JP2516687B2 - Internal combustion engine intake system - Google Patents
Internal combustion engine intake systemInfo
- Publication number
- JP2516687B2 JP2516687B2 JP1186994A JP18699489A JP2516687B2 JP 2516687 B2 JP2516687 B2 JP 2516687B2 JP 1186994 A JP1186994 A JP 1186994A JP 18699489 A JP18699489 A JP 18699489A JP 2516687 B2 JP2516687 B2 JP 2516687B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- duct
- intake port
- noise
- engine room
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
Links
Landscapes
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は、内燃機関の吸気装置とりわけ吸気騒音を低
減する吸気装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake system for an internal combustion engine, and more particularly to an intake system for reducing intake noise.
従来の技術 この種の従来における内燃機関の吸気装置としては、
例えば第４図に示すようなものが知られている（実開昭
61−198562号公報等参照）。2. Description of the Related Art As a conventional intake system for an internal combustion engine of this type,
For example, the one shown in FIG. 4 is known (Shokaisho)
61-198562, etc.).
概略を説明すれば、１は車体２のフロント側に有する
エンジンルーム、３は該エンジンルーム１内に縦置きに
配置された内燃機関、４はエンジンルーム１内の左側ス
トラットハウス５の前方に配置されたエアクリーナ、６
は該エアクリーナ４と吸気コレクタ７との間に介装され
た吸気管、８はエアクリーナ４に接続された屈曲状の吸
気ダクトであって、この吸気ダクト８は、先端側のラッ
パ状吸気口９がエンジンルーム１の前方中央付近に車体
２前方に指向して配置されている。Briefly, 1 is an engine room on the front side of a vehicle body, 3 is an internal combustion engine vertically arranged in the engine room 1, and 4 is a front side of a left strut house 5 in the engine room 1. Air cleaner, 6
Is an intake pipe interposed between the air cleaner 4 and the intake collector 7, 8 is a bent intake duct connected to the air cleaner 4, and the intake duct 8 has a trumpet-like intake port 9 on the tip side. Is disposed near the front center of the engine room 1 so as to face the front of the vehicle body 2.
そして、機関３の駆動に伴い該吸気口９から吸入され
た空気が、エアクリーナ４から吸気管８を経て吸気コレ
クタ７から機関３の各シリンダに均一に分配されるよう
になっている。The air taken in through the intake port 9 as the engine 3 is driven is evenly distributed from the air cleaner 4 through the intake pipe 8 to the intake collector 7 in each cylinder of the engine 3.
発明が解決しようとする課題 ところで、前述のような内燃機関の吸気装置にあって
は、各シリンダに空気が吸い込まれる際に、吸気口９か
ら吸気脈動による大きな吐出音が発生していることは一
般に知られており、この吐出音による吸気騒音対策が望
まれている。しかし、今まだ十分な対策が講じられてい
ないのが実情である。DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention By the way, in the above-described intake device for an internal combustion engine, when air is sucked into each cylinder, a large discharge sound due to intake pulsation is generated from the intake port 9. It is generally known, and it is desired to take measures against intake noise due to the discharge noise. However, the reality is that sufficient measures have not yet been taken.
すなわち、前記従来の吸気装置における吸気騒音の原
理を、第５図A,B,Cに示す騒音レベルの周波数特性図に
基づいて説明する。ここで、同図Ａは吸気口９の吸気吐
出音の音圧レベルを示し、同図Ｂはエンジンルーム１内
の音響的増幅特性を、同図Ｃは結果としてのトータル的
な吸気騒音レベルを夫々表している。また、各縦軸の１
目盛りが10dBである。That is, the principle of intake noise in the conventional intake device will be described based on the noise level frequency characteristic diagrams shown in FIGS. 5A, 5B, and 5C. Here, FIG. A shows the sound pressure level of the intake air discharge sound from the intake port 9, FIG. B shows the acoustic amplification characteristics in the engine room 1, and FIG. C shows the resulting total intake noise level. Each one is represented. Also, 1 on each vertical axis
The scale is 10 dB.
吸気吐出音の音圧レベルの周波数特性には、吸気装置
の管路系の共鳴現象によるレベルの高低があり、この従
来例では約190Hzを中心とする低いレベル周波数域と約2
80Hzを中心とする高いレベル周波数域などがある。In the frequency characteristic of the sound pressure level of the intake air discharge sound, there is the level of the level due to the resonance phenomenon of the duct system of the intake device, and in this conventional example, the low level frequency range centered at about 190 Hz and about 2
There is a high level frequency range around 80Hz.
次に、エンジンルーム１内における音の増幅特性は、
エンジンルーム１が半ば閉じられた空間であることによ
り、音響的な増幅作用によって決定されるもので、エン
ジンルーム１内における吸気口９の取付位置によって著
しく異なり、同じ周波数に対する増幅量であっても、取
付位置によって大きな差が生じる。また、同位置であっ
ても、周波数によって増幅量は著しく異なったレベルと
なる。この従来例では、第５図Ｂに示すように約70Hz以
下,170Hz付近,400Hz付近では増幅量が低く、それ以外は
高い周波数域になっている。Next, the amplification characteristics of the sound in the engine room 1 are
Since the engine room 1 is a semi-closed space, it is determined by the acoustic amplification effect, and it is significantly different depending on the mounting position of the intake port 9 in the engine room 1, and even the amplification amount for the same frequency. A large difference occurs depending on the mounting position. Further, even at the same position, the amount of amplification varies remarkably depending on the frequency. In this conventional example, as shown in FIG. 5B, the amount of amplification is low near about 70 Hz, around 170 Hz, and around 400 Hz, and is in the high frequency range other than that.
そして、結果としての吸気騒音は、前記吸気吐出音の
音圧レベルと、前記音響的増幅量とにより決定されるの
で、この従来例では同図Ｃに示すように吸気騒音レベル
は170Hz付近が最も低く低騒音化が図れる一方、290Hz付
近では著しく高くなってしまう。したがって、この高騒
音レベルよりさらに高い騒音レベルによる車室内のこも
り音が発生し、また騒音レベル周波数の著しい変化によ
る音質の悪化を招き大きな車外騒音も発生する。Since the resulting intake noise is determined by the sound pressure level of the intake discharge sound and the acoustic amplification amount, in this conventional example, the intake noise level is around 170 Hz as shown in FIG. While low noise can be achieved, it becomes extremely high near 290 Hz. Therefore, a muffled sound in the vehicle interior is generated due to a noise level higher than the high noise level, and the sound quality is deteriorated due to a significant change in the noise level frequency, and a large outside noise is also generated.
そこで、吸気管に消音器を付設したり、吸気管の配置
を変更することも考えられるが、消音器の大型化やエン
ジンルーム内のレイアウト上の問題がある。また、ダッ
シュパネルに遮音部材を取り付けることも考えられる
が、この場合は重量やコストの増加が余儀なくされる。
更に、吸気ダクトの吸気口の取付位置を変えたり、吸気
ダクトの長さを変えることなど種々な工夫もなされては
いるが、いずれの場合もエンジンルーム内のレイアウト
上の制約と音の増幅作用が密接に関係するため、これら
を考慮した設計が極めて困難であるのが実情である。Therefore, it is conceivable to attach a silencer to the intake pipe or change the arrangement of the intake pipe, but there is a problem in that the silencer becomes large and the layout in the engine room is increased. It is also conceivable to attach a sound insulation member to the dash panel, but in this case, the weight and cost are inevitably increased.
Furthermore, various measures have been taken such as changing the mounting position of the intake port of the intake duct and changing the length of the intake duct, but in each case, restrictions on the layout in the engine room and sound amplification effects Are closely related to each other, and it is extremely difficult to design considering them.
そこで、例えば実開昭56−35551号公報や実開昭59−1
24733号公報に記載された考案のように、吸気ダクトの
ダクト部を複数に分岐して各吸気口を音源を位相が互い
に異なる位置へ配置することによって発生騒音を相殺さ
せるようにした技術も提供されている。しかし、これら
の従来例は、分岐された各ダクト部の内径が全て同一に
設定されており、したがって、吸気騒音の対策はなされ
ているものの吸気抵抗に対する工夫が不十分である。Therefore, for example, Japanese Utility Model Publication No. 56-35551 and Japanese Utility Model Publication No. 59-1.
As in the invention described in Japanese Patent No. 24733, there is also provided a technology for canceling generated noise by branching the duct part of the intake duct into a plurality of parts and arranging the sound sources at positions where the phases of the sound sources are different from each other. Has been done. However, in these conventional examples, the inner diameters of the branched duct portions are all set to be the same, and therefore, although measures against intake noise are taken, the device for intake resistance is insufficient.
