WO2023082341A1 - 调音阀开度优化方法及消声器 - Google Patents

调音阀开度优化方法及消声器 Download PDF

Info

Publication number
WO2023082341A1
WO2023082341A1 PCT/CN2021/132935 CN2021132935W WO2023082341A1 WO 2023082341 A1 WO2023082341 A1 WO 2023082341A1 CN 2021132935 W CN2021132935 W CN 2021132935W WO 2023082341 A1 WO2023082341 A1 WO 2023082341A1
Authority
WO
WIPO (PCT)
Prior art keywords
back pressure
noise
chamber
muffler
tuning valve
Prior art date
Application number
PCT/CN2021/132935
Other languages
English (en)
French (fr)
Inventor
曹璐
Original Assignee
无锡威孚力达催化净化器有限责任公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 无锡威孚力达催化净化器有限责任公司 filed Critical 无锡威孚力达催化净化器有限责任公司
Publication of WO2023082341A1 publication Critical patent/WO2023082341A1/zh

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/007—Apparatus used as intake or exhaust silencer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/082—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling the gases passing through porous members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/089—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling using two or more expansion chambers in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/16—Silencing apparatus characterised by method of silencing by using movable parts
    • F01N1/161—Silencing apparatus characterised by method of silencing by using movable parts for adjusting resonance or dead chambers or passages to resonance or dead chambers
    • F01N1/163—Silencing apparatus characterised by method of silencing by using movable parts for adjusting resonance or dead chambers or passages to resonance or dead chambers by means of valves
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/04—Constraint-based CAD
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/10—Noise analysis or noise optimisation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Definitions

