Impact energy absorber with integrated engine exhaust noise silencer

Abstract

The present invention relates to a multifunctional noise suppression and crash structure. In one aspect of the disclosure, the multifunctional structure includes a main body, an inlet duct and an outlet duct, and a plurality of walls within the main body that bound a resonator cell and are configured to suppress exhaust noise from the inlet duct through the resonator cell to the outlet duct. The structure can be positioned between the crash beams at the rear side of a vehicle and between the engine and the bumper. The walls can generally be aligned or close to the predicted direction of impact, and the walls can wrinkle in a controlled manner during impact. In various embodiments, the structure is 3D printed in order to be able to construct a wide variety of geometric topologies and to minimize mass.

Description

[0001] Cross-reference of related applications

[0002] This application claims the benefit and priority of U.S. Provisional Patent Application No. 62 / 978,232, filed February 18, 2020, entitled “IMPACT ENERGY ABSORBER WITH INTEGRATED ENGINE EXHAUST NOISE MUFFLER,” and U.S. Patent Application No. 17 / 178,048, filed February 17, 2021, entitled “IMPACT ENERGY ABSORBER WITH INTEGRATED ENGINE EXHAUST NOISE MUFFLER,” the entire contents of which are incorporated herein by reference as if fully set forth herein. Technical Field

[0003] This disclosure generally relates to additive manufacturing systems, and more specifically, to multifunctional mufflers and collision protection structures in vehicles. Background Technology

[0004] For vehicle manufacturers, fuel economy and performance-related standards typically aim to minimize vehicle mass as much as possible. Minimizing mass or size has inherent benefits across many vehicle types, both overall and for specific components. These techniques can also offer additional advantages, such as maximizing the overall available space for component placement or the passenger compartment. Unsurprisingly, finding new ways to minimize vehicle mass and optimize space for components remains an ongoing engineering challenge. This commitment to these goals stems in part from other manufacturing requirements that, as practical issues or necessities, can increase the vehicle's form factor, leading to an increase in mass. For example, safety regulations might require crash buffers in a vehicle to include anti-collision structures to absorb energy through deformation during an impact. These structures add to the vehicle's size and mass. Together with other well-known fundamental vehicle components, the vehicle's mass and size can ultimately add up to a point where even modest weight reductions in the resulting vehicle can provide significant value to the manufacturer, if possible.

[0005] This disclosure addresses these and other shortcomings of the prior art. Summary of the Invention

[0006] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not a comprehensive summary of all anticipated aspects, nor is it intended to identify key or important elements of all aspects, nor to describe the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed descriptions that follow.

[0007] This disclosure relates to a multi-functional device for use in a vehicle, which functions both as a muffler to suppress engine noise and as a crash protection structure to deform controllably in response to impact. Among numerous other benefits, the multi-functional device can help reduce vehicle mass and size while protecting passengers in the passenger compartment from impact, and reduce the amount of exhaust noise generated during everyday vehicle operation. Although the multi-functional device can be located in different areas of the vehicle, in various embodiments, the device includes a mounting element that allows the device to be positioned between the rear bumper and the engine in the plane of the anticipated rear-side impact.

[0008] In one aspect of this disclosure, a multi-functional device for a vehicle includes a muffler. The muffler includes a body having a plurality of walls that define an array of resonator units. The resonator units are arranged between an inlet duct and an outlet duct to suppress exhaust noise. The walls are configured to deform controllably during an impact event.

[0009] In another aspect of this disclosure, a multifunctional noise suppression and energy absorption structure for a vehicle includes a muffler. The muffler includes a body, an inlet duct, an outlet duct, and multiple inner walls within the body that define an array of resonator units. The inner walls are configured to absorb energy through deformation during impact.

[0010] In another aspect of this disclosure, the dual-function muffler includes a housing, an inlet conduit, an outlet conduit, and multiple inner walls defining a resonator unit, the inner walls being configured to deform during an impact event.

[0011] To achieve the foregoing and related objectives, one or more aspects include the features fully described below and specifically pointed out in the claims. The following description and drawings illustrate certain illustrative features of one or more aspects in detail. However, these features indicate only a small fraction of the various ways in which the principles of these aspects can be employed, and this description is intended to include all such aspects and their equivalents. Attached Figure Description

[0012] The various aspects of the multifunctional noise suppression and collision protection structure will now be presented in the accompanying drawings in an exemplary rather than limiting manner in the detailed description, wherein:

[0013] Figure 1AThis is a side view of a vehicle showing an exemplary arrangement of a multifunctional device for noise suppression and shock energy absorption.

[0014] Figure 1B This is a top view of a vehicle showing an exemplary arrangement of the multi-functional device.

[0015] Figure 1C This is a top view showing the arrangement of components at the rear of the vehicle.

[0016] Figure 1D This is a top view showing the arrangement of components on the rear side of the vehicle after an impact event.

[0017] Figure 2 This is a front perspective view of a multi-functional device used for exhaust noise suppression and energy absorption.

[0018] Figure 3 This is a side perspective view of the multi-functional device adjacent to the crash beam.

[0019] Figure 4 This is a cross-sectional view of the multifunctional device, which shows the resonator volume around the inlet exhaust duct in more detail.

[0020] Figure 5 This is a rear sectional view of the multifunctional device, showing the internal portion of the inlet pipe and the inner wall defining the resonator unit.

[0021] Figure 6 This is a top sectional view of the multifunctional device, showing the inclined resonator wall used for energy absorption.

[0022] Figure 7A -B are side perspective views of a portion of the adjacent crash beam before and after the impact event, respectively.

