Exhaust pressure relief valve, vehicle and exhaust control method

Abstract

The invention discloses an exhaust pressure release valve, a vehicle and an exhaust control method. The technical problem that in the prior art, an exhaust valve blade flaps a valve body to generate abnormal sound is solved. The exhaust pressure release valve comprises a pressure release valve body and a driving structure. The pressure release valve body is provided with a through pressure release channel. And the control blade is rotationally connected with the pressure release valve body. The driving structure comprises a driving piece, a rotating wheel, a shifting block and a control frame. The driving part is used for driving the rotating wheel to rotate along the axis. The shifting block and the rotating wheel are eccentrically arranged, the control frame is matched with the shifting block, when the rotating wheel rotates, the shifting block shifts the control frame to move, and the control frame is rotationally connected with the control blade. When the control frame moves, the control blades are driven to rotate, and the opening degree of the pressure relief channel is controlled. According to the exhaust pressure release valve, the angle of the control blade is controlled through the driving piece, the position of the control blade is stable and controllable, and the situation that the control blade flaps the pressure release valve body along with shaking of a vehicle body can be effectively avoided.

Description

Technical Field

[0001] The present application belongs to the technical field of pressure relief, and in particular relates to an exhaust pressure relief valve, a vehicle and an exhaust control method. Background Art

[0002] The automobile body exhaust pressure relief valve is an accessory used to exhaust air when the doors and back doors are closed, reducing air resistance in the car.

[0003] Traditional exhaust pressure relief valves are mostly passive. When closing the door or back door, the gas inside the car pushes the exhaust pressure relief valve to open and exhaust to reduce the air pressure inside the car. The exhaust effect is poor, and the air resistance when closing the door is obvious, which forms a dynamic interference with the force during the opening and closing of the door or back door, and cannot accurately quantify the force of the system under different working conditions. At the same time, the exhaust valve blades close by their own gravity, hitting the exhaust pressure relief valve body, which is easy to produce abnormal noise. Summary of the invention

[0004] In order to solve the above technical problems, the present application provides an exhaust pressure relief valve, a vehicle and an exhaust control method.

[0005] The technical solution adopted to achieve the purpose of this application is that, in a first aspect of this application, the present invention discloses an exhaust pressure relief valve, comprising:

[0006] A pressure relief valve body, wherein the pressure relief valve body is provided with a pressure relief channel;

[0007] A control blade, rotatably connected to the pressure relief valve body;

[0008] A driving structure, the driving structure comprising a driving member, a rotating wheel, a shifting block and a control frame, the driving member is in transmission connection with the rotating wheel, the shifting block is eccentrically arranged with the rotating wheel, the control frame cooperates with the shifting block, and the control frame is in rotation connection with the control blade;

[0009] When the driving member drives the rotating wheel to rotate, the shifting block can shift the control frame to move, so that the control frame drives the control blade to rotate, and the opening of the pressure relief channel is controlled by the control blade.

[0010] In some embodiments, the control blade is rotationally connected to the pressure relief valve body, and the control frame is rotationally connected to the first end of the control blade. When the control frame moves, the second end of the control blade is driven to rotate to control the opening size of the pressure relief channel.

[0011] In some embodiments, a connecting member is provided at the first end of the control blade, the first end of the connecting member is rotationally connected to the control blade, and the second end of the connecting member is rotationally matched with the control frame;

[0012] The control frame is provided with a strip hole, the second end of the connecting member is inserted into the strip hole, the diameter of the strip hole is greater than or equal to the diameter of the second end of the connecting member, and the length of the strip hole is less than or equal to the distance between the rotating shaft of the control blade and the end wall of the first end of the control blade.

[0013] In some embodiments, the cross section of the shift block is circular;

[0014] The control frame is provided with a clamping groove for cooperating with the shift block, the width of the clamping groove is equal to the diameter of the shift block, and the length of the clamping groove is greater than or equal to the diameter of the rotating circle where the shift block is located.

[0015] The technical solution adopted to achieve the purpose of the present application is that, in the second aspect of the present application, the present invention further discloses a vehicle, comprising a vehicle body and the exhaust pressure relief valve described in the first aspect, wherein the exhaust pressure relief valve is installed on the vehicle body.

