frequencies of the dynamic excitation of the elastic mass of the air volume of the cavity of the engine compartment under the hood 10 of the engine compartment transmitted by air and solid paths from a working power unit and automatic telephone systems coincide with the vibration frequencies of the lower eigenmodes (eigenmodes frequencies) of the elastic mass of the engine compartment air volume of the cavity of the engine compartment 10, characterized by longitudinal f _mL, transverse f _mB povysotnoy f _mH vibration modes (in particular, energy consuming for the first (m = 1) eigenmodes _{- f L, f B, f} H). As a result, an intense dynamic vibrational “buildup” of the elastic mass of the air volume (vibroacoustic excitation) occurs, enclosed in the cavity of the engine compartment of the engine compartment 10, causing acoustic resonance. Generated elastic (acoustic) waves of "rarefaction-compression" of the air medium filling the cavity of the engine compartment of the engine compartment 10 propagate with the speed of sound in the direction from direct sources of excitation (radiation) through open openings (in particular, through the lower output ventilation opening of the engine compartment 33 and the front intake ventilation opening of the engine compartment 34) into the free space of the environment. Sound waves localized in the air volume of the cavity under the engine compartment of the engine compartment 10, in the process of their propagation, fall into the open cavities of the throats (throat parts) of 16 waveguide elements of acoustic resonators 12, 13, 14 of volume expansion chambers 36 contained in the battery of acoustic resonators 38 integral noise-attenuating module ATS 11, penetrating through their tubular waveguide throat elements - throats (neck parts) 16 and / or inlet channels (neck parts) 20, represented by openings oration (mainly round or other geometric shape, for example, in the form of slotted grooves with bends or mesh cells) inside the throat cavities (neck parts) 16 and / or chambers 39 of acoustic resonators (quarter-wave acoustic resonators 12 and / or half-wave acoustic resonators 13 , and / or Helmholtz resonators 14, and / or volumetric expansion chambers 36).

, $$f_{R{2}^1}$$

, $$f_{R{3}^1}$$

и $$f_{R{1}^{11}}$$

, $$f_{R{2}^{11}}$$

, $$f_{R{3}^{11}}$$

.Pressure pulses (figure 2, 3, 4, 5), excited by incident sound waves P _pad1 , P _pad2 , P _pad3 at the open end sections (open sections) of 3 neck elements - throat (neck parts) 16, acoustic resonators R ₁ , R ₂ and R ₃ , extend to the opposite ends (open sections) of the tubular elements of the half-wave acoustic resonators 13 (Fig. 3), or to the blind ends of the tubular elements of the quarter-wave acoustic resonators 12 closed by the rigid reflective bottoms 15 (Fig. 2). The resulting fields of positive and negative sound pressure pulses in the cavities of the tubular elements of the acoustic resonators R ₁ , R ₂ and R ₃ at their own (resonant) frequencies cancel each other out. As a result, the battery of acoustic resonators 38 used in the structure of the integrated noise-damping module of ATS 11, in the form of acoustic resonators 12 and 13, takes away (absorbs) from the propagated sound waves that part of the acoustic energy that is localized in the engine compartment of the ATS 11 engine compartment at frequencies equal to ( close) to the natural (resonant) frequencies of acoustic resonators $$f_{R{\mathrm{one}}^{\mathrm{one}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

and $$f_{R{\mathrm{one}}^{\mathrm{eleven}}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

.