[0023] Figure 8A -B are top views of the multi-functional device adjacent to the rear bumper beam before and after a rear-side impact event. Detailed Implementation

[0024] The detailed description set forth below in conjunction with the accompanying drawings is intended to provide a description of various exemplary embodiments of the concepts disclosed herein, and is not intended to represent only the embodiments in which the present disclosure may be practiced. The terms “exemplary” and “example” as used in this disclosure mean “serving as an example, illustration, or description” and should not be construed as excluding other possible configurations or as being more preferred or advantageous than other embodiments presented in this disclosure. The detailed description includes specific details for the purpose of providing a thorough and complete disclosure that fully communicates the scope of the concepts to those skilled in the art. However, the present disclosure may be practiced without these specific details. In some instances, well-known structures and components may be shown in block diagram form or omitted entirely to avoid obscuring the various concepts given in this disclosure.

[0025] The principles of this disclosure include structures that can be three-dimensionally (3D) printed in various embodiments. For this purpose, this disclosure is applicable to a variety of 3D printing technologies, including but not limited to fused deposition modeling (FDM), digital light processing (DLP), stereolithography / mask stereolithography (SLA, MSLA), powder bed fusion (PBF) printers, including selective laser sintering (SLS), direct metal laser sintering (DMLS), selective laser melting (SLM), electron beam melting (EBM), binder jetting, material jetting (MJ), drop-on-demand (DoD), etc. For the purposes of this disclosure, "vehicle" is broadly interpreted to include all types of motor vehicles (e.g., sedans, sports cars, racing cars, sports SUVs, convertible minivans, station wagons, vans, hybrid vehicles, and any available type of consumer or commercial vehicle), including pickup trucks, large trucks, commercial trucks, and generally any type of consumer or commercial transportation structure. Vehicles also include all public transportation vehicles, such as trains, buses, minibuses, subways, and other similar vehicles.

[0026] This disclosure relates to a multi-functional device for use in vehicles. This multi-functional device functions as a vehicle muffler by suppressing engine noise and simultaneously acts as a crash protection structure by aligning with the predicted impact direction and deforming controllably in response to an impact event. Conventional mufflers are not designed to deform controllably during an impact, let alone help protect passengers in the event of a collision. Even with detailed design considerations allowing for control of the crash protection structure, the impact of a conventional muffler on the passenger compartment during an impact, even if positioned within the impact axis, is at most unpredictable—something not considered in the design of conventional mufflers. If the muffler is positioned such a way within the impact axis, its effect could even cause injury to passengers.

[0027] Therefore, it is not surprising that traditional mufflers in automobiles are typically positioned as part of the exhaust manifold, facing the bottom of the vehicle and located below the predicted plane of a typical collision or impact event. Consequently, these traditional structures are unlikely to affect the energy absorption characteristics of the passenger compartment due to an impact. Furthermore, during normal operation, the muffler reaches high temperatures as exhaust gases pass through it. This results in a decrease in mechanical properties and a reduction in its performance during a collision. For these reasons, the muffler is typically relegated to performing its dedicated function of suppressing exhaust noise, while a separate crash protection structure exists in the area of ​​potential impact.

[0028] A typical muffler consists of an array of selectively positioned pipes, channels, and orifices arranged between one or more inlet pipes and one or more outlet pipes. The inlet pipes bring the exhaust gases from the engine and the sound waves generated by the explosion of gasoline in the engine cylinders into the muffler. The muffler uses resonator units of selective size and positioning. These resonator units are associated with pre-designed resonant sound frequencies and reduce specific resonant frequencies of the sound waves in the exhaust. Some mufflers can use resonator units as echo chambers to receive, combine, and eliminate sound waves. Multiple resonators within a muffler mean that a variety of different resonant frequencies associated with exhaust noise can be reduced. The amount of damping, measured in decibels, is proportional to the number of chambers in the muffler. The damping frequency that controls the noise tone is based on the size of these chambers, not the number of chambers. By selecting an appropriate number and size range of resonators, a muffler can drown out enormous engine noise.

[0029] Compared to a muffler, a crash barrier (also known as an impact buffer or crush zone) is a structural safety feature designed to absorb a sudden burst of energy during an impact event, preventing that energy from being transferred to the passenger compartment and causing serious injury or death to vehicle occupants. Crash barriers can be designed as walls with controlled deformation, for example, in response to a rear-side impact. Depending on strategic or legal regulations, crash barriers can be located in different positions on the vehicle. Strategically placed crash barriers can use this controlled deformation to effectively increase the time for occupant deceleration (e.g., reducing the "collision pulse" or sudden deceleration of occupants), which effectively reduces the maximum force applied to the passenger area. Crash barriers are designed to receive damage through corrugation to protect vehicle occupants. Crash barriers can include box-shaped or rectangular structures, as well as beam-based structures.

[0030] Much like how mufflers are not used as crash barriers, traditional crash barriers are neither used nor can be used for exhaust noise suppression. As noted, traditional crash barriers typically use specially designed resonator units arranged within the exhaust path to suppress unwanted vehicle noise. For both purposes, existing vehicles use separate components located in different areas, and both must be considered when taking into account the overall space and availability of vehicle components.

[0031] Another historical obstacle to producing vehicle parts that often perform multiple unrelated functions is that such composite designs are complex and practically impossible to implement using traditional manufacturing techniques such as machining, casting, or extrusion. For example, crash barriers and mufflers both have specially designed structures to perform their intended purposes. It is difficult or impossible to create complex geometric hybrid structures capable of achieving both functions using machining and similar techniques. This compromise in experimental design will ensure that the end result is correctly oriented within the vehicle to properly receive and expel exhaust gases used for noise suppression, and will also involve the controlled deformation of materials due to high-energy impacts that occur when the muffler heats up. For example, existing materials used in mufflers may deform uncontrollably at ambient temperatures, and even more so at the very high operating temperatures of mufflers, because conventional mufflers are not designed to wrinkle.

