Exhaust silencing device and vehicle

Abstract

The utility model relates to an exhaust silencer, belong to automobile exhaust system technical field, exhaust silencer includes: shell pipe, inner core pipe and axial baffle. Wherein, set up resonance cavity between shell pipe and inner core pipe, multiple axial baffles divide resonance cavity into multiple resonance subchamber, one of resonance subchamber is as starting subchamber, multiple resonance subchamber is started along the circumferential direction in order and is connected in series from starting subchamber, and is connected in series into the resonance passage of one end closed, the other end opening. Still relate to a kind of vehicle, including vehicle body and exhaust silencer, and exhaust silencer is installed on vehicle body. The exhaust silencer and vehicle of the utility model form equivalent 1 / 4 wavelength pipe structure in the space of cylindrical shape between shell pipe and inner core pipe under the premise of not increasing Y direction cross-sectional area, realize the resonance frequency in 1 / 4 wavelength pipe structure and the standing wave frequency in front muffler main exhaust passage offset, to solve long pipe standing wave problem, improve the noise elimination performance.

Description

Technical Field

[0001] This utility model belongs to the field of automotive exhaust system technology, and in particular relates to an exhaust muffler and vehicle. Background Technology

[0002] With the rapid development of the automotive industry, especially the widespread adoption of hybrid vehicles, consumers are increasingly demanding higher levels of quietness in their vehicles. As a crucial component of the automotive powertrain, the exhaust system's noise control level directly impacts the overall NVH (noise, vibration, and harshness) performance of the vehicle. The front muffler, a key noise-reducing component close to the engine in the exhaust system, plays a vital role in reducing mid-to-high frequency noise and suppressing engine noise.

[0003] Currently, the most common automotive front muffler structure is a single-cavity or dual-cavity expansion-type reactive muffler, typically composed of an intake pipe, an exhaust pipe, a cylindrical outer shell, and internal baffles. Its silencing principle mainly relies on the abrupt change in the cross-section of the expansion cavity causing an acoustic impedance mismatch, thereby reflecting some sound waves back towards the sound source, achieving silencing. To further enhance the silencing effect, some structures incorporate perforated pipes or perforated baffles within the cavity to introduce a certain degree of resistive silencing.

[0004] However, in hybrid vehicles, as the battery pack's Y-axis (lateral) dimension continues to increase, the space for the front muffler is severely compressed. This prevents the Y-axis cross-sectional area from expanding synchronously as in traditional designs, limiting the expansion ratio and significantly reducing noise reduction capacity. Especially in long pipeline conditions, due to the limited cavity volume, traditional structures struggle to effectively suppress specific low-frequency standing waves, resulting in noticeable booming noise inside the vehicle and affecting ride comfort. Utility Model Content

[0005] This utility model aims to at least partially solve one of the technical problems in the related art.

[0006] Therefore, this application aims to provide an exhaust muffler and vehicle, which intends to form a spatial length that meets the required noise elimination frequency without increasing the Y-direction cross-sectional area by designing a double-layer structure for the exhaust muffler, thereby achieving mutual cancellation of standing wave frequency and resonant frequency, in order to solve the problem that the limited Y-direction space of the muffler in the prior art cannot effectively eliminate noise.

[0007] To achieve the above objectives, in a first aspect, this utility model provides an exhaust muffler, comprising:

[0008] Outer casing tube;

[0009] Inner core tube, the outer shell tube is sleeved on the inner core tube, and a resonant cavity is provided between the outer shell tube and the inner core tube;

[0010] An axial partition is provided between the outer shell tube and the inner core tube along the axial direction; multiple axial partitions are provided, and the multiple axial partitions divide the resonant cavity into multiple resonant sub-cavities; one of the resonant sub-cavities serves as the starting sub-cavity, and the starting sub-cavity is connected to the internal space of the inner core tube; adjacent resonant sub-cavities are connected so that multiple resonant sub-cavities are connected in series along the circumferential direction starting from the starting sub-cavity, and are connected in series to form a resonant channel that is closed at one end and open at the other end.

[0011] In existing technologies, the engine of hybrid vehicles is typically located at the front. Due to the limited space in the chassis, it's impossible to install all exhaust systems in a single location; therefore, the exhaust system needs to extend from the front to the rear. To more effectively eliminate noise transmitted in exhaust emissions, the exhaust system typically uses a front muffler and a rear muffler, with the front muffler located in the middle of the chassis and the rear muffler at the rear. The battery pack in hybrid vehicles is usually located in the middle of the chassis. To increase the pure electric range, the battery pack's Y-axis (lateral) dimension continuously increases, further encroaching on the mounting space of the front muffler on the chassis. This limits the Y-axis cross-sectional area of ​​the front muffler, preventing its expansion as in traditional designs. Consequently, the expansion ratio of the front muffler is limited, significantly reducing its noise reduction capacity. Especially in long pipeline conditions, the traditional structure struggles to effectively suppress specific low-frequency standing waves due to the limited cavity volume, resulting in noticeable booming noise inside the vehicle and affecting driving comfort.

[0012] This application, through the aforementioned solution, without increasing the Y-direction cross-sectional area, divides the cylindrical space between the outer shell tube and the inner core tube into multiple chambers, and connects these chambers in series with the exhaust channel to form a relatively long resonant space. This resonant space is equivalent to a 1 / 4 wavelength tube structure, making the resonant frequency of the sound entering and returning to the 1 / 4 wavelength tube structure similar to the standing wave frequency of the sound passing through the exhaust gas. This achieves the cancellation of the resonant frequency in the 1 / 4 wavelength tube structure with the standing wave frequency in the main exhaust gas passage of the front muffler, thereby solving the long tube standing wave problem, improving the noise reduction performance, and solving the problem of poor noise reduction capability of traditional front mufflers due to space constraints.

[0013] In some embodiments of this application, the initial cavity is connected to the internal space of the inner core tube via an inlet / outlet channel; the inlet / outlet channel is located at one end of the initial cavity.

[0014] The resonant cavities are connected by a connecting channel, which is alternately arranged at both ends of the resonant cavity in the axial direction along the circumferential direction.

[0015] From the open end to the closed end of the resonant channel, the inlet / outlet channel and the adjacent connecting channel are located at the two ends of the resonant cavity in the axial direction.

[0016] In this technical solution, the structural design allows the resonant channel to extend in a serpentine shape, enabling sound waves to "bypass" within the resonant channel. By extending the length of the resonant channel within a limited axial length, the effective noise reduction path is extended, enhancing the reflection and interference effects of sound waves within the resonant cavity and improving noise reduction efficiency. On the other hand, when the length of the resonant channel meets the requirements for eliminating noise frequencies, the serpentine extension of the resonant channel can reduce its axial length, thereby reducing the overall length of the front muffler and minimizing its overall volume occupation, providing greater convenience for setting up other structures on the vehicle chassis.

[0017] In some embodiments of this application, the following are further included:

[0018] A radial partition, which is annular and surrounds the outer shell tube and the inner core tube; the radial partition is located at one end of the resonant cavity in the axial direction.

[0019] In the technical solution, the structural design divides the boundary of the resonant cavity by radial partitions. By changing the fixed position of the radial partitions in the axial direction, the length of the resonant cavity in the axial direction can be changed, and the length of the resonant channel in the 1 / 4 wavelength tube structure can be adjusted to meet the needs of various noise cancellation frequencies, making the application of the front muffler more flexible.

[0020] In some embodiments of this application, one end of the outer casing tube is designated as an air inlet end, and the air inlet end is used to connect to the air inlet pipe;

[0021] The inner core tube is located inside the outer shell tube at one end near the air inlet end; an air inlet chamber is provided inside the outer shell tube, and the air inlet chamber and the resonant chamber are located on both sides of the radial partition in the axial direction.