  • the application relates to the technical field of automobile exhaust noise control equipment, in particular to a method for optimizing the opening of a tuning valve and a muffler.
  • the exhaust system is an important part of the car.
  • the exhaust system discharges the exhaust gas and brings the combustion noise to the rear of the car, and generates high-order noise and friction noise at the rear.
  • the order noise and frictional noise are transmitted to the passenger compartment, it may excite the acoustic cavity mode of the passenger compartment, and then cause the acoustic cavity resonance of the passenger compartment, seriously affecting the NVH (Noise, Vibration, Harshness, noise, vibration and harshness of the vehicle) )performance.
  • NVH Noise, Vibration, Harshness, noise, vibration and harshness of the vehicle
  • a tuning valve is installed in the exhaust system of the automobile.
  • the tuning valve can not only meet the low noise requirements of the exhaust system, but also reduce the exhaust pressure of the engine, which has made a huge contribution to the improvement of the vehicle's power economy. contribute.
  • Tuning valves are divided into passive valves and active valves.
  • the opening of the passive valve is mostly designed according to the performance of the spring itself, and the specific opening range is not scientifically limited or guaranteed; the opening switching mode of the active valve is single, which cannot better adapt to the driving work of different models of vehicles. condition.
  • the purpose of this application is to overcome the deficiencies in the prior art and provide a method for optimizing the opening of a tuning valve and a muffler.
  • the basic opening curve is the relationship curve between the opening of the tuning valve and the engine speed, or the basic opening curve is the tuning The relationship between valve opening and engine output flow.
  • the opening of the tuning valve is the only variable; run the back pressure simulation model, if the obtained back pressure simulation results do not meet the back pressure index, change the opening of the tuning valve, Re-run the back pressure simulation model...and so on until the obtained back pressure simulation results meet the back pressure index; or run the noise simulation model, if the obtained noise simulation results do not meet the noise index, change the opening of the tuning valve, Re-run the noise simulation model...and so on until the obtained noise simulation results meet the noise specification.
  • the muffler simulation model determines the number of tuning valves, thereby determining the number of variables; and/or, when constructing the muffler simulation model, convert the opening of the tuning valve into the flow area of the tuning valve diameter.
  • the optimal opening curve is obtained through the tuning valve opening optimization method; the optimal opening curve is the relationship curve between the optimal opening of the tuning valve and the engine speed, or the optimal opening curve is the optimal opening curve of the tuning valve. The relationship curve between optimal opening and engine output flow.
  • the muffler simulation model, back pressure simulation model and noise simulation model are constructed in GT-power software.
  • the present application also provides a muffler, and the above-mentioned muffler simulation model is constructed based on the muffler.
  • the muffler includes: a casing, and two partitions are arranged side by side in the casing, and the two partitions divide the interior of the casing into three chambers, which are respectively the first chamber, the second chamber and the third chamber.
  • the second chamber is located between the first chamber and the third chamber, at least the partition between the second chamber and the third chamber is provided with air holes;
  • the air inlet pipe communicates with the first chamber;
  • the first muffler pipe communicates with the first chamber and the third chamber;
  • the second muffler pipe communicates with the second chamber and the tailpipe;
  • the tuning valve is arranged on the first muffler pipe; wherein, exhaust gas enters the first chamber through the intake pipe chamber, and then enter the third chamber through the first muffler pipe, through the air hole, the exhaust gas enters the second chamber, and finally the exhaust gas is discharged through the second muffler pipe and the tailpipe; when the tuning valve is at the optimal opening, the muffler is both It meets the back pressure index and
  • the second muffler pipe includes: an input section, which is arranged in the second chamber; an elbow section, which is arranged in the first chamber; an output section, which passes from the second chamber into the third chamber; wherein , the elbow section is connected to the input section and the output section, one end of the output section is connected to the elbow section, and the other end is connected to the tailpipe.
  • the casing includes: a casing, the two ends of the casing are open, and the first chamber, the second chamber and the third chamber are sequentially arranged in the casing; the first end cap is arranged on the casing close to the first chamber One end of the chamber; the second end cover is arranged at the end of the shell close to the third chamber; wherein, the air inlet pipe passes through the shell to communicate with the first chamber, and the tailpipe passes through the second end cover to communicate with the second muffler pipe.
  • the application provides a method for optimizing the opening of a tuning valve, which includes the following steps: constructing a simulation model of a muffler to determine the position of the tuning valve; building a simulation model of a back pressure to obtain a simulation result of the back pressure; comparing the simulation results of the back pressure with the back pressure Index, if the back pressure simulation result does not meet the back pressure index, this cycle ends; build the noise simulation model, obtain the noise simulation result; compare the noise simulation result and the noise index, if the noise simulation result does not meet the noise index, this cycle ends; tuning When the valve is at the optimal opening, the back pressure simulation results meet the back pressure index, and the noise simulation results meet the noise index.
  • the tuning valve in the vehicle is at the optimal opening degree, which is conducive to meeting the low noise requirement of the exhaust system and can reduce the exhaust pressure of the engine.
  • the present application also provides a muffler, and the muffler simulation model in the method for optimizing the opening of the tuning valve is constructed based on the muffler.
  • the optimal opening degree of the tuning valve when the muffler is used in the vehicle can be obtained.
  • the tuning valve is at the optimum opening, it can be ensured that the back pressure of the exhaust system of the vehicle meets the target, and the noise also meets the target.
  • Fig. 1 is a schematic flow chart of a method for optimizing the opening of a tuning valve provided by the present application
  • Fig. 2 is a schematic flow chart of a specific tuning valve opening optimization method provided by the present application
  • Fig. 3 is a schematic flow chart of another specific tuning valve opening optimization method provided by the present application.
  • Fig. 4 is the structural representation of a kind of muffler provided by the present application.
  • Fig. 5 is a schematic diagram of the muffler shown in Fig. 4 with the casing removed.
  • the present application provides a method for optimizing the opening of the tuning valve, comprising the following steps:
  • the back pressure simulation results meet the back pressure index
  • the noise simulation results meet the noise index
  • the simulation model is built in the GT-power 3D module. Then, the muffler simulation model is discretized into the GT-suite platform. On the basis of the muffler simulation model, add back pressure simulation parameters to build a back pressure simulation model; run the back pressure simulation model to obtain the back pressure simulation results. Similarly, on the basis of the muffler simulation model, add noise simulation parameters to build a noise simulation model; run the noise simulation model to obtain noise simulation results.
  • the muffler simulation model, the back pressure simulation model and the noise simulation model can also be built in other simulation analysis software.
  • the construction of the muffler simulation model is based on the actual configuration of the muffler.
  • Figures 4 and 5 illustrate a muffler with a tuning valve installed therein.
  • the construction of the back pressure simulation model is based on the digital model of the automobile exhaust system.
  • an automobile exhaust system refers to a system that collects and emits exhaust gas, and generally consists of an exhaust manifold, an exhaust pipe, a catalytic converter, an exhaust temperature sensor, a muffler, and an exhaust tailpipe.
  • the engine starts to generate exhaust gas, which is purified and silenced by the exhaust system and then discharged; during the exhaust gas circulation process, the exhaust system will be subjected to gas pressure, that is, back pressure.
  • gas pressure that is, back pressure.
  • the smaller the back pressure the smaller the exhaust resistance, which is beneficial to increase the engine power.
  • the greater the back pressure the greater the exhaust resistance, which is not conducive to engine operation.
  • the back pressure of the exhaust system of the vehicle can be simulated, thereby simulating the back pressure environment and back pressure data of the muffler, so as to confirm whether the opening of the tuning valve meets the back pressure requirement.
  • the muffler shown in Figures 4 and 5 is installed in a small car as part of the exhaust system of the small car.
  • the simulation analysis software input the simulation parameters corresponding to the exhaust system of the small car, and determine
  • the optimization algorithm in the back pressure simulation process can build a back pressure simulation model that is similar to or consistent with the exhaust system of the small car.
  • the simulation analysis software After completing the construction of the back pressure simulation model, run the simulation analysis software to output the back pressure simulation results. Compare the back pressure simulation result with the back pressure index. When the back pressure simulation result does not meet the back pressure index, the opening of the tuning valve is not appropriate. Adjust the opening of the tuning valve, run the simulation analysis software again, and output a new back pressure Simulation results...and so on until the output back pressure simulation results meet the back pressure index, indicating that the opening of the tuning valve in the simulation model is appropriate.
  • the back pressure simulation parameters are derived from the exhaust system of the vehicle to be simulated.
  • the optimization algorithm determines the simulation step size, the simulation running speed, and the optimization algorithm such as particle swarm optimization.
  • the noise simulation model is built based on the engine model (the engine model is the calibration parameters of the automobile engine, including power, torque curve, temperature, flow, etc.) and the digital model of the automobile exhaust system.
  • the noise simulation model constructed in this application simulates engine noise.
  • the vibration will produce mechanical noise; at the same time, the high-speed operation of the engine will produce high-frequency noise, and the low-speed operation will produce low-frequency noise;
  • Dynamic noise in the aerodynamic noise, the exhaust noise is the largest noise source, the intake noise is the second, and the fan noise is the third.
  • the muffler shown in Figures 4 and 5 is installed in a small car as part of the exhaust system of the small car.
  • the simulation analysis software input the simulation parameters corresponding to the engine and exhaust system of the small car , determine the optimization algorithm in the noise simulation process, and then build a noise simulation model that is similar to or consistent with the noise environment of the small car.
  • the noise index can be a specific value or a range; the noise index can be the target constraint given by the customer, or the standard constraint that the vehicle needs to meet (such as the constraint data listed in the national standard ).
  • engine noise is related to the speed of the car engine. Therefore, the noise index can be a tailpipe noise and order noise curve based on the engine speed; that is, when the engine speed is different, the noise index needs to be reset.
  • the simulation analysis software After completing the construction of the noise simulation model, run the simulation analysis software to output the noise simulation results. Compare the noise simulation result with the noise index. When the noise simulation result does not meet the noise index, the opening of the tuning valve is not appropriate. Adjust the opening of the tuning valve, run the simulation analysis software again, and output a new noise simulation result... to By analogy, until the output noise simulation results meet the noise index, it shows that the opening of the tuning valve in the simulation model is appropriate.
  • the noise simulation parameters come from the engine and exhaust system of the vehicle to be simulated, and the engine speed, fuel consumption, displacement, Air velocity, pipe diameter, pipe material and other actual data.
  • the optimization algorithm determines the simulation step size, the simulation running speed, and the optimization algorithm such as particle swarm optimization.
  • the optimal opening can be a specific opening value, multiple specific opening values, or one or even multiple opening ranges.
  • the tuning valve when the tuning valve is at the optimal opening, the exhaust gas can be discharged smoothly after passing through the muffler.
  • the back pressure of the vehicle exhaust system meets the back pressure index, and the engine noise meets the noise index. Conducive to the efficient work of the car.
  • the muffler simulation model first, and make the opening of the tuning valve be S1; Simulation model; run the back pressure simulation model and output the back pressure simulation result A1; compare the back pressure simulation result A1 with the back pressure index; if the back pressure simulation result A1 does not meet the back pressure index, adjust the opening of the tuning valve in the muffler simulation model , so that the opening of the tuning valve is S2; run the back pressure simulation model again, output the back pressure simulation result A2...and so on, until the output back pressure simulation result An meets the back pressure index, at this time, the tuning valve’s The opening is Sn.