[0032] In one aspect of this disclosure, the multi-functional device includes a body that can be used for exhaust noise suppression and can simultaneously serve as a crash protection structure configured to deform controllably during an impact event. Unlike conventional crash protection structures, the materials used can be lighter, and adjacent crash beams can also be manufactured smaller and lighter when the multi-functional device is correctly oriented in the plane of impact, as further described below. The combination of the muffler and the crash protection structure reduces the number of components in the vehicle and thus reduces the vehicle's mass while increasing the usable space within the vehicle.

[0033] To address any potential challenges in manufacturing such structures to include the necessary geometric precision, in some embodiments, the multi-functional device can be 3D printed. A computer-aided design (CAD) model of the structure can be carefully designed, detailing the muffler and its accompanying resonator unit while accommodating the structure necessary to achieve the precise energy absorption characteristics required for controlled deformation as a crash-resistant structural feature. This model can be simulated prior to 3D printing to optimize the design. The 3D printing capability of the multi-functional device allows for the use of materials that can be controlled to deform at both low and high operating temperatures. Also known as additive manufacturing (AM), 3D printing can produce geometrically complex structures (called building blocks), including shapes that are difficult or impossible to create using conventional manufacturing processes such as machining. AM parts can advantageously be printed with different geometries and compositions using materials that allow the part to have properties specifically tailored to the target application. Here, the walls can be designed not only to form resonator units with appropriate properties but also to wrinkle in a controlled manner when required as a crash-resistant structure.

[0034] As mentioned above, conventional mufflers have a smaller impact (if any) on the overall collision profile of a vehicle due to their distance from the critical impact axis. In contrast, the multi-functional device described herein can be equipped with a mount that allows it to be uniquely positioned, such as directly in the plane of the predicted impact at the rear of the vehicle. In some examples, the multi-functional device can be arranged between two crash beams in the lateral (left-right) direction of the vehicle, and also between the engine and the rear bumper in the longitudinal (front-rear) direction. In some embodiments, an intermediate component may be present. When the multi-functional device is positioned in this way to absorb energy from the impact, it can advantageously reduce the size and mass requirements of the crash beams. This is because the multi-functional device can share the impact with the crash beams upon impact.

[0035] Figure 1A This is a side view of a vehicle 100A illustrating an exemplary arrangement of a multi-functional device 104 for noise suppression and impact energy absorption. The side view shows a crash beam 102, also known as a compression beam or frame beam, located on one side of the vehicle closer to the observer's plane. In some embodiments, the device 104 may alternatively be located between one end of the crash beam and the rear bumper 108. Here, the multi-functional device 104 is oriented in the rear portion of the vehicle 100A, wherein the multi-functional device, together with the adjacent frame beam 102, is configured to absorb energy generated due to impact. Simultaneously, as described herein, the device 104 is configured to receive exhaust gases from nearby engines and suppress engine noise frequencies before the exhaust gases are discharged from one of their outlets.

[0036] Figure 1B This is a top view of a vehicle 100B showing an exemplary arrangement of the multifunction unit 104. The top view shows additional details. In various embodiments, an engine 114 is mounted via an engine mount 123 along the longitudinal axis X of the vehicle 100B between a passenger compartment 124 at one end and a rear bumper area 130 at the other end. The multifunction unit 104 is located along the longitudinal axis X between the engine 114 and the rear bumper area 130. A crash beam 102 may extend along the longitudinal axis X on both sides of the multifunction unit 104. The crash beam 102 is coupled to the chassis 110 of the vehicle 100B. The engine 114 is also mounted along the transverse axis Y on both sides of the chassis 110. The multifunction unit 104 is oriented such that it receives engine exhaust gases from the engine and outputs exhaust gases at the rear of the vehicle 100B. The multifunction unit 104 is further oriented such that it is located within the plane of rear impact.

[0037] Figure 1CThis is a top view showing the arrangement of components at the rear of the vehicle. In this embodiment, the rear bumper 125 is shown extending generally along the lateral axis Y. As previously described, the anti-collision beam 102 extends along the longitudinal axis X on the respective lateral sides of the vehicle and connects to the chassis portion 116. A multi-function unit 104 is shown between the rear bumper 125 and the engine 114. In various embodiments, the multi-function unit 104 can be mounted along its lateral side using mounting clamps on the side of the unit 104. In other embodiments, such as those shown, the multi-function unit 104 may include an overhead suspension mount 123. This overhead suspension mount can be used to connect to a rod or other fixed structure in the top rear region of the vehicle 100C, such that the multi-function unit 104 is positioned to be suspended in the vehicle between the anti-collision beams 102 along the lateral direction Y. The multi-function unit 104 also includes an inlet pipe 142 and an outlet pipe 144. The inlet pipe 142 connects to the exhaust pipe of the engine. More than one inlet pipe may be used. In this embodiment, outlet pipe 144 discharges exhaust gases from the engine to the rear of the vehicle. Depending on the design of the multifunction device 104, engine 114, and exhaust system, inlet pipe 142 or outlet pipe 144 may include a manifold that transports exhaust gases in a one-to-many or many-to-one manner.

[0038] from Figure 1A-1C As can be clearly seen in these embodiments, the multi-function device 104 is located in the impact plane between the rear bumper 125 on one side and the engine 114 on the other side, and below the passenger compartment. In some embodiments, the multi-function device 104 may be closely adjacent to or even in contact with the rear bumper. In some embodiments, the multi-function device 104 may be effectively spatially isolated, laterally suspended between the crash beams 102 and longitudinally suspended between the engine 114 and the rear bumper 125. This spatial isolation advantageously keeps exhaust radiation and heat away from the vehicle's cold-temperature components, thereby minimizing the possibility of component damage due to heat exposure. This location is essentially exemplary, and in different embodiments, the multi-function device may be located in other impact zones or impact buffers of the vehicle. Figure 1A-1C The illustrated embodiment is advantageous because, in many jurisdictions, regulations require the presence of an energy-absorbing structure in the area shown by the multi-function unit 104. Furthermore, the multi-function unit 104 can be used in conjunction with a crash beam to reduce the impact on the cabin 124 ( Figure 1B Energy transfer caused by the impact of ).

[0039] Isolating the multifunctional device can also be crucial, as it may expand and grow several millimeters in size when heated due to thermal expansion caused by hot exhaust gases. In some embodiments, this growth can be several millimeters. Indium-nickel-iron alloys and certain other metal alloys are good candidates for 3D printing this device. For example, indium-nickel-iron alloys can withstand temperatures up to 1000°C.

[0040] Also Figure 1C As shown, the rear bumper 125 is supported by two anti-collision beams connected to the vehicle chassis 116. During normal vehicle operation, the multi-function unit 104 acts as a muffler, receiving exhaust gases from the engine 114 via an inlet duct (exhaust path omitted for clarity), suppressing and / or eliminating engine noise using a resonator unit defined by an inner wall, and allowing exhaust gases to exit via a duct 144, which can be connected to a manifold or other exhaust system for discharging exhaust gases from the vehicle.

[0041] The multi-functional device 104 is composed of one or more materials with material properties sufficient to withstand the vehicle's operating temperatures, including the high temperatures of exhaust gases, while still allowing for controlled deformation. Therefore, in various embodiments, the multi-functional device is made of a chromium-nickel-iron alloy, titanium, or other materials. The use of a chromium-nickel-iron alloy or similar metal alloy advantageously allows the device 104 to function properly as a muffler and to properly wrinkle in the event of a rear-side impact while maintaining a relatively low mass. It should be noted that most crash tests are performed when the engine is cool, not when the vehicle is at its operating temperature (approximately 800°C at the muffler). The multi-functional device 104 can be manufactured to deform controllably during high-energy impacts, whether the vehicle is still relatively cold or already at full operating temperature, and while the device 104 is receiving hot exhaust gases.

[0042] In various embodiments, the multifunctional device 104 is 3D printed, for example, using powder bed fusion (PBF). The printing material can be selected as a chromium-nickel-iron alloy, another nickel alloy, titanium, or a similar material. Desired features include reasonably low mass, high temperature tolerance, and flexibility that allows it to undergo controlled deformation over a wide operating temperature range. For example, chromium-nickel-iron alloys typically function in temperature ranges above 1000°C.

[0043] During the CAD modeling of the multifunctional device 104, in various embodiments, the multifunctional device 104, including its internal structure (described below), is optimized for two global optima (i.e., impact energy and exhaust energy). Therefore, one or more optimization algorithms can be used with the CAD model of the device 104 to optimize these two criteria.

[0044] Still referencing Figure 1CIn one embodiment, the multi-function device 104 can be attached to the vehicle via any rigid structure near the device 104. In one embodiment, this structure can perform different functions and can also be used to securely attach to the multi-function device 104 to hold the device in place. For example, the overhead suspension mount 123 can be coupled to a steel or alloy-based suspension rod 134 with high heat resistance. The suspension rod 134 can then be coupled to the rigid structure described above, in Figure 1C This is referred to as suspension base 132. Suspension base 132 can be any rigid body capable of being connected to suspension rod 134 to form a robust connection. Suspension base 132 need not be part of chassis 116 where isolation between device 104 and chassis 116 is required. In other embodiments, the mounting of multi-functional device 104 is alternatively arranged on the side (see [link]). Figure 2 , Figure 3 Furthermore, in these embodiments, the side mounts can each be connected to the suspension base 132 or other structures on either side to implement a more secure attachment platform. In short, any number of embodiments can be used to effectively secure and mount the device 104 to ensure it is firmly suspended in its correct orientation.

[0045] Figure 1D This is a top view showing the arrangement of components in the rear section 100D of the vehicle after an impact event. When the rear bumper 125 deflects sufficiently, for example due to a rear-side collision, the multi-function unit 104 and the anti-collision beam 102 deform in the longitudinal direction as described above. In various arrangements, the multi-function unit can be made of a sufficiently strong material, such as a chromium-nickel-iron alloy, so that the anti-collision beam 102 can be made thinner and shorter. This advantageously reduces the overall vehicle mass. In embodiments where the multi-function unit is positioned at the rear of the vehicle, the unit can assist the anti-collision beam 102 so that the impact load can be distributed across different components. For example, in various embodiments, the multi-function unit 104 can be designed to absorb 60-75% of the impact energy, and each anti-collision beam 102 only needs to absorb approximately half of the remaining 25-40%. Therefore, the multi-function unit 104 can provide additional advantages to the vehicle by allowing for a reduction in the length and width of the anti-collision beam 102. This, in turn, allows for a reduction in the overall mass of the vehicle.

[0046] Another reason for the optimal positioning of the multi-function unit 104 in the illustrated embodiment is that, typically, the engine 114 and its coupled transmission (not shown) are too rigid to serve as a crash protection structure. Therefore, during an impact, the engine and transmission would not deform or be compressed properly. For this reason, it is undesirable to simply position the engine 114 in front of the rear bumper 125, as a strong impact could cause the engine to act as a projectile towards the passenger cabin. Instead, positioning the multi-function unit 104 between the rear bumper 125 and the engine 114 allows a "blow-off buffer" longitudinally located behind the engine and transmission. Subsequently, the multi-function unit 104 can be configured to protect the engine, and more importantly, the passenger cabin from impacts due to energy blasts.

[0047] Figure 2 This is a front perspective view of a multi-functional device 200 used for exhaust noise suppression and energy absorption. As indicated by the "lateral axis Y" marking on the surface of the device 200, the longer side of the device 200 can be positioned such that the device 200 is "clamped" between the rear bumper 125 and the engine 114 (e.g., Figure 1A -D (as shown). As described above, in other embodiments, the multi-functional device 200 can be configured to be positioned in different locations and orientations within the vehicle, such as another location with impact buffer requirements, provided that the device 200 can reasonably approach the exhaust path. In the case where the multi-functional device 200 is 3D printed, 3D printing of the device 200 allows for the addition of complex geometries around and inside the structure without the expensive and labor-intensive limitations associated with more traditional subtractive manufacturing techniques such as machining or extrusion molding.

[0048] Furthermore, in various embodiments, the multifunctional device includes a plurality of powder removal holes 202. The powder removal holes 202 can be 3D printed together with the original multifunctional device 200. After 3D printing, in various types of printing including powder bed melting, loose powder may remain in the hollow chambers of the device 200. The powder removal holes 202 are configured to allow the manufacturer to remove the loose powder from inside the multifunctional device 200 (via suction or other means). One or more powder removal holes 202 can be used in each chamber of the device 200 that may contain residual powder. After the residual powder is vacuumed out or otherwise removed, the powder removal holes 202 can subsequently be welded closed or otherwise sealed via suitable adhesives or other means.

[0049] Still referencing Figure 2The multi-function device 200 may include a housing 210 that surrounds most of the multi-function device 200. The housing 210 may be manufactured thicker or may include additional walls (see below) to protect the multi-function device 200 and help confine exhaust heat and noise within the multi-function device 200. The device 200 includes a front wall 219 that generally faces the front of the vehicle. The vertical positioning of the device 200 may depend in part on the predicted direction of the maximum force due to a rear-end impact or on one or more identifying planes. The front wall 219 may face the engine.

[0050] The multi-functional device 200 also includes an end portion 258 that can be aligned along the axis 271 of the crash beam, although the device 200 does not need to actually contact the crash beam. As shown in these embodiments, each end portion 258 may include a recess 262 in which a mounting feature 204 can be incorporated to mount the device 200 onto a stable structure within the vehicle. Therefore, with Figure 1C Unlike embodiments where the midsuspension mount is positioned on top of the multi-functional device 200, in these embodiments, the mounting feature 204 may additionally or alternatively be included on the end 258 to adequately secure the device 200 in place. As described above, in some embodiments, it is desirable to at least partially isolate the multi-functional device 200 from the chassis, thereby preventing all received forces from impacts from being transmitted to the chassis. Therefore, in various embodiments, the device may be mounted on a clamp, a rod, or other structure independent of the chassis.

[0051] Continue to refer to Figure 2 The front wall 219 may face the front of the vehicle 296, with the device 200 adjacent to the rear portion of the engine. An exhaust pipe or manifold (not shown) may be used to reliably connect the exhaust outlet at the engine to the inlet pipe(s) 208, similar to that in a conventional muffler. In some embodiments, the exhaust pipe may be welded to the inlet pipe 208. In other embodiments, adhesives designed to withstand high temperatures may be used to connect the pipes. In other embodiments, any number of mechanical fasteners (threaded fittings, nuts, bolts, etc.) may be used to implement the connection.

[0052] Facing the rear of vehicle 298, two outlet pipes 206 are visible, complementing the inlet pipe 208 on the "canopy-like" upper portion 227 of the multi-function device 200. An additional set of exhaust pipes (not shown) can be attached to the outlet pipes 206 in the same manner as the inlet pipes 208 are attached to their corresponding components. In this embodiment, the outlet pipes 206, advantageously facing the rear of the vehicle, can easily expel residual noise-suppressed exhaust gases from the rear of the vehicle.

[0053] Other embodiments, such as trucks, trains, and large transport vehicles, may use different positioning technologies than those described above for multi-functional devices, and these positioning technologies are ideal for large vehicles, all without departing from the spirit and scope of the teachings herein.

[0054] Still referencing Figure 2 The upper portion 227 may show a reinforcing rib 266, which may be an extension of the inner wall of the device 200.

[0055] Typically, for a device 200 used as a crash protection structure, the device should include a structure designed to wrinkle in a controlled manner in response to a collision to absorb the received kinetic energy. For successful energy absorption, the impact structure must be able to "do work" on the crash protection structure, which is the product of the force and distance along the impact direction. For these reasons, structures extending perpendicular to the impact direction (e.g., in a rearward collision), such as the front wall 219 of device 200, generally offer little benefit in a collision because the front wall 219 is positioned perpendicular to the longitudinal impact direction 190 (…). Figure 1C Therefore, the front wall does not provide distance for the received penetrating force. Thus, momentum simply continues forward along direction 190. However, for the same reason, the multi-functional device 200 ( Figure 2 The outer end portion 258, rear portion 285, and upper portion 227 of the multi-functional device 200 can be configured to actively contribute to overall controlled deformation in response to a rear impact event, since each of these external structures has a directional component along the rear impact direction 190. Therefore, these external structures can absorb varying amounts of kinetic energy generated by the impact, effectively reducing forward momentum toward the cabin. However, as described below, the internal region of the multi-functional device 200 is designed to provide most of the protection in response to a rear impact.

[0056] To ensure completeness, it should be noted that while the direction of a collision can be predicted with confidence based on statistical data, this is not always possible. For example, because the actual direction of the impact may not always be directly from the rear, the level of protection provided by different parts of the multi-functional device can vary in certain situations. For instance, a side impact (lateral impact) on a vehicle may cause the vertically constructed front wall 219 and upper portion 227 to wrinkle, thus potentially absorbing energy. This means that the front wall 219 and upper portion 227 would be very important in this case, while in the same situation, the end portion 258 and other parts would offer little protection against side impacts. However, vehicles typically have additional or different impact buffers designed to accommodate impacts from different directions, including those from the front and sides of the vehicle (along with other safety measures such as airbags, seat belts, etc.) to protect occupants.

[0057] Figure 3This is a side perspective view of the multi-function device 300 adjacent to the anti-collision beam. It should be understood that only a portion of the anti-collision beam 306 is visible in this view to avoid overly obscuring the concepts in the illustration. A second anti-collision beam direction 370 is shown on the other side of the device 300. As in the embodiment described above, the multi-function device 300 may include an inlet conduit 308 and a pair of outlet conduits 306; however, this configuration is exemplary, and different numbers and locations of inlet or outlet conduits are possible. In this embodiment, each end 358 includes multiple connecting features 367. The connecting features 367 may be used to suspend the multi-function device 300 or otherwise fix the position of the multi-function device 300 within an impact plane, such as adjacent to the rear bumper. The inlet conduit 308 also faces the front of the vehicle 396, directing engine exhaust gases directly to the inlet. The outlet conduits 306 are located on the opposite surface of the upper portion 327 and may point towards the rear of the vehicle 398. The illustrated embodiment also includes diagonal spacers on the surface of the housing 310. The diagonal spacers may be ribs 334. In some embodiments, rib 334 may correspond to an extension of the inner wall for energy absorption and noise suppression purposes. In other embodiments, rib 334 may simply be part of a reinforcing layer of the housing 310.

[0058] Figure 4 This is a cross-sectional view of the multi-functional device 400, showing the resonator volume 410 surrounding the inlet exhaust duct 408. For example, Figure 4 The diagram shows the resonator unit 410 and the double-walled heat shield 407 with a portion of the outer wall removed. In various embodiments, the outer wall of the double-walled heat shield 407 is configured to extend and conform to the outer surface of the inner wall, deviating only by an air gap. The double-walled heat shield 407 acts as a heat radiation shield to help protect external components from high exhaust temperatures. In various embodiments, an air gap may be included between the two outer walls. The air gap can serve as an insulation. To protect the entire device from radiating excessive heat, the double-walled heat shield 407 with the air gap may extend around most or all of the surface of the multi-functional device 400. The double-walled heat shield can isolate other components from heat radiation. This protection is particularly important in vehicles using components joined by adhesives. In these cases, it is important to protect the low-temperature structure from thermal stress from heat from the multi-functional device 400, which may also tend to soften nearby adhesives. In various embodiments, the air gap may allow ventilation near the exhaust outlet to remove excess heat. For example, in various embodiments, the air gap may include its own inlet and outlet ports to receive air and carry away heat radiation. Figure 4Multiple resonator walls 404 positioned along opposite sides of the structure are also shown. In this embodiment, the vertically aligned resonator walls 404 are not precisely aligned with the direction of the rear impact; instead, they are aligned at an angle of approximately 45° to the impact direction. This deviation from perfect alignment can be an engineering choice based on the dual requirement of the resonator walls 404 wrinkling in response to the impact and establishing a precise resonator unit 410. That is, the resonator walls 404 can have a dual function. The first function is to define the resonator volume 410 with other resonator walls 404 oriented in different ways. The resonator volume 410 is also referred to herein as a resonator unit. The resonator unit 410 is sized and shaped to lower it when a sound wave of a specific frequency enters the unit 410. The resonator unit 410 can also be configured to receive, combine, and cancel sound waves of a specific frequency. The second function of the resonator walls 404 is to deform controllably as a result of the impact. Multiple resonator walls 404 are present in both horizontal and vertical arrangements.

[0059] For example, such as Figure 4 As shown on the left, horizontal and vertical resonator walls 404 extending from the main body of device 400 also form resonator units 410, which can have different sizes and shapes to reduce different resonant frequencies of engine noise. In various embodiments, most (if not all) of the internal resonator wall 404 has at least some directional components along the impact axis, thus serving as part of the anti-collision structure as needed. Inlet exhaust gas can enter different resonator units 410 through one or more inlet holes 459, which can be holes in a portion of the inlet duct 404 that allow exhaust gas to enter the corresponding resonator unit 410. Therefore, the resonator units reduce engine noise. (For illustration) Figure 4 The outer wall or portion of the removed housing, as shown in the cross-sectional view, may intersect with the exposed resonator wall to form an additional resonator unit 410 adjacent to the surface of device 400. That is, the inner wall 404 may be connected to the outer wall 407 to form an additional unit 410 near the surface. Damped exhaust gas flowing through the unit is discharged from device 400 via outlet pipes(multiple) ducts 406.

[0060] exist Figure 4As can be seen, each horizontal and vertical resonator wall 404 of the device 400 has a directional component aligned with the predicted axis of the rear impact. For example, the right-side resonator wall 404 is aligned with the impact axis, albeit slightly inclined. Therefore, each resonator wall 404 can be carefully designed to have features including the required thickness to controllably wrinkle with the desired characteristics upon impact. Using CAD modeling and suitable optimization software, along with precise 3D printing, the resonator walls 404 can be modeled to provide the necessary wrinkling characteristics for the resonator unit 410 to muffle exhaust noise and for integration with the crash barrier structure. Furthermore, portions of the inlet duct 408 and outlet duct 406, as well as portions of the double-walled heat shield 407, have certain directional components that are at least partially aligned with the impact axis. Therefore, in some embodiments, the outer walls of the ducts 408, 406, and heat shield 407 can be modeled during the CAD process to contribute to the overall effectiveness of the crash barrier structure.

[0061] Figure 5 This is a front cross-sectional view of the multifunctional device, showing the inner wall that defines the volume of the resonator. Figure 5 Considered part of the multi-functional device 500, it is vertically cut from top to bottom along a portion of the inlet pipe 508 on the front side, thus the inner portion of the inlet pipe 508 is visible, while the outer portion of the inlet pipe 508 is close to the upper portion 527 of the device 500. From the illustrated perspective, the upper lip 527 of the inlet pipe 508 curves inward in the direction below the plane of the drawing, thereby exposing the inner surface of the inlet pipe 508 rather than its outer surface. Furthermore, in this view, the concentrated density of the resonator walls 504 is shown to increase from the rear portion 585 of the device 500 and move vertically upward to the upper portion 527. That is, the resonator walls 504 gradually approach each other from the bottom to the top of the device 500. A cross-section of the double-walled heat shield 507 can also be seen around the outer periphery of the multi-functional device 500. Multiple orifices are shown that allow exhaust gas from the inlet pipe 508 to flow through different resonator units 510 and finally out of the outlet pipe 506.

[0062] For reference Figure 4 The resonator wall 504 discussed can be carefully designed to define the resonator volume or unit 510 for reducing the desired frequency. Furthermore, in this embodiment, the horizontally positioned resonator wall 504 is closely aligned with the parallel direction of the rear impact. Some vertical resonator walls, such as 504a, are inclined inwards, thus appearing to be tilted at a maximum angle of approximately 45° with respect to the impact direction.

[0063] In various embodiments, the multifunctional device 500 is vertically positioned relative to the predicted impact axis, such that the denser portions of the horizontally arranged resonator walls 504 (i.e., the denser horizontal walls 504 closer to the upper portion 527) are directly aligned with the impact axis, while the denser, lower resonator walls 504 closer to the rear portion 585, although also aligned with the impact axis, are further away from the predicted direction than the denser portions of the resonator walls 504. In this way, the most densely concentrated resonator walls 504 are most closely aligned with the rear axis of the impact, making the crash barrier structure more effective in correctly predicted impact events, as the most densely concentrated walls 504 can be used to absorb impact energy more effectively.

[0064] The combination of functions in a device 500, such as a multi-functional device, advantageously eliminates the necessity of two structures and thus eliminates the mass that may exist in the vehicle.

[0065] Figure 6 This is a top sectional view of the multi-functional device 600. Figure 6 The top portion of the device is shown, with the upper section removed to expose the resonator wall 604. In this embodiment, the resonator wall 604 can be tilted approximately 45° from the impact direction. In embodiments where the multi-functional device is 3D printed, the resonator walls 604 can be oriented such that they require no support structure during 3D printing. This can be achieved by incorporating the 3D printing vector (i.e., the vector representing the orientation of the part relative to the print bed) when designing the multi-functional device. Cut-off sections of the inlet pipe 608 and outlet pipe 606 are visible. A double-walled heat shield 607 is also shown around the outer perimeter of the device 600. While the double-walled heat shield 607 serves to prevent harmful heat flow to external components, it also reduces noise from exhaust as gas moves through the resonator unit. The powder removal port 602 allows the manufacturer to remove loose powder particles immediately after the printing job.

[0066] Figure 7A -B are side perspective views of a portion of the adjacent crash beam before and after the impact event, respectively. Figure 7A Device 700A is shown, which is generally aligned with a portion of the crash beam 706A. Other details in this embodiment, such as the mounting of the device and the remainder of the exhaust system, are omitted for clarity.

[0067] Following a rear-end impact, the device 700B, together with the crash beam 706B, sown to deform in a controlled manner. The severity of the impact may be proportional to the amount of deformation. The cabin, and even the engine and transmission, likely absorbed a significant portion of the impact force, which was absorbed by the device 700B and the crash beam portion 706B.

[0068] Figure 8A -B are top views of the multi-functional device adjacent to the crash beam portion before and after a rear-side impact event, respectively. In this embodiment, the multi-functional device 800A is positioned to receive a rear-side impact; however, other embodiments (e.g., front vehicle crash protection structures) are also possible. According to a previous embodiment, the impact load direction 850 is shown as being on the right side of the device 800A. Therefore, Figure 8A -B shows the connection with Figure 7A -B is a similar view, but this time from the top. In the event of a rear-side collision, as shown, device 800A is typically aligned with a pair of bumper beams; for illustrative purposes, only a portion of one bumper beam 806A is shown here again. After the collision, device 800B deforms in the same way as bumper beam 806B, exhibiting the same deformation as... Figure 7A -B Similar damage levels and a range of consequences.

[0069] The above description is provided to enable those skilled in the art to practice the various aspects described herein. Various modifications to the exemplary embodiments presented throughout this disclosure will be clear to those skilled in the art. Therefore, the claims are not intended to be limited to the exemplary embodiments given throughout this disclosure, but are consistent with the full scope of the claims in accordance with the language of the claims. All structural and functional equivalents of the elements of the exemplary embodiments described throughout this disclosure are known to or will be known hereafter to those skilled in the art and are intended to be covered by the claims. Furthermore, the disclosure herein is not intended for the general public, whether or not such disclosure is expressly recited in the claims. Under the provisions of 35 USC §112(f) or similar laws in applicable jurisdiction, elements of the claims will not be interpreted unless the element is clearly stated using the phrase “device for…” or, in the case of a method claim, the element is stated using the phrase “step for…”.

Claims

1. A multi-functional device for a vehicle, comprising: A muffler comprising a body having a plurality of walls defining an array of resonator units arranged between an inlet duct and an outlet duct to suppress exhaust noise; The wall is configured to deform controllably during an impact event, and In this configuration, at least some walls are horizontally arranged within the main body, and are spaced further apart from the rear portion of the main body towards the upper portion of the main body, gradually becoming closer to each other.

2. The apparatus according to claim 1, wherein, The muffler comprises a chromium-nickel-iron alloy or titanium.

3. The apparatus according to claim 1, wherein, The muffler comprises a material configured to deform controllably at a temperature of at least 800 degrees Celsius.

4. The apparatus according to claim 1, wherein, The muffler was 3D printed.

5. The apparatus according to claim 4, wherein, The muffler includes multiple powder holes to allow loose powder to be removed from the hollow portion of the body after the muffler is 3D printed.

6. The apparatus of claim 4, further comprising a co-printed radiation shield surrounding the outer surface of the body and spaced apart from the outer surface by an air gap.

7. The apparatus according to claim 6, wherein, The radiation shield includes a wall shaped to conform to the body and configured to reduce the outflow of thermal radiation due to exhaust gases in the muffler.

8. The device of claim 1, wherein the device is configured to be positioned in the rear impact path of the vehicle.

9. The apparatus according to claim 1, wherein, The lateral axis of the main body is configured to be oriented between the two anti-collision beams and adjacent to the vehicle's rear bumper.

10. The apparatus according to claim 9, wherein, The longitudinal axis of the main body is further configured to be positioned between the engine and the rear bumper of the vehicle.

11. The apparatus of claim 9, further comprising a suspension structure coupled to the body and configured to suspend the muffler between two anti-collision beams near the rear bumper of the vehicle.

12. The apparatus according to claim 11, wherein, The suspension structure is further configured to isolate the muffler from the chassis of the vehicle.

13. The apparatus according to claim 1, wherein, At least some of the walls are configured to align with the directional axis of the rear impact event so that controlled deformation can increase energy absorption.

14. The apparatus according to claim 1, wherein, The wall is aligned at an angle of 0° to 45° (degrees) with the direction parallel to the predicted direction of the impact event.

15. The apparatus according to claim 1, wherein, The region of the main body having a directional component that is not perpendicular to the direction of the impact event is configured to deform controllably during the impact event.

16. The apparatus according to claim 15, wherein, The main body's area includes the rear wall and the side vertical walls.

17. The apparatus according to claim 1, wherein, A portion of at least one of the inlet pipe or the outlet pipe is configured to absorb energy through deformation during an impact event.

18. The apparatus according to claim 1, wherein, The wall and the resonator unit are oriented and sized to maximize (i) energy absorption during an impact event and (ii) vehicle noise suppression.

19. A multifunctional noise suppression and energy absorption structure for a vehicle, comprising: A silencer comprising a body, an inlet pipe, an outlet pipe, and multiple inner walls within the body, the inner walls defining an array of resonator units; The inner wall is configured to absorb energy through deformation during impact, and In this configuration, at least some walls are horizontally arranged within the main body, and are spaced further apart from the rear portion of the main body towards the upper portion of the main body, gradually becoming closer to each other.

20. The structure according to claim 19, wherein, The resonator unit is positioned between the inlet pipe and the outlet pipe to allow exhaust gas to flow therebetween.

21. The structure according to claim 19, wherein, The main body is configured to be longitudinally positioned between the vehicle's anti-collision beams to reduce the energy absorbed by the anti-collision beams during an impact.

22. The structure according to claim 19, wherein, The main body includes multiple outer walls, which are arranged to define an outer surface.

23. The structure according to claim 22, wherein, One or more of the outer walls are configured to deform controllably during impact.

24. The structure according to claim 22, wherein, At least a portion of the inlet and outlet pipes are configured to deform controllably during impact.

25. The structure of claim 22, further comprising a suspension structure coupled to the body and configured to allow the muffler to be suspended between the rear bumper and the engine in the rear impact plane.

26. The structure according to claim 19, wherein, The silencer includes a material configured to absorb energy at a temperature of at least 1000°C during impact.

27. The structure according to claim 19, wherein, The muffler was 3D printed.

28. The structure according to claim 27, wherein, The muffler includes a plurality of powder holes configured to remove loose powder after the muffler is 3D printed.

29. The structure of claim 27, further comprising a radiation shielding cover co-printed on the outer surface of the body to form an air gap between the radiation shielding cover and the outer surface of the body.

30. The structure according to claim 19, wherein, At least some of the inner walls are configured to align with the predicted impact direction.

31. The structure according to claim 19, wherein, The inner wall is configured to form an angle with the predicted impact axis of no more than 45°.

32. A dual-function silencer, comprising: case; Inlet pipe; Export pipeline; as well as The resonator unit is defined by a plurality of inner walls located within the housing, the inner walls being configured to deform during an impact event, and at least some of the inner walls being horizontally disposed within the housing and spaced gradually closer to each other from the rear surface of the housing toward the upper surface of the housing.

33. The silencer according to claim 32, wherein, The lateral axis of the housing is configured to be positioned between the rear bumper beams so that the muffler can reduce the energy absorbed by the bumper beams and protect the vehicle's passenger compartment during an impact event.

34. The silencer according to claim 32, wherein: The inner wall is arranged along the horizontal direction of the housing and along the vertical direction of the housing to form at least a portion of the resonator unit; as well as As the housing moves from the rear surface to the upper surface, the horizontally arranged inner walls gradually approach each other, resulting in a denser concentration of walls and smaller resonator units near the upper surface.

35. The silencer according to claim 34, wherein, The upper surface of the housing is configured to be more closely aligned with the direction of the impact event than the rear surface.

36. The silencer according to claim 34, wherein, One or more of the inlet pipe, the outlet pipe, and the housing are configured to deform controllably during an impact event.

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