課題を解決するための手段 本発明は、前述の吸気騒音の原理とエンジンルーム内
のレイアウト等の問題を総合的かつ十分に考察して案出
されたもので、特に吸気ダクトを、夫々の吸気口からの
吐出音の音圧レベル特性の異なる別個独立した少なくと
も２本のダクト要素で形成すると共に、該各ダクト要素
の各吸気口を、エンジンルーム内の音響的な増幅特性の
異なる位置に夫々配置し、かつ、前記一方のダクト要素
と他方のダクト要素の内径を大小異径状に形成し、前記
増幅量が大きい位置に小径ダクト要素の吸気口を配置
し、さらに、内径の異なる前記各ダクト要素を、前記エ
アクリーナに個々に連結し、増幅量が小さい位置に大径
ダクト要素の吸気口を配置したことを特徴としている。Means for Solving the Problems The present invention has been devised by comprehensively and fully considering the above-mentioned principle of intake noise and problems such as the layout in the engine room. It is formed by at least two independent duct elements having different sound pressure level characteristics of the sound discharged from the mouth, and the intake ports of the respective duct elements are respectively located at different acoustic amplification characteristics in the engine room. And the inner diameters of the one duct element and the other duct element are formed in different diameters, and the intake port of the small diameter duct element is arranged at a position where the amplification amount is large. The duct elements are individually connected to the air cleaner, and the intake port of the large-diameter duct element is arranged at a position where the amplification amount is small.
作用 前記構成の本発明によれば、例えば２本のダクト要素
の各吸気口で夫々発生する吸気吐出音の音圧レベルは、
そのピークが略同一の周波数域に発生するが、そのレベ
ルは著しく異なっている。一方、エンジンルーム内の音
の増幅特性は、吸気口の取付位置の相違により著しく異
なった周波数特性となる。したがって、音圧レベルのピ
ーク周波数域と、増幅量が小さくなる周波数域とを合致
させることができるので、両者の騒音レベルが相殺され
てトータル的な騒音レベルが全体に平滑化され、特定の
周波数のみでの著しい騒音レベル上昇が抑制されるので
ある。Action According to the present invention having the above-described configuration, for example, the sound pressure level of the intake discharge sound generated at each intake port of the two duct elements is
The peaks occur in almost the same frequency range, but the levels are significantly different. On the other hand, the amplification characteristic of the sound in the engine room has a significantly different frequency characteristic due to the difference in the mounting position of the intake port. Therefore, it is possible to match the peak frequency range of the sound pressure level with the frequency range in which the amplification amount is small, so that the noise levels of the both are canceled and the total noise level is smoothed as a whole, and the specific frequency This significantly suppresses a significant increase in noise level.
また、増幅量の大きい位置に小径ダクト要素の吸気口
を配置し、増幅量が小さい位置に大径ダクト要素の吸気
口を配置したため、小径ダクト要素での吸気騒音を小さ
くすることができる一方、大径ダクト要素によって吸気
の流動抵抗を小さくすることが可能になる。しかも、各
ダクト要素を、別個独立に形成して個々にエアクリーナ
に連結したため、前述の小径ダクト要素による吸気騒音
の低減化と、大径ダクト要素による吸気流動抵抗の減少
化の作用効果が確実に得られる。Further, since the intake port of the small-diameter duct element is arranged at the position where the amplification amount is large and the intake port of the large-diameter duct element is arranged at the position where the amplification amount is small, it is possible to reduce the intake noise in the small-diameter duct element. The large-diameter duct element makes it possible to reduce the flow resistance of intake air. In addition, since each duct element is formed separately and individually connected to the air cleaner, the effect of reducing the intake noise by the small diameter duct element and the reduction of the intake flow resistance by the large diameter duct element are surely achieved. can get.
実施例 以下、本発明の各実施例を図面に基づいて詳述する。
尚、前記従来と共通の構成個所には同一の符号を付して
重複説明を省略する。Examples Hereinafter, each example of the present invention will be described in detail with reference to the drawings.
It should be noted that the same components as those of the above-described conventional device are denoted by the same reference numerals, and redundant description will be omitted.