[0022] In the technical solution, the structural design clearly defines the boundary between the resonant cavity and the air intake cavity in the outer shell tube through radial baffles. The air intake cavity acts as an expansion crown, and reduces noise through the reflection, interference and sound absorption mechanism of sound waves in the air intake cavity, thereby further improving the noise elimination effect of the front muffler.

[0023] In some embodiments of this application, the inner core tube is provided with a variable diameter section at one end near the air inlet end, and the inner diameter of the variable diameter section gradually decreases in the direction away from the air inlet end.

[0024] In the technical solution, the structural design causes the airflow channel to gradually contract, forming a local expansion-contraction combination structure at the inlet. This effectively breaks up and disperses the intake turbulent vortex, suppresses the high-frequency aerodynamic noise generated by turbulence disturbance, reduces the airflow velocity gradient, reduces the shear noise between the airflow and the pipe wall, optimizes the acoustic inlet conditions, and reduces the high-frequency "hissing" sound generated by the airflow itself, thus achieving the effect of reducing airflow noise (high-frequency noise).

[0025] In some embodiments of this application, the access channel is disposed on the radial partition.

[0026] In the technical solution, the structure design places the inlet and outlet channels in the axial direction, which makes it easier for sound waves to enter the resonant channel of the 1 / 4 wavelength tube structure during the axial transmission of sound waves in the front silencer. This is beneficial for the sound wave coupling between the resonant cavity and the inner core tube, and enhances the noise reduction performance. On the other hand, the inlet and outlet channels do not occupy the space in the axial direction, which can maximize the length of the resonant channel in the limited axial space and improve the space utilization efficiency.

[0027] In some embodiments of this application, the inner diameter of the air inlet gradually increases axially toward the other end of the outer casing tube.

[0028] In the technical solution, the structural design allows the space to gradually increase as the airflow enters the front muffler, thereby slowing down the airflow velocity and eliminating broadband noise caused by turbulence.

[0029] In some embodiments of this application, the end of the inner core tube away from the air inlet extends out of the outer shell tube, and the end of the outer shell tube away from the air inlet is fixed to the outer wall of the inner core tube.

[0030] In the technical solution, the structural design achieves structural sealing at one end of the resonant cavity, preventing sound wave leakage, enhancing structural integrity, and improving durability and sealing performance; on the other hand, it enables exhaust gas to be discharged more efficiently from the front silencer and facilitates connection with downstream pipelines.

[0031] In some embodiments of this application, one end of the inner core tube extending out of the outer shell tube is designated as the exhaust end, and the inner diameter of the exhaust end gradually increases axially away from the air inlet end.

[0032] In the technical solution, the structural design achieves airflow diffusion, reduces exhaust velocity, and reduces tailpipe noise; on the other hand, it reduces the back pressure of the airflow and improves exhaust efficiency.

[0033] Secondly, this application provides a vehicle, including:

[0034] Body:

[0035] The exhaust muffler device described above is installed on the vehicle body.

[0036] In the technical solution, the structural design applies the above-mentioned muffler to the whole vehicle, which significantly improves the NVH performance of the whole vehicle, enhances driving comfort, meets consumers' high requirements for quietness, and is particularly suitable for hybrid vehicles, enabling the vehicle to further increase the pure electric range and solve the problem of muffler placement caused by the battery pack occupying the Y-direction space.

[0037] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the overall structure of the exhaust muffler according to an embodiment of this application;

[0039] Figure 2 This is a cross-sectional structural schematic diagram of an exhaust muffler according to an embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the exhaust muffler device after the outer casing pipe is concealed, according to an embodiment of this application. Figure 1 ;

[0041] Figure 4 This is a schematic diagram of the exhaust muffler device after the outer casing pipe is concealed, according to an embodiment of this application. Figure 2 ;

[0042] Figure 5 This is a schematic diagram of the exhaust muffler device after the outer casing pipe is concealed, according to an embodiment of this application. Figure 3 .