[0016] The technical solution adopted to achieve the purpose of this application is that, in the third aspect of this application, the present invention also discloses an exhaust control method for a vehicle based on the first aspect, comprising the following steps:

[0017] Get the total traffic volume entering the car;

[0018] Determining the discharge flow rate required to be discharged by the exhaust pressure relief valve according to the total flow rate;

[0019] The driving structure is controlled according to the discharge flow rate to drive the control blade to rotate, so that the control blade controls the opening size of the pressure relief channel.

[0020] In some implementations, the step of obtaining the total amount of traffic entering the vehicle includes:

[0021] Obtaining the air flow rate entering the vehicle cabin through the air conditioning external circulation and the air flow rate entering the vehicle cabin through the rotation of the door or the back door;

[0022] The total flow rate is determined according to the air flow rate entering the vehicle cabin through the external circulation of the air conditioner and the air flow rate entering the vehicle cabin through the rotation of the door or the back door.

[0023] In some embodiments, the step of determining the discharge flow required to be discharged by the exhaust pressure relief valve according to the total flow rate includes:

[0024] Obtaining the flow rate of gas leakage from the vehicle cabin and the flow rate discharged by the exhaust pressure relief valve;

[0025] The discharge flow rate is determined according to the total flow rate, the cabin leakage gas flow rate, and the exhaust pressure relief valve discharge flow rate.

[0026] In some embodiments, the step of controlling the driving structure to drive the control blade to rotate according to the discharge flow rate so that the control blade controls the opening size of the pressure relief channel includes:

[0027] Obtaining the length of the control blade, the number of the control blades, the width of the control blade and the discharge flow rate;

[0028] Calculating the opening of the control blade according to the length of the control blade, the number of the control blades, the width of the control blade and the discharge flow rate;

[0029] The control blade is controlled to rotate the opening degree so that the pressure relief channel is opened to a corresponding size.

[0030] In some embodiments, the following steps are also included:

[0031] Obtaining the pressure data inside and outside the vehicle;

[0032] comparing the in-vehicle pressure data with the out-vehicle pressure data;

[0033] When the in-vehicle pressure data is less than the out-vehicle pressure data, the driving structure is controlled according to the in-vehicle pressure data and the out-vehicle pressure data to drive the control blade to rotate, so that the control blade controls the pressure relief channel to be opened or closed;

[0034] When the in-vehicle pressure data is greater than or equal to the out-vehicle pressure data, the driving structure is controlled according to the discharge flow rate, and the total flow rate and the discharge flow rate are calculated from the time when the in-vehicle pressure rises to be equal to the out-vehicle pressure.

[0035] It can be seen from the above technical scheme that the exhaust pressure relief valve disclosed in the present application includes a pressure relief valve body and a driving structure. The pressure relief valve body is provided with a through pressure relief channel. The control blade is mounted on the pressure relief valve body, and the control blade is rotationally connected to the pressure relief valve body through a rotating shaft. The driving structure includes a driving member, a rotating wheel, a shifting block and a control frame. The rotating wheel is drivingly connected to the driving member, and the driving member is used to drive the rotating wheel to rotate along its axis. The shifting block is eccentrically arranged with the rotating wheel, and the control frame cooperates with the shifting block. When the rotating wheel rotates, the shifting block shifts the control frame to move, and the control frame is rotationally connected with the control blade. When the control frame moves, the control blade is driven to rotate, and the size of the pressure relief channel opening is controlled.

[0036] The exhaust pressure relief valve disclosed in the present application utilizes a driving structure to control the angle of a control blade. The position of the control blade is stable and controllable, which can effectively prevent the control blade from hitting the pressure relief valve body due to the shaking of the vehicle body, thereby reducing the noise inside the vehicle, improving the riding comfort and the door closing sound quality, and reducing the door closing resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 Schematic diagram of an exhaust pressure relief valve in an embodiment of the present application;

[0038] Figure 2 This is a schematic diagram of the cooperation between the driving member and the rotating wheel in the embodiment of the present application;

[0039] Figure 3 It is a schematic front view of the rotating wheel and the control frame in the embodiment of the present application;

[0040] Figure 4 It is a side view schematic diagram of the rotating wheel and the control frame in the embodiment of the present application;

[0041] Figure 5 This is an exploded schematic diagram of the rotating wheel and the control frame in the embodiment of the present application;

[0042] Figure 6 This is a schematic diagram of the coordination between the driving structure and the control blade in the embodiment of the present application;

[0043] Figure 7 It is a side cross-sectional schematic diagram of the exhaust pressure relief valve in the embodiment of the present application.

