JP3613665B2 - Intake device for internal combustion engine for automobile - Google Patents

Intake device for internal combustion engine for automobile Download PDF

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JP3613665B2
JP3613665B2 JP10983799A JP10983799A JP3613665B2 JP 3613665 B2 JP3613665 B2 JP 3613665B2 JP 10983799 A JP10983799 A JP 10983799A JP 10983799 A JP10983799 A JP 10983799A JP 3613665 B2 JP3613665 B2 JP 3613665B2
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Prior art keywords
intake
sound
internal combustion
combustion engine
ducts
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JP2000303925A (en
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博之 中川
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Toyota Motor Corp
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Toyota Motor Corp
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Description

【０００１】
【発明の属する技術分野】
本発明は自動車用内燃機関の吸気装置に関し、自動車の内燃機関の吸気を行う自動車用内燃機関の吸気装置に関する。
【０００２】
【従来の技術】
従来の自動車では、吸気音を騒音として捉えており、自動車用内燃機関の吸気装置はこの吸気騒音を低減するために、各種の騒音低減方法を講じている。例えば特開平３−５０３７１号公報には、吸気口か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で、吸気ダクトに吐出音特性が異なる複数の吸気口を分岐形成し、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配置することにより、各吸気口の吐出音を音響的な増幅特性の異なる位置で相殺して各周波数での騒音レベルが平均化し特定な周波数で著しい騒音レベル上昇を抑制することが記載されている。
【０００３】
【発明が解決しようとする課題】
近年、ＭＰＵ（マルチパーパス パッセンジャー ビークル）、ＳＵＶ（スポーツ ユーティリティ ビークル）等の車両では、迫力感のあるスポーツサウンドを求める傾向が高まっている。このようなスポーツサウンドを得ようとした場合、従来は一般的に排気音を用いており、吸気音を使用するものはなかった。これは、吸気に比べると排気の方が圧力が高く、簡単に音響を出すことができるからである。
【０００４】
しかし、排気音を用いて迫力感のあるスポーツサウンドを得ようとした場合、排気音は機関の回転数に比例してレベルが大きくなり，中速、高速の巡航時にも大きなレベルの排気音が出力され、また、からぶかし時にも大きなレベルの排気音が出力されてしまい、加速時にだけ迫力感のあるスポーツサウンドを得ることができないという問題があった。
【０００５】
また、従来の自動車用内燃機関の吸気装置は、吸気口の吐出音を抑圧することを目的としているために、加速時にだけ迫力感のあるスポーツサウンドを得ることができない。
本発明は、上記の点に鑑みなされたもので、加速時に迫力感のあるスポーツサウンドを得ることができる自動車用内燃機関の吸気装置を提供することを目的とする。
【０００６】
【課題を解決するための手段】
請求項１に記載の発明は、吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトそれぞれで発生し車室内に伝搬する吸気音の機関回転数・音圧レベル特性のピークが互いに異なる機関回転数となるように設定し、
吸気音の車室内における音圧レベルを機関回転数が上昇するに従って音圧レベルがほぼリニアに上昇する特性とする。
【０００７】
このように、吸気音の車室内における音圧レベルを機関回転数が上昇するに従って音圧レベルがほぼリニアに上昇する特性としたため、加速時に迫力感のあるスポーツサウンドを得ることができる。
請求項２に記載の発明は、吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトのうちの一つは、吸気口を比較的高い周波数帯域の音響を車室内に伝搬させ易い周波数特性を持つカウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、吸気口を比較的低い周波数の音響を車室内に伝搬させ易い周波数特性を持つフェンダに開口する。
【０００８】
このように、複数の吸気ダクトのうちの一つは、吸気口を比較的高い周波数帯域の音響を車室内に伝搬させ易い周波数特性を持つカウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、吸気口を比較的低い周波数の音響を車室内に伝搬させ易い周波数特性を持つフェンダに開口したため、加速時の機関回転数の変化に応じて音圧レベルがリニアに変化するように設定することができ、加速に応じた迫力感のあるスポーツサウンドを得ることができる。
【０００９】
請求項３に記載の発明は、吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトのうちの一つは、カウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、フェンダに開口し、
前記複数の吸気ダクトそれぞれは、それぞれで所定の周波数帯域の音響を減衰するレゾネータを有する。
このように、複数の吸気ダクトそれぞれは、それぞれで所定の周波数帯域の音響を減衰するレゾネータを有するため、加速時の機関回転数の変化に応じて音圧レベルがリニアに変化するように設定することが可能となる。
【００１１】
【発明の実施の形態】
図１は、本発明の自動車用内燃機関の吸気装置の一実施例の構造図を示す。この図は、車両のフードを取り除いてエンジンルームを上から覗いた状態を示している。図１において、カウル用吸気ダクト１０は吸気口１１をカウルボックス１２内に開口させて設けられており、吸気口１１から吸入された空気はカウル用吸気ダクト１０によってエンジンルーム１４内のエアクリーナ１６に導入される。カウル用吸気ダクト１０には、所定の周波数帯域（一または複数の帯域）の音響を減衰するレゾネータ１８が設けられている。
【００１２】
フェンダ用吸気ダクト２０は吸気口２１をエンジンルーム１４からフェンダ２２側に開口させて設けられており、吸気口２１から吸入された空気はフェンダ用吸気ダクト２０によってエンジンルーム１４内のエアクリーナ１６に導入される。フェンダ用吸気ダクト２０には、所定の周波数帯域（一または複数の帯域）の音響を減衰するレゾネータ２８が設けられている。
【００１３】
ここで、カウル用吸気ダクト１０のダクト長はフェンダ用吸気ダクト２０のダクト長より大とされ、カウル用吸気ダクト１０のダクト径はフェンダ用吸気ダクト２０のダクト径より大とされており、これによって、カウル用吸気ダクト１０の共鳴周波数ｆ１はフェンダ用吸気ダクト２０の共鳴周波数ｆ２より低く設定されている。例えば共鳴周波数ｆ１は１００〜２００Ｈｚ程度、共鳴周波数ｆ２は２００〜４００Ｈｚ程度に設定する。
【００１４】
内燃機関は定速走行時には内燃機関の負荷が小さく、カウル用吸気ダクト１０及びフェンダ用吸気ダクト２０で吸気音はほとんど発生しないが、内燃機関の負荷が大きくなる加速時にはカウル用吸気ダクト１０及びフェンダ用吸気ダクト２０である程度大きな吸気音が発生する。
ところで、カウルボックス１２は比較的高い周波数帯域の音響を車室内に伝搬させ易い周波数特性を持ち、フェンダ２２は比較的低い周波数の音響を車室内に伝搬させ易い周波数特性を持っている。
【００１５】
このカウルボックス１２及びフェンダ２２の音響的性質とカウル用吸気ダクト１０及びレゾネータ１８と、フェンダ用吸気ダクト２０及びレゾネータ２８の音響的性質とを組み合わせることにより、加速時にカウル用吸気ダクト１０で発生する吸気音の車室内に伝搬する音圧レベルが機関回転数ＮＥに対して図２に実線Ｉ に示すような特性となるようにしている。実線Ｉ の特性は機関回転数ＮＥがＮＥ１１のときに周波数略ｆ１のピークＰ１１が発生し、ＮＥ１２のときに周波数略２・ｆ１のピークＰ１２が発生し、ＮＥ１３のときに周波数略３・ｆ１のピークＰ１３が発生する。
【００１６】
また、加速時にフェンダ用吸気ダクト２０で発生する吸気音の車室内に伝搬する音圧レベルが機関回転数ＮＥに対して図２に破線ＩＩに示すような特性となるようにしている。破線ＩＩの特性は機関回転数ＮＥがＮＥ２１のときに周波数略ｆ２のピークＰ２１が発生し、ＮＥ２２のときに周波数略２・ｆ２のピークＰ２２が発生し、ＮＥ２３のときに周波数略３・ｆ２のピークＰ２３が発生する。
【００１７】
ここでは、ピークＰ１１，Ｐ１２，Ｐ１３それぞれの間（機関回転数ＮＥの次元で）にピークＰ２１，Ｐ２２，Ｐ２３が存在するように設定している。従って、加速時に合成された吸気音の車室内における音圧レベルは、図２に実線ＩＩＩ に示すように、機関回転数ＮＥが上昇するに従って音圧レベルがほぼリニアに上昇する特性となる。
【００１８】
これによって、車室内では、加速時に機関回転数ＮＥが上昇するに従って周波数及び音圧レベルがほぼリニアに上昇する迫力感のあるスポーツサウンドを得ることができる。なお、定速走行時には内燃機関の負荷が小さいため、カウル用吸気ダクト１０及びフェンダ用吸気ダクト２０で吸気音はほとんど発生せず、車室内の静粛性を保つことができる。
【００１９】
また、エアクリーナ１６に導入する空気をエンジンルームより温度の低いカウルボックス１２及びフェンダ２２から吸入しているため、機関の出力向上が可能となる。更に、カウル用吸気ダクト１０及びフェンダ用吸気ダクト２０のダクト長と、ダクト径と、吸気口１１，２１の取り付け位置と、レゾネータ１８，２８の減衰周波数とを自由に可変設計することにより、吸気圧損が必要以上に高くならないよう音圧レベルと吸気圧損の相対的な調整を機関回転数ＮＥの広い範囲で行うことができる。
【００２０】
なお、フェンダ用吸気ダクト２０はエンジンルーム１４内でラジエータ上部等に吸気口２１配置して外気を吸入するよう構成しても良い。但し、この場合はフェンダ用吸気ダクト２０のダクト長とダクト径、レゾネータ２８の設計で吸気音の音響特性をフェンダ吸気と同様にする必要がある。また、カウル用吸気ダクト１０及びフェンダ用吸気ダクト２０それぞれは分岐した複数の吸気口を有するものであっても良く、また、カウル用吸気ダクト１０及びフェンダ用吸気ダクト２０それぞれを複数設けても良く、上記実施例に限定されない。
【００２１】
【発明の効果】
上述の如く、請求項１に記載の発明は、吸気音の車室内における音圧レベルを機関回転数が上昇するに従って音圧レベルがほぼリニアに上昇する特性としたため、加速時に迫力感のあるスポーツサウンドを得ることができる。
【００２２】
請求項２に記載の発明は、複数の吸気ダクトのうちの一つは、吸気口を比較的高い周波数帯域の音響を車室内に伝搬させ易い周波数特性を持つカウルボックスに開口し、複数の吸気ダクトのうちの他の一つは、吸気口を比較的低い周波数の音響を車室内に伝搬させ易い周波数特性を持つフェンダに開口したため、加速に応じた迫力感のあるスポーツサウンドを得ることができる。
【００２３】
請求項３に記載の発明は、複数の吸気ダクトそれぞれは、それぞれで所定の周波数帯域の音響を減衰するレゾネータを有するため、加速時の機関回転数の変化に応じて音圧レベルがリニアに変化するように設定することが可能となる。
【図面の簡単な説明】
【図１】本発明の自動車用内燃機関の吸気装置の一実施例の構造図である。
【図２】本発明の車室内における吸気音の音圧レベルと機関回転数ＮＥとの関係を示す特性図である。
【符号の説明】
１０ カウル用吸気ダクト
１１，２１ 吸気口
１２ カウルボックス
１４ エンジンルーム
１６ エアクリーナ
１８，２８ レゾネータ
２０ フェンダ用吸気ダクト
２２ フェンダ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an intake device for an internal combustion engine for automobiles, and relates to an intake apparatus for an internal combustion engine for automobiles that performs intake of an internal combustion engine of an automobile.
[0002]
[Prior art]
In conventional automobiles, intake noise is regarded as noise, and an intake device of an internal combustion engine for automobiles employs various noise reduction methods in order to reduce the intake noise. For example, Japanese Patent Laid-Open No. 3-50371 discloses an intake device having an intake duct that introduces air sucked from an intake port into an air cleaner, and a plurality of intake ports having different discharge sound characteristics are formed in the intake duct in a branched manner. By arranging the mouths in the engine room at positions with different acoustic amplification characteristics, the sound discharged from each intake port is canceled at positions with different acoustic amplification characteristics, and the noise level at each frequency is averaged and specified. It is described that a significant increase in noise level is suppressed with frequency.
[0003]
[Problems to be solved by the invention]
In recent years, there is an increasing tendency to demand a powerful sports sound in vehicles such as MPU (Multipurpose Passenger Vehicle) and SUV (Sport Utility Vehicle). When trying to obtain such sports sound, conventionally, exhaust sound is generally used, and none uses intake sound. This is because the exhaust has a higher pressure than the intake and can easily produce sound.
[0004]
However, when trying to obtain a powerful sports sound using the exhaust sound, the exhaust sound level increases in proportion to the engine speed, and a large level exhaust sound is generated even during medium-speed and high-speed cruises. There is a problem that a high level exhaust sound is output even when it is applied, and a powerful sports sound cannot be obtained only during acceleration.
[0005]
Further, since the conventional intake device for an internal combustion engine for automobiles is intended to suppress the discharge sound of the intake port, it cannot obtain a powerful sports sound only during acceleration.
The present invention has been made in view of the above points, and an object of the present invention is to provide an intake device for an internal combustion engine for automobiles that can obtain a powerful sports sound during acceleration.
[0006]
[Means for Solving the Problems]
The invention according to claim 1 is an intake device for an internal combustion engine for an automobile, which includes an intake duct for introducing air sucked from an intake port into an air cleaner.
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine ,
The engine speed and sound pressure level characteristics of the intake sound generated in each of the plurality of intake ducts and propagating into the passenger compartment are set so that the engine speed is different from each other.
The sound pressure level in the passenger compartment of the intake sound is set to a characteristic that the sound pressure level increases almost linearly as the engine speed increases .
[0007]
In this way, the sound pressure level of the intake sound in the passenger compartment is set to a characteristic in which the sound pressure level increases almost linearly as the engine speed increases, so that it is possible to obtain a powerful sports sound during acceleration.
The invention according to claim 2 is an intake device for an internal combustion engine for an automobile, which includes an intake duct that introduces air sucked from an intake port into an air cleaner.
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine,
One of the plurality of air intake ducts opens an air intake to a cowl box having a frequency characteristic that facilitates propagation of relatively high frequency band sound into the passenger compartment.
Another one of the plurality of intake ducts opens the intake port to a fender having a frequency characteristic that facilitates the propagation of relatively low frequency sound into the vehicle interior .
[0008]
In this way, one of the plurality of intake ducts opens the intake port to a cowl box having a frequency characteristic that facilitates propagation of relatively high frequency band sound into the passenger compartment.
In the other one of the plurality of intake ducts, the intake port is opened to a fender having a frequency characteristic that facilitates propagation of relatively low-frequency sound into the vehicle interior, so that it responds to changes in engine speed during acceleration. The sound pressure level can be set so as to change linearly, and a sports sound with a powerful feeling corresponding to acceleration can be obtained.
[0009]
The invention according to claim 3 is an intake system for an internal combustion engine for an automobile, which includes an intake duct for introducing air sucked from an intake port into an air cleaner.
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine,
One of the plurality of air intake ducts opens into a cowl box;
Another one of the plurality of intake ducts opens to the fender,
Each of the plurality of intake ducts has a resonator that attenuates sound in a predetermined frequency band .
In this way, each of the plurality of intake ducts has a resonator that attenuates sound in a predetermined frequency band, and therefore, the sound pressure level is set to change linearly according to changes in the engine speed during acceleration. It becomes possible.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows a structural diagram of an embodiment of an intake device for an internal combustion engine for automobiles of the present invention. This figure shows a state in which the hood of the vehicle is removed and the engine room is viewed from above. In FIG. 1, a cowl intake duct 10 is provided with an intake port 11 opened in a cowl box 12. Air sucked from the intake port 11 is sent to an air cleaner 16 in an engine room 14 by the cowl intake duct 10. be introduced. The cowl intake duct 10 is provided with a resonator 18 that attenuates sound in a predetermined frequency band (one or a plurality of bands).
[0012]
The fender intake duct 20 is provided with an intake port 21 opened from the engine room 14 to the fender 22 side, and the air sucked from the intake port 21 is introduced into the air cleaner 16 in the engine room 14 by the fender intake duct 20. Is done. The fender intake duct 20 is provided with a resonator 28 that attenuates sound in a predetermined frequency band (one or a plurality of bands).
[0013]
Here, the duct length of the cowl intake duct 10 is made larger than the duct length of the fender intake duct 20, and the duct diameter of the cowl intake duct 10 is made larger than the duct diameter of the fender intake duct 20, Thus, the resonance frequency f1 of the cowl intake duct 10 is set lower than the resonance frequency f2 of the fender intake duct 20. For example, the resonance frequency f1 is set to about 100 to 200 Hz, and the resonance frequency f2 is set to about 200 to 400 Hz.
[0014]
When the internal combustion engine travels at a constant speed, the load on the internal combustion engine is small and almost no intake noise is generated in the cowl intake duct 10 and the fender intake duct 20, but during acceleration when the load on the internal combustion engine increases, the cowl intake duct 10 and the fender. A certain amount of intake noise is generated in the intake duct 20.
By the way, the cowl box 12 has a frequency characteristic that facilitates propagation of relatively high frequency sound into the vehicle interior, and the fender 22 has a frequency characteristic that facilitates propagation of relatively low frequency sound into the vehicle interior.
[0015]
The acoustic characteristics of the cowl box 12 and the fender 22, the cowl intake duct 10 and the resonator 18, and the acoustic characteristics of the fender intake duct 20 and the resonator 28 are combined to generate the cowl intake duct 10 during acceleration. The sound pressure level of the intake sound that propagates into the passenger compartment is set to have a characteristic as shown by a solid line I in FIG. 2 with respect to the engine speed NE. The characteristic of the solid line I is that a peak P11 having a frequency of approximately f1 occurs when the engine speed NE is NE11, a peak P12 having a frequency of approximately 2 · f1 occurs when NE12, and a frequency of approximately 3 · f1 when NE13. Peak P13 occurs.
[0016]
Further, the sound pressure level of the intake sound generated in the fender intake duct 20 during acceleration and propagating in the passenger compartment has a characteristic as shown by the broken line II in FIG. 2 with respect to the engine speed NE. The characteristic of the broken line II is that when the engine speed NE is NE21, a peak P21 with a frequency of approximately f2 occurs, when NE22, a peak P22 with a frequency of approximately 2 · f2 occurs, and when NE23, the frequency of approximately 3 · f2 Peak P23 occurs.
[0017]
Here, the peaks P21, P22, and P23 are set to exist between the peaks P11, P12, and P13 (in the dimension of the engine speed NE). Therefore, the sound pressure level in the passenger compartment of the intake sound synthesized at the time of acceleration has a characteristic that the sound pressure level increases almost linearly as the engine speed NE increases, as indicated by a solid line III in FIG.
[0018]
Thereby, in the passenger compartment, it is possible to obtain a powerful sports sound in which the frequency and the sound pressure level increase almost linearly as the engine speed NE increases during acceleration. It should be noted that since the load on the internal combustion engine is small during constant speed running, almost no intake noise is generated in the cowl intake duct 10 and the fender intake duct 20, and the quietness in the passenger compartment can be maintained.
[0019]
Further, since the air introduced into the air cleaner 16 is sucked from the cowl box 12 and the fender 22 whose temperature is lower than that of the engine room, the output of the engine can be improved. Furthermore, by designing the duct length of the cowl intake duct 10 and the fender intake duct 20, the duct diameter, the mounting positions of the intake ports 11 and 21, and the attenuation frequencies of the resonators 18 and 28, the intake air can be freely changed. The relative adjustment of the sound pressure level and the intake pressure loss can be performed in a wide range of the engine speed NE so that the pressure loss does not become higher than necessary.
[0020]
Note that the fender intake duct 20 may be arranged in the engine room 14 so as to suck outside air by disposing the intake port 21 at the upper portion of the radiator or the like. However, in this case, it is necessary to make the acoustic characteristics of the intake sound the same as the fender intake by the duct length and diameter of the fender intake duct 20 and the design of the resonator 28. Further, each of the cowl intake duct 10 and the fender intake duct 20 may have a plurality of branched intake ports, and each of the cowl intake duct 10 and the fender intake duct 20 may be provided. The present invention is not limited to the above embodiment.
[0021]
【The invention's effect】
As described above, according to the first aspect of the present invention, the sound pressure level in the passenger compartment of the intake sound has a characteristic that the sound pressure level increases almost linearly as the engine speed increases. You can get a sound.
[0022]
According to a second aspect of the present invention, one of the plurality of air intake ducts has an air intake opening in a cowl box having a frequency characteristic that facilitates propagation of acoustics in a relatively high frequency band into the vehicle interior. The other one of the ducts has an intake port opened to a fender having a frequency characteristic that facilitates propagation of relatively low frequency sound into the passenger compartment, so that a powerful sports sound can be obtained according to acceleration. .
[0023]
According to a third aspect of the present invention, each of the plurality of intake ducts has a resonator that attenuates sound in a predetermined frequency band, so that the sound pressure level changes linearly according to changes in engine speed during acceleration. It is possible to set so as to.
[Brief description of the drawings]
FIG. 1 is a structural diagram of an embodiment of an intake device for an internal combustion engine for automobiles according to the present invention.
FIG. 2 is a characteristic diagram showing the relationship between the sound pressure level of the intake sound and the engine speed NE in the vehicle interior of the present invention.
[Explanation of symbols]
10 Cowl intake ducts 11, 21 Inlet 12 Cowl box 14 Engine room 16 Air cleaner 18, 28 Resonator 20 Fender intake duct 22 Fender

Claims (3)

吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトそれぞれで発生し車室内に伝搬する吸気音の機関回転数・音圧レベル特性のピークが互いに異なる機関回転数となるように設定し、
吸気音の車室内における音圧レベルを機関回転数が上昇するに従って音圧レベルがほぼリニアに上昇する特性としたことを特徴とする自動車用内燃機関の吸気装置。In an intake system for an internal combustion engine for an automobile having an intake duct for introducing air sucked from an intake port into an air cleaner,
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine ,
The engine speed and sound pressure level characteristics of the intake sound generated in each of the plurality of intake ducts and propagating into the passenger compartment are set so that the engine speed is different from each other.
An intake system for an internal combustion engine for an automobile, characterized in that the sound pressure level in the passenger compartment of the intake sound has a characteristic that the sound pressure level increases substantially linearly as the engine speed increases . 吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトのうちの一つは、吸気口を比較的高い周波数帯域の音響を車室内に伝搬させ易い周波数特性を持つカウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、吸気口を比較的低い周波数の音響を車室内に伝搬させ易い周波数特性を持つフェンダに開口したことを特徴とする自動車用内燃機関の吸気装置。 In an intake system for an internal combustion engine for an automobile having an intake duct for introducing air sucked from an intake port into an air cleaner,
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine,
One of the plurality of air intake ducts opens an air inlet to a cowl box having a frequency characteristic that facilitates propagation of sound in a relatively high frequency band into the passenger compartment.
Another one of the plurality of air intake ducts has an air intake opening in a fender having a frequency characteristic that facilitates propagation of relatively low frequency sound into the vehicle interior. . 吸気口か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自動車用内燃機関の吸気装置において、
互いに異なる共鳴周波数を持つ複数の吸気ダクトを有し、
内燃機関の高負荷時に前記複数の吸気ダクトで吸気音を発生し、
前記複数の吸気ダクトのうちの一つは、吸気口をカウルボックスに開口し、
前記複数の吸気ダクトのうちの他の一つは、フェンダに開口し、
前記複数の吸気ダクトそれぞれは、それぞれで所定の周波数帯域の音響を減衰するレゾネータを有することを特徴とする自動車用内燃機関の吸気装置。 In an intake system for an internal combustion engine for an automobile having an intake duct for introducing air sucked from an intake port into an air cleaner,
Having a plurality of intake ducts having different resonance frequencies,
Intake noise is generated in the plurality of intake ducts at a high load of the internal combustion engine,
One of the plurality of air intake ducts opens an air inlet to the cowl box,
Another one of the plurality of intake ducts opens to the fender,
Each of the plurality of intake ducts includes a resonator that attenuates sound in a predetermined frequency band .
JP10983799A 1999-04-16 1999-04-16 Intake device for internal combustion engine for automobile Expired - Fee Related JP3613665B2 (en)

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