第１図は本発明に係る吸気装置の第１実施例を示し、
１は車体２フロント側のエンジンルーム、３は内燃機
関、４はエアクリーナ、５はストラットハウス、６は吸
気管、７は吸気コレクタ、11はエアクリーナ４に接続さ
れた吸気ダクトであって、この吸気ダクト11は、長尺な
第１ダクト要素12と短尺な第２ダクト要素13とから構成
されている。FIG. 1 shows a first embodiment of an intake device according to the present invention,
1 is an engine room on the front side of the vehicle body, 3 is an internal combustion engine, 4 is an air cleaner, 5 is a strut house, 6 is an intake pipe, 7 is an intake collector, and 11 is an intake duct connected to the air cleaner 4. The duct 11 is composed of a long first duct element 12 and a short second duct element 13.
両ダクト要素12,13は、夫々略Ｌ字形に屈曲形成さ
れ、一端部12a,13aが夫々エアクリーナ４の内側面に直
角方向から接続され、該エアクリーナ４内で連通してい
ると共に、他端にラッパ状吸気口14,15が形成されてお
り、全体が比較的大径な第１ダクト要素12は、全体が比
較的大径に形成されていると共に、吸気口14が車体２の
前方を指向してエンジンルーム１の前端側略中心Ｘ寄り
つまりラジエータ10の上方に配置されている。一方、第
２ダクト要素13は、基端部側が前記第１ダクト要素12の
内径よりも小径に形成されていると共に、先端側の吸気
口15が車体２の前方を指向してエンジンルーム１の前端
側略外側寄りに配置されている。Both duct elements 12 and 13 are respectively bent and formed in a substantially L shape, and one end portions 12a and 13a thereof are respectively connected to the inner side surface of the air cleaner 4 at right angles to communicate with each other inside the air cleaner 4 and to the other end. The first duct element 12 having the trumpet-shaped intake ports 14 and 15 and having a relatively large diameter as a whole has a relatively large diameter as a whole, and the intake port 14 is directed toward the front of the vehicle body 2. The engine room 1 is disposed near the front center of the engine room 1, that is, above the radiator 10. On the other hand, the second duct element 13 is formed so that the base end side is smaller in diameter than the inner diameter of the first duct element 12, and the intake port 15 on the tip side is directed toward the front of the vehicle body 2 in the engine room 1. It is arranged near the front end side.
そして、両ダクト要素12,13は、同じ共鳴周波数を有
しているが、それらの周波数における共鳴の強さ、つま
り各吸気口14,15の吐出音の音圧レベルは異なってい
る。また、第1,第２吸気口14,15の位置における音響的
な増幅作用の周波数特性も異なっている。すなわち、こ
の実施例では、吐出音レベルが高い周波数域でかつエン
ジンルーム１内における音響的増幅量の低い周波数域に
なる位置に、比較的大径な第１ダクト要素12の吸気口14
が配置され、また、吐出音レベルが低い周波数域でかつ
エンジンルーム１内における音響的増幅量の高い周波数
域になる位置に、小径な第２ダクト要素13の吸気口15が
配置されている。The duct elements 12 and 13 have the same resonance frequency, but the resonance strength at those frequencies, that is, the sound pressure level of the discharge sound from each of the intake ports 14 and 15 is different. Further, the frequency characteristics of the acoustic amplification action at the positions of the first and second intake ports 14 and 15 are also different. That is, in this embodiment, the intake port 14 of the first duct element 12 having a relatively large diameter is located at a position where the discharge sound level is high and the acoustic amplification amount is low in the engine room 1.
In addition, the intake port 15 of the small-diameter second duct element 13 is arranged at a position where the discharge sound level is low and the acoustic amplification amount in the engine room 1 is high.
即ち、第３図A,Bに示すように、まず、各吸気口14,15
で夫々発生する吸気吐出音の音圧レベルは、その径及び
長さの相違により同図Ａに示すようにその同一のピーク
周波数が約80Hz,180Hz,340Hzに発生しており、そのレベ
ルは２つの吸気口14,15で著しく異なっている（第１吸
気口14側は破線、第２吸気口15側は実線で示す。なお、
第３図A,B,Cの各縦軸の１目盛りが10dBである。）。That is, as shown in FIGS. 3A and 3B, first, the intake ports 14 and 15
As for the sound pressure level of the intake / exhaust sound generated in each, the same peak frequency occurs at about 80Hz, 180Hz, 340Hz due to the difference in diameter and length, and the level is 2 The two intake ports 14 and 15 are significantly different (the first intake port 14 side is shown by a broken line, the second intake port 15 side is shown by a solid line.