[0044] Description of reference numerals:

[0045] 100-pressure relief valve body, 110-pressure relief channel, 120-protrusion, 200-control blade, 210-connecting piece, 300-driving structure, 310-driving piece, 320-rotating wheel, 330-shift block, 331-connecting section, 332-limiting section, 340-control frame, 341-clamping groove, 342-strip hole. DETAILED DESCRIPTION

[0046] In order to make the technical personnel in the technical field to which the present application belongs to understand the present application more clearly, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0047] In addition, the present application may repeat reference numbers and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not in itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides various specific examples of processes and materials, but those of ordinary skill in the art may recognize the application of other processes and / or the use of other materials.

[0048] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0049] Existing exhaust valve blades are prone to slap against the valve body and produce abnormal noise when closing due to their own gravity. The embodiment of the present invention discloses an exhaust pressure relief valve, a vehicle and an exhaust control method, which aims to achieve balanced regulation of the air pressure in the vehicle by accurately controlling the opening of the exhaust pressure relief valve, thereby improving the quality of opening and closing the door or back door and reducing the noise in the vehicle.

[0050] The technical solution of the present application is described in detail below through specific embodiments:

[0051] See also Figure 1 , Figure 2 and Figure 3 In the first aspect of the present application, an exhaust pressure relief valve is provided, which includes a pressure relief valve body 100, a control blade 200 and a driving structure 300. The pressure relief valve body 100 is provided with a through pressure relief channel 110. The control blade 200 is mounted on the pressure relief valve body 100, and the control blade 200 is rotatably connected to the pressure relief valve body 100 through a rotating shaft. The driving structure 300 includes a driving member 310, a rotating wheel 320, a shifting block 330 and a control frame 340. The rotating wheel 320 is drivingly connected to the driving member 310, and the driving member 310 is used to drive the rotating wheel 320 to rotate along its axis. The shifting block 330 is eccentrically arranged with the rotating wheel 320, the control frame 340 cooperates with the shifting block 330, and the control frame 340 is slidably connected with the pressure relief valve body 100. When the rotating wheel 320 rotates, the shifting block 330 shifts the control frame 340 to move, and the control frame 340 is rotatably connected with the control blade 200. When the control frame 340 moves, the control blade 200 is driven to rotate, and the opening size of the pressure relief channel 110 is controlled.

[0052] The driving member 310 in the driving structure 300 drives the rotating wheel 320 to rotate, and the shifting block 330 moves with the rotation of the rotating wheel 320, and then shifts the control frame 340. Since the control frame 340 is rotatably connected with the control blade 200, the movement of the control frame 340 can accurately drive the control blade 200 to rotate, thereby realizing fine adjustment of the opening size of the pressure relief channel 110. Since the driving structure 300 directly acts on the control blade 200, and the cooperation of the shifting block 330 and the control frame 340 realizes rapid mechanical transmission, the control blade 200 can respond quickly when the size of the pressure relief channel 110 needs to be adjusted.

[0053] In some embodiments, the cross-section of the pressure relief valve body 100 is rectangular, and the rotation axis of the control blade 200 is arranged along the width direction of the pressure relief valve body 100. The design of the pressure relief valve body 100 with a rectangular cross-section allows the fluid to be more evenly distributed when passing through the pressure relief channel 110, reducing the impact and vortex phenomenon of the fluid on the inside of the valve body. This design helps to reduce fluid resistance and improve the flow efficiency of the fluid, thereby optimizing the fluid dynamics performance of the pressure relief valve. The rotation axis of the control blade 200 is arranged along the width direction of the pressure relief valve, so that the control blade 200 can more accurately adjust the opening size of the pressure relief channel 110 when rotating. Compared with the circular pressure relief channel 110, the rectangular pressure relief channel 110 helps to achieve precise control of the fluid discharge amount, thereby meeting different working pressure and flow requirements.

[0054] In this embodiment, Figure 1 The lateral direction in the figure is the width direction of the pressure relief valve body 100. Figure 1 The vertical direction is the length direction of the pressure relief valve body 100. Figure 1 The direction perpendicular to the paper surface is the thickness direction of the pressure relief valve body 100 .