  • the opening of the tuning valve is Sn
  • determine the noise simulation parameters and noise simulation optimization algorithm and build the noise simulation model; run the noise simulation model, and output the noise simulation result B1; compare Noise simulation result B1 and noise index; if the noise simulation result B1 does not meet the noise index, adjust the opening of the tuning valve in the muffler simulation model so that the opening of the tuning valve is S n+1 .
  • the noise simulation model can be run first to obtain the noise simulation result B2; compare the noise simulation result B2 with the noise index; if the noise simulation result B2 meets the noise index, then run the backpressure simulation model to obtain the backpressure simulation result A n+1 ; Compare the back pressure simulation result A n+1 with the back pressure index... If the noise simulation result B2 does not meet the noise index, you need to continue to adjust the opening of the tuning valve until the noise simulation result meets the noise index, and then test with the same opening back pressure.
  • the opening of the tuning valve that makes the back pressure simulation result meet the back pressure index and the noise simulation result meets the noise index is the optimal opening of the tuning valve.
  • the opening of the tuning valve is Sn
  • determine the back pressure simulation parameters and the back pressure simulation optimization algorithm build the back pressure simulation model; run the back pressure simulation model, output the back pressure Simulation result A1; compare the back pressure simulation result A1 with the back pressure index; if the back pressure simulation result A1 does not meet the back pressure index, adjust the opening of the tuning valve in the muffler simulation model so that the opening of the tuning valve is S n+ 1 .
  • the opening of the tuning valve that makes the back pressure simulation result meet the back pressure index and the noise simulation result meets the noise index is the optimal opening of the tuning valve.
  • the noise simulation parameters and the noise simulation optimization algorithm can be determined, and the back pressure simulation model can be constructed at the same time.
  • Simulation model and noise simulation model the simulation analysis software runs once, and outputs the backpressure simulation results and noise simulation results at the same time.
  • the opening of the tuning valve is adjusted, and the simulation analysis is performed again. Until the tuning valve is at a certain opening, the back pressure simulation results and noise simulation results meet the corresponding indicators, and the obtained opening is an optimal opening of the tuning valve.
  • the initial parameters of the tuning valve are set according to the basic opening curve.
  • the basic opening degree curve is a relationship curve between the opening degree of the tuning valve and the engine speed, or the basic opening degree curve is a curve between the opening degree of the tuning valve and the output flow of the engine.
  • the tuning valve is a purchased part.
  • the basic opening curve of the tuning valve can be obtained through testing (the test method is the existing technology, so it will not be repeated here), so that the tuning valve can be easily adjusted.
  • the tone valve is installed in a suitable vehicle.
  • the opening range of the tuning valve to be simulated and the appropriate opening corresponding to the engine speed can be known, so as to set the appropriate initial parameters of the tuning valve in the simulation test.
  • the opening degree of the tuning valve provided by the basic opening degree curve may or may not be the optimum opening degree of the tuning valve.
  • the basic opening curve can only provide some theoretical parameters or routine experimental parameters. It is easy to understand that when the tuning valve of the same specification is used in cars of different specifications, due to different engines and different exhaust systems, the optimal opening of the tuning valve may be different under the same engine running state.
  • the tuning valve opening optimization method provided in this application is used to optimize the basic opening curve and find the optimal opening of the tuning valve corresponding to the automobile engine and exhaust environment.
  • the opening can be equivalently converted into the flow area of the tuning valve at the opening, or the diameter of the flow area of the tuning valve at the opening, so that the software can simulate the actual situation.
  • the opening of the tuning valve is the only variable.
  • Run the back pressure simulation model if the obtained back pressure simulation result does not meet the back pressure index, change the opening of the tuning valve, re-run the back pressure simulation model...and so on, until the obtained back pressure simulation result meets the back pressure index .
  • run the noise simulation model if the obtained noise simulation result does not meet the noise index, change the opening of the tuning valve, re-run the noise simulation model...and so on, until the obtained noise simulation result meets the noise index.
  • the opening in order to facilitate the simulation analysis software to simulate the opening of the tuning valve, the opening can be equivalently converted into the flow area of the tuning valve or the diameter of the flow area.
  • the only variable is the flow area or diameter of the tuning valve.
  • the number of tuning valves is determined, thereby determining the number of variables.
  • the multiple tuning valves may have different openings depending on their positions and purposes.
  • the openings of other tuning valves may need to be adjusted correspondingly in order to meet the exhaust index.
  • the optimal opening curve is obtained; the optimal opening curve is the relationship curve between the optimal opening of the tuning valve and the engine speed, or the optimal opening curve is the optimal opening of the tuning valve.
  • the relationship curve between the optimal opening and the output flow of the engine is obtained;
  • the change of engine speed will affect the back pressure and noise of the exhaust system.
  • the tuning valve In order to ensure that the tuning valve is always at the optimal opening, it is necessary to prepare an optimal opening curve corresponding to the engine speed.
  • the method for optimizing the opening of the tuning valve provided in the present application includes multiple stages. In any stage, the rotational speed of the engine is different.
  • the optimal opening of the tuning valve corresponding to when the engine moves from the idle speed to the rated point speed is tested.
  • the idle speed is usually calibrated by the engine manufacturer, generally around 700r/min, and the rated point speed can generally reach 2-3000r/min.
  • the optimal opening degree in the first stage corresponds to the idle speed.
  • the speed of the engine is increased such that the engine is at a second speed.
  • the back pressure simulation model and noise simulation model input the relevant simulation parameters when the engine is at the second speed, and adjust the variables.
  • the back pressure simulation results meet the back pressure index
  • the noise simulation results meet the noise index
  • the second speed of the tuning valve is obtained. The optimal opening of the stage.
  • the optimal opening degree in the second stage corresponds to the second rotational speed.
  • the rotation speed of the engine is continuously increased, so that the engine is at the third rotation speed.
  • the back pressure simulation model and the noise simulation model input the relevant simulation parameters when the engine is at the third speed, and adjust the variables.
  • the back pressure simulation results meet the back pressure index
  • the noise simulation results meet the noise index
  • the third speed of the tuning valve is obtained. The optimal opening of the stage.
  • the optimal opening degree in the third stage corresponds to the third rotational speed.
  • the output flow change of the engine is the air flow in the exhaust system. Variations in output flow can affect back pressure and noise in the exhaust system.
  • the method for optimizing the opening of the tuning valve provided in the present application includes multiple stages. In any stage, the output flow of the engine is different.
  • the multi-stage tuning valve opening optimization method is similar to the above, and will not be repeated here. Through the multi-stage tuning valve opening optimization method, the optimal opening curve of the tuning valve related to the engine output flow can be finally obtained.
  • the present application also provides a muffler, and the muffler simulation model in the method for optimizing the opening of the tuning valve is constructed based on the muffler.
  • a muffler is installed in the exhaust system.
  • the muffler is used as the blueprint, and the muffler simulation model is constructed according to the composition, structure and size of the muffler. Further, the back pressure simulation model and the noise simulation model are constructed according to the specific configuration of the vehicle engine and exhaust system.
  • the optimal opening degree of the tuning valve when the muffler is used in the vehicle can be obtained.
  • the tuning valve is at the optimum opening, it can be ensured that the back pressure of the exhaust system of the vehicle meets the target, and the noise also meets the target.
  • the muffler includes: a casing 10, two partitions 20 are arranged side by side in the casing 10, and the two partitions 20 divide the inside of the casing 10 into three chambers, respectively the first chamber 11, the second chamber 12 and the third chamber 13, the second chamber 12 is between the first chamber 11 and the third chamber 13, at least the compartment between the second chamber 12 and the third chamber 13
  • the intake pipe 30 communicates with the engine.
  • the engine works to generate exhaust gas.
  • the exhaust gas enters the first chamber 11 through the intake pipe 30, and then enters the third chamber 13 through the first muffler pipe 40.
  • the exhaust gas enters the second chamber 12 through the air hole 21, and finally passes through the second muffler pipe.
  • the sound pipe 50 and the tailpipe 60 discharge.
  • the partition 20 is hermetically arranged in the casing 10 .
  • the partition plate 20 between the first chamber 11 and the second chamber 12 is not provided with air holes 21 , the exhaust gas entering the first chamber 11 can only flow downstream through the first muffler pipe 40 .
  • the partition 20 between the first chamber 11 and the second chamber 12 is provided with an air hole 21, part of the exhaust gas entering the first chamber 11 flows downstream through the first muffler pipe 40, and another part passes through the air hole. 21 flows to the second chamber 12.
  • the first muffler pipe 40 is provided with a muffler medium (such as muffler cotton), which can gradually muffle the exhaust gas while guiding the flow of the exhaust gas.
  • a muffler medium such as muffler cotton
  • the tail pipe 60 is an exhaust pipe.
  • One end of the second muffler pipe 50 communicates with the second chamber 12 , and the other end communicates with the tailpipe.
  • the diffused exhaust gas enters the second chamber 12 and is discharged through the second muffler pipe 50 .
  • the second muffler pipe 50 is also provided with a muffler medium (such as muffler cotton), which can further muffle the exhaust gas while guiding the exhaust gas to be discharged.
  • the tuning valve 70 is arranged in the third chamber 13 and connected with the gas outlet end of the first muffler pipe 40 .
  • the exhaust gas passes through the tuning valve 70 and enters the third chamber 13 .
  • the tuning valve 70 is at the optimum opening degree, the muffler meets both the back pressure index and the noise index.
  • the tuning valve 70 is fully welded to the first muffler pipe 40 .
  • the partition 20 is provided with sound-absorbing holes.
  • the partition 20 is interference-fitted with the housing 10 .
  • the second muffler pipe 50 includes: an input section 51 disposed in the second chamber 12; an elbow section 52 disposed in the first chamber 11; an output section 53 passing through the second chamber 12 into the third chamber 13; wherein, the elbow section 52 communicates with the input section 51 and the output section 53, and one end of the output section 53 communicates with the elbow section 52, and the other end communicates with the tailpipe 60.
  • the inlet end of the input section 51 is in the second chamber 12, and the outlet end is connected to the elbow section 52; part of the output section 53 is in the second chamber 12, and part of the output section 53 is in the second chamber 12.
  • the third chamber 13 is connected to the tailpipe 60 ; one end of the elbow section 52 is connected to the input section 51 , and the other end is connected to the output section 53 in the second chamber 12 .
  • the elbow section 52 is a U-shaped pipe. Exhaust gas enters the second muffler pipe 50 from the intake end of the input section 51 , and the exhaust gas reverses direction in the elbow section 52 and is then discharged through the output section 53 .
  • the three-section design of the second muffler pipe 50 facilitates molding and assembly. Since the diameter of the second muffler pipe 50 is relatively long, the flow path of the exhaust gas can be extended to further ensure the muffler effect.
  • the housing 10 includes: a housing 10a, the two ends of the housing 10a are open, and the first chamber 11, the second chamber 12 and the third chamber 13 are sequentially arranged in the housing 10a; the first end cover 10b , is located at the end of the housing 10a close to the first chamber 11; the second end cover 10c is located at the end of the housing 10a close to the third chamber 13; wherein, the air inlet pipe 30 communicates with the first chamber through the housing 10a 11.
  • the tailpipe 60 communicates with the second muffler pipe 50 through the second end cover 10c.
  • first end cover 10b and the second end cover 10c cooperate to seal the two openings of the housing 10a.
  • Strengthening the structure of the end cap is beneficial to the durability of the end cap.
  • the air intake pipe 30 is sealingly connected with the housing 10a through the end plate 1 .
  • a hook 2 is provided on the first end cover 10b and/or the second end cover 10c, so as to facilitate the installation of the muffler in the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Exhaust Silencers (AREA)

Abstract

一种调音阀开度优化方法，包括以下步骤：构建消声器仿真模型；构建背压仿真模型，获得背压仿真结果；比较背压仿真结果和背压指标，若背压仿真结果不满足背压指标，此循环结束；构建噪声仿真模型，获得噪声仿真结果；比较噪声仿真结果和噪声指标，若噪声仿真结果不满足噪声指标，此循环结束；调音阀处于最优开度时，背压仿真结果满足背压指标，噪声仿真结果满足噪声指标；消声器仿真模型基于一种消声器进行构建。通过调音阀开度优化方法，能够获得消声器用于车辆内时调音阀的最优开度，可保证车辆排气系统的背压、噪声均符合指标。

Description

调音阀开度优化方法及消声器 技术领域
本申请涉及汽车排气噪声控制设备技术领域，尤其是一种调音阀开度优化方法及消声器。
背景技术
排气系统是汽车的重要组成部分，排气系统排出废气同时将燃烧噪声带到汽车尾部，并在尾部产生声压级很高的阶次噪声和摩擦噪声。当阶次噪声和摩擦噪声传递到乘员舱时，可能会激励乘员舱的声腔模态，进而导致乘员舱声腔共振，严重影响汽车的NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能。
为此，在汽车排气系统中安装调音阀，调音阀既能够满足排气系统低噪声的要求，又能够降低发动机的排气压力，为整车动力经济型的提升做出了巨大的贡献。
调音阀分为被动阀和主动阀。现有技术中，被动阀的开度多依据弹簧本身性能进行设计，具体的开度范围没有科学的限定和保证；主动阀的开度切换模式单一，无法较好地适应不同模式汽车的行驶工况。
发明内容
本申请的目的是在于克服现有技术中存在的不足，提供一种调音阀开度优化方法及消声器。
为实现以上技术目的，本申请提供了一种调音阀开度优化方法，包括以下步骤：
构建消声器仿真模型，确定调音阀的位置；
构建背压仿真模型，获得背压仿真结果；
比较背压仿真结果和背压指标，若背压仿真结果不满足背压指标，此循环结束；
构建噪声仿真模型，获得噪声仿真结果；
比较噪声仿真结果和噪声指标，若噪声仿真结果不满足噪声指标，此循环结束；
调音阀处于最优开度时，背压仿真结果满足背压指标，噪声仿真结果满足噪声指标。
进一步地，构建消声器仿真模型前，根据基础开度曲线、对调音阀进行初始参数设置；基础开度曲线为调音阀的开度与发动机转速的关系曲线，或者，基础开度曲线为调音阀的开度与发动机输出流量的关系曲线。
进一步地，在调音阀开度优化方法中，调音阀的开度为唯一变量；运行背压仿真模型，若得到的背压仿真结果不满足背压指标，改变调音阀的开度，重新运行背压仿真模型……以此类推，直至得到的背压仿真结果满足背压指标；或者，运行噪声仿真模型，若得到的噪声仿真结果不满足噪声指标，改变调音阀的开度，重新运行噪声仿真模型……以此类推，直至得到的噪声仿真结果满足噪声指标。
进一步地，构建消声器仿真模型时，确定调音阀的个数，从而确定变量个数；和/或，构建消声器仿真模型时，将调音阀的开度等效转化为调音阀流通面积的直径。
进一步地，通过调音阀开度优化方法，获得优选开度曲线；优选开度曲线为调音阀的最优开度与发动机转速的关系曲线，或者，优选开度曲线为调音阀的最优开度与发动机输出流量的关系曲线。
进一步地，在GT-power软件中构建消声器仿真模型、背压仿真模型和噪声仿真模型。
本申请还提供了一种消声器，上述消声器仿真模型基于该消声器进行构建。
进一步地，消声器包括：外壳，外壳内并排设置有两个隔板，两个隔板将外壳内部分为三个腔室、分别是第一腔室、第二腔室和第三腔室，第二腔室处于第一腔室和第三腔室之间，至少第二腔室和第三腔室之间的隔板上开设有气孔；进气管，连通第一腔室；第一消声管，连通第一腔室和第三腔室；第二消声管，连通第二腔室和尾管；调音阀，设于第一消声管上；其中，尾气经由进气管进入第一腔室，再经由第一消声管进入第三腔室，通过气孔，尾气进入第二腔室，最终尾气经由第二消声管和尾管排出；调音阀处于最优开度时，消声器既满足背压指标、又满足噪声指标。
进一步地，第二消声管包括：输入段，设于第二腔室中；弯管段，设于第一腔室中；输出段，从第二腔室穿入第三腔室中；其中，弯管段连通输入段和 输出段，输出段的一端连通弯管段、另一端连通尾管。
进一步地，外壳包括：壳体，壳体的两端开口，第一腔室、第二腔室和第三腔室顺序设置在壳体中；第一端盖，设于壳体靠近第一腔室的一端；第二端盖，设于壳体靠近第三腔室的一端；其中，进气管穿过壳体连通第一腔室，尾管穿过第二端盖连通第二消声管。
本申请提供了一种调音阀开度优化方法，包括以下步骤：构建消声器仿真模型，确定调音阀的位置；构建背压仿真模型，获得背压仿真结果；比较背压仿真结果和背压指标，若背压仿真结果不满足背压指标，此循环结束；构建噪声仿真模型，获得噪声仿真结果；比较噪声仿真结果和噪声指标，若噪声仿真结果不满足噪声指标，此循环结束；调音阀处于最优开度时，背压仿真结果满足背压指标，噪声仿真结果满足噪声指标。通过在仿真分析软件中构建消声器仿真模型，并模拟车辆的发动机及排气系统构建背压仿真模型和噪声仿真模型，能够快速分析调音阀的开度是否满足排气需要，进而获知调音阀的最优开度。使得车辆内的调音阀处于最优开度，有利于满足排气系统低噪声的要求，又能够降低发动机的排气压力。
本申请还提供了一种消声器，上述调音阀开度优化方法中的消声器仿真模型基于消声器进行构建。通过上述调音阀开度优化方法，能够获得消声器用于该车辆内时，其调音阀的最优开度。实际到车辆中，使得调音阀处于最优开度，即可保证该车辆排气系统的背压符合指标、噪声亦符合指标。
附图说明
图1为本申请提供的一种调音阀开度优化方法的流程示意图；
图2为本申请提供的一种具体的调音阀开度优化方法的流程示意图；
图3为本申请提供的另一种具体的调音阀开度优化方法的流程示意图；
图4为本申请提供的一种消声器的结构示意图；
图5为图4所示的消声器去掉壳体后的示意图。
具体实施方式
为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本申请。但是本申请能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本申请内涵的情况下做类似改进，因此本申 请不受下面公开的具体实施例的限制。
参照图1，本申请提供了一种调音阀开度优化方法，包括以下步骤：
构建消声器仿真模型，确定调音阀的位置；
构建背压仿真模型，获得背压仿真结果；
比较背压仿真结果和背压指标，若背压仿真结果不满足背压指标，此循环结束；
构建噪声仿真模型，获得噪声仿真结果；
比较噪声仿真结果和噪声指标，若噪声仿真结果不满足噪声指标，此循环结束；
调音阀处于最优开度时，背压仿真结果满足背压指标，噪声仿真结果满足噪声指标。
一具体实施方式中，消声器仿真模型、背压仿真模型和噪声仿真模型均能够在GT-power软件中进行构建。
以消声器仿真模型的构建为例进行说明，根据需要进行仿真分析的消声器的结构，在GT-power 3D模块中搭建仿真模型。随后，将该消声器仿真模型离散到GT-suite平台中。在消声器仿真模型的基础上，添加背压仿真参数，构建背压仿真模型；运行背压仿真模型，获得背压仿真结果。同理，在消声器仿真模型的基础上，添加噪声仿真参数，构建噪声仿真模型；运行噪声仿真模型，获得噪声仿真结果。
其他实施方式中，消声器仿真模型、背压仿真模型和噪声仿真模型也可以在其他仿真分析软件中进行搭建。
其中，消声器仿真模型的构建基于消声器的实际构型。例如，图4和图5展示了一种消声器，该消声器中安装有调音阀。在仿真分析软件中构建该消声器的仿真模型时，按照该消声器的组成、结构和大小搭建模型，进而通过软件对该消声器进行仿真分析。
其中，背压仿真模型的构建基于汽车排气系统的数模。
需要解释的是，汽车排气系统是指收集并且排放尾气的系统，一般由排气歧管、排气管、催化转换器、排气温度传感器、消声器和排气尾管等组成。汽车工作时，发动机启动，产生尾气，尾气经由排气系统净化、消声后排出；尾气流通过程中，排气系统会受到气体压力，也就是背压。排气系统内，背压越 小、排气阻力越小、有利于增加发动机动力，对应的，背压越大、排气阻力越大、不利于发动机工作。
通过构建背压仿真模型，能够模拟车辆的排气系统的背压，从而仿真消声器的背压环境和背压数据，以便于确认调音阀的开度是否满足背压要求。
例如，在一小型汽车中安装图4和图5所示的消声器，该消声器为该小型汽车排气系统的一部分。欲采用本申请提供的调音阀开度优化方法、获得该小型汽车中调音阀的最优开度时，在仿真分析软件中，输入与该小型汽车排气系统对应的仿真参数，并确定背压仿真过程中的优化算法，即可构建与该小型汽车排气系统近似或者一致的背压仿真模型。
设定背压指标。需要注意的是，背压指标可以是一个具体数值，也可以是一个范围；背压指标可以是客户给定的目标约束，也可以是车辆所需满足的标准约束(例如国家标准中列出的约束数据)。另外，排气系统的背压与汽车发动机的转速有关，因此，背压指标可以是一条发动机转速相关的曲线；也就是说，发动机转速不同时，需要重新设定背压指标。
