The invention concerns a device (1) for attenuating intake noise and radiated noise that comprises an internal gas delivery conduit (2) linked to a combustion engine, the conduit (2) having a peripheral wall (23) on at least one portion of which there is disposed at least one element porous to air (4), sound attenuation means comprising at least one tube (3) disposed in the delivery conduit, at least one peripheral chamber (5) being delimited inside the conduit (2) between the tube (3) and the peripheral wall (23) of the conduit (2), the tube (3) comprising at least one portion having an opening (30) allowing the inside of the tube (3) to communicate with the peripheral chamber (5).

An engine intake air duct 1 has an intake portion 10 that extends along a first center line A, and a main duct portion 20 that extends along a second center line B. The main duct portion 20 has a merging portion 50, a discharge opening 21, and an extending portion 40 that extends from the merging portion 50 towards an opposite end to the discharge opening 20. A reflecting wall 41 is provided at an end face of the extending portion 40. The intake portion 10 merges with the main duct portion 20 in such a way that the first center line A is directed towards a downstream end of the main duct portion 20.

The invention relates to a method of manufacturing an air-intake duct (30) with induction noise and radiated noise attenuation that is intended to be connected to an internal combustion engine. The method comprises the steps of: (a): providing a mould (1) comprising two moulding cavities (2), each cavity (2) having at least one groove (4) adapted for moulding a rib (32) and having at least two half-bores (5) adapted for moulding end sleeves (34-36), (b): providing a core (8) adapted to be positioned between the cavities (2), for moulding an air-intake duct (30), (c): positioning a tubular layer (9) of air-porous material on the core (8), (d): positioning the core (8) with the tubular layer (9) between the moulding cavities (2), (e): injecting a thermoplastic material into the, or each, groove (4) and into each half-bore (5) of each cavity (2), in order to overmould ribs (32) and end sleeves (34-36) onto the tubular layer (9) so as to form a duct (30).

A high frequency attenuating device for an air flow induction system of a vehicle employing a thermoformed fibrous mat of any shape that fits robustly inside the duct. The dissipative nature of the fibrous mat helps in achieving broadband attenuation in the high frequency regime. The ability to manufacture the fibrous mat into any shape helps with restriction, targets different attenuation bands, and makes it more feasible to manufacture. Hybrid solutions are possible when combined with low frequency perforated silencers or high frequency QWT arrays injection molded onto them.

A stacked cavity structure for arrangement on a mounting surface of a duct includes a support spine configured to be arranged on the mounting surface and extending into the duct with a longitudinal axis defining a longitudinal orientation. The stacked cavity structure includes a plurality of arms extending from the support spine and at least partially forming a plurality of overlapping cavities relative to the longitudinal orientation. Each of the plurality of arms includes at least a proximal first arm segment and a distal first arm segment.

A method for manufacturing a sound attenuation apparatus includes generating a three-dimensional digital model of the sound attenuation apparatus and manufacturing the sound attenuation apparatus based on the model using an additive manufacturing technique. The model includes a body with an interior extending between a bottom surface and a top surface; and a stacked cavity structure having a structure inlet; a passage extending from the structure inlet into the interior to a base surface within the interior of the body; a support spine formed within the interior; and a plurality of arms extending from the support spine and at least partially forming a plurality of overlapping cavities with cavity inlets fluidly coupled to the passage. Each of the plurality of arms include a proximal first arm segment extending from the support spine and a first distal arm segment oriented at an angle relative to the proximal first arm segment.

A sound attenuation apparatus includes a body and a stacked cavity structure. The structure includes a structure inlet formed in the top surface of the body; a passage extending from the structure inlet into the interior of the body to a base surface within the body; a first cavity with a first cavity inlet fluidly coupled to the passage and being formed by a first arm, a first side wall within the interior of the body, and the base surface; and a second cavity with a second cavity inlet fluidly coupled to the passage and being formed by a second arm, the first side wall, and the first arm. Each of the first and second arms extends from the first side wall and includes at least two arm segments oriented at different angles relative to the first side wall longitudinal axis.

An intake passage structure for a turbocharger-equipped engine (1) includes a supercharging passage (71) and an air relief passage (72) provided in a compressor case (21a). The air relief passage (72) has an air outflow port (72a) formed through an inner wall surface of an upstream portion (71a) of the supercharging passage (71) upstream of the compressor (21). A projecting member (91) projecting radially inward of a specific portion (90) is provided on a portion of an inner wall surface of the specific portion (90) in a circumferential direction of the inner wall surface. The specific portion (90) ranges from a downstream portion of an upstream intake passage (32) to a portion of the supercharging passage (71) upstream of the air outflow port (72a).

A sound attenuation apparatus includes a body and a stacked cavity structure. The structure includes a structure inlet formed in the top surface of the body; a passage extending from the structure inlet into the interior of the body to a base surface within the body; a first cavity with a first cavity inlet fluidly coupled to the passage and being formed by a first arm, a first side wall within the interior of the body, and the base surface; and a second cavity with a second cavity inlet fluidly coupled to the passage and being formed by a second arm, the first side wall, and the first arm. Each of the first and second arms extends from the first side wall and includes at least two arm segments oriented at different angles relative to the first side wall longitudinal axis.

The disclosed inventive concept provides an intake manifold for an internal combustion engine that demonstrates reduced NVH. The disclosed inventive concept provides an intake manifold having intersecting ribs that extend along both the plenum and the intake runners. Impressions or recessed areas are selectively disposed at critical locations between certain ones of the intersecting ribs. Flat areas are formed between each impression and the adjacent ribs. The shapes of the impressions may be polygonal, round or oval or mixture thereof. The thickness of the intake manifold wall may be constant or variable. The location, shape and depth of each of the impressions are selected to thereby optimize both NVH and flow performances. These impressions provide additional localized stiffness that improves high frequency noise without increasing wall thickness, weight, design complexity, or overall cost of tooling, material or manufacture. The disclosed inventive concept reduces intake manifold NVH particularly at higher frequencies.