[0055] In some embodiments, the middle part of the control blade 200 (not specifically the center position, but the area between the first end and the second end, which is only different from the end) is rotatably connected to the pressure relief valve body 100, and the control frame 340 is rotatably connected to the first end of the control blade 200. When the control frame 340 moves, it drives the second end of the control blade 200 to rotate to control the opening size of the pressure relief channel 110. When the control frame 340 moves under the action of the driving structure 300, it can effectively drive the second end of the control blade 200 to rotate through the rotation connection with the first end of the control blade 200. This design enables the control blade 200 to rotate with a relatively fixed center point (i.e., the middle rotation connection point), thereby realizing precise adjustment of the opening size of the pressure relief channel 110. By adjusting the rotation angle of the control blade 200, the discharge rate and discharge amount of the gas can be very finely controlled.

[0056] Rotating the middle part of the control blade 200 to the pressure relief valve body 100 can ensure that the control blade 200 maintains a stable mechanical balance during rotation. This design reduces the vibration and stress concentration caused by rotation, thereby improving the structural stability and durability of the entire exhaust pressure relief valve. By precisely controlling the rotation angle of the control blade 200, the flow characteristics of the gas can be optimized. For example, when a large amount of gas needs to be discharged quickly, the rotation angle of the control blade 200 can be increased to expand the opening of the pressure relief channel 110; and when a small amount of gas needs to be released slowly, the rotation angle of the control blade 200 can be reduced to reduce the opening of the pressure relief channel 110.

[0057] See also Figure 1 and Figure 7 In some embodiments, a protrusion 120 is provided on the pressure relief valve body 100, and the second end of the control blade 200 abuts against the protrusion 120 to achieve the closure of the pressure relief channel 110. The provision of the protrusion 120 enables the control blade 200 to fit more closely on the surface of the pressure relief valve body 100 when closing the pressure relief channel 110, thereby reducing the possibility of leakage. This design helps to improve the sealing performance of the pressure relief valve and ensure that the fluid can be effectively prevented from passing when the pressure relief channel 110 needs to be closed. The shape and position of the protrusion 120 can be carefully designed to optimize the flow characteristics of the fluid inside the pressure relief valve. For example, by adjusting the height and shape of the protrusion 120, the turbulence and eddy phenomenon of the fluid in the closed state can be reduced, thereby reducing the fluid resistance and improving the fluid dynamics performance of the pressure relief valve.

[0058] See also Figure 1 In some embodiments, a plurality of control blades 200 are provided, and the plurality of control blades 200 are sequentially arranged along the length direction of the pressure relief valve body 100, and a corresponding protrusion 120 is provided below each control blade 200 for cooperating with the control blade 200. The provision of the protrusion 120 can also prevent the airflows discharged from the control blades 200 from interfering with each other.

[0059] Correspondingly, the control frame 340 is also provided with a plurality of positions for connecting with the control blades 200, and the plurality of connection positions are provided in one-to-one correspondence with the plurality of control blades 200. When the control frame 340 moves relative to the pressure relief valve body 100, the plurality of control blades 200 can be driven to rotate simultaneously to achieve synchronous control of the plurality of control blades 200, thereby making it easier to control the opening and closing size of the entire pressure relief channel 110.

[0060] See also Figure 1 and Figure 6 In some embodiments, a connecting member 210 is provided at the first end of the control blade 200, the first end of the connecting member 210 is rotatably connected to the control blade 200, and the second end of the connecting member 210 is rotatably matched with the control frame 340. A strip hole 342 is provided on the control frame 340, and the second end of the connecting member 210 is inserted into the strip hole 342. The diameter of the strip hole 342 is greater than or equal to the diameter of the second end of the connecting member 210, and the length of the strip hole 342 is less than or equal to the distance between the rotation axis of the control blade 200 and the end wall of the first end of the control blade 200.

[0061] Since the width of the control blade 200 along the direction perpendicular to its rotation axis will change when it rotates, the strip hole 342 can be provided to adapt to the width change, thereby ensuring that the control blade 200 can rotate smoothly. The design of the strip hole 342 provides a clear rotation path for the second end of the connecting member 210. Since the diameter of the strip hole 342 is greater than or equal to the diameter of the second end of the connecting member 210, it is ensured that the connecting member 210 can rotate smoothly in the strip hole 342 without being hindered by excessive friction. In addition, the length of the strip hole 342 is less than or equal to the distance between the rotation axis of the control blade 200 and the end wall of the first end of the control blade 200. This design plays a limiting role, preventing the control blade 200 from excessive deflection during the rotation process, and ensuring the accuracy of adjustment and the stability of the structure.