One scale on each vertical axis of FIGS. 3A, 3B and 3C is 10 dB. ).
一方、エンジンルーム１による音の増幅特性は、同図
Ｂに示すように各吸気口14,15の取付位置の相違により
著しく異なった周波数特性になっている（第１吸気口14
側は破線、第２吸気口15側は実線で示す）。On the other hand, the sound amplification characteristic of the engine room 1 has remarkably different frequency characteristics due to the difference in the mounting positions of the intake ports 14 and 15 as shown in FIG.
The side is shown by a broken line, and the second intake port 15 side is shown by a solid line).
そして、前述のように約180Hzで吐出音レベルが高く
なる第１吸気口14は、この時点で増幅量が小さくなる同
図Ｂの破線位置に配置されており、また約240Hzで吐出
音レベルが高くなる第２吸気口15は、この付近で増幅量
も大きくなる同図Ｂの実線位置に配置されている。この
ため、結果として２つの吸気騒音の和として決定される
トータル的な吸気騒音レベルは、その周波数特性が第３
図Ｃの一点鎖線で示すように広い周波数範囲で平滑化さ
れ、第１吸気口14と第２吸気口15の吐出音レベルが等し
い周波数においては、２つの吸気騒音の和の最大値が、
第５図に示す従来の場合に比べて大幅に低下する。した
がって、吸気騒音の著しく高いピークによる車室内のこ
もり音が十分に低減できると共に、吸気騒音が常に安定
したレベルで発生することにより音質の悪化が防止さ
れ、大きな車体騒音も抑制できる。Then, as described above, the first intake port 14 whose discharge sound level becomes high at about 180 Hz is arranged at the position of the broken line in FIG. The second intake port 15 which becomes higher is arranged at the position indicated by the solid line in FIG. 9B in which the amplification amount also becomes larger in this vicinity. Therefore, as a result, the total intake noise level, which is determined as the sum of the two intake noises, has a frequency characteristic of the third level.
As shown by the one-dot chain line in FIG. C, the maximum sum of two intake noises is smoothed in a wide frequency range and at a frequency where the discharge sound levels of the first intake port 14 and the second intake port 15 are equal.
Compared with the conventional case shown in FIG. 5, it is significantly reduced. Therefore, the muffled sound in the vehicle compartment due to the extremely high peak of the intake noise can be sufficiently reduced, the sound quality is prevented from being deteriorated by the intake noise always being generated at a stable level, and the large body noise can be suppressed.
また、吸気吐出音を発生する音源が２つであるため、
エンジンルーム１内の音響的増幅作用との関係で実際に
はトータルの吸気騒音を各吸気口14,15における夫々の
吸気騒音レベルの合計よりも低レベルに抑制できる。こ
れは、エンジンルーム１内の空間における３次元的な定
在波の位相が場所によって異なり、２つの吸気口14,15
の位置を定在波が互いに逆位相となる２つの位置となる
ように選択することは可能だからである。この場合、２
つの吸気吐出音が定在波による音響的増幅作用を受けに
くくなる。このため、トータル的吸気騒音レベルは、２
つの吸気騒音レベルの高い方のレベルより低くなるの
で、さらに吸気騒音レベルが低減し、騒音周波数特性の
平滑化が図れる。Also, since there are two sound sources that generate the intake and discharge sounds,
Due to the acoustic amplification effect in the engine room 1, the total intake noise can actually be suppressed to a level lower than the sum of the intake noise levels at the intake ports 14 and 15. This is because the phase of the three-dimensional standing wave in the space in the engine room 1 differs depending on the location, and the two intake ports 14,15
This is because it is possible to select the positions of two so that the standing waves have two opposite phases. In this case, 2
It becomes difficult for the two intake / exhaust sounds to be acoustically amplified by the standing wave. Therefore, the total intake noise level is 2
Since the intake noise level is lower than the higher one, the intake noise level is further reduced and the noise frequency characteristic can be smoothed.
また、小径な第２ダクト要素13を増幅量の大きい位置
に配置したことにより、吸気口15で発生する吸気騒音を
小さく抑制できると共に、比較的大径な第１ダクト要素
12を増幅量の小さい位置に配置したことにより、吸気口
14で発生する吸気騒音は十分に抑制できないが、トータ
ル騒音には殆ど影響しないばかりか、大径化により、吸
気流動抵抗を小さくすることが可能になる。Further, by arranging the small-diameter second duct element 13 at the position where the amplification amount is large, the intake noise generated at the intake port 15 can be suppressed to be small, and the relatively large-diameter first duct element is also provided.
By placing 12 in a position where the amplification amount is small, the intake port
Although the intake noise generated at 14 cannot be sufficiently suppressed, it has little effect on the total noise, and the intake flow resistance can be reduced by increasing the diameter.
尚、図中20はフロントサイドメンバである。 In the figure, 20 is a front side member.
第２図は第２実施例を示し、エアクリーナ４が左側の
ストラットハウス５の後側に配置されており、吸気ダク
ト11の長尺な第１ダクト要素12は、ストラットハウス５
を迂回した形で屈曲形成されてエンジンルーム１前方に
延長し、一端部12aがエアクリーナ４の前端に接続され
ていると共に、第１吸気口14がエンジンルーム１内の左
前部に配置されている。また、短尺な第２ダクト要素13
は、エアクリーナ４の外側面に接続されてエンジンルー
ム１左方向に延び、第２吸気口15が左側フェンダ内に配
置されている。FIG. 2 shows a second embodiment, in which the air cleaner 4 is arranged on the rear side of the left strut house 5, and the long first duct element 12 of the intake duct 11 is the strut house 5.
Is bent so as to detour around and extends to the front of the engine room 1, one end 12a is connected to the front end of the air cleaner 4, and the first intake port 14 is arranged in the left front part in the engine room 1. . Also, the short second duct element 13
Is connected to the outer side surface of the air cleaner 4 and extends leftward in the engine room 1, and the second intake port 15 is arranged in the left fender.
また、第２ダクト要素13は、内径が比較的大径に形成
されているのに対し、第１ダクト要素12は内径が第２ダ
クト要素13よりも十分に小さく設定されている。さら
に、第１ダクト要素12の吸気口14は、増幅量の大きな位
置に配置され、第２ダクト要素13の吸気口15は増幅量の
小さな位置に配置されている。したがって、この第２実
施例も第１実施例と同様な作用効果が奏せられる。The second duct element 13 has a relatively large inner diameter, whereas the first duct element 12 has an inner diameter set sufficiently smaller than that of the second duct element 13. Further, the intake port 14 of the first duct element 12 is arranged at a position where the amplification amount is large, and the intake port 15 of the second duct element 13 is arranged at a position where the amplification amount is small. Therefore, the second embodiment also has the same effect as the first embodiment.
発明の効果 以上の説明で明らかなように、本発明によれば、吸気
騒音レベルが広い周波数範囲で低くかつ平滑化すること
ができるため、車室内のこもり音が十分に低減されると
共に、吸気騒音が常に安定したレベルで発生することに
より音質の悪化が防止され、車外放出騒音も抑制でき
る。EFFECTS OF THE INVENTION As is apparent from the above description, according to the present invention, the intake noise level can be low and smoothed in a wide frequency range, so that the muffled sound in the vehicle interior can be sufficiently reduced and the intake air can be reduced. Since the noise is always generated at a stable level, the sound quality is prevented from being deteriorated and the noise emitted from the vehicle can be suppressed.
しかも、簡単でかつ小型な構造であるため、エンジン
ルーム内へのレイアウトの自由度が向上すると共に、軽
量化及びコストの低廉化も図れる。Moreover, since the structure is simple and small, the degree of freedom in layout in the engine room is improved, and the weight and cost can be reduced.
さらに、増幅量の大きい位置に小径ダクト要素の吸気
口を配置し、増幅量の小さい位置に大径ダクト要素の吸
気口を配置したため、小径ダクト要素での吸気騒音を小
さくすることができると同時に、大径ダクト要素によっ
て吸気の流動抵抗を小さくすることが可能になる。ま
た、前記各ダクト要素を、別個独立に形成して個々にエ
アクリーナに連結したため、前述の小径ダクト要素によ
る吸気騒音の低減化と、大径ダクト要素による吸気流動
抵抗の減少化の作用効果が一層確実に得られる。Further, since the intake port of the small-diameter duct element is arranged at the position where the amplification amount is large, and the intake port of the large-diameter duct element is arranged at the position where the amplification amount is small, it is possible to reduce the intake noise at the small-diameter duct element. The large-diameter duct element makes it possible to reduce the flow resistance of intake air. Further, since each of the duct elements is independently formed and individually connected to the air cleaner, the effect of reducing the intake noise by the small diameter duct element and the reduction of the intake flow resistance by the large diameter duct element are further enhanced. It is definitely obtained.
