KR20160129621A

KR20160129621A - Fluid resistor and member for reducing noise of engine using the fluid resistor

Info

Publication number: KR20160129621A
Application number: KR1020150062059A
Authority: KR
Inventors: 김인수; 이상현; 신재현
Original assignee: 르노삼성자동차 주식회사
Priority date: 2015-04-30
Filing date: 2015-04-30
Publication date: 2016-11-09

Abstract

A member for reducing noise of an engine according to the present invention is provided inside an exhaust duct of a recycling valve in a common turbocharged engine, includes a body part of a pipe form, and is formed into a lattice form for forming multiple openings inside the body part. The member for reducing noise includes a lattice part which increases a speed of compressed air discharged through the recycling valve so as to smoothly discharge the compressed air and reduce variation of pressure of the compressed air. Thus, the member can reduce noise resulting from the compressed air discharged from the turbocharged engine and prevent a surge phenomenon of the air pulsating inside, not discharged to the outside.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a fluid resistor and an engine noise-

The present invention relates to a fluid resistor and an engine noise reduction member using the same. More particularly, the present invention relates to an engine noise reduction member for reducing exhaust noise due to compressed air discharged from a turbocharged engine equipped with a turbocharger.

Generally, an automobile inflows outside air, then mixes the introduced air with fuel in an appropriate ratio and burns it in the engine.

In the process of generating power by driving the engine, it is necessary to supply the outside air sufficiently for combustion so that the desired output and combustion efficiency can be obtained. In addition, as a device for supercharging the combustion air for increasing the combustion efficiency of the engine, turbo-charger) is used.

This turbocharger is applied to most diesel engines to increase the filling efficiency of the intake air flowing into the combustion chamber of the engine by using the pressure of the exhaust gas discharged to the exhaust system of the engine to pressurize the intake air. .

As an example, in the case of a gasoline turbocharger engine, the recycle valve is applied as a bypass method for suppressing an abnormal rise of the boost pressure caused by a sudden closing of the throttle valve due to abrupt operation of the accelerator pedal.

Here, in the turbocharger engine, when the recycle valve is opened after the throttle valve is closed, air compressed in the turbocharger can not be supplied to the engine and is discharged to the outside through the recycle valve and the air cleaner. Since the compressed air is discharged to the outside through the narrow passage, a large noise is generated when the compressed air is discharged.

In the prior art, the resonator is mounted on the intake duct of the turbocharger to reduce the deterioration of the commerciality of the vehicle due to the noise. However, due to the resonator, the resistance of the air supplied to the turbocharger rapidly increases and the engine efficiency is lowered. In addition, since the resonator is expensive and heavy, the manufacturing cost and weight of the vehicle may excessively increase.

The present invention provides an engine noise reduction member capable of reducing exhaust noise generated in a turbocharged engine.

The present invention provides a fluidic resistor capable of reducing the pressure of a compressed fluid in any flow path.

The engine noise reduction member according to the present invention is provided in an exhaust duct of a recycling valve in a turbo charger engine and is provided in a lattice form to form a plurality of openings in a tubular body portion and a body portion having a tubular shape, And a lattice portion that reduces the pressure fluctuation of the compressed air by forming a flow of the compressed air discharged through the laminar flow.

According to one embodiment of the present invention, the length of the body portion may be at least ten times the body portion diameter.

According to one embodiment of the present invention, the inlet of the body portion has a first inclined surface inclined inward along the perimeter so that the cross-sectional area of the openings at the entrance portion of the body portion is greater than the cross- The length of the body portion may be at least five times the body portion diameter.

According to one embodiment of the present invention, the lattice portion located at the entrance of the body portion may have a second inclined surface such that the cross-sectional area of the openings in the entrance portion of the body portion is greater than the cross-sectional area of the openings in the remaining portion.

The fluid resistor according to the present invention is characterized in that it comprises a body part having a tubular shape provided inside an arbitrary flow path and a lattice-like shape so as to form a plurality of openings in the body part, and a flow of the compressed fluid flowing from one side of the flow path And a lattice portion that reduces the pressure fluctuation of the compressed fluid by being formed into a laminar flow.

The engine noise reduction member according to the present invention can reduce the pressure fluctuation of the compressed air by increasing the speed of the compressed air by forming a flow of the compressed air discharged through the recycle valve into a laminar flow. Therefore, it is possible to prevent a surge phenomenon in which the compressed air is not discharged to the outside and pulsate in the interior, thereby reducing the exhaust noise generated when the compressed air is exhausted to the outside.

1 is a block diagram illustrating a turbocharged engine having an engine noise reduction member according to an embodiment of the present invention.
Fig. 2 is a front view for explaining the engine noise reduction member shown in Fig. 1. Fig.
3 is a side sectional view for explaining the engine noise reduction member shown in Fig.
4 is a side cross-sectional view for explaining another example of the engine noise reduction member shown in Fig.

Hereinafter, an engine noise reduction member according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The present invention is capable of various modifications and various forms, and specific embodiments are illustrated in the drawings and described in detail in the text. It should be understood, however, that the invention is not intended to be limited to the particular forms disclosed, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing. In the accompanying drawings, the dimensions of the structures are enlarged to illustrate the present invention in order to clarify the present invention.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, the terms "comprises", "having", and the like are used to specify that a feature, a number, a step, an operation, an element, a part or a combination thereof is described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

1 is a block diagram illustrating a turbocharged engine having an engine noise reduction member according to an embodiment of the present invention.

Referring to FIG. 1, the turbocharger engine includes an engine 10, a throttle valve 20, an air cleaner 30, a turbocharger 40, an intercooler 50, a recycle valve 60, 100).

The engine 10 may be a diesel engine or a gasoline engine.

The throttle valve 20 is connected to the intercooler 50 through the throttle intake duct 22 and to the engine 10 through the throttle exhaust duct 24. A throttle valve (20) regulates the amount of air supplied to the engine (10).

A snorkel (32) for sucking outside air is connected to the air cleaner (30). The air cleaner 30 removes foreign matter contained in the outside air sucked through the snorkel 32.

The turbocharger 40 is connected to the air cleaner 30 through the turbocharger intake duct 42 and to the intercooler 50 through the turbocharger exhaust duct 44. The turbocharger (40) supercharges the air sucked through the snorkel (32) to increase the combustion efficiency of the engine (10).

The intercooler (50) cools the air whose temperature has risen due to the compression of the turbocharger (40).

The recycle valve 60 is connected to the throttle intake duct 22 through the recycle valve intake duct 62 and to the turbocharger intake duct 42 through the recycle valve exhaust duct 64. The recycle valve 60 is opened to prevent the pressure of the air compressed by the turbocharger 40 from rising abnormally when the throttle valve 20 is closed. When the throttle valve 20 is opened, the recycle valve 60 remains closed.

The engine noise reduction member 100 is provided in the recycle valve exhaust duct 64 and reduces the pressure fluctuation of the compressed air discharged through the recycle valve 60 after being compressed by the turbocharger 40, It is possible to reduce the noise generated when being discharged. The engine noise reduction member 100 is preferably provided to increase the resistance of the flow path discharged through the recycle valve 60 to reduce the pressure fluctuation of the compressed air.

Fig. 2 is a front view for explaining the engine noise reduction member shown in Fig. 1, Fig. 3 is a side sectional view for explaining the engine noise reduction member shown in Fig. 1, Sectional side view for explaining another example of the member.

2 to 4, the engine noise reduction member 100 includes a body portion 110 and a grating portion 120.

The body portion 110 is provided in the recycle valve exhaust duct 64. Specifically, the body 110 has a tubular shape and is provided to be in close contact with the inner wall of the exhaust valve exhaust duct 64. Therefore, the cross-sectional shape of the body portion 110 is substantially the same as the cross-sectional shape of the recirculation valve exhaust duct 64. For example, when the sectional shape of the recycle valve exhaust duct 64 is circular, the sectional shape of the body portion 110 is also circular, and when the sectional shape of the recycle valve exhaust duct 64 is polygonal, The cross-sectional shape may also be polygonal.

The lattice part 120 is provided inside the body part 110 to have a lattice shape. The lattice portion 120 has a length substantially equal to the length of the body portion 110. The lattice part 120 extends along the longitudinal direction of the body part 110 and has an inlet 112 through which the compressed air flows in the body 110 along the longitudinal direction and an outlet 112 through which the compressed air is discharged (Not shown).

The ratio of the openings 122 occupied by the cross-sectional area of the engine noise reduction member 100, i.e., the aperture ratio, can be varied. For example, the aperture ratio can be adjusted by adjusting the thickness of the body portion 110 and the thickness of the lattice portion 120.

Since the velocity of the compressed air discharged through the recycle valve 60 increases as it passes through the openings 122 of the lattice unit 120, the pressure fluctuation of the compressed air can be reduced.

The compressed air can form a laminar flow through the openings 122 of the lattice portion 120 when the length L of the body portion 110 is 10 times or more the diameter D of the body portion 110 . Since the compressed air forms a laminar flow, the pressure reducing member 100 can increase the discharge speed of the compressed air. Since the discharge speed of the compressed air is increased, the pressure reducing member 100 reduces the pressure fluctuation of the compressed air. Therefore, it is possible to reduce the noise generated when the compressed air is discharged, and to prevent a surge phenomenon in which pulsation inside the air is not discharged to the outside.

If the length of the body portion 110 is less than 10 times the diameter of the body portion 110, the compressed air does not form a laminar flow and forms a turbulent flow through the openings of the lattice portion 120. Therefore, the pressure reducing member 100 does not increase the discharge speed of the compressed air, and it is difficult to reduce the noise generated when the compressed air is discharged.

When the cross section of the body part 110 is circular, the diameter of the body part 110 is directly measured and used. When the cross section of the body part 110 is not circular, the cross-sectional area of the body part 110, which is not circular, may be converted into a circle having the same area, and then the diameter of the body part 110 may be measured.

4, the first inclined surface 116 may be formed at the entrance 112 of the body portion 110. In addition, as shown in FIG. The first inclined surface 116 is inclined inward along the inlet 112 of the body portion 110. The lattice portion 120 located at the entrance of the body 110 may also have a second inclined surface 124. In this case, the pressure reducing member 100 has a cross-sectional area of the openings 122 at the inlet 112 of the body portion 110 larger than that of the openings 122 at the remaining portion.

The body portion 110 and the lattice portion 120 each have a first inclined surface 116 and a second inclined surface 124 and the sectional area of the openings 122 at the inlet 112 of the body portion 110 is smaller than the cross- The resistance can be minimized when the compressed air collides with the body portion 110 and the lattice portion 120. Accordingly, the compressed air can form a laminar flow more quickly as it passes through the openings 122 of the lattice portion 120. Therefore, even when the length L of the body portion 110 is not more than 10 times but not less than 5 times the diameter D of the body portion 110, the compressed air forms a laminar flow through the pressure reducing member 100 The pressure reducing member 100 can increase the discharge speed of the compressed air. Therefore, the pressure reducing member 100 reduces the pressure fluctuation of the compressed air, thereby reducing the noise generated when the compressed air is discharged.

When the length of the body portion 110 is less than five times the diameter of the body portion 110, the body portion 110 and the lattice portion 120 have the first inclined surface 116 and the second inclined surface 124, respectively, The length of the body portion 110 is relatively short compared to the diameter of the body portion 110 so that the compressed air flows into the lattice of the lattice, Flows through the openings 122 of the portion 120 and forms turbulence without forming a laminar flow. Therefore, the pressure reducing member 100 does not increase the discharge speed of the compressed air, and it is difficult to reduce the noise generated when the compressed air is discharged.

On the other hand, the engine noise reduction member 100 can be used for any general flow path as well as the duct of the turbocharger engine, and can function as a fluid resistor when the engine noise reduction member 100 is used in the general flow path.

The fluid resistor may include a body portion having a tubular shape provided in an arbitrary flow path and a lattice-like shape to form a plurality of openings in the body portion. The flow of the compressed fluid flowing from one side of the flow path is formed into a laminar flow Thereby reducing the pressure fluctuation of the compressed fluid.

A detailed description of the body portion and the lattice portion constituting the fluid resistor is substantially the same as the description of the body portion 110 and the lattice portion 120 of the engine pressure reducing member 100 with reference to Figs. 1 to 4 It is omitted.

The fluid resistance can easily reduce the pressure of the compressed fluid passing through the general flow path and can keep the fluctuation of the pressure distribution of the compressed fluid constant while passing through the fluid resistance.

As described above, the engine noise reduction member according to the present invention can reduce the pressure fluctuation of the compressed air by increasing the speed of the compressed air discharged through the recycle valve. Therefore, the exhaust noise generated in the turbocharger engine can be reduced.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims. It can be understood that it is possible.

100: engine noise reduction member 110:
112: inlet 114: outlet
116: first inclined plane 120:
122: aperture 124: second slope surface

Claims

A tubular body portion provided in the exhaust duct of the recycling valve in the turbocharger engine and having a tubular shape; And
And a lattice portion provided in a lattice shape to form a plurality of openings in the body portion and forming a laminar flow of the compressed air discharged through the recycle valve to reduce pressure fluctuations of the compressed air Engine noise reduction member.

The engine noise reduction member according to claim 1, wherein the length of the body portion is 10 times or more the diameter of the body portion.

[2] The apparatus of claim 1,
The inlet of the body portion has a first inclined surface inclined inward along the perimeter so that the cross-sectional area of the openings at the inlet portion of the body portion is greater than the cross-sectional area of the openings at the remaining portion, and the length of the body portion is greater than the cross- 5 < / RTI > or more.

4. The engine noise reduction device according to claim 3, characterized in that the lattice portion located at the entrance of the body portion has a second inclined surface so that the cross-sectional area of the openings at the entrance portion of the body portion is greater than the cross- absence.

A body portion having a tubular shape provided in an arbitrary flow path; And
And a lattice portion provided in a lattice shape to form a plurality of openings in the body portion and reducing a pressure fluctuation of the compressed fluid by forming a flow of compressed fluid flowing from one side of the flow path into a laminar flow.