[0062] In some embodiments, the rotation axis is not located in the middle of the control blade 200, so that the rotation axis divides the control blade 200 into two parts of different lengths. The length of the strip hole 342 is less than or equal to the length of the first end of the control blade 200. When the end of the second end of the control blade 200 abuts against the protrusion 120, the second end of the control blade 200 just completely closes the pressure relief channel 110.

[0063] In some embodiments, the rotation axis of the rotating wheel 320 is arranged along the thickness direction of the pressure relief valve body 100, and the control frame 340 slides along the length direction of the pressure relief valve body 100. Since the rotation axis of the control blade 200 is arranged along the width direction of the pressure relief valve body 100, the overall volume of the exhaust pressure relief valve can be reduced, making its structure more compact, so that it can be more convenient to install on the vehicle body.

[0064] See also Figure 3 , Figure 4 and Figure 5 In some embodiments, the cross section of the shift block 330 is circular. A clamping groove 341 for cooperating with the shift block 330 is provided on the control frame 340. The width of the clamping groove 341 is equal to the diameter of the shift block 330, and the length of the clamping groove 341 is greater than or equal to the diameter of the rotating circle where the shift block 330 is located. The width of the clamping groove 341 is equal to the diameter of the shift block 330. This design prevents the shift block 330 from exceeding the range of the clamping groove 341 during the rotation process. At the same time, the length of the clamping groove 341 is greater than or equal to the diameter of the rotating circle where the shift block 330 is located, ensuring that the shift block 330 can completely cover the length range of the clamping groove 341 when rotating, thereby achieving precise limiting of the rotation angle of the shift block 330. This design avoids structural damage or functional failure caused by excessive rotation of the shift block 330.

[0065] Of course, providing the engaging groove 341 so that the shift block 330 drives the control frame 340 to move up and down when the wheel 320 is rotated is only one implementation in this embodiment. In other implementations, it is also possible to add a connecting rod between the shift block 330 and the control frame 340 to form a crank slider structure, or the shift block 330 can drive the control frame 340 to move by other means.

[0066] In some embodiments, the shift block 330 includes a connecting section 331 and a limiting section 332, the connecting section 331 and the limiting section 332 are coaxially arranged, and the diameter of the connecting section 331 is smaller than the diameter of the limiting section 332. The connecting section 331 is directly eccentrically connected to the rotating wheel 320, and the connecting section 331 is inserted into the clamping groove 341 of the control frame 340. The limiting section 332 is located at one end of the connecting section 331 away from the rotating wheel 320, so as to limit the control frame 340 between the rotating wheel 320 and the limiting section 332. In this way, the control frame 340 can be more tightly and stably matched with the rotating wheel 320, and the control frame 340 can be prevented from being offset when reciprocating.

[0067] In this embodiment, the driving member 310 may be a motor or a servo motor, etc., and it is sufficient that the driving member 310 can drive the rotating wheel 320 to rotate along its axis when working.

[0068] The driving member 310 of the exhaust pressure relief valve disclosed in this embodiment is also electrically connected to the vehicle's own controller, so that the controller can directly control the driving member 310 after analyzing the pressure and flow. The driving member 310 mainly controls the opening and closing of the exhaust passage by forward and reverse rotation, and controls the opening size of the exhaust passage by controlling the rotation angle.

[0069] Through the above embodiments, the present application has the following beneficial effects or advantages: the exhaust pressure relief valve disclosed in the present application uses the driving structure 300 to control the angle of the control blade 200, and the position of the control blade 200 is stable and controllable, which can effectively avoid the situation where the control blade 200 hits the pressure relief valve body 100 with the shaking of the vehicle body, reduce the noise inside the vehicle, improve the riding comfort and the door closing sound quality, and reduce the door closing resistance. And by driving the control blade 200 to move through the driving structure 300, the opening size of the pressure relief channel 110 can be flexibly adjusted, effectively managing the internal pressure of the exhaust system, and improving the performance and stability of the vehicle.

[0070] Based on the same inventive concept, a second embodiment of the present application discloses a vehicle having a vehicle body and an exhaust pressure relief valve according to any one of the embodiments of the first aspect, wherein the exhaust pressure relief valve is installed on the vehicle body.