[0043] In the above figures: 100, outer casing tube; 101, air inlet end; 102, air inlet chamber; 200, inner core tube; 201, diameter changing section; 202, exhaust end; 300, resonance chamber; 301, resonance sub-chamber; 302, initial sub-chamber; 400, axial partition; 500, inlet / outlet channel; 600, connecting channel; 700, radial partition; 800, air inlet pipe. Detailed Implementation

[0044] The technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0045] In the description of this utility model, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0046] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0047] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0048] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0049] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0050] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0051] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0052] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0053] It should be noted that in the automotive field, a vehicle can be functionally divided into three main spaces: the passenger compartment, the powertrain compartment, and the chassis. The exhaust system runs longitudinally through the powertrain compartment and chassis in the X direction, runs parallel to the battery pack in the Y direction, and is constrained by both the floor and ground clearance in the Z direction. Its mission is to reduce the noise of the high-temperature pulsating exhaust gases emitted by the engine in stages while meeting emission and back pressure requirements. The front muffler, located after the catalytic converter and in front of the main muffler, serves as the system's "first-level noise reduction barrier." Within the severely compressed Y-direction cross-sectional area of ​​the battery pack, it needs to form an expansion-resonance composite cavity by extending the shell in the X direction. This achieves secondary noise attenuation, standing wave suppression, and back pressure increase, laying the foundation for the quietness of the passenger compartment and the overall NVH quality of the vehicle.

[0054] In existing technologies, the engine of hybrid vehicles is typically located at the front. Due to the limited space in the vehicle chassis, it's impossible to install all exhaust systems in a single location; therefore, the exhaust system needs to extend from the front to the rear. To more effectively eliminate noise transmitted in exhaust emissions, the exhaust system typically features a front muffler and a rear muffler, with the front muffler located in the middle of the chassis and the rear muffler at the rear. The battery pack in hybrid vehicles is usually located in the middle of the chassis. To increase the pure electric range, the battery pack's Y-axis (lateral) dimension continuously increases, further encroaching on the mounting space of the front muffler on the chassis. This limits the Y-axis cross-sectional area of ​​the front muffler, preventing its expansion using traditional methods. Consequently, the expansion ratio of the front muffler is restricted, significantly reducing its noise reduction capacity. Especially in long pipeline conditions, the limited cavity volume makes it difficult for traditional structures to effectively suppress specific low-frequency standing waves, resulting in noticeable booming noise inside the vehicle and affecting driving comfort.

[0055] Based on this, this application proposes an exhaust muffler. By designing a double-layer structure for the exhaust muffler, a spatial length that meets the required noise elimination frequency is formed without increasing the Y-direction cross-sectional area, thereby achieving mutual cancellation of standing wave frequency and resonant frequency. This solves the problem that the limited Y-direction space of the muffler in the prior art makes it impossible to effectively eliminate noise.

[0056] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0057] See Figures 1 to 2 In one illustrative embodiment of the adaptive spacing cup holder device of this application, the exhaust muffler includes a housing tube 100. The housing tube 100 is typically a tubular component disposed along the X direction of the vehicle, with ports at both ends. The housing tube 100 is located on the outside of the exhaust muffler, forming the main external outline of the exhaust muffler.

[0058] See Figures 2 to 5 In some embodiments, the exhaust muffler further includes an inner core tube 200. The outer casing tube 100 is typically a tubular component positioned along the X-direction of the vehicle, with ports at both ends. The inner core tube 200 is disposed within the outer casing tube 100, such that the outer casing tube 100 is fitted onto the inner core tube 200. The outer diameter of the inner core tube 200 is smaller than the inner diameter of the outer casing tube 100, thereby forming a surrounding space with a certain length in the X-direction between the outer casing tube 100 and the inner core tube 200, and this space serves as a resonant cavity 300. The two ends of the resonant cavity 300 in the X-direction are typically closed, such that the inner core tubes 200 at both ends of the resonant cavity 300 are typically connected to the inner surfaces of corresponding portions of the outer casing tube 100.

[0059] See Figures 2 to 5In some embodiments, the exhaust muffler further includes an axial partition 400. The axial partition 400 is arranged axially, i.e., axially in the X direction. The outer casing 100 and the inner core tube 200 are typically coaxially arranged, such that the axial partition 400 is parallel to the axis of their coaxiality. The axial partition 400 is disposed between the outer casing 100 and the inner core tube 200, placing it within the resonant cavity 300. The outer side of the axial partition 400 is typically connected to the inner surface of the outer casing 100, and the inner side of the axial partition 400 is typically connected to the outer surface of the inner core tube 200. Multiple axial partitions 400 are typically provided, such that the multiple axial partitions 400 divide the resonant cavity 300 into multiple resonant sub-cavities 301, all of which are arranged in the X direction. One of the multiple resonant sub-cavities 301 serves as a starting sub-cavity 302, which is directly connected to the internal space of the inner core tube 200. Adjacent resonant cavities 301 are interconnected, allowing multiple resonant cavities 301 to be sequentially connected in a circumferential direction starting from the initial cavity 302, forming a resonant channel that is closed at one end and open at the other. While the initial cavity 302 and the last resonant cavity 301 are adjacent, they are not directly connected; they are indirectly connected through the remaining resonant cavities 301. Exhaust gas typically enters the inner core tube 200 from one end and then exits along the inner core tube 200, particularly at the other end. The sound waves carried by the exhaust gas enter the resonant channel, resonate, and reflect back into the inner core tube 200. This ensures that the standing wave frequency of the sound waves transmitted in the inner core tube 200 is approximately the same as the resonant frequency of the sound waves reflected back into the inner core tube 200, thus canceling each other out and achieving noise reduction.

[0060] This structural design, within a limited Y-direction cross-sectional area, utilizes the cylindrical space between the outer shell tube 100 and the inner core tube 200 as a resonant cavity 300, effectively making use of the X-direction length. This resonant cavity 300 is further divided into multiple chambers, and the circumference of the resonant cavity 300 is further utilized. These chambers are connected in series and then linked to the axial exhaust channel inside the inner core tube 200, forming a relatively long resonant space. This resonant space is equivalent to a 1 / 4 wavelength tube structure. Thus, despite limited Y-direction space, a 1 / 4 wavelength tube structure is integrated into the exhaust muffler. This ensures that the resonant frequency of the sound entering and returning to the 1 / 4 wavelength tube structure is close to the standing wave frequency of the sound passing through the exhaust gas. This achieves the cancellation of the resonant frequency in the 1 / 4 wavelength tube structure with the standing wave frequency in the main exhaust gas passage of the front muffler, thereby solving the long-tube standing wave problem, improving muffler performance, and addressing the issue of poor muffler silencing capabilities caused by space constraints in traditional front mufflers.

