An exhaust system capable of improving the NVH performance of a whole vehicle

Abstract

The application discloses an exhaust system capable of improving the NVH performance of a whole vehicle and relates to the technical field of automobile exhaust systems.The exhaust system comprises a vehicle body and an exhaust pipe, the exhaust pipe is suspended at the chassis of the vehicle body, the outer wall of the tail end of the exhaust pipe is provided with a sleeve matched with the tail end of the exhaust pipe in rotation, the "adaptive noise reduction" concept implemented in the application can "neutralize" the change amount of sound within a time period, that is, the amount of sound change with the accelerator is reduced, different noises emitted by the accelerator change are made to be close to each other as much as possible, so that the discomfort of the driver and the passenger caused by the frequent change of sound with the accelerator is avoided, the vibration effect of the exhaust system fed back to the vehicle body is weakened (the vibration of the vehicle body caused by the exhaust system is mainly caused by the resonance between the gas vibration caused by the exhaust and the vehicle body, when the noise is reduced and "flexible", the vibration effect of the exhaust system fed back to the vehicle body is also reduced), and the effect of improving the NVH performance of the whole vehicle is achieved.

Description

Technical Field

[0001] This invention relates to the field of automotive exhaust system technology, specifically an exhaust system that can improve the NVH performance of a vehicle. Background Technology

[0002] NVH performance refers to noise, vibration, and acoustic roughness, and is a comprehensive issue that measures the quality of automobile manufacturing. It provides the most direct and superficial experience for car users. NVH issues are a major concern for major international automotive manufacturers and parts suppliers. Statistics show that approximately one-third of vehicle malfunctions are related to NVH problems. For internal combustion engine vehicles, the exhaust system has always been a key area for optimization in terms of overall NVH performance.

[0003] The exhaust system is generally connected to the vehicle body via flexible rubber components, and the front end is connected to the engine via vibration isolation measures such as flexible joints. The entire vehicle exhaust system mainly consists of three parts: a three-way catalytic converter, a muffler, and an exhaust pipe. The vibration of the exhaust system itself is mainly caused by two excitations: first, the engine vibration is transmitted to the exhaust system. Although this excitation is isolated by vibration isolation measures such as flexible joints, a considerable portion is still transmitted to the exhaust system, especially when the engine undergoes large displacements; second, it is caused by gas impact and pulses within the exhaust system. This is related to the exhaust pipe structure and the order characteristics of engine ignition. In general, the vibration problem of the exhaust system can be optimized along the transmission path through various methods, but it cannot be completely eliminated.

[0004] Before a car leaves the factory, through various research and development and matching experiments, the coordination between the vehicle components and various systems will generally reach the best NVH performance state of that brand of car. Including the two excitation parts mentioned above (1. engine vibration; 2. exhaust noise), the car has basically reached the best NVH performance state of the whole vehicle. Simply put, the car leaving the factory has basically reached the most comfortable driving and riding state (vibration and noise) for that car brand. Therefore, for the optimization of the car exhaust system of this invention, there is a premise: that is, it cannot affect the state of the whole vehicle when it leaves the factory.

[0005] Problem-solving approach:

[0006] As mentioned above, although under normal circumstances, a car's factory settings already achieve optimal NVH performance, this performance can be disrupted under certain special circumstances, leading to a decrease in ride comfort. For example, when the driver accelerates suddenly, the intake air volume increases instantaneously, and the engine works rapidly, causing the exhaust volume to increase in a short period. However, the exhaust volume per unit time is limited. Therefore, when high-temperature, high-pressure gas rushes out of the exhaust pipe with its limited displacement, it produces a kind of gas "burst" noise. Moreover, as is well known, sound travels through the air by air vibration. At the moment of the gas "burst" in the exhaust pipe, the gas inside and outside the exhaust pipe vibrates at high speed. This causes resonance between the exhaust pipe and the chassis, which is one of the main reasons why passengers sometimes feel a noticeable shaking and increased noise when the accelerator is suddenly pressed. (There are two reasons for the noise: 1. The decibel level is too high, exceeding the decibel level that is comfortable for the human ear; 2. The sound of different frequencies is relatively chaotic. If the sound frequencies are similar, the sound is more pleasant to the ear. If the sound frequencies are chaotic, it will give people an uncomfortable feeling. Under normal driving conditions, the exhaust pipe's airflow is relatively smooth, and the noise is not strong. However, when the accelerator is suddenly pressed, the noise will increase significantly. This is mainly because when the accelerator is changed, the exhaust volume undergoes a large frequency change in a short period of time, resulting in a large difference in sound frequency.)

[0007] To address the aforementioned issues, there is an urgent need for innovative designs based on existing automotive exhaust systems. Summary of the Invention

[0008] This invention addresses the problem of overly simplistic solutions in existing technologies by providing a significantly different approach. Specifically, the invention aims to provide an exhaust system that enhances the overall NVH (Noise, Vibration, and Harshness) performance of a vehicle. While, under normal circumstances, factory-configured vehicles achieve optimal NVH performance, this can be disrupted under certain conditions, leading to reduced ride comfort. For example, when a driver accelerates suddenly, the intake volume increases instantaneously, causing the engine to work rapidly and the exhaust volume to rise rapidly as well. However, the exhaust volume per unit time is limited. Therefore, when high-temperature, high-pressure gas bursts out of the limited-volume exhaust pipe, it generates a burst of noise. Furthermore, as is well known, sound propagates through air via vibration. At the moment of this burst, the gas inside and outside the exhaust pipe vibrates at high speed, causing resonance between the exhaust pipe and the vehicle chassis. This is one of the main reasons why passengers often experience noticeable vehicle vibration and increased noise when accelerating suddenly.

[0009] To achieve the above objectives, the present invention provides the following technical solution: an exhaust system that can improve the NVH performance of a vehicle, comprising a vehicle body and an exhaust pipe, wherein the exhaust pipe is suspended at the chassis of the vehicle body, and a sleeve that rotates and matches the exhaust pipe is fitted on the outer wall of the exhaust pipe end; three sets of telescopic plates, each passing through the exhaust pipe through a sealing ring, are arranged at equal angles inside the exhaust pipe; a high-temperature and high-pressure exhaust gas self-test triggering mechanism is connected to the inner end of the telescopic plate inside the exhaust pipe; a rotation adjustment transmission assembly is installed between the outer end of the telescopic plate outside the exhaust pipe and the sleeve; three sets of rectifier plates for rectifying and guiding the exhaust gas are hinged at equal angles on the outer side of the sleeve; an exhaust noise treatment mechanism is provided between the rectifier plate and the sleeve; and an adaptive angle adjustment assembly is installed between the rectifier plate and the exhaust pipe.

[0010] Bearing balls are distributed at equal angles between the sleeve and the exhaust pipe, and the inner wall of the sleeve and the outer wall of the exhaust pipe are combined to form an annular groove that can accommodate the rolling of the bearing balls, and the bearing balls are symmetrically arranged about the central axis of the sleeve.

[0011] Preferably, the high-temperature and high-pressure exhaust gas self-test triggering mechanism includes a baffle plate, a first slide groove, a first slide rod, a constant pressure chamber, a piston plate, a second slide rod, a connecting plate, a second slide groove, a heat-conducting metal rod, and a metal guide plate. The baffle plate is hinged at equal angles inside the exhaust pipe. A first slide groove is formed at the end of the baffle plate, and one end of a first slide rod is slidably disposed inside the first slide groove. The other end of the first slide rod is hinged to the inner end of a telescopic plate. A constant pressure chamber is fixed to the inner wall of the exhaust pipe on the side of the baffle plate, and a piston plate is slidably disposed through the constant pressure chamber via a sealing ring. A connecting plate is fixed to the side of the baffle plate, and a second slide groove is formed inside the connecting plate. One end of a second slide rod is slidably disposed inside the second slide groove, and the other end of the second slide rod is hinged to the outer end of the piston plate. Heat-conducting metal rods are equidistantly disposed inside the constant pressure chamber, and a metal guide plate is fixedly disposed at the outer end of the heat-conducting metal rod.

[0012] Preferably, the outer wall of the piston plate is wound with a first spring, one end of the first spring is welded to the end of the piston plate, and the other end of the first spring is fixed to the inner wall of the constant pressure chamber. The metal guide plate and the connecting plate are both provided with an arc-shaped outer surface that has a guiding function.

[0013] Preferably, the rotary adjustment transmission assembly includes a collar, a stop block, a first limiting groove, and a first limiting rod. The outer wall of the exhaust pipe is fitted with a collar, and the outer wall of the exhaust pipe is fixed with a stop block at equal angles. The outer wall of the inner side of the collar is provided with an arc-shaped groove adapted to the stop block at equal angles, and the stop block is slidably disposed inside the arc-shaped groove. Three sets of eccentric arc-shaped first limiting grooves are provided at equal angles on one side of the collar, and one end of the first limiting rod is slidably disposed inside the first limiting groove. The other end of the first limiting rod is hinged to one side of the outer end of the telescopic plate. The collar and the sleeve are fixedly connected.

[0014] Preferably, the exhaust noise treatment mechanism includes an inner exhaust groove, an outer exhaust groove, a spoiler, and a rotating plate. The exhaust pipe has three sets of inner exhaust grooves at equal angles in the same cross section, and the sleeve has three sets of outer exhaust grooves at equal angles in the same cross section. The three sets of inner exhaust grooves and the three sets of outer exhaust grooves are angularly offset in the same cross section. The sleeve has three sets of spoilers hinged at equal angles in the same cross section, and the three sets of spoilers correspond to the three sets of outer exhaust grooves in the same cross section. The side of the spoiler away from the sleeve is hinged to one end of the rotating plate, and the other end of the rotating plate is hinged to the outer wall of the inner side of the rectifier plate.