[0071] In this embodiment, Q M Indicates the gas flow rate entering the cabin through the air conditioning external circulation; QK The air flow rate entering the cabin when the door or back door is turned is indicated by Q X Indicates the gas flow rate leaking through the cabin; Q N Indicates the flow rate discharged through the exhaust pressure relief valve; Q 总 Represents the total flow rate entering the car; Q 排 Indicates the discharge flow rate that needs to be discharged by the exhaust pressure relief valve.

[0072] Generally, vehicles are equipped with a controller and a pressure sensor and flow sensor connected to the controller. The pressure sensor can detect the pressure inside and outside the vehicle respectively; the flow sensor can detect the gas flow Q entering the cabin through the air conditioning external circulation. M , the gas flow Q that enters the cabin through the rotation of the door or back door K and the gas leakage flow rate Q through the cabin X .

[0073] Based on the above situation, the vehicle disclosed in this embodiment can add a flow sensor at the exhaust pressure relief valve to detect the flow rate Q discharged by the exhaust pressure relief valve. N Of course, if the vehicle itself does not have a function to detect the gas flow Q entering the cabin through the air conditioning external circulation M , the gas flow Q that enters the cabin through the rotation of the door or back door K and cabin leakage gas flow Q X If a flow sensor is installed at a corresponding position of the vehicle, the flow sensor can be installed at the corresponding position of the vehicle to detect the corresponding data. Similarly, if the vehicle itself does not have a pressure sensor for detecting the pressure inside and outside the vehicle, a pressure sensor can also be installed at the corresponding position of the vehicle to detect the pressure inside and outside the vehicle.

[0074] In some embodiments, when installing the exhaust pressure relief valve,

[0075] The vehicle disclosed in this embodiment quantifies the air resistance inside the vehicle according to the use scenarios of the doors and back doors, and converts the complex air resistance inside the vehicle into a quantitative value within a small tolerance range, so that the force of the system for opening and closing the doors or back doors can be more accurately defined, reducing the noise inside the vehicle and improving the quality of opening and closing the doors and back doors. The drive structure 300 controls the opening and closing of the control blade 200, avoiding the blade from hitting the pressure relief valve body 100 and avoiding the problem of abnormal noise.

[0076] Based on the same inventive concept, the third embodiment of the present application discloses an exhaust control method for a vehicle based on the second embodiment, which comprises the following steps:

[0077] S1: Obtain the total flow rate entering the vehicle.

[0078] In some embodiments, the step of obtaining the total flow rate entering the vehicle includes: first obtaining the gas flow rate Q entering the vehicle cabin through the air conditioning external circulation M and the gas flow Q entering the cabin through the door or back door rotation K ; Then according to the gas flow Q entering the cabin through the air conditioning external circulation M and the gas flow Q entering the cabin through the door or back door rotation K Determine the total flow rate.

[0079] Specifically, the total flow Q 总 =Q M +Q K .

[0080] S2: Determine the discharge flow rate to be discharged by the exhaust pressure relief valve based on the total flow rate.

[0081] In some embodiments, the step of determining the exhaust flow rate to be discharged by the exhaust pressure relief valve according to the total flow rate includes: first obtaining the cabin leakage gas flow rate Q X and the exhaust pressure relief valve discharge flow Q N Then according to the cabin leakage gas flow Q X and the exhaust pressure relief valve discharge flow Q N Determine the drainage flow rate.

[0082] Specifically, the discharge flow rate Q 排 =Q 总 -Q X -Q N

[0083] S3: The driving structure 300 drives the control blade 200 to rotate according to the discharge flow control, so that the control blade 200 controls the opening size of the pressure relief channel 110 .

[0084] In some embodiments, the step of driving the control blade 200 to rotate according to the drainage flow control driving structure 300 so that the control blade 200 controls the opening size of the pressure relief channel 110 includes: first obtaining the length L of the control blade 200, the number n of the control blade 200, the width M of the control blade 200 and the drainage flow Q 排 Then, according to the length L of the control blade 200, the number n of the control blade 200, the width M of the control blade 200 and the discharge flow Q 排 The rotation angle α of the control blade 200 is calculated. Finally, the control blade 200 is controlled to rotate at the rotation angle α so that the pressure relief channel 110 is opened to a corresponding size.