完成背压仿真模型的构建后，运行仿真分析软件，输出背压仿真结果。比较背压仿真结果和背压指标，当背压仿真结果不满足背压指标时，调音阀的开度不合适，调整调音阀的开度，再次运行仿真分析软件，输出新的背压仿真结果……以此类推，直至输出的背压仿真结果满足背压指标，说明仿真模型中调音阀的开度合适。
需要注意的是，构建背压仿真模型时，需要确定背压仿真参数；背压仿真参数来源于所需模拟的车辆的排气系统。同时，还需要确定背压仿真过程中的优化算法，优化算法确定仿真步长，仿真运行速度，优化算法如粒子群法等。
其中，噪声仿真模型搭建基于发动机模型(发动机模型为汽车发动机的标定参数，包括功率、扭矩曲线、温度、流量等)以及汽车排气系统的数模。
容易理解的，本申请构建的噪声仿真模型，模拟的是发动机噪音。发动机工作时，振动会产生机械噪音；同时，引擎高速运行会产生高频噪音、低速运行会产生低频噪音；另外，发动机中，进气、排气和风扇旋转会引起空气的振动，进而产生空气动力学噪音，在空气动力学噪音中，排气噪音是最大的噪声源，进气噪音次之，风扇噪音再次之。
通过构建噪声仿真模型，能够模拟车辆发动机以及排气系统模型，建立麦 克风测点，从而仿真经过消声器之后的排气尾管噪声，以便于确认调音阀的开度是否满足降噪要求。
例如，在一小型汽车中安装图4和图5所示的消声器，该消声器为该小型汽车排气系统的一部分。欲采用本申请提供的调音阀开度优化方法、获得该小型汽车中调音阀的最优开度时，在仿真分析软件中，输入与该小型汽车的发动机及排气系统对应的仿真参数，确定噪声仿真过程中的优化算法，即可构建与该小型汽车噪声环境近似或者一致的噪声仿真模型。
设定噪声指标。需要注意的是，噪声指标可以是一个具体数值，也可以是一个范围；噪声指标可以是客户给定的目标约束，也可以是车辆所需满足的标准约束(例如国家标准中列出的约束数据)。另外，发动机噪音与汽车发动机的转速有关，因此，噪声指标可以是一个基于发动机转速的尾管噪声以及阶次噪声曲线；也就是说，发动机转速不同时，需要重新设定噪声指标。
完成噪声仿真模型的构建后，运行仿真分析软件，输出噪声仿真结果。比较噪声仿真结果和噪声指标，当噪声仿真结果不满足噪声指标时，调音阀的开度不合适，调整调音阀的开度，再次运行仿真分析软件，输出新的噪声仿真结果……以此类推，直至输出的噪声仿真结果满足噪声指标，说明仿真模型中调音阀的开度合适。
需要注意的是，搭建噪声仿真模型时，需要确定噪声仿真参数；噪声仿真参数来源于所需模拟的车辆的发动机和排气系统，与所需模拟的车辆的发动机转速、油耗、排气量、气流速度、管径大小、管道材质等实际数据有关。同时，还需要确定噪声仿真过程中的优化算法，优化算法确定仿真步长，仿真运行速度，优化算法如粒子群法等。
综上，在消声器仿真模型的基础上构建背压仿真模型，并在该声器仿真模型的基础上构建噪声仿真模型，当输出的背压仿真结果满足背压指标，且输出的噪声仿真结果满足噪声指标时，该消声器仿真模型中的调音阀处于最优开度。
需要补充的是，最优开度可以是一个具体的开度值，也可以是多个具体的开度值，还可以是一个甚至多个开度范围。实际到被模拟的消声器中，当调音阀处于最优开度时，尾气流经该消声器后，能够顺利排出，同时，车辆排气系统的背压满足背压指标、发动机噪声满足噪声指标，有利于汽车的高效工作。
一实施方式中，参照图2，先构建消声器仿真模型，并使得调音阀的开度为 S1；在该消声器仿真模型的基础上，确定背压仿真参数和背压仿真优化算法，构建背压仿真模型；运行背压仿真模型，输出背压仿真结果A1；比较背压仿真结果A1和背压指标；若背压仿真结果A1不满足背压指标，调整消声器仿真模型中调音阀的开度，使得调音阀的开度为S2；再次运行背压仿真模型，输出背压仿真结果A2……以此类推，直至输出的背压仿真结果An满足背压指标，此时，调音阀的开度为Sn。
随后，在消声器仿真模型的基础上(此时，调音阀的开度为Sn)，确定噪声仿真参数和噪声仿真优化算法，构建噪声仿真模型；运行噪声仿真模型，输出噪声仿真结果B1；比较噪声仿真结果B1和噪声指标；若噪声仿真结果B1不满足噪声指标，调整消声器仿真模型中调音阀的开度，使得调音阀的开度为S n+1。
由于调音阀的开度再次改变，需要重新确认调音阀的开度为S n+1时，在上述背压仿真模型中，该消声器仿真模型的背压仿真结果A n+1是否满足背压指标。
为此，可以先运行背压仿真模型，获得背压仿真结果A n+1；比较背压仿真结果A n+1与背压指标；若背压仿真结果A n+1满足背压指标，再运行噪声仿真模型，获得噪声仿真结果B2；比较噪声仿真结果B2和噪声指标……若背压仿真结果A n+1不满足背压指标，则需要继续调整调音阀的开度，直至背压仿真结果满足背压指标，再以同一开度测试噪声。
或者，可以先运行噪声仿真模型，获得噪声仿真结果B2；比较噪声仿真结果B2和噪声指标；若噪声仿真结果B2满足噪声指标，再运行背压仿真模型，获得背压仿真结果A n+1；比较背压仿真结果A n+1与背压指标……若噪声仿真结果B2不满足噪声指标，则需要继续调整调音阀的开度，直至噪声仿真结果满足噪声指标，再以同一开度测试背压。
以此类推，直至背压仿真模型输出的背压仿真结果满足背压指标，而同样的调音阀开度下，噪声仿真模型输出的噪声仿真结果满足噪声指标。
同时使得背压仿真结果满足背压指标、噪声仿真结果满足噪声指标的调音阀的开度即调音阀的最优开度。
继续改变调音阀的开度，重复上述流程，或可得到第二个、甚至更多个最优开度。
另一实施方式中，参照图3，先构建消声器仿真模型，并使得调音阀的开度为S1；在该消声器仿真模型的基础上，确定噪声仿真参数和噪声仿真优化算法， 构建噪声仿真模型；运行噪声仿真模型，输出噪声仿真结果B1；比较噪声仿真结果B1和噪声指标；若噪声仿真结果B1不满足噪声指标，调整消声器仿真模型中调音阀的开度，使得调音阀的开度为S2；再次运行噪声仿真模型，输出噪声仿真结果B2……以此类推，直至输出的噪声仿真结果Bn满足噪声指标，此时，调音阀的开度为Sn。
随后，在消声器仿真模型的基础上(此时，调音阀的开度为Sn)，确定背压仿真参数和背压仿真优化算法，构建背压仿真模型；运行背压仿真模型，输出背压仿真结果A1；比较背压仿真结果A1和背压指标；若背压仿真结果A1不满足背压指标，调整消声器仿真模型中调音阀的开度，使得调音阀的开度为S n+1。
由于调音阀的开度再次改变，需要重新确认调音阀的开度为S n+1时，在上述噪声仿真模型中，该消声器仿真模型的噪声仿真结果B n+1是否满足噪声指标。
为此，可以先运行噪声仿真模型，获得噪声仿真结果B n+1；比较噪声仿真结果B n+1和噪声指标；若噪声仿真结果B n+1满足噪声指标，再运行背压仿真模型，获得背压仿真结果A2；比较背压仿真结果A2背压指标……若噪声仿真结果B n+1不满足噪声指标，则需要继续调整调音阀的开度，直至噪声仿真结果满足噪声指标，再以同一开度测试背压。
或者，可以先运行背压仿真模型，获得背压仿真结果A2；比较背压仿真结果A2与背压指标；若背压仿真结果A2满足背压指标，再运行噪声仿真模型，获得噪声仿真结果B n+1；比较噪声仿真结果B n+1和噪声指标……若背压仿真结果A2不满足背压指标，则需要继续调整调音阀的开度，直至背压仿真结果满足背压指标，再以同一开度测试噪声。
以此类推，直至噪声仿真模型输出的噪声仿真结果满足噪声指标，而同样的调音阀开度下，背压仿真模型输出的背压仿真结果满足背压指标。
同时使得背压仿真结果满足背压指标、噪声仿真结果满足噪声指标的调音阀的开度即调音阀的最优开度。
继续改变调音阀的开度，重复上述流程，或可得到第二个、甚至更多个最优开度。
其他实施方式中，构建完成消声器仿真模型后，可以在该消声器仿真模型的基础上，既确定背压仿真参数和背压仿真优化算法、又确定噪声仿真参数和噪声仿真优化算法，同时构建背压仿真模型和噪声仿真模型。在该实施方式中， 仿真分析软件运行一次，同时输出背压仿真结果和噪声仿真结果。当背压仿真结果和噪声仿真结果中的至少一者不满足对应的指标时，调整调音阀的开度，再次进行仿真分析。直至调音阀处于某一开度时，背压仿真结果和噪声仿真结果均满足对应的指标，得到的开度即调音阀的一个最优开度。
需要补充的是，构建消声器仿真模型前，根据基础开度曲线、对调音阀进行初始参数设置。其中，基础开度曲线为调音阀的开度与发动机转速的关系曲线，或者，基础开度曲线为调音阀的开度与发动机输出流量曲线。
一般来说，调音阀是外购件，厂商提供调音阀时，可以通过试验得到调音阀的基础开度曲线(试验方法为现有技术，此处不再赘述)，以便于将调音阀安装在合适的车辆中。
通过基础开度曲线，能够获知所需模拟的调音阀的开度区间，以及与发动机转速对应的合适开度，以便于在仿真试验中设定合适的调音阀的初始参数。
需要解释的是，基础开度曲线所提供的调音阀的开度可能是调音阀的最优开度，也可能不是。通常来说，基础开度曲线只能提供一些理论参数或者常规实验参数。容易理解的，同样规格的调音阀用于不同规格的汽车内时，由于发动机不同、排气系统不同，同样的发动机运行状态下，调音阀的最优开度可能会不同。本申请提供的调音阀开度优化方法用于优化基础开度曲线，寻找与汽车发动机、排气环境对应的调音阀的最优开度。
还需要补充的是，调音阀的构型不同时，同样的开度下，尾气的流通面积可能不同。因此，在仿真分析软件中，可将开度等效转化为调音阀在该开度下的流通面积、或者调音阀在该开度下的流通面积的直径，以便于软件模拟实际情况。
其中，等效转化所需的数值和术式可以参考调音阀的实际结构获得。
需要说明的是，在本申请提供的调音阀开度优化方法中，调音阀的开度为唯一变量。
运行背压仿真模型，若得到的背压仿真结果不满足背压指标，改变调音阀的开度，重新运行背压仿真模型……以此类推，直至得到的背压仿真结果满足背压指标。或者，运行噪声仿真模型，若得到的噪声仿真结果不满足噪声指标，改变调音阀的开度，重新运行噪声仿真模型……以此类推，直至得到的噪声仿真结果满足噪声指标。
通过上文可知，为方便仿真分析软件模拟调音阀的开度，可将开度等效转化为调音阀的流通面积或者该流通面积的直径。此时，在仿真分析软件中，唯一的变量即调音阀的流通面积或直径。
进一步地，构建消声器仿真模型时，确定调音阀的个数，从而确定变量个数。
容易理解的，调音阀的位置不同，起到的作用也可能不同。消声器中设置多个调音阀时，多个调音阀依据其位置和目的的需要，可能具有不同的开度。另外，其中一个调音阀的开度改变时，为满足排气指标，可能需要对应调整其他调音阀的开度。
因此，构建消声器仿真模型时，需要明确变量的数量。在测试过程中，可以选择其中一个或多个变量进行数值的调整。若多个变量之间具有联动关系，改变其中一个变量的数值时，还需要对应改动其他变量的数值，以确保消声器仿真模型与被模拟的消声器一致。
通过本申请提供的调音阀开度优化方法，获得优选开度曲线；优选开度曲线为调音阀的最优开度与发动机转速的关系曲线，或者，优选开度曲线为调音阀的最优开度与发动机输出流量的关系曲线。
以发动机的转速变化为例进行说明，发动机转速的变化会影响排气系统的背压和噪声。为保证调音阀始终处于最优开度，需要对应发动机的转速制备优选开度曲线。此时，本申请提供的调音阀开度优化方法包括多个阶段。任一阶段中，发动机的转速不同。
例如，通过本申请提供的调音阀开度优化方法，测试发动机从怠速转速运动至额定点转速时对应的调音阀的最优开度。其中，怠速转速通常由发动机厂商标定，一般在700r/min左右，而额定点转速一般能到达2-3000r/min。
具体地，第一阶段中，在背压仿真模型和噪声仿真模型中输入发动机处于怠速转速时的相关仿真参数，调整变量(消声器仿真模型中调音阀的开度，或者，与调音阀开度等效的流通面积或直径)，当背压仿真结果满足背压指标、噪声仿真结果满足噪声指标时，获得调音阀的第一阶段最优开度。
第一阶段最优开度与怠速转速对应。
第二阶段中，增加发动机的转速，使得发动机处于第二转速。在背压仿真模型和噪声仿真模型中输入发动机处于第二转速时的相关仿真参数，调整变量， 当背压仿真结果满足背压指标、噪声仿真结果满足噪声指标时，获得调音阀的第二阶段最优开度。
第二阶段最优开度与第二转速对应。
第三阶段中，继续增加发动机的转速，使得发动机处于第三转速。在背压仿真模型和噪声仿真模型中输入发动机处于第三转速时的相关仿真参数，调整变量，当背压仿真结果满足背压指标、噪声仿真结果满足噪声指标时，获得调音阀的第三阶段最优开度。
第三阶段最优开度与第三转速对应。
……
以此类推，获得多个阶段最优开度，任一阶段最优开度与一个发动机转速对应，进而获得与发动机转速相关的调音阀的优选开度曲线。
以发动机的输出流量变化为例进行说明。容易理解的，发动机的输出流量即排气系统内的气流量。输出流量的变化会影响排气系统的背压和噪声。为保证调音阀始终处于最优开度，需要对应发动机的输出流量制备优选开度曲线。此时，本申请提供的调音阀开度优化方法包括多个阶段。任一阶段中，发动机的输出流量不同。
多个阶段的调音阀开度优化方法与上文类似，此处不再赘述。通过多个阶段的调音阀开度优化方法，最终能够获得与发动机输出流量相关的调音阀的优选开度曲线。
本申请还提供了一种消声器，上述调音阀开度优化方法中的消声器仿真模型基于消声器进行构建。
简单来说，欲为一种车辆设计排气系统，排气系统中安装有消声器。在仿真分析软件中以该消声器为蓝本，依据该消声器的组成、结构和大小构建消声器仿真模型。进一步依据车辆发动机及排气系统的具体构型构建背压仿真模型和噪声仿真模型。
通过上述调音阀开度优化方法，能够获得消声器用于该车辆内时，其调音阀的最优开度。
实际到车辆中，使得调音阀处于最优开度，即可保证该车辆排气系统的背压符合指标、噪声亦符合指标。
具体地，参照图4和图5，消声器包括：外壳10，外壳10内并排设置有两 个隔板20，两个隔板20将外壳10内部分为三个腔室、分别是第一腔室11、第二腔室12和第三腔室13，第二腔室12处于第一腔室11和第三腔室13之间，至少第二腔室12和第三腔室13之间的隔板20上开设有气孔21；进气管30，连通第一腔室11；第一消声管40，连通第一腔室11和第三腔室13；第二消声管50，连通第二腔室12和尾管60；调音阀70，设于第一消声管40上。
其中，进气管30连通发动机。发动机工作，产生尾气，尾气经由进气管30进入第一腔室11，再经由第一消声管40进入第三腔室13，通过气孔21，尾气进入第二腔室12，最终经由第二消声管50和尾管60排出。
隔板20密封设置在外壳10内。当第一腔室11和第二腔室12之间的隔板20上不设有气孔21时，进入第一腔室11的尾气仅能通过第一消声管40向下游流动。当第一腔室11和第二腔室12之间的隔板20上设有气孔21时，进入第一腔室11的尾气部分经由第一消声管40向下游流动、另有部分经由气孔21向第二腔室12流动。
第一消声管40中设置有消声介质(如消音棉)，能够在引导尾气流动的同时，对尾气进行逐步消音。尾气在三个腔室内流通时，能够不断扩散，进而起到消音效果。
尾管60为排气管。第二消声管50的一端连通第二腔室12、另一端连通尾管，经过扩散的尾气进入第二腔室12后，经由第二消声管50向外排出。第二消声管50中亦设置有消声介质(如消音棉)，能够在引导尾气排出的同时，进一步对尾气进行消音。
可选地，调音阀70设于第三腔室13中、并与第一消声管40的出气端相连。尾气穿过调音阀70，进入第三腔室13。调音阀70处于最优开度时，消声器既满足背压指标、又满足噪声指标。
可选地，调音阀70与第一消声管40满焊焊接。
可选地，隔板20上设置有消音孔。
可选地，隔板20与外壳10过盈配合。
可选地，第二消声管50包括：输入段51，设于第二腔室12中；弯管段52，设于第一腔室11中；输出段53，从第二腔室12穿入第三腔室13中；其中，弯管段52连通输入段51和输出段53，输出段53的一端连通弯管段52、另一端连通尾管60。
具体可参照图5，输入段51的进气端处于第二腔室12中、出气端与弯管段52相连；部分输出段53处于第二腔室12中，另有部分输出段53处于第三腔室13中、并与尾管60相连；弯管段52的一端连接输入段51、另一端连接处于第二腔室12中的输出段53。为连接处于第二腔室12中的输入段51和输出段53，弯管段52为类U型管道。尾气从输入段51的进气端进入第二消声管50，在弯管段52中，尾气换向，随后经由输出段53排出。
第二消声管50的三段式设计有利于成型和组装。由于第二消声管50的管径较长，还能延长尾气的流通路径，进一步保证消声效果。
可选地，外壳10包括：壳体10a，壳体10a的两端开口，第一腔室11、第二腔室12和第三腔室13顺序设置在壳体10a中；第一端盖10b，设于壳体10a靠近第一腔室11的一端；第二端盖10c，设于壳体10a靠近第三腔室13的一端；其中，进气管30穿过壳体10a连通第一腔室11，尾管60穿过第二端盖10c连通第二消声管50。
其中，第一端盖10b和第二端盖10c配合，密封壳体10a的两个开口。加强端盖(第一端盖10b或者第二端盖10c)的结构，有利于端盖持久耐用。
可选地，进气管30通过端板1与壳体10a密封连接。
可选地，第一端盖10b和/或第二端盖10c上设置有吊钩2，以便于消声器安装在车辆内。
以上实施例仅表达了本申请的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对申请专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本申请构思的前提下，还可以做出若干变形和改进，这些都属于本申请的保护范围。因此，本申请专利的保护范围应以所附权利要求为准。

Claims (10)

  1. 一种调音阀开度优化方法，其特征在于，包括以下步骤：
    构建消声器仿真模型，确定调音阀的位置；
    构建背压仿真模型，获得背压仿真结果；
    比较所述背压仿真结果和背压指标，若所述背压仿真结果不满足所述背压指标，此循环结束；
    构建噪声仿真模型，获得噪声仿真结果；
    比较所述噪声仿真结果和噪声指标，若所述噪声仿真结果不满足所述噪声指标，此循环结束；
    所述调音阀处于最优开度时，所述背压仿真结果满足所述背压指标，所述噪声仿真结果满足所述噪声指标。
  2. 根据权利要求1所述的调音阀开度优化方法，其特征在于，构建所述消声器仿真模型前，根据基础开度曲线、对所述调音阀进行初始参数设置；
    所述基础开度曲线为所述调音阀的开度与发动机转速的关系曲线，或者，所述基础开度曲线为所述调音阀的开度与发动机输出流量的关系曲线。
  3. 根据权利要求1所述的调音阀开度优化方法，其特征在于，在所述调音阀开度优化方法中，所述调音阀的开度为唯一变量；
    运行所述背压仿真模型，若得到的背压仿真结果不满足背压指标，改变所述调音阀的开度，重新运行所述背压仿真模型……以此类推，直至得到的背压仿真结果满足背压指标；
    或者，运行所述噪声仿真模型，若得到的噪声仿真结果不满足噪声指标，改变所述调音阀的开度，重新运行所述噪声仿真模型……以此类推，直至得到的噪声仿真结果满足噪声指标。
  4. 根据权利要求3所述的调音阀开度优化方法，其特征在于，构建所述消声器仿真模型时，确定所述调音阀的个数，从而确定变量个数；
    和/或，构建所述消声器仿真模型时，将所述调音阀的开度等效转化为所述调音阀流通面积的直径。
  5. 根据权利要求3所述的调音阀开度优化方法，其特征在于，通过所述调音阀开度优化方法，获得优选开度曲线；
    所述优选开度曲线为所述调音阀的最优开度与发动机转速的关系曲线，或者，所述优选开度曲线为所述调音阀的最优开度与发动机输出流量的关系曲线。
  6. 根据权利要求1-5任一项所述的调音阀开度优化方法，其特征在于，在GT-power软件中构建所述消声器仿真模型、所述背压仿真模型和所述噪声仿真模型。
  7. 一种消声器，其特征在于，权利要求1-6任一项所述的消声器仿真模型基于所述消声器进行构建。
  8. 根据权利要求7所述的消声器，其特征在于，包括：
    外壳(10)，所述外壳(10)内并排设置有两个隔板(20)，两个所述隔板(20)将所述外壳(10)内部分为三个腔室、分别是第一腔室(11)、第二腔室(12)和第三腔室(13)，所述第二腔室(12)处于所述第一腔室(11)和所述第三腔室(13)之间，至少所述第二腔室(12)和所述第三腔室(13)之间的所述隔板(20)上开设有气孔(21)；
    进气管(30)，连通所述第一腔室(11)；
    第一消声管(40)，连通所述第一腔室(11)和所述第三腔室(13)；
    第二消声管(50)，连通所述第二腔室(12)和尾管(60)；
    调音阀(70)，设于所述第一消声管(40)上；
    其中，尾气经由所述进气管(30)进入所述第一腔室(11)，再经由所述第一消声管(40)进入所述第三腔室(13)，通过所述气孔(21)，所述尾气进入所述第二腔室(12)，最终所述尾气经由所述第二消声管(50)和所述尾管(60)排出；
    所述调音阀(70)处于最优开度时，所述消声器既满足背压指标、又满足噪声指标。
  9. 根据权利要求8所述的消声器，其特征在于，所述第二消声管(50)包括：
    输入段(51)，设于所述第二腔室(12)中；
    弯管段(52)，设于所述第一腔室(11)中；
    输出段(53)，从所述第二腔室(12)穿入所述第三腔室(13)中；
    其中，所述弯管段(52)连通所述输入段(51)和所述输出段(53)，所述输出段(53)的一端连通所述弯管段(52)、另一端连通所述尾管(60)。
  10. 根据权利要求8所述的消声器，其特征在于，所述外壳(10)包括：
    壳体(10a)，所述壳体(10a)的两端开口，所述第一腔室(11)、所述第二腔室(12)和所述第三腔室(13)顺序设置在所述壳体(10a)中；
    第一端盖(10b)，设于所述壳体(10a)靠近所述第一腔室(11)的一端；
    第二端盖(10c)，设于所述壳体(10a)靠近所述第三腔室(13)的一端；
    其中，所述进气管(30)穿过所述壳体(10a)连通所述第一腔室(11)，所述尾管(60)穿过所述第二端盖(10c)连通所述第二消声管(50)。
PCT/CN2021/132935 2021-11-12 2021-11-25 调音阀开度优化方法及消声器 WO2023082341A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202111340601.3A CN114000938B (zh) 2021-11-12 2021-11-12 调音阀开度优化方法
CN202111340601.3 2021-11-12