[0061] See Figures 3 to 5In some embodiments, the initial cavity 302 is connected to the internal space of the inner core tube 200 via an inlet / outlet channel 500, which is located at one end of the initial cavity 302. The resonant cavities 301 are connected by a connecting channel 600, which is alternately arranged at both ends of the resonant cavity 300 along the circumferential direction in the axial direction. From the open end to the closed end of the resonant channel, the inlet / outlet channel 500 and the adjacent connecting channel 600 are respectively located at both ends of the resonant cavity 300 in the axial direction. More specifically, the inlet / outlet channel 500 is typically located at the front end of the initial cavity 302, allowing sound waves to enter the initial cavity 302 through the inlet / outlet channel 500 at the front end, then propagate backward and through the connecting channel 600 at the rear end to the second resonant cavity 301; the sound waves then propagate forward in the second resonant cavity 301, and then through the connecting channel 600 at the front end to the third resonant cavity 301; in this manner, the direction of propagation changes each time the sound waves enter a resonant cavity 301, resulting in a serpentine propagation path as the sound waves travel from the open end to the closed end of the resonant channel. The inlet / outlet channel 500 and the connecting channel 600 are typically multiple openings or gaps in the structure. The inlet / outlet channel 500 is usually provided on the inner core tube 200, and the connecting channel 600 is usually provided in the space between the end of the resonant cavity 300 and the end of the axial partition 400, that is, the gap between the inner surface of the outer shell tube 100 at the end of the resonant cavity 300 and the end of the axial partition 400.

[0062] This structural design allows the resonant channel to extend in a serpentine shape, enabling sound waves to "bypass" within the channel. Within a limited axial length, this extends the total length of the resonant channel, thereby lengthening the effective noise reduction path and enhancing the reflection and interference effects of sound waves within the resonant cavity 300, thus improving noise reduction efficiency. Furthermore, when the length of the resonant channel meets the requirements for the desired noise reduction frequency, the serpentine extension reduces its axial length, shortening the overall length of the front muffler and thus reducing its overall volume footprint. This provides greater convenience for installing other structures on the vehicle chassis.

[0063] See Figures 2 to 5In some embodiments, the exhaust muffler further includes a radial baffle 700. The radial baffle 700 is annular, surrounding the periphery of the inner core tube 200 and located inside the outer shell tube 100, such that the radial baffle 700 is positioned between the outer shell tube 100 and the inner core tube 200. The radial baffle 700 is generally arranged along the Y-direction, thus perpendicular to the axes of the inner core tube 200 and the outer shell tube 100. The outer periphery of the radial baffle 700 is connected to the inner surface of the outer shell tube 100, and the inner periphery of the radial baffle 700 is connected to the outer surface of the inner core tube 200, thereby sealing one end of the space between the outer shell tube 100 and the inner core tube 200. The radial baffle 700 is located at one axial end of the resonant cavity 300, thus serving as the boundary of the axial end of the resonant cavity 300.

[0064] The structural design uses radial baffles 700 to define the boundary of the resonant cavity 300. By changing the axial installation position of the radial baffles 700, the axial length of the resonant cavity 300 can be changed. The total length of the resonant channel in the 1 / 4 wavelength tube structure can be adjusted to meet the needs of various noise cancellation frequencies, making the application of the front muffler more flexible.

[0065] See Figure 2 In some embodiments, one end of the outer casing tube 100 is designated as an air inlet end 101, which is used to connect to an air inlet pipe 800, allowing exhaust gas to enter the outer casing tube 100 from front to back through the air inlet pipe 800, and then into the inner core tube 200. The end of the inner core tube 200 near the air inlet end 101 is located inside the outer casing tube 100, such that the front end of the inner core tube 200 is retracted into the outer casing tube 100. An air inlet chamber 102 is provided inside the outer casing tube 100, located between the radial partition 700 and the air inlet end 101 of the outer casing tube 100, such that the air inlet chamber 102 and the resonant cavity 300 are located on opposite sides of the radial partition 700 in the axial direction.

[0066] The structural design clearly defines the boundary between the resonant cavity 300 and the intake cavity 102 in the outer shell tube 100 through the radial partition 700. The intake cavity 102 acts as an expansion crown, so that when the exhaust gas enters the front muffler, it first enters a relatively large space, the flow rate of the exhaust gas decreases, and the acoustic impedance of the sound waves in the exhaust gas changes abruptly. This allows the sound waves in the exhaust gas to reduce noise through reflection, interference, and sound absorption mechanisms in the intake cavity 102, further improving the noise reduction effect of the front muffler.

[0067] See Figures 2 to 5In some embodiments, a variable diameter section 201 is provided at one end of the inner core tube 200 near the air inlet end 101, and the variable diameter section 201 is usually located inside the air inlet chamber 102. The inner diameter of the variable diameter section 201 gradually decreases in the direction away from the air inlet end 101, so that the space occupied by the exhaust gas when entering the inner core tube 200 gradually decreases. This structural design causes the airflow channel to gradually contract when the exhaust gas enters the inner core tube 200, forming a combination structure of local expansion and contraction at the inlet, effectively breaking and dispersing the intake turbulent vortex, suppressing the high-frequency aerodynamic noise generated by turbulence disturbance, reducing the airflow velocity gradient, reducing the shear noise between the airflow and the tube wall, optimizing the sound wave inlet conditions, and reducing the high-frequency "hissing" sound generated by the airflow itself, thereby achieving the effect of reducing airflow noise (high-frequency noise).

[0068] See Figures 2 to 5 In some embodiments, the inlet / outlet channel 500 is disposed on the radial partition 700, such that the inlet / outlet channel 500 faces the air inlet end 101 of the outer shell tube 100, and the resonant cavity 300 is connected to the internal space of the inner core tube 200 through the air inlet cavity 102. This structural design positions the inlet / outlet channel 500 axially, allowing sound waves to directly enter the resonant channel of the 1 / 4 wavelength tube structure axially through the inlet / outlet channel 500 during the process of sound waves entering the air inlet cavity 102 through the air inlet pipe 800 and propagating axially backward. This improves the transmission efficiency of sound waves, enabling sound waves to travel more efficiently back and forth through the resonant channel and to couple sound waves more quickly in the air inlet cavity 102 or the inner core tube 200, thereby enhancing the noise reduction performance. In addition, the inlet / outlet channel 500 is disposed on the radial partition 700, ensuring that the inlet / outlet channel 500 is located on the end face of the resonant cavity 300, completely eliminating its occupation of the axial space of the resonant cavity 300. This maximizes the length of the resonant channel within the limited axial space, improving space utilization efficiency.

[0069] See Figure 2 In some embodiments, the inner diameter of the air inlet 101 gradually increases axially toward the other end of the outer casing 100, so that when the exhaust gas enters the air inlet chamber 102 through the air inlet pipe 800, the space it occupies gradually increases. This structural design avoids the exhaust gas from suddenly entering a large space, thus preventing the noise caused by the exhaust gas's instantaneous stall, vortex shedding, stagnation, and backflow. It also gradually slows down the airflow velocity and eliminates broadband noise caused by turbulence.

[0070] See Figure 2In some embodiments, the end of the inner core tube 200 away from the air inlet 101 extends out of the outer shell tube 100, and the end of the outer shell tube 100 away from the air inlet 101 is fixed to the outer wall of the inner core tube 200, so that the rear end of the outer shell tube 100 is connected to the outer surface of the inner core tube 200 all around. This structural design achieves structural sealing of the rear end of the resonant cavity 300, preventing sound wave leakage, enhancing structural integrity, and improving durability and sealing. In addition, it allows exhaust gas to extend directly outside the front muffler through the inner core tube 200, thereby achieving more efficient discharge and facilitating connection with downstream pipelines.

[0071] See Figures 2 to 5 In some embodiments, the end of the inner core tube 200 extending out of the outer shell tube 100 is designated as the exhaust end 202, and the inner diameter of the exhaust end 202 gradually increases axially away from the air inlet end 101. This structural design allows the exhaust gas flow to gradually diffuse at the rear end of the inner core tube 200, reducing the exhaust velocity and tailpipe noise. Furthermore, it reduces the back pressure of the exhaust gas flow, resulting in a smoother exhaust flow and improved exhaust efficiency.

[0072] Furthermore, this application also provides a vehicle, which includes a body. The body is the core structure of the vehicle, including a chassis and body panels. The chassis provides basic support and driving functions for the vehicle, while the body panels constitute the vehicle's appearance and protect internal components. The vehicle further includes the aforementioned exhaust muffler, which is mounted on the vehicle body, and more specifically, is typically located on the floor. By applying the aforementioned muffler to the vehicle, the space occupied by the battery pack in the Y direction can be increased, thereby increasing the battery pack capacity, improving the pure electric driving range of the hybrid vehicle, and significantly improving the overall NVH performance of the vehicle, enhancing ride comfort, and meeting consumers' high demands for quietness.

[0073] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An exhaust muffler, characterized in that, include: Outer shell tube (100); Inner core tube (200), the outer shell tube (100) is sleeved on the inner core tube (200) to provide a resonant cavity (300) between the outer shell tube (100) and the inner core tube (200). An axial partition (400) is axially disposed between the outer shell tube (100) and the inner core tube (200); multiple axial partitions (400) are provided, and the multiple axial partitions (400) divide the resonant cavity (300) into multiple resonant sub-cavities (301); one of the resonant sub-cavities (301) serves as the starting sub-cavity (302), and the starting sub-cavity (302) is connected to the internal space of the inner core tube (200); adjacent resonant sub-cavities (301) are connected to each other so that multiple resonant sub-cavities (301) are connected in series along the circumferential direction starting from the starting sub-cavity (302), and connected in series to form a resonant channel that is closed at one end and open at the other end.

2. The exhaust muffler according to claim 1, characterized in that, The starting cavity (302) is connected to the internal space of the inner core tube (200) through the inlet / outlet channel (500); the inlet / outlet channel (500) is located at one end of the starting cavity (302); The resonant cavities (301) are connected by a connecting channel (600), and the connecting channel (600) is alternately arranged at both ends of the resonant cavity (300) along the circumferential direction in the axial direction; From the open end to the closed end of the resonance channel, the inlet / outlet channel (500) and the adjacent connecting channel (600) are respectively located at the two ends of the resonance cavity (300) in the axial direction.

3. The exhaust muffler according to claim 2, characterized in that, Further includes: A radial partition (700) is annular and is disposed around the outer shell tube (100) and the inner core tube (200); the radial partition (700) is disposed at one end of the resonant cavity (300) in the axial direction.

4. The exhaust muffler according to claim 3, characterized in that, One end of the outer casing tube (100) is designated as an air inlet (101), which is used to connect to the air inlet tube (800). The inner core tube (200) is located inside the outer shell tube (100) at one end near the air inlet end (101); an air inlet chamber (102) is provided inside the outer shell tube (100), and the air inlet chamber (102) and the resonant chamber (300) are located on both sides of the radial partition (700) in the axial direction.

5. The exhaust muffler according to claim 4, characterized in that, The inner core tube (200) is provided with a variable diameter section (201) at one end near the air inlet end (101), and the inner diameter of the variable diameter section (201) gradually decreases in the direction away from the air inlet end (101).

6. The exhaust muffler according to claim 4, characterized in that, The access channel (500) is disposed on the radial partition (700).

7. The exhaust muffler according to claim 4, characterized in that, The inner diameter of the air inlet (101) gradually increases axially toward the other end of the outer casing tube (100).

8. The exhaust muffler according to claim 4, characterized in that, The inner core tube (200) extends out of the outer shell tube (100) at one end away from the air inlet (101), and the outer shell tube (100) at one end away from the air inlet (101) is fixed to the outer wall of the inner core tube (200).

9. The exhaust muffler according to claim 8, characterized in that, The end of the inner core tube (200) that extends out of the outer shell tube (100) is designated as the exhaust end (202), and the inner diameter of the exhaust end (202) gradually increases in the direction away from the air inlet end (101).

10. A vehicle, characterized in that, include: Body: The exhaust muffler as described in any one of claims 1 to 9 is disposed on the vehicle body.

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