, $$f_{R{2}^{111}}$$

, $$f_{R{3}^{111}}$$

трех резонаторов Гельмгольца 14 возникает их соответствующее резонансное взаимодействие (эффект короткого акустического замыкания) с образованием эффекта рассеивания (диссипации) звуковой энергии в рассматриваемых взаимодействующих акустических системах (резонаторе Гельмгольца 14 и воздушном объеме полости подкапотного пространства моторного отсека АТС 10). В случаях применения интегральных шумозаглушающих модулей АТС 11, содержащих батарею акустических резонаторов 38 комбинированного типа, в виде резонаторов Гельмгольца 14, камеры 39 которых заполнены пористым звукопоглощающим веществом, звуковые волны, распространяющиеся в воздушном объеме полости подкапотного пространства моторного отсека 10, попадают в волноводные элементы батареи акустических резонаторов 38 (горловые, камерные элементы) интегрального шумозаглушающего модуля АТС 11. При своем распространении они проникают сквозь горловые элементы - горла (горловые части) 16 и/или сквозь подводящие каналы (горловые части) 20, представленные отверстиями перфорации (преимущественно, круглой или иной геометрической формы, например, в виде щелевых просечек с отгибами) или ячейками сетчатой основы. Это вызывает соответствующие акустические резонансы (эффект короткого акустического замыкания) с увеличением амплитуд колебаний воздушных столбов, сосредоточенных в полостях горловых элементов - горл (горловых частей) 16 и/или подводящих каналов (горловых частей) 20. Затрачиваемая при этом энергия этих акустических колебаний расходуется на преодоление соответствующих фрикционных сопротивлений с возникновением диссипативных потерь (трения) в указанных конструктивных элементах резонатора Гельмгольца 14 (вследствии трения колеблющейся массы воздуха о поверхности стенок горл (горловых частей) 16, 20, трения и преодоления вязких сопротивлений при прохождении звуковых волн через защитный футерующий воздухопродуваемый демпфирующий слой 30, перекрывающий проходное сечение трубчатого горлового элемента - горла (горловой части) 16 и/или подводящих каналов (горловой части) 20 резонатора Гельмгольца 14, а также при их распространении звуковых волн через пористые звукопоглощающие структуры обособленных дробленых фрагментированных звукопоглощающих элементов 21.In a tubular throat element - the throat (neck part) 16, or the supply channels (neck part) 20 of the Helmholtz resonator 14 under the influence of sound waves incident on it (incident on them), the air volume inside it (in them) is dynamically (oscillatory) excited and fluctuates as a concentrated mass (concentrated masses) on an elastic spring, represented by the volume (mass, rigidity) of the air cavity of its resonator chamber 39 (Fig. 4). When the sound frequencies of the lower eigenmodes of the air volume cavity of the engine compartment under the hood compartment 10 f _L , f _B , f _H (formed by its overall dimensions L, B, H) coincide with the natural (resonant) tuning frequencies $$f_{R{\mathrm{one}}^{111}}$$

, $${\mathrm{<figure-callout\; id="2"\; label="f\; R"\; filenames="00000093.png,00000095.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

, $${\mathrm{<figure-callout\; id="3"\; label="f\; R"\; filenames="00000093.png,00000101.png"\; state="\{\{state\}\}">f\; </figure-callout>}}_R$$

of three Helmholtz resonators 14, their corresponding resonant interaction arises (short-circuit effect) with the formation of the effect of dissipation (dissipation) of sound energy in the interacting acoustic systems under consideration (Helmholtz resonator 14 and the air volume of the engine compartment of the ATS 10 engine compartment). In the cases of using ATC 11 integrated noise-attenuating modules containing a battery of acoustic resonators 38 of the combined type, in the form of Helmholtz resonators 14, chambers 39 of which are filled with porous sound-absorbing material, sound waves propagating in the air volume of the engine compartment under the hood compartment 10 get into the waveguide elements of the battery acoustic resonators 38 (throat, chamber elements) of the integrated noise-attenuating module of ATS 11. When they propagate, they penetrate the throats e elements - throat (throat portion) 16 and / or through the supply channels (the neck portion) 20 shown perforation holes (preferably of circular or other geometric shape, e.g., in the form of a slotted embossments limb) cells or mesh substrate. This causes the corresponding acoustic resonances (short-circuit effect) with an increase in the oscillation amplitudes of the air columns concentrated in the cavities of the throat elements - the throat (throat parts) 16 and / or the supply channels (throat parts) 20. The energy of these acoustic vibrations expended in this case is spent on overcoming the corresponding frictional resistances with the occurrence of dissipative losses (friction) in the indicated structural elements of the Helmholtz resonator 14 (due to friction oscillating air assy on the surface of the walls of the throats (throat parts) 16, 20, friction and overcoming viscous resistances when sound waves pass through a protective lining air-blown damping layer 30 that overlaps the passage section of the tubular throat element - the throat (throat part) 16 and / or the supply channels ( throat part) 20 of the Helmholtz resonator 14, as well as during their propagation of sound waves through porous sound-absorbing structures of isolated crushed fragmented sound-absorbing elements 21.

Sound waves propagate into the cavities of the tubular elements of the acoustic resonators 12, 13, 14 of the throat (throat parts) 16 and the chamber elements (chambers 39) of the Helmholtz resonators 14 and / or volume expansion chambers 36, which are part of the battery of acoustic resonators 38, an integrated noise-attenuating module of the ATS 11, including the process of passing them through a protective sound-transparent lining layer 22, or a protective sound-transparent layer forming a closed supporting shell of the container type 23. They also extend into the structure porous sound-absorbing substances formed by separate crushed fragmented sound-absorbing elements 21, which completely or partially fill the internal cavity of at least one chamber 39 of the Helmholtz resonator 14 and / or volume expansion chamber 36 contained in the battery of acoustic resonators 38 of the integrated noise-attenuating module ATS 11. As a result of the course of the described physical processes occurring in the battery of acoustic resonators of the combined type 38, the corresponding dissipative dissipation of the energy of sound waves by converting it into thermal energy, spent both on the work to overcome surface friction in the porous structure of the ZPM, and on the dynamic deformation of the viscoelastic structure of the porous skeleton of a sound-absorbing substance, as well as on the work to overcome the friction resistance when sound waves propagate in tubular elements - throats (throat parts) 16, inlet channels (throat parts) 20, bypass waves the bottom channels 19 of the separating tubular partitions 17 and / or the separating plate partitions 18 of the chambers 39 of the Helmholtz resonator 14 and / or the volumetric expansion chambers 36. In the formed communicating channels (voids) of the crushed porous structure of the ZPM, the process of additional dissipation of sound energy by the diffraction edge faceted mechanism is activated sound absorption of separate crushed fragmented sound-absorbing elements 21, including in the formed inter-faceted hollow channels 24, formed by free gaps (loose surface fit), formed between the contacting faces of separate crushed fragmented sound-absorbing elements 21. As a result of multiple processes of incidence and reflection of propagated sound waves to these resistive (with appropriate acoustic impedance) components of the battery of acoustic resonators 38 of the integrated noise-attenuating ATC module 11, sound waves lose part of their energy, which causes EFINITIONS shumozaglushayuschy effect provided by the claimed device integrated module shumozaglushayuschego PBX 11 equipped with a battery acoustic resonators 38 of the combined type.

In the process of propagation of sound waves through tubular elements (dividing tubular partitions 17) when they reach chambers 39 as part of volumetric expansion chambers 36 (Fig. 5), an abrupt change in the acoustic (wave) resistance in the formed waveguide channel ensures a corresponding reflection of sound waves in the opposite direction to the radiation source (to the corresponding input throat element - throat (throat part) 16). Due to repeated repeated damping processes of propagation and reflection, direct and reflected sound waves through this type of waveguide channel of variable acoustic resistance, dissipative dissipation of their acoustic energy occurs.

The use in the design of a battery of acoustic resonators 38 of a protective lining air-blown damping layer 30 (see Figs. 2a, 3a, 4a) and / or installation of acoustic resonators 12, 13, 14, and / or volumetric expansion chambers 36 of damping porous tubes in the cavities of the tubular elements 31, made of porous open-cell foamed or porous fibrous ZPM (figa, 3a, 4a, 7, 8, 9, 11, 15) and / or the introduction of acoustic resonators 12, 13, 14 and / or volume expansion chambers in the structural elements 36 damping channels 32, representing veneers, in particular, perforation holes (mainly round or other geometric shapes, for example, in the form of slotted grooves with bends, see figa, 3a, 4a, 6, 8, 9, 11, 15), provides an additional increase in the effect damping of resonant vibrations in the cavities of their throat and / or chamber elements, with the expansion of the frequency band of noise suppression of the claimed technical device. At the same time, in the designs of acoustic resonators represented by two-necked waveguide elements such as a half-wave acoustic resonator 13, in order to preserve the in-phase propagation of the sound wave along its both waveguide channels and to ensure, in this regard, effective antiphase compensation of sound fields in the cavity of the specified half-wave acoustic resonator 13, it is advisable to use identical designs (with identical or close, differing by no more than 20% technical specifications) of the above sound damping elements (protective lining air-blown damping layer 30, damping porous plugs 31, damping channels 32), placing them at the same distances relative to the planes of both end sections of the throats (neck parts) 16 of the half-wave acoustic resonator 13. This also compensates for the effect insignificant design differences of the ATC engine compartments (certain geometric and dimensional deviations) on the quality of acceptable frequency tuning of acoustic resonators 12, 13 , 14 while suppressing the sound energy of the lower eigenmodes of the air volume cavity of the engine compartment of the engine compartment of the ATS 10. The positive functions of vibrational damping in these cases will also be associated with through compensation evacuation channels (drainage holes) 25 located in the walls of these tubular or chamber elements - throat (neck parts) 16 and chambers 39 of acoustic resonators 12, 13, 14 and / or chambers 39 of volumetric expansion chambers 36 (see figa, 4a, 6, 9, 11, 13, 14, 16). In addition to increasing the efficiency of the process of damping acoustic vibrations, the use of these structural elements as part of a battery of acoustic resonators 38 also weakens the unwanted resonant dynamic interaction between closely located neck elements - throats (neck parts) 16, 20 of acoustic resonators 12, 13, 14, which also helps to weaken (exclusion) of negative processes of resonant amplification of sound energy.

The claimed technical solution is not limited to the specific structural examples of its implementation described in the text and shown in the accompanying figures. Some (minor) structural changes of various constituent elements or structural materials used in the technical description of which these elements are made, or their replacement with technically equivalent ones that do not go beyond the scope of the claims indicated by the claims, remain possible.

Claims (21)