Publications (1)

Publication Number Publication Date
WO2023082341A1 true WO2023082341A1 (zh) 2023-05-19

Family

ID=79928806

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/132935 WO2023082341A1 (zh) 2021-11-12 2021-11-25 调音阀开度优化方法及消声器

Country Status (2)

Country Link
CN (1) CN114000938B (zh)
WO (1) WO2023082341A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115263495B (zh) * 2022-08-10 2023-06-09 无锡威孚力达催化净化器有限责任公司 排气系统的控制方法、消声器内组件及消声器

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20070064510A (ko) * 2005-12-17 2007-06-21 현대자동차주식회사 배기가스 배기관의 길이가 가변되는 머플러
CN101280707A (zh) * 2007-04-04 2008-10-08 日产自动车株式会社 车辆用发动机排气声音的控制方法和控制装置
CN205823380U (zh) * 2016-06-22 2016-12-21 奇瑞汽车股份有限公司 一种汽车发动机排气消音器
CN109595056A (zh) * 2018-11-01 2019-04-09 重庆金康新能源汽车设计院有限公司 双模态消声器和汽车
CN112163274A (zh) * 2020-09-25 2021-01-01 中车长春轨道客车股份有限公司 一种车内低噪声优化设计方法及系统
CN112622787A (zh) * 2019-09-24 2021-04-09 上海汽车集团股份有限公司 一种电子调音阀控制方法及装置
CN112989649A (zh) * 2021-02-05 2021-06-18 杭州电子科技大学 一种基于仿真的电动汽车动力总成的nvh性能优化方法
CN113323742A (zh) * 2021-07-05 2021-08-31 北京汽车集团越野车有限公司 消声器及车辆
CN113392548A (zh) * 2021-05-31 2021-09-14 金华欧仑催化科技有限公司 一种基于消声器的仿真模型软件排气系统

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100256888A1 (en) * 2009-04-07 2010-10-07 General Electric Company Method and system for actively tuning a valve
US10710575B2 (en) * 2017-12-13 2020-07-14 Ford Global Technologies, Llc Methods and systems for exhaust tuning valve diagnostics

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20070064510A (ko) * 2005-12-17 2007-06-21 현대자동차주식회사 배기가스 배기관의 길이가 가변되는 머플러
CN101280707A (zh) * 2007-04-04 2008-10-08 日产自动车株式会社 车辆用发动机排气声音的控制方法和控制装置
CN205823380U (zh) * 2016-06-22 2016-12-21 奇瑞汽车股份有限公司 一种汽车发动机排气消音器
CN109595056A (zh) * 2018-11-01 2019-04-09 重庆金康新能源汽车设计院有限公司 双模态消声器和汽车
CN112622787A (zh) * 2019-09-24 2021-04-09 上海汽车集团股份有限公司 一种电子调音阀控制方法及装置
CN112163274A (zh) * 2020-09-25 2021-01-01 中车长春轨道客车股份有限公司 一种车内低噪声优化设计方法及系统
CN112989649A (zh) * 2021-02-05 2021-06-18 杭州电子科技大学 一种基于仿真的电动汽车动力总成的nvh性能优化方法
CN113392548A (zh) * 2021-05-31 2021-09-14 金华欧仑催化科技有限公司 一种基于消声器的仿真模型软件排气系统
CN113323742A (zh) * 2021-07-05 2021-08-31 北京汽车集团越野车有限公司 消声器及车辆

Also Published As

Publication number Publication date
CN114000938B (zh) 2024-04-19
CN114000938A (zh) 2022-02-01

Similar Documents

Publication Publication Date Title
Lee et al. Empirical model of the acoustic impedance of a circular orifice in grazing mean flow
US5839405A (en) Single/multi-chamber perforated tube resonator for engine induction system
CN107461235B (zh) 基于温度调节的排气消声装置
CN2921306Y (zh) 阻抗复合式消声器
WO2023082341A1 (zh) 调音阀开度优化方法及消声器
Harrison et al. The acoustics of racing engine intake systems
CN102278183B (zh) 一种复合式结构的柴油机排气消声器
Nishio et al. New approach to low-noise air intake system development
CN102996302A (zh) 一种可同时消除宽频带和窄频带噪声的消声器
CN102536388A (zh) 双模态排气消声器
Srinivas et al. Design and Analysis of an Automobile Exhaust Muffler
Yang et al. Analysis and control for the intake noise of a vehicle
Prasad et al. Acoustic performance design of automotive muffler
CN201865727U (zh) 降低内燃机噪音的消声装置
CN201865723U (zh) 汽车排气消声器
CN201865724U (zh) 汽车排气消声装置
CN113392548A (zh) 一种基于消声器的仿真模型软件排气系统
CN201326449Y (zh) 一种汽车排气消声器
Li et al. Local structural optimization method based on orthogonal analysis for a resistant muffler
CN202001157U (zh) 一种柴油机进气消声器
CN208486964U (zh) 消音器及发动机
CN213336795U (zh) 汽车空调系统噪音性能测试实验室
Li et al. The study on design method of vehicle intake silencer based on three-dimension/one-dimension models coupling
CN219570177U (zh) 隔声装置和车辆
CN202467974U (zh) 双模态排气消声器

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21963785

Country of ref document: EP

Kind code of ref document: A1