[0015] Preferably, the inner and outer exhaust channels are both triangularly arranged with opposite triangular directions, and the spoilers are arranged at equal intervals on the inner side of the rectifier plate with increasing angles between them and the sleeve.

[0016] Preferably, the adaptive angle adjustment assembly includes a guide groove, a fixing ring, a guide rod, a lifting rod, a fixing plate, a fixing block, a second limiting rod, and a second limiting groove. The outer wall of the exhaust pipe end is fixed with a fixing ring. The end of the rectifier plate is provided with a guide groove, and one end of the guide rod is slidably disposed inside the guide groove. The other end of the guide rod is hinged to a lifting rod. The outer wall of the sleeve is fixed with a fixing plate, and a fixing block is installed on the side of the fixing plate. The lifting rod slides through the fixing block. One side of the fixing ring is provided with a second limiting groove, and one end of the second limiting rod is slidably disposed inside the second limiting groove. The other end of the second limiting rod is hinged to the side of the lifting rod.

[0017] Preferably, the lower end of the lifting rod is welded with one end of the second spring, and the other end of the second spring is fixed to the outer wall of the sleeve. The second limiting groove is an eccentric arc setting and three sets are evenly distributed on one side of the sleeve.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] Under normal driving conditions, the adaptive exhaust noise reduction and vibration damping function of this invention will not be triggered. However, once the driver accelerates suddenly or the car travels at high speed for an extended period, causing high-temperature, high-pressure exhaust gas to be emitted from the exhaust pipe for a short period, the adaptive exhaust noise reduction and vibration damping function will be triggered quickly. This is achieved by an automatic detection mechanism that triggers the high-temperature, high-pressure exhaust gas self-test, causing the sleeve to rotate adaptively. An adaptive staggered exhaust channel is provided between the sleeve and the exhaust pipe, and a fairing is installed on the outer side of each of the three exhaust channels. Multiple spoilers on the inner side of each fairing maintain an angle that increases from left to right. This is primarily because the exhaust pipe emits high-temperature, high-pressure exhaust gas from left to right; therefore, the multiple exhaust channels (outer exhaust channel and inner exhaust channel) from left to right on the exhaust pipe... There is a pressure difference in the exhaust channels, and the exhaust pressure gradually decreases from left to right. Therefore, the exhaust gas velocity is relatively fastest in the leftmost exhaust channel and relatively slowest in the rightmost exhaust channel. The spoiler on the outside of the leftmost exhaust channel is closest to the sleeve, while the spoiler on the outside of the rightmost exhaust channel is furthest from the sleeve. This means that the spoiler on the leftmost channel, with the angle closest to the sleeve surface, has the greatest obstruction and turbulence effect on the exhaust gas, while the spoiler on the rightmost channel, with the angle furthest from the sleeve surface, has the least obstruction and turbulence effect. Therefore, this incremental angle change balances the gas output from each exhaust channel. Simply put, the higher the air pressure, the greater the effect of the spoiler on the exhaust gas. The turbulence effect of the gas increases when it increases and decreases when it decreases. The ultimate effect is to equalize the gas exiting from each exhaust channel, ensuring that the gas exiting from each channel is transmitted to the diffuser plate at a similar rate and exits from left to right. The overall goal is to balance the different frequencies of noise generated by the exhaust, making the various noise frequencies similar. This not only reduces noise but also balances different frequencies, preventing noise chaos from further causing discomfort to the driver and passengers. Moreover, as the exhaust volume increases, the three main diffuser plates gradually tighten, even as the diffuser angle gradually decreases, further "wrapping" the exhaust noise, achieving an "adaptive noise reduction" effect. Compared to traditional single noise reduction effects, "adaptive noise reduction"... The concept is to further balance different frequency noises over a period of time. (Even when accelerating hard, there are differences in the force applied to the accelerator and the displacement of the engine. Therefore, even with traditional noise reduction, only overall noise reduction (lowering the overall decibel level) can be achieved, but the noise cannot be eliminated. The effect of noise reduction is still that the sound fluctuates with the accelerator. Repeated changes in sound with the accelerator can cause discomfort to the driver and passengers. The "adaptive noise reduction" concept implemented in this invention can "neutralize" the amount of sound variation over a period of time, that is, reduce the amount of sound variation with the accelerator, and try to make the different noises emitted by the accelerator change "closer" to similar frequencies, thereby avoiding discomfort to the driver and passengers caused by frequent changes in sound with the accelerator.)This also reduces the vibration feedback from the exhaust system to the vehicle body (the vibration caused by the exhaust system is mainly due to the resonance between the exhaust gas and the vehicle body; when the noise is reduced and "smoother," the vibration feedback from the exhaust system to the vehicle body will also decrease accordingly), thereby improving the overall NVH performance of the vehicle. Attached Figure Description

[0020] Figure 1 This is a top view cross-sectional structural diagram of the exhaust system in the automobile of the present invention;

[0021] Figure 2 This is a top view cross-sectional structural diagram of the present invention;

[0022] Figure 3 This is a top view of the installation structure of the present invention;

[0023] Figure 4 This is a schematic diagram of the distribution structure of the external exhaust channels of the present invention;

[0024] Figure 5 This is a schematic diagram of the distribution structure of the internal exhaust grooves of the present invention;

[0025] Figure 6 For the present invention Figure 2 A schematic diagram of the enlarged structure of the self-test triggering mechanism for medium-high temperature and high-pressure exhaust gas;

[0026] Figure 7 This is a side view sectional structural diagram of the inner and outer exhaust channels of the present invention;

[0027] Figure 8 This is a side view of the mounting structure of the collar of the present invention;

[0028] Figure 9 This is a side view of the mounting structure of the fixing ring of the present invention;

[0029] Figure 10 For the present invention Figure 2 Enlarged structural diagram at point A in the middle;

[0030] Figure 11 For the present invention Figure 2 Enlarged structural diagram at point B.

[0031] In the diagram: 1. Car body; 2. Exhaust pipe; 21. Internal exhaust channel; 22. Bearing ball; 3. Sleeve; 31. External exhaust channel; 4. Telescopic plate; 41. Baffle plate; 42. First slide groove; 43. First slide rod; 44. Constant pressure chamber; 45. Piston plate; 46. First spring; 47. Second slide rod; 48. Connecting plate; 49. Second slide groove; 410. Heat-conducting metal rod; 411. Metal guide plate; 5. Collar; 51. Stop block; 52. First limiting groove; 53. First limiting rod; 6. Straightening plate; 61. Spoiler plate; 62. Rotating plate; 63. Guide groove; 7. Fixing ring; 71. Guide rod; 72. Lifting rod; 73. Fixing plate; 74. Fixing block; 75. Second spring; 76. Second limiting rod; 77. Second limiting groove. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] Please see Figure 1-11 This invention provides a technical solution: an exhaust system that can improve the NVH performance of a vehicle, including a vehicle body 1 and an exhaust pipe 2. The exhaust pipe 2 is suspended on the chassis of the vehicle body 1, and a sleeve 3 that rotates and matches the outer wall of the end of the exhaust pipe 2 is sleeved thereon. Three sets of telescopic plates 4, each passing through the exhaust pipe 2 through a sealing ring, are arranged at equal angles inside the exhaust pipe 2. The inner end of the telescopic plate 4 inside the exhaust pipe 2 is connected to a high-temperature and high-pressure exhaust gas self-test triggering mechanism. A rotation adjustment transmission component is installed between the outer end of the telescopic plate 4 outside the exhaust pipe 2 and the sleeve 3. Three sets of rectifier plates 6 for rectifying and guiding the exhaust gas are hinged at equal angles on the outer side of the sleeve 3. An exhaust noise treatment mechanism is arranged between the rectifier plate 6 and the sleeve 3. An adaptive angle adjustment component is installed between the rectifier plate 6 and the exhaust pipe 2.

[0034] Bearing balls 22 are distributed at equal angles between the sleeve 3 and the exhaust pipe 2. The inner wall of the sleeve 3 and the outer wall of the exhaust pipe 2 are combined to form an annular groove that can accommodate the rolling of the bearing balls 22. The bearing balls 22 are symmetrically arranged about the central axis of the sleeve 3. The combination of the bearing balls 22 on both sides and the annular groove can allow the sleeve 3 to rotate smoothly outside the exhaust pipe 2, while also providing a limiting function to prevent the sleeve 3 from deviating.

[0035] The high-temperature and high-pressure exhaust gas self-test triggering mechanism includes a baffle plate 41, a first slide groove 42, a first slide rod 43, a constant pressure chamber 44, a piston plate 45, a second slide rod 47, a connecting plate 48, a second slide groove 49, a heat-conducting metal rod 410, and a metal guide plate 411. The baffle plate 41 is hinged at equal angles inside the exhaust pipe 2. A first slide groove 42 is provided at the end of the baffle plate 41, and one end of a first slide rod 43 is slidably disposed inside the first slide groove 42. The other end of the first slide rod 43 is hinged to the inner end of a telescopic plate 4. A constant pressure chamber 44, fixed to the inner wall of the exhaust pipe 2, is provided on the side of the baffle plate 41. A piston plate 45 is slidably disposed inside the constant pressure chamber 44 through a sealing ring. A connecting plate 48 is fixed to the side, and a second sliding groove 49 is opened inside the connecting plate 48. One end of a second sliding rod 47 is slidably arranged inside the second sliding groove 49, and the other end of the second sliding rod 47 is hinged to the outer end of the piston plate 45. A heat-conducting metal rod 410 is fixedly inserted through the constant pressure chamber 44 at equal intervals, and a metal guide plate 411 is fixedly arranged at the outer end of the heat-conducting metal rod 410. When the driver revs the engine, the high temperature and high pressure exhaust gas self-test triggering mechanism can realize the synchronous rotation and opening of the three sets of baffles 41 by the action of the instantaneously generated high temperature and high pressure gas. However, under normal conditions (normal driving), the three sets of baffles 41 remain stationary, so it will not affect the optimal NVH performance of the vehicle at the factory.

[0036] The outer wall of the piston plate 45 is wound with a first spring 46, one end of the first spring 46 is welded to the end of the piston plate 45, and the other end of the first spring 46 is fixed to the inner wall of the constant pressure chamber 44. The metal guide plate 411 and the connecting plate 48 are both provided with an arc-shaped outer surface with a guiding function.

[0037] The rotary adjustment transmission assembly includes a collar 5, a stop block 51, a first limiting groove 52, and a first limiting rod 53. The collar 5 is sleeved on the outer wall of the exhaust pipe 2, and the stop block 51 is fixed at equal angles on the outer wall of the exhaust pipe 2. The inner side of the collar 5 has an arc-shaped groove at equal angles that matches the stop block 51, and the stop block 51 is slidably disposed inside the arc-shaped groove. Three sets of eccentric arc-shaped first limiting grooves 52 are formed at equal angles on one side of the collar 5, and one end of the first limiting rod 53 is slidably disposed inside the first limiting groove 52. The other end of the first limiting rod 53 is hinged to one side of the outer end of the telescopic plate 4. The collar 5 and the sleeve 3 are fixedly connected. The rotary adjustment transmission assembly uses the rotation of the three sets of flow-blocking plates 41 to synchronously drive the three sets of telescopic plates 4 to extend and slide. Thus, the extension and sliding of the three sets of telescopic plates 4 synchronously acts on the three sets of first limiting grooves 52, thereby driving the collar 5 to rotate adaptively and driving the sleeve 3 to rotate adaptively outside the exhaust pipe 2.

[0038] The exhaust noise control mechanism includes an inner exhaust channel 21, an outer exhaust channel 31, a spoiler 61, and a rotating plate 62. Three sets of inner exhaust channels 21 are equally spaced within the same cross-section of the exhaust pipe 2, and three sets of outer exhaust channels 31 are equally spaced within the same cross-section of the sleeve 3. The three sets of inner exhaust channels 21 and the three sets of outer exhaust channels 31 are angularly offset within the same cross-section. Three sets of spoilers 61 are equally spaced within the same cross-section of the sleeve 3, and each set of spoilers 61 corresponds to one of the three sets of outer exhaust channels 31 within the same cross-section. The spoiler 61 is hinged to one end of the rotating plate 62 on the side away from the sleeve 3, and the other end of the rotating plate 62 is hinged to the outer wall of the inner side of the rectifier plate 6. When the sleeve 3 starts to rotate, the triangular tips of the outer and inner exhaust grooves 31 and the inner exhaust groove 21 in the same cross section will gradually overlap in space, so that the exhaust combination of multiple outer exhaust grooves 31 and inner exhaust grooves 21 opens synchronously. As the sleeve 3 rotates, the overlapping area of ​​the outer exhaust grooves 31 and the inner exhaust grooves 21 will gradually increase, thereby increasing the exhaust volume.

[0039] Both the inner exhaust slot 21 and the outer exhaust slot 31 are triangular in shape and the triangles are oriented in opposite directions. The spoilers 61 are arranged at equal intervals on the inner side of the rectifier plate 6 and the angle between them and the sleeve 3 increases progressively.

[0040] The adaptive angle adjustment assembly includes a guide groove 63, a fixing ring 7, a guide rod 71, a lifting rod 72, a fixing plate 73, a fixing block 74, a second limiting rod 76, and a second limiting groove 77. A fixing ring 7 is fixed to the outer wall of the exhaust pipe 2. A guide groove 63 is provided at the end of the rectifier plate 6, and one end of the guide rod 71 is slidably disposed inside the guide groove 63. The other end of the guide rod 71 is hinged to the lifting rod 72. A fixing plate 73 is fixed to the outer wall of the sleeve 3, and a fixing block 74 is installed on the side of the fixing plate 73. The lifting rod 72 slides through the fixing block 74. One end of the fixing ring 76... A second limiting groove 77 is provided on the side, and one end of a second limiting rod 76 is slidably disposed inside the second limiting groove 77. The other end of the second limiting rod 76 is hinged to the side of the lifting rod 72. When the sleeve 3 rotates adaptively outside the exhaust pipe 2, under the limiting and guiding action of the second limiting groove 77, the second limiting rod 76 will gradually pull down the rectifier plate 6, thereby causing the three sets of rectifier plates 6 to gradually tighten inward. That is, as the exhaust volume gradually increases, the rectifier plate 6 gradually tightens, further restricting the direction of airflow and causing the gas in each exhaust channel to be discharged from the same direction, thereby achieving the effect of reducing noise.

[0041] The lower end of the lifting rod 72 is welded with one end of the second spring 75, and the other end of the second spring 75 is fixed to the outer wall of the sleeve 3. The second limiting groove 77 is an eccentric arc setting and three sets are evenly distributed on one side of the sleeve 3.

[0042] Working principle: When using an exhaust system that can improve the NVH performance of the entire vehicle, it is important to first understand that before a car leaves the factory, through various research and development and matching experiments, the coordination between the vehicle components and systems generally reaches the optimal NVH performance state for that brand of vehicle. This includes the two excitation components mentioned above (1. engine vibration; 2. exhaust noise), which have basically reached the optimal NVH performance state of the entire vehicle. Simply put, the car leaving the factory has basically reached the most comfortable driving and riding state (vibration and noise) for that brand of vehicle. Under normal circumstances, the overall system state of the car after leaving the factory is the optimal NVH performance state for that brand of vehicle system. Improvements to the exhaust system should not affect the normal factory state of the car.

[0043] This invention can only be implemented when the driver accelerates hard or drives at high speed continuously. Under normal driving conditions, the mechanism of this invention will not be triggered, that is, it will not affect the optimal NVH performance of the vehicle under normal conditions. Example

[0044] When a driver revs the engine hard, the exhaust volume in the exhaust system increases rapidly in a short period of time, causing the engine displacement to increase rapidly in a short time. Figure 1 , Figure 2 , Figure 6 and Figure 8 As shown, the air pressure and temperature at the inner end of the exhaust pipe 2 will also increase rapidly. The rapid increase in temperature will be transmitted to the interior of the constant pressure chamber 44 through the metal guide plate 411 and the heat-conducting metal rod 410, thereby causing the air pressure inside the constant pressure chamber 44 to increase rapidly. The gradually increasing air pressure tends to push the piston plate 45 outward. Therefore, the piston plate 45 tends to push the second slide rod 47 obliquely. The second slide rod 47 tends to push the connecting plate 48 and the baffle plate 41 to rotate through the second slide groove 49.

[0045] At the same time, the rapidly emerging high-temperature, high-pressure exhaust gas directly acts on the three baffles 41 inside the exhaust pipe 2. Under the dual action of the outward pushing tendency of the piston plate 45, the static state of the three baffles 41 is quickly broken, causing them to rotate synchronously with their inner ends gradually moving away. As the three baffles 41 rotate, they exert an outward squeezing and pushing effect on the three first sliding rods 43 and the telescopic plate 4 through the three first sliding grooves 42, thus causing the three telescopic plates 4 to extend synchronously outward from inside the exhaust pipe 2. Meanwhile, as... Figure 8As shown, the three first limiting rods 53 that expand outward synchronously with the telescopic plate 4 will act synchronously on the arc-shaped edges of the three first limiting grooves 52. Since the three first limiting grooves 52 are eccentric arc-shaped with equal angles, after being synchronously squeezed outward, the three first limiting grooves 52 will tend to drive the collar 5 to rotate. When the force is sufficient, the three first limiting grooves 52 will synchronously drive the collar 5 to rotate counterclockwise adaptively.

[0046] Immediately afterwards, the counterclockwise rotating collar 5 will synchronously drive the sleeve 3 to rotate counterclockwise outside the exhaust pipe 2, as follows: Figure 4 , Figure 5 and Figure 7 As shown, when the sleeve 3 rotates counterclockwise, the three sets of external exhaust grooves 31 opened at equal angles in the same cross section of the sleeve 3 will gradually overlap with the three sets of internal exhaust grooves 21 on the outer wall of the exhaust pipe 2. As the rotation angle increases, the area of ​​spatial overlap also gradually increases, so that the multiple sets of exhaust channels (the combination of internal exhaust grooves 21 and external exhaust grooves 31 forms one exhaust channel) evenly distributed between the exhaust pipe 2 and the sleeve 3 also gradually increase. That is, the exhaust volume per unit time is also adaptively increased to meet the exhaust demand of the exhaust system when the throttle is revved.

[0047] At the same time, when sleeve 3 rotates counterclockwise, the three sets of rectifier plates 6 hinged to it will also rotate counterclockwise synchronously, such as Figure 2 , Figure 10 and Figure 11 As shown, when the three sets of rectifier plates 6 rotate counterclockwise synchronously, the sleeve 3 will synchronously drive the lifting rod 72, the fixing plate 73, the fixing block 74, and the second limit rod 76 to rotate counterclockwise, and as... Figure 9 As shown, since the fixing ring 7 is fixed to the outer wall of the exhaust pipe 2, when the three sets of second limiting rods 76 rotate counterclockwise simultaneously, the three sets of eccentrically arc-shaped second limiting grooves 77 will simultaneously limit and guide the three sets of second limiting rods 76 and guide the three sets of second limiting rods 76 towards the center of the cylinder. This causes the three sets of second limiting rods 76 to move closer to each other while rotating counterclockwise and simultaneously pull the three sets of lifting rods 72 and compress the three sets of second springs 75. At the same time, the three sets of lifting rods 72 will simultaneously pull the outer ends of the three sets of rectifier plates 6 inward through the cooperation of the three sets of guide rods 71 ​​and the three guide grooves 63, so that the three sets of rectifier plates 6 will simultaneously rotate gradually closer to the sleeve 3.

[0048] Meanwhile, when the three sets of rectifiers 6 synchronously rotate towards the sleeve 3, the rectifiers 6 will simultaneously generate a rotational pushing effect on the multiple sets of spoilers 61 through the multiple sets of rotating plates 62 set on the inner side. This causes the spoilers 61, which are evenly distributed on the outside of the sleeve 3, to rotate synchronously as they approach the sleeve 3. As can be clearly seen from the attached figure, each spoiler 61 corresponds to a combination of an external exhaust groove 31 and an internal exhaust groove 21. Moreover, the multiple spoilers 61 on the inner side of each rectifier 6 will still maintain an increasing angle while adaptively rotating. The specific function analysis is as follows:

[0049] The multiple spoilers 61 inside each rectifier 6 always maintain an angle that increases from left to right. The main reason is that, Figure 2The exhaust pipe 2 shown discharges high-temperature, high-pressure exhaust gas from left to right. Therefore, there is a pressure difference between the multiple exhaust channels (outer exhaust channel 31 and inner exhaust channel 21) of the exhaust pipe 2 from left to right, and the exhaust gas pressure gradually decreases from left to right. Thus, the exhaust gas velocity is relatively fastest in the leftmost exhaust channel and relatively slowest in the rightmost exhaust channel. The spoiler 61 on the outside of the leftmost exhaust channel is closest to the sleeve 3, while the spoiler 61 on the outside of the rightmost exhaust channel is furthest from the sleeve 3. Therefore, it can be understood that the spoiler 61 on the leftmost side, with the angle closest to the surface of the sleeve 3, affects the exhaust... The obstruction and turbulence effect of the exhaust gas in the exhaust channel is greatest, while the obstruction and turbulence effect of the baffle 61, which is furthest from the surface of the sleeve 3 on the rightmost side, is the least. Therefore, this incremental angle change is used to balance the gas discharged from each exhaust channel. Simply put, the higher the gas pressure, the greater the turbulence effect of the baffle 61 on the exhaust gas, and vice versa. The final effect is to balance the gas discharged from each exhaust channel, so that the gas discharged from each exhaust channel is transmitted to the radiator 6 with a similar speed and discharged from left to right. The overall goal is to balance the exhaust gas production. Different frequency noises are reduced and balanced, preventing noise chaos from causing further discomfort to the driver and passengers. As the exhaust volume increases, the three main airflow guide vanes 6 gradually tighten, and even as the flare angle gradually decreases, they can further "wrap" the exhaust noise, achieving an "adaptive noise reduction" effect. Compared with the traditional single noise reduction effect, the "adaptive noise reduction" concept plays a role in further balancing different frequency noises over a period of time. (Even with heavy acceleration, there are differences in the amount of accelerator pedal pressure and exhaust volume. Therefore, even with traditional noise reduction, only overall noise reduction (lowering the overall decibel level) can be achieved, but the noise cannot be eliminated. The effect of noise reduction is still that the sound fluctuates with the accelerator pedal, and the repeated changes in sound with the accelerator pedal will also cause discomfort to the driver and passengers. The "adaptive noise reduction" concept implemented in this invention can "neutralize" the amount of sound change over a period of time, that is, reduce the amount of sound change with the accelerator pedal, and try to make the different noises generated by the accelerator pedal change "closer" to similar frequencies, thereby avoiding discomfort to the driver and passengers caused by frequent changes in sound with the accelerator pedal.)

[0050] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An exhaust system that can improve the NVH performance of a vehicle, comprising a vehicle body (1) and an exhaust pipe (2), characterized in that: The exhaust pipe (2) is suspended at the chassis of the vehicle body (1), and the outer wall of the end of the exhaust pipe (2) is fitted with a sleeve (3) that rotates with it. The interior of the exhaust pipe (2) is provided with three sets of telescopic plates (4) that pass through the exhaust pipe (2) through sealing rings at equal angles. The inner end of the telescopic plate (4) located inside the exhaust pipe (2) is connected to a high temperature and high pressure exhaust gas self-test triggering mechanism. The outer end of the telescopic plate (4) located outside the exhaust pipe (2) is installed with a rotation adjustment transmission component between it and the sleeve (3). The outer side of the sleeve (3) is hinged with three sets of rectifier plates (6) for rectifying and guiding the exhaust gas at equal angles. An exhaust noise treatment mechanism is provided between the rectifier plate (6) and the sleeve (3). An adaptive angle adjustment component is installed between the rectifier plate (6) and the exhaust pipe (2). Bearing balls (22) are distributed at equal angles between the sleeve (3) and the exhaust pipe (2), and the inner wall of the sleeve (3) and the outer wall of the exhaust pipe (2) are provided with an annular groove that can accommodate the rolling of the bearing balls (22), and the bearing balls (22) are symmetrically arranged about the central axis of the sleeve (3). The high-temperature and high-pressure exhaust gas self-test triggering mechanism includes a baffle plate (41), a first slide groove (42), a first slide rod (43), a constant pressure chamber (44), a piston plate (45), a second slide rod (47), a connecting plate (48), a second slide groove (49), a heat-conducting metal rod (410), and a metal guide plate (411). The exhaust pipe (2) is internally hinged with a baffle plate (41) at equal angles. The end of the baffle plate (41) is provided with a first slide groove (42), and one end of a first slide rod (43) is slidably disposed inside the first slide groove (42). The other end of the first slide rod (43) is hinged to the inner end of a telescopic plate (4). The baffle plate (41)... A constant pressure chamber (44) is fixed to the inner wall of the exhaust pipe (2) on the side, and a piston plate (45) is slidably installed inside the constant pressure chamber (44) through a sealing ring. A connecting plate (48) is fixed to the side of the flow baffle (41), and a second sliding groove (49) is opened inside the connecting plate (48). One end of a second sliding rod (47) is slidably installed inside the second sliding groove (49), and the other end of the second sliding rod (47) is hinged to the outer end of the piston plate (45). A heat-conducting metal rod (410) is fixedly installed through the constant pressure chamber (44) at equal intervals, and a metal guide plate (411) is fixedly installed at the outer end of the heat-conducting metal rod (410). The rotary adjustment transmission assembly includes a collar (5), a stop block (51), a first limiting groove (52) and a first limiting rod (53). The outer wall of the exhaust pipe (2) is fitted with a collar (5). The outer wall of the exhaust pipe (2) is fixed with a stop block (51) at equal angles. The outer wall of the inner side of the collar (5) is provided with an arc-shaped groove adapted to the stop block (51) at equal angles. The stop block (51) is slidably disposed inside the arc-shaped groove. Three sets of eccentric arc-shaped first limiting grooves (52) are provided at equal angles on one side of the collar (5). One end of the first limiting rod (53) is slidably disposed inside the first limiting groove (52). The other end of the first limiting rod (53) is hinged to one side of the outer end of the telescopic plate (4). The collar (5) and the sleeve (3) are fixedly connected. The exhaust noise treatment mechanism includes an inner exhaust groove (21), an outer exhaust groove (31), a spoiler (61), and a rotating plate (62). The exhaust pipe (2) has three sets of inner exhaust grooves (21) at equal angles in the same cross section, and the sleeve (3) has three sets of outer exhaust grooves (31) at equal angles in the same cross section. The three sets of inner exhaust grooves (21) and the three sets of outer exhaust grooves (31) are angularly offset in the same cross section. The sleeve (3) has three sets of spoilers (61) at equal angles in the same cross section, and the three sets of spoilers (61) correspond to the three sets of outer exhaust grooves (31) in the same cross section. The side of the spoiler (61) away from the sleeve (3) is hinged to one end of the rotating plate (62), and the other end of the rotating plate (62) is hinged to the outer wall of the inner side of the rectifier plate (6). The adaptive angle adjustment assembly includes a guide groove (63), a fixing ring (7), a guide rod (71), a lifting rod (72), a fixing plate (73), a fixing block (74), a second limiting rod (76), and a second limiting groove (77). The outer wall of the exhaust pipe (2) is fixed with a fixing ring (7). The end of the rectifier plate (6) is provided with a guide groove (63). One end of the guide rod (71) is slidably arranged inside the guide groove (63). The other end of the guide rod (71) is hinged to the lifting rod (72). The outer wall of the sleeve (3) is fixed with a fixing plate (73). A fixing block (74) is installed on the side of the fixing plate (73). The lifting rod (72) slides through the fixing block (74). One side of the fixing ring (7) is provided with a second limiting groove (77). One end of the second limiting rod (76) is slidably arranged inside the second limiting groove (77). The other end of the second limiting rod (76) is hinged to the side of the lifting rod (72).

2. The exhaust system for improving the NVH performance of a vehicle according to claim 1, characterized in that: The outer wall of the piston plate (45) is wrapped with a first spring (46), and one end of the first spring (46) is welded to the end of the piston plate (45), and the other end of the first spring (46) is fixed to the inner wall of the constant pressure chamber (44). The metal guide plate (411) and the connecting plate (48) are both provided with an arc-shaped outer surface with a guiding function.

3. The exhaust system for improving the NVH performance of a vehicle according to claim 1, characterized in that: The inner exhaust groove (21) and the outer exhaust groove (31) are both triangular and opposite in direction. The spoiler (61) is arranged at equal intervals on the inner side of the rectifier plate (6) and the included angle between it and the sleeve (3) increases.

4. The exhaust system for improving the NVH performance of a vehicle according to claim 1, characterized in that: The lower end of the lifting rod (72) is welded with one end of the second spring (75), and the other end of the second spring (75) is fixed to the outer wall of the sleeve (3). The second limiting groove (77) is an eccentric arc setting and three sets are evenly distributed on one side of the sleeve (3).

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