第１図は本発明の第１実施例を示す要部平面図、第２図
は第２実施例を示す要部平面図、第３図A,B,C,は各実施
例における吸気騒音特性を示す図、第４図は従来の吸気
装置を示す要部平面図、第５図A,B,C,は従来における吸
気騒音特性を示す図である。 １……エンジンルーム、３……機関、４……エアクリー
ナ、11……吸気ダクト、12,13……第1,第２ダクト要
素、14,15……第1,第２吸気口。FIG. 1 is a plan view of an essential part showing a first embodiment of the present invention, FIG. 2 is a plan view of an essential part showing a second embodiment, and FIGS. 3A, 3B, 3C are intake air noise characteristics in each embodiment. FIG. 4 is a plan view of a main part of a conventional intake device, and FIGS. 5A, 5B, and 5C are diagrams showing conventional intake noise characteristics. 1 ... Engine room, 3 ... Engine, 4 ... Air cleaner, 11 ... Intake duct, 12,13 ... First and second duct elements, 14,15 ... First and second intake ports.
Claims (1)
ら吸入した空気をエアクリーナに導入する吸気ダクトを
備えた吸気装置において、 前記吸気ダクトを、夫々の吸気口からの吐出音の音圧レ
ベル特性の異なる別個独立した少なくとも２本のダクト
要素で形成すると共に、該各ダクト要素の各吸気口を、
エンジンルーム内の音響的な増幅特性の異なる位置に夫
々配置し、かつ、前記一方のダクト要素と他方のダクト
要素の内径を大小異径状に形成し、前記増幅量が大きい
位置に小径ダクト要素の吸気口を配置し、増幅量が小さ
い位置に大径ダクト要素の吸気口を配置し、さらに、内
径の異なる前記各ダクト要素を、前記エアクリーナに個
々に連結したことを特徴とする内燃機関の吸気装置。1. An intake device provided in an engine room, comprising an intake duct for introducing air taken in from an intake port into an air cleaner, wherein the intake duct is provided with a sound pressure of a sound discharged from each intake port. It is formed by at least two independent duct elements having different level characteristics, and each intake port of each duct element is
The small-diameter duct elements are arranged at positions having different acoustic amplification characteristics in the engine room, and the inner diameters of the one duct element and the other duct element are formed to have different diameters. Of the internal combustion engine characterized in that the intake port of the large-diameter duct element is arranged at a position where the amplification amount is small, and the duct elements having different inner diameters are individually connected to the air cleaner. Inhaler.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1186994A JP2516687B2 (en) | 1989-07-19 | 1989-07-19 | Internal combustion engine intake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1186994A JP2516687B2 (en) | 1989-07-19 | 1989-07-19 | Internal combustion engine intake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0350371A JPH0350371A (en) | 1991-03-04 |
| JP2516687B2 true JP2516687B2 (en) | 1996-07-24 |
Family
ID=16198344
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1186994A Expired - Fee Related JP2516687B2 (en) | 1989-07-19 | 1989-07-19 | Internal combustion engine intake system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2516687B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4968096B2 (en) * | 2008-02-12 | 2012-07-04 | 日産自動車株式会社 | Intake device for internal combustion engine for vehicle |
| CN108457777B (en) * | 2017-02-17 | 2023-09-29 | 宇通客车股份有限公司 | Air inlet box, air inlet system and vehicle |
| CN109424479A (en) * | 2017-08-31 | 2019-03-05 | 郑州宇通客车股份有限公司 | Engine aspirating system and vehicle |
| JP6962214B2 (en) * | 2018-01-23 | 2021-11-05 | トヨタ自動車株式会社 | In-vehicle internal combustion engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5635551U (en) * | 1979-08-27 | 1981-04-06 | ||
| JPS59124733U (en) * | 1983-02-10 | 1984-08-22 | トヨタ車体株式会社 | Outside air introduction duct for vehicle air cleaner |
| JPS61198562U (en) * | 1985-06-03 | 1986-12-11 |
-
1989
- 1989-07-19 JP JP1186994A patent/JP2516687B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0350371A (en) | 1991-03-04 |
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