1. The integral sound-damping module of a motor vehicle, mainly a passenger car, made in the form of a battery of acoustic resonators combined with the standard functional devices of a motor vehicle, consisting of acoustic resonators and / or volumetric expansion chambers, open throats (throat parts) of which communicate with the cavity of the engine compartment compartment of a motor vehicle characterized by overall dimensions of length L, width B and height H, which is formed by functional devices of motor vehicles in the form of enclosing walls of the corresponding body panels - hood, front cover and mudguards of the wheels, front bumper, lower screen of the engine compartment - engine mudguard, frame, grille, cladding and casing of the fan of the engine cooling system, forming the input front and bottom lower ventilation openings of the engine compartment, characterized in that the battery of acoustic resonators is represented by quarter-wave acoustic resonators and / or half-waves acoustic resonators, and / or Helmholtz resonators, and / or volumetric expansion chambers, while the natural (resonant) vibration frequencies of the used acoustic resonators f _R are equal to or different from the natural frequencies (resonance) of the lower natural acoustic modes f _mL , f _mB , f _{mH of the} cavity of the engine compartment is not more than 1.2 times, the overall dimensions and the ratios of the cavities of the volume expansion chambers are not equal to and are not a multiple of the dimensions and multiples of the ratios of the length L, width B and height H p The fins of the engine compartment engine compartment, and the mutual ratios of their overall dimensions and multiple ratios differ by at least 1.2 times. 2. The integral noise-attenuating module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed solely by hollow tubular elements such as quarter-wave acoustic resonators, the dynamic lengths of l _R ^{1 of} which are equal to or a multiple of half the dimensions of the partially enclosed cavity of the engine compartment under the hood compartment length L, width B and height N. 3. The integral sound-damping module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed solely by hollow tubular elements such as half-wave acoustic resonators, the dynamic lengths l _R ^{11 of} which are equal to or a multiple of the dimensions of the partially enclosed cavity of the engine compartment under the hood in length L, width B and height N. 4. The integral noise damping module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed solely by Helmholtz resonators. 5. The integral noise damping module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed exclusively by volumetric expansion chambers. 6. The integral noise-attenuating module of a vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed by two types of types of acoustic resonators - quarter-wave acoustic resonators and half-wave acoustic resonators, or quarter-wave acoustic resonators and Helmholtz resonators, or quarter-wave acoustic resonators and volume expansion chambers , or half-wave acoustic resonators and Helmholtz resonators, or half new acoustic resonators and volumetric expansion chambers, or Helmholtz resonators and volumetric expansion chambers. 7. The integral sound-damping module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed by three types of types of acoustic resonators - quarter-wave acoustic resonators and Helmholtz resonators, or quarter-wave acoustic resonators, half-wave acoustic resonators and volumetric expansion chambers or half-wave acoustic resonators, Helmholtz resonators and surround will expand lnymi cameras, or quarter-wave acoustic resonators, Helmholtz resonators and volume expansion chambers. 8. The integral noise damping module of a motor vehicle according to claim 1, characterized in that the battery of acoustic resonators is formed by four types of types of acoustic resonators - quarter-wave acoustic resonators, half-wave acoustic resonators, Helmholtz resonators and volumetric expansion chambers. 9. The integral noise-attenuating module of a motor vehicle according to claim 1, characterized in that the shortest distances (e) between the inner surfaces of the walls forming the passage sections of the channels of the throat elements in the plane of the open throats (throat parts) of one-neck acoustic resonators such as quarter-wave acoustic resonators and / or Helmholtz resonators, as well as the acoustic resonators of each of the throats (neck parts) of the two-necked types of acoustic resonators - half-wave acu cally resonators with respect to the throat (neck portion) odnogorlovyh types of acoustic resonators that are a part of the acoustic resonators battery satisfy exponentially according to the expressions:

where e ₁ , e ₂ , e ₃ are the shortest distances between the inner surfaces of the walls, forming the passage sections of the channels of the throat elements in the plane of the open throats (throat parts) for single-neck types of three acoustic resonators in the battery of acoustic resonators;
k _p = 0.9 ... 1.1 is the coefficient of variation of the distance between the throats (throat parts) of the acoustic resonators, satisfying the condition of maintaining the noise suppression efficiency provided by each of the acoustic resonators in the battery of acoustic resonators;
s is the speed of sound, m / s;
f _R1 , f _R2 , f _R3 - the values of the natural (resonant) frequencies of the three acoustic resonators R ₁ , R ₂ , R ₃ in the battery of acoustic resonators tuned to the natural (resonant) frequencies of the air volume of the engine compartment cavity space f _mL , f _mB , f _mH , Hz. 10. The integral noise-attenuating module of a motor vehicle according to claim 3, characterized in that the value of the shortest distance (t) between the inner surfaces of the walls forming the passage sections in the plane of open sections of the throats (throat parts) of an individual sample of a half-wave acoustic resonator does not exceed the value of 0.068 m . 11. The integral noise damping module of a motor vehicle according to claim 1, characterized in that at least the cavity of one Helmholtz cavity chamber or a volume expansion chamber is at least partially filled with a porous sound-absorbing substance, preferably made in the form of separate crushed fragmented sound-absorbing elements made from identical or different types and grades of porous sound-absorbing materials having identical or different physical characteristics , chemical composition, porosity, quantity and combination of types of structures of porous layers in the composition of single and / or multilayer combinations, identical or different geometric shapes and overall dimensions, mainly in the size range of 5 ... 100 mm. 12. The integral noise damping module of a motor vehicle according to claim 11, characterized in that the isolated crushed fragmented sound-absorbing elements are obtained in the form of products of recycled recycling utilization processing of technological waste and / or technological defects in the production of fibrous, foamed open-mesh ZPM and / or parts from ZPM, and / or made from appropriate materials of parts and assemblies selected for secondary recycled recycling processing of noise packages insulation of various technical objects, mainly dismantled from the composition of vehicles that have completed their life cycle and are subject, in this regard, to disposal processes, and / or from a similar type of parts and assemblies of utilized standard noise-reducing packages used in other noise-related vehicles, aggregates and power plant systems, in various construction projects. 13. The integral noise damping module of a motor vehicle according to claim 11, characterized in that the isolated crushed fragmented sound-absorbing elements are obtained from “new” semi-finished raw materials, mainly flat-sheet, in the form of sheets or rolls of sound-absorbing materials intended for further technological fragmented crushing. 14. The integral soundproofing module of a motor vehicle according to claim 11, characterized in that the porous sound-absorbing substance is presented in the form of a mixture defined in certain proportions of dosed combinations of separate crushed fragmented sound-absorbing elements obtained from recycled recycling materials and parts, in which a certain amount is added isolated crushed fragmented sound-absorbing elements made from the original "new", mainly oskolistovogo semi-finished raw materials of porous sound-absorbing materials. 15. The integral noise-attenuating module of a motor vehicle according to claim 1, characterized in that its individual body elements, such as dividing tubular and plate partitions, are made in the form of integral parts made of porous fibrous structures of sound-absorbing materials. 16. The integral noise damping module of a motor vehicle according to claim 1, characterized in that the inlet openings of the throats (throat parts) of its acoustic resonators are additionally blocked by a protective lining air-blowing damping fabric layer or a layer of non-woven fabric, or a layer of microperforated film, or a layer of microperforated foil material. 17. The integral noise-attenuating module of a motor vehicle according to claim 1, characterized in that in the throat parts — throats of Helmholtz resonators and / or quarter-wave acoustic resonators and / or half-wave acoustic resonators, or in dividing tubular partitions of volumetric expansion chambers are additionally installed, according to at least one damping porous plug made of air-blown foamed open-cell or fibrous sound-absorbing material. 18. The integral noise damping module of a motor vehicle according to claim 1, characterized in that in the throat parts - throats of Helmholtz resonators and / or quarter-wave acoustic resonators and / or half-wave acoustic resonators, and / or damping additionally contained in the tubular dividing walls of volumetric expansion chambers channels and / or compensation evacuation channels (drainage holes), represented by through holes of perforation, with a total cross-sectional area of not more than 0.1 from the area di flow section corresponding throat (throat portion) of the acoustic resonator or tubular partition wall volumetric expansion chamber in which they are made. 19. The integral noise-attenuating module of a motor vehicle according to claim 5, characterized in that the at least one volumetric expansion chamber contained in the battery of acoustic resonators has at least three times the passage area of each of its connecting throats (throat parts) are smaller than the passage area of the cavity of the chamber itself. 20. The integral noise damping module of a motor vehicle according to claim 17, characterized in that the damping porous plugs are located in the middle and / or in quarters of the dynamic length of the throats (throat parts) of the tubular elements of acoustic resonators. 21. The integral noise damping module of a motor vehicle according to claim 10, characterized in that the sound damping elements such as a protective lining air-blowing damping layer, damping porous plugs and damping channels are located at equal distances relative to the plane of both end sections of the throats (throat parts), presented in the form of identical constructive designs.

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