[0085] Among them, the relationships between the length L of the control vane 200, the number n of the control vanes 200, the width M of the control vane 200, the discharge flow rate Q_drain, and the rotation angle α of the control vane 200 are as follows:

[0086]

[0087] According to the above formula, when the length L of the control vane 200, the number n of the control vanes 200, the width M of the control vane 200, and the discharge flow rate Q are known 排 the magnitude of α can be calculated, and then the vehicle controller controls the control vane 200 to rotate by α.

[0088] The above is the working condition of the exhaust pressure relief valve when the vehicle door or rear door rotates. However, the vehicle is actually in motion for a longer time, and during the driving process, due to the different cooling and heating of the turned-on air conditioner, the pressure inside the vehicle will also change. Based on this, in some embodiments, the exhaust control method further includes step S4:

[0089] Obtain the in-vehicle pressure data and the out-vehicle pressure data;

[0090] Compare the in-vehicle pressure data and the out-vehicle pressure data;

[0091] When the in-vehicle pressure data is less than the out-vehicle pressure data, the control drive structure 300 is driven according to the in-vehicle pressure data and the out-vehicle pressure data to drive the control vane 200 to rotate, so that the control vane 200 controls the opening or closing of the pressure relief passage 110;

[0092] When the in-vehicle pressure data is greater than or equal to the out-vehicle pressure data, the control drive structure 300 is controlled according to the discharge flow rate, and the total flow rate Q 总 and the discharge flow rate Q 排 are calculated starting from when the in-vehicle pressure rises to be equal to the out-vehicle pressure.

[0093] This embodiment is used to judge the opening and closing of the exhaust pressure relief valve when various situations occur during the vehicle driving. Before the controller controls the control vane 200, it is first necessary to understand the pressure inside and outside the vehicle according to the pressure controller.

[0094] When the in-vehicle pressure is less than the out-vehicle pressure, the controller determines that there is no need to exhaust according to the current pressure inside and outside the vehicle. For example, in summer, the cooling air conditioner is usually turned on inside the vehicle. When the cooling air conditioner blows air into the vehicle, it also reduces the temperature inside the vehicle. At this time, due to the decrease in the temperature inside the vehicle, the pressure inside the vehicle also decreases. Although this also makes the pressure inside the vehicle greater than the pressure outside the vehicle, the flow rate into the vehicle is greater than the flow rate out of the vehicle.

[0095] In some cases, when the temperature difference between inside and outside the car is extremely large, the cold air flow blown in by the air conditioner lowers the temperature inside the car, causing the pressure inside the car to be lower than the pressure outside the car. The exhaust pressure relief valve determines whether to open based on the pressure inside and outside the car. That is, at this time, although the air conditioner will send in air flow, the exhaust pressure relief valve is still in the closed state.

[0096] When the pressure inside the vehicle is greater than or equal to the pressure outside the vehicle, the controller controls the opening and closing of the control blade 200 and the opening and closing size of the control blade 200 according to the total flow rate and the discharge flow rate. For example, in winter, the heating air conditioner is usually turned on in the car. At this time, when the heating air conditioner blows air into the car, it will increase the temperature inside the car. At this time, due to the increase in the temperature inside the car, the pressure inside the car also increases. In this case, even if the vehicle is based on the total flow rate Q 总 and discharge flow Q 排 The relationship between the exhaust gas is enough, but the pressure inside the car is still greater than the pressure outside the car. Therefore, in the vehicle according to the total flow Q 总 and the discharge flow Q 排 After enough gas is discharged, the vehicle will control the opening of the exhaust pressure relief valve again according to the pressure inside and outside the vehicle to reduce the pressure inside the vehicle to the same level as the outside pressure.

[0097] In summary, the exhaust control method disclosed in the present application controls the opening angle of the exhaust valve blades through software, quantifies the air pressure inside the vehicle, and keeps the air pressure inside the vehicle in a smaller fluctuation range, which not only improves the quality of door opening and closing, but also improves the riding comfort of the passengers.

[0098] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention are clearly and completely described above in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0099] Therefore, the above detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0100] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0101] In the description of the present invention, it is necessary to understand that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0102] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0103] In the present invention, unless otherwise clearly specified and limited, a first feature being above or below a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being above, above, and above a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being below, below, and below a second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0104] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0105] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. An exhaust pressure relief valve, characterized in that: include: A pressure relief valve body, wherein the pressure relief valve body is provided with a pressure relief channel; A control blade, rotatably connected to the pressure relief valve body; A driving structure, the driving structure comprising a driving member, a rotating wheel, a shifting block and a control frame, the driving member is in transmission connection with the rotating wheel, the shifting block is eccentrically arranged with the rotating wheel, the control frame cooperates with the shifting block, and the control frame is in rotation connection with the control blade; When the driving member drives the rotating wheel to rotate, the shifting block can shift the control frame to move, so that the control frame drives the control blade to rotate, and the opening of the pressure relief channel is controlled by the control blade.

2. The exhaust pressure relief valve according to claim 1, characterized in that: The control blade is rotatably connected to the pressure relief valve body, and the control frame is rotatably connected to the first end of the control blade. When the control frame moves, the second end of the control blade is driven to rotate to control the opening size of the pressure relief channel.

3. The exhaust pressure relief valve according to claim 2, characterized in that: The first end of the control blade is provided with a connecting piece, the first end of the connecting piece is rotatably connected to the control blade, and the second end of the connecting piece is rotatably matched with the control frame; The control frame is provided with a strip hole, the second end of the connecting member is inserted into the strip hole, the diameter of the strip hole is greater than or equal to the diameter of the second end of the connecting member, and the length of the strip hole is less than or equal to the distance between the rotating shaft of the control blade and the end wall of the first end of the control blade.

4. The exhaust pressure relief valve according to any one of claims 1 to 3, characterized in that: The cross section of the shift block is circular; The control frame is provided with a clamping groove for cooperating with the shift block, the width of the clamping groove is equal to the diameter of the shift block, and the length of the clamping groove is greater than or equal to the diameter of the rotating circle where the shift block is located.

5. A vehicle, characterized in that: It comprises a vehicle body and an exhaust pressure relief valve as claimed in any one of claims 1 to 4, wherein the exhaust pressure relief valve is installed on the vehicle body.

6. An exhaust control method for a vehicle according to claim 5, characterized in that: The steps include: Get the total traffic volume entering the car; Determining the discharge flow rate required to be discharged by the exhaust pressure relief valve according to the total flow rate; The driving structure is controlled according to the discharge flow rate to drive the control blade to rotate, so that the control blade controls the opening size of the pressure relief channel.

7. The exhaust gas control method according to claim 6, characterized in that: The steps for obtaining the total amount of traffic entering the vehicle include: Obtaining the air flow rate entering the vehicle cabin through the air conditioning external circulation and the air flow rate entering the vehicle cabin through the rotation of the door or the back door; The total flow rate is determined according to the air flow rate entering the vehicle cabin through the external circulation of the air conditioner and the air flow rate entering the vehicle cabin through the rotation of the door or the back door.

8. The exhaust gas control method according to claim 6, characterized in that: The step of determining the discharge flow required to be discharged by the exhaust pressure relief valve according to the total flow includes: Obtaining the flow rate of gas leakage from the vehicle cabin and the flow rate discharged by the exhaust pressure relief valve; The discharge flow rate is determined according to the total flow rate, the cabin leakage gas flow rate, and the exhaust pressure relief valve discharge flow rate.

9. The exhaust gas control method according to claim 6, characterized in that: The step of controlling the driving structure to drive the control blade to rotate according to the discharge flow rate so that the control blade controls the opening size of the pressure relief channel includes: Obtaining the length of the control blade, the number of the control blades, the width of the control blade and the discharge flow rate; Determining a rotation angle of the control blade according to the length of the control blade, the number of the control blades, the width of the control blade and the discharge flow rate; The control blade is controlled to rotate the opening degree so that the pressure relief channel is opened to a corresponding size.

10. The exhaust gas control method according to any one of claims 6 to 9, characterized in that: The following steps are also included: Obtaining the pressure data inside and outside the vehicle; comparing the in-vehicle pressure data with the out-vehicle pressure data; When the in-vehicle pressure data is less than the out-vehicle pressure data, the driving structure is controlled according to the in-vehicle pressure data and the out-vehicle pressure data to drive the control blade to rotate, so that the control blade controls the pressure relief channel to be opened or closed; When the in-vehicle pressure data is greater than or equal to the out-vehicle pressure data, the driving structure is controlled according to the discharge flow rate, and the total flow rate and the discharge flow rate are calculated from the time when the in-vehicle pressure rises to be equal to the out-vehicle pressure.

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