Exhaust pressure relief valve, vehicle, and exhaust control method

Abstract

The present application discloses an exhaust pressure relief valve, a vehicle, and an exhaust control method, which solve the technical problem in the prior art that the exhaust valve blades will hit the valve body and produce abnormal noise. The exhaust pressure relief valve includes a pressure relief valve body and a drive structure. The pressure relief valve body is provided with a through pressure relief channel. The control blade is rotatably connected to the pressure relief valve body. The drive structure includes a drive member, a rotating wheel, a shift block, and a control frame. The drive member is used to drive the rotating wheel to rotate along its axis. The shift block is eccentrically arranged with the rotating wheel, and the control frame cooperates with the shift block. When the rotating wheel rotates, the shift block shifts the control frame to move, and the control frame is rotatably connected to the control blade. When the control frame moves, it drives the control blade to rotate and controls the size of the pressure relief channel opening. The exhaust pressure relief valve disclosed in the present application uses a drive member to control the angle of the 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.

Description

Technical Field

[0001] The present application belongs to the field of pressure relief technology, and specifically 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 door are closed, reducing air resistance in the car.

[0003] Traditional exhaust valves are mostly passive. When closing a door or tailgate, the air inside the vehicle pushes the valve open, releasing air to reduce interior pressure. This results in poor exhaust efficiency and significant air resistance when the door is closed. This dynamically interferes with the forces acting during door or tailgate opening and closing, making it impossible to accurately quantify the system forces under different operating conditions. Furthermore, the exhaust valve blades close under their own weight, slapping against the exhaust valve body and causing unusual 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 as follows: 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 comprising a driving member, a rotating wheel, a shifting block, and a control frame, wherein 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 rotationally connected 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 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.

[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 rotatably connected to the control blade, and the second end of the connecting member is rotatably engaged with the control frame;

[0012] A strip hole is provided on the control frame, and 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 this application is that, in the second aspect of this application, the present invention further discloses a vehicle, including 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 further 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 vehicle;

[0018] Determining the discharge flow 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 embodiments, 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 based on 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 tailgate.

[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 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 gas discharge flow rate of the wastegate valve.

[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 blades, 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 further included:

[0031] Obtaining vehicle interior and exterior pressure data;

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

[0033] When the in-vehicle pressure data is lower 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 open or close;

[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 flow sum 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 solution 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 via a rotating shaft. The driving structure includes a driving member, a rotating wheel, a shift block and a control frame. The rotating wheel is drive-connected to the driving member, and the driving member is used to drive the rotating wheel to rotate along its axis. The shift block is eccentrically arranged with the rotating wheel, and the control frame cooperates with the shift block. When the rotating wheel rotates, the shift block shifts the control frame to move, and the control frame is rotationally connected to the control blade. When the control frame moves, it drives the control blade to rotate and controls the size of the pressure relief channel opening.

[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 ride comfort and the door closing sound quality, and reducing the door closing resistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A 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 This is a schematic front view of the rotating wheel and the control frame in the embodiment of the present application;

[0040] Figure 4 A schematic side view of the rotating wheel and the control frame in an 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 drive 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 enable those skilled in the art to understand the present application more clearly, the technical solutions 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 this field without making creative efforts shall fall within the scope of protection of this application.

[0047] In addition, this application may repeat reference numbers and / or reference letters in different examples. This 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, this application provides examples of various specific processes and materials, but those of ordinary skill in the art will 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 flapping against the valve body due to their own weight when closing, producing unusual noise. The present invention discloses an exhaust pressure relief valve, a vehicle, and an exhaust control method. These methods aim to achieve balanced regulation of the air pressure inside the vehicle by precisely controlling the opening of the exhaust pressure relief valve, thereby improving the quality of opening and closing doors or tailgates and reducing noise inside the vehicle.

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

[0051] See Figure 1 、 Figure 2 and Figure 3 In a first embodiment of the present application, an exhaust pressure relief valve is provided, comprising a pressure relief valve body 100, a control vane 200, and a drive structure 300. The pressure relief valve body 100 is provided with a through pressure relief passage 110. The control vane 200 is mounted on the pressure relief valve body 100 and is rotationally connected to the pressure relief valve body 100 via a rotating shaft. The drive structure 300 comprises 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, and the control frame 340 cooperates with the shifting block 330, and the control frame 340 is slidingly connected to 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 rotationally connected to the control vane 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 drive structure 300 drives the rotating wheel 320 to rotate, and the shifting block 330 moves with the rotation of the rotating wheel 320, thereby shifting the control frame 340. Because the control frame 340 is rotationally connected to the control blade 200, the movement of the control frame 340 can precisely drive the rotation of the control blade 200, thereby achieving fine adjustment of the opening size of the pressure relief channel 110. Because the drive structure 300 directly acts on the control blade 200, and the cooperation between the shifting block 330 and the control frame 340 achieves rapid mechanical transmission, the control blade 200 can respond quickly when 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 of the fluid on the inside of the valve body and vortex phenomena. 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 horizontal direction 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 portion of the control blade 200 (not specifically the center position, but the area between the first and second ends, only distinguished from its ends) 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 drive structure 300, it can effectively drive the second end of the control blade 200 to rotate through the rotational connection with the first end of the control blade 200. This design allows the control blade 200 to rotate around a relatively fixed center point (i.e., the middle rotation connection point), thereby achieving 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 portion of the control blade 200 to the pressure relief valve body 100 ensures that the control blade 200 maintains stable mechanical balance during rotation. This design reduces 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; 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 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 ensures 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 current phenomena 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 Figure 1 In some embodiments, multiple control blades 200 are provided, and the multiple control blades 200 are sequentially arranged along the length of the pressure relief valve body 100. A corresponding raised portion 120 is provided below each control blade 200 for cooperating with the control blade 200. The provision of the raised portion 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 multiple connection locations for connecting with the control vanes 200, and the multiple connection locations are provided one-to-one with the multiple control vanes 200. When the control frame 340 moves relative to the pressure relief valve body 100, it can simultaneously drive the multiple control vanes 200 to rotate simultaneously to achieve synchronous control of the multiple control vanes 200, thereby more easily controlling the opening and closing of the entire pressure relief channel 110.

[0060] See Figure 1 and Figure 6 In some embodiments, a connector 210 is provided at the first end of the control blade 200. The first end of the connector 210 is rotatably connected to the control blade 200, and the second end of the connector 210 is rotatably engaged with the control frame 340. The control frame 340 is provided with a strip hole 342, and the second end of the connector 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 connector 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 provision of the strip hole 342 can adapt to this 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 connector 210. Since the diameter of the strip hole 342 is greater than or equal to the diameter of the second end of the connector 210, it is ensured that the connector 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 excessively deflecting during rotation, thereby ensuring the accuracy of adjustment and the stability of the structure.

[0062] In some embodiments, the rotation axis is not located in the center 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 the protrusion 120, the second end of the control blade 200 completely closes the pressure relief passage 110.

[0063] In some embodiments, the rotation axis of the rotating wheel 320 is set 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 set 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 conveniently installed on the vehicle body.

[0064] See Figure 3 、 Figure 4 and Figure 5 In some embodiments, the cross-section of the shift block 330 is circular. The control frame 340 is provided with a snap-in slot 341 for cooperating with the shift block 330. The width of the snap-in slot 341 is equal to the diameter of the shift block 330, and the length of the snap-in slot 341 is greater than or equal to the diameter of the rotating circle in which the shift block 330 is located. The width of the snap-in slot 341 is equal to the diameter of the shift block 330. This design ensures that the shift block 330 cannot exceed the range of the snap-in slot 341 during rotation. At the same time, the length of the snap-in slot 341 is greater than or equal to the diameter of the rotating circle in which the shift block 330 is located, ensuring that the shift block 330 can completely cover the length range of the snap-in slot 341 during rotation, thereby achieving precise limitation 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 rotating the wheel 320 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 it is also possible for the shift block 330 to 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 that of the limiting section 332. The connecting section 331 is directly and eccentrically connected to the rotating wheel 320 and is inserted into the engaging slot 341 of the control frame 340. The limiting section 332 is located at the end of the connecting section 331 facing away from the rotating wheel 320, thereby confining the control frame 340 between the rotating wheel 320 and the limiting section 332. This ensures a tighter and more stable fit between the control frame 340 and the rotating wheel 320, preventing the control frame 340 from shifting during reciprocating movement.

[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 exhaust pressure relief valve driver 310 disclosed in this embodiment is also electrically connected to the vehicle's onboard controller, enabling the controller to directly control the driver 310 after analyzing pressure and flow. Driver 310 primarily controls the opening and closing of the exhaust passage by rotating it forward and reverse, and the degree of opening of the exhaust passage is controlled by controlling the rotation angle.

[0069] Through the above-described embodiments, the present application has the following beneficial effects or advantages: The exhaust pressure relief valve disclosed herein utilizes a drive structure 300 to control the angle of the control vane 200. The position of the control vane 200 is stable and controllable, effectively preventing the control vane 200 from striking the pressure relief valve body 100 due to vehicle body vibration. This reduces in-vehicle noise, improves passenger comfort and door closing sound quality, and reduces door closing resistance. Furthermore, by driving the control vane 200 through the drive structure 300, the opening size of the pressure relief passage 110 can be flexibly adjusted, effectively managing the internal pressure of the exhaust system and improving vehicle performance and stability.

[0070] Based on the same inventive concept, a second embodiment of the present application discloses a vehicle having a 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 body.

[0071] In this embodiment, Q M Indicates the gas flow rate entering the cabin through the air conditioning external circulation; QK Q represents the air flow rate entering the vehicle cabin when the door or back door is turned; X Indicates the gas leakage flow 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, a vehicle is equipped with a controller and a pressure sensor and a 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 entering 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 entering 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 the corresponding position of the vehicle, the flow sensor can be installed 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 interior air resistance based on door and tailgate usage scenarios, converting the complex interior air resistance into a quantitative value within a narrow tolerance range. This allows for more accurate definition of the system forces acting upon the door or tailgate opening and closing, reducing interior noise and improving the quality of door and tailgate opening and closing. A drive mechanism 300 controls the opening and closing of the control vane 200, preventing the vane from striking the pressure relief valve body 100 and avoiding unusual noise.

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

[0077] S1: Obtain the total traffic volume 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 air 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 air 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 rate 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 discharge 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 discharge 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 among the length L of the control blade 200, the number n of the control blades 200, the width M of the control blade 200, the discharge flow rate Q_drain, and the rotation angle α of the control blade 200 are as follows:

[0086]

[0087] According to the above formula, when the length L of the control blade 200, the number n of the control blades 200, the width M of the control blade 200, and the discharge flow rate Q are known 排 it is possible to calculate the magnitude of α, and then the vehicle controller controls the control blade 200 to rotate by α.

[0088] The above is the working condition of the exhaust pressure relief valve when the vehicle door or hatchback 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 pressure data inside the vehicle and the pressure data outside the vehicle;

[0090] Compare the pressure data inside the vehicle and the pressure data outside the vehicle;

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

[0092] When the pressure data inside the vehicle is greater than or equal to the pressure data outside the vehicle, 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 pressure inside the vehicle rises to be equal to the pressure outside the vehicle.

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

[0094] [[ID=3,3]]When the pressure inside the vehicle is less than the pressure outside the vehicle, the controller determines that there is no need to exhaust according to the current pressures 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 entering the vehicle is greater than the flow rate discharged from 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, although the air conditioner will send in air flow at this time, 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 size of the opening and closing 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 the 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, the vehicle is based on the total flow Q 总 and the discharge flow Q 排 After enough gas is discharged, the vehicle will control the exhaust pressure relief valve to open again according to the pressure inside and outside the vehicle to reduce the pressure inside the vehicle to the same level as the external pressure.

[0097] In summary, the exhaust control method disclosed in this 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] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention are clearly and completely described above in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all 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 as claimed, but merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall 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, it does not need to be further defined or explained in subsequent drawings.

[0101] In the description of the present invention, it should be understood that the terms indicating orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are only used to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0102] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0103] In the present invention, unless otherwise expressly specified or 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 being in contact not directly but through another feature between them. Furthermore, a first feature being above, above, and above the 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 the 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 additional 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 may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is 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 comprising a driving member, a rotating wheel, a shifting block, and a control frame, wherein 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, the control frame is rotationally connected to the first end of the control blade, and the control frame is provided with a snap-in groove for cooperating with the shifting block; 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 second end of the control blade to rotate, thereby controlling the opening of the pressure relief channel through the control blade; 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; A strip hole is provided on the control frame, and 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.

2. The exhaust pressure relief valve according to claim 1, characterized in that: The cross section of the shift block is circular; 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.

3. A vehicle, characterized in that: The vehicle comprises a vehicle body and the exhaust pressure relief valve according to claim 1 or 2, wherein the exhaust pressure relief valve is mounted on the vehicle body.

4. A vehicle exhaust control method according to claim 3, characterized in that: The steps include: Get the total traffic volume entering the vehicle; Determining the discharge flow 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.

5. The exhaust gas control method according to claim 4, 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 based on 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 tailgate.

6. The exhaust control method according to claim 4, 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 rate includes: Obtaining the flow rate of gas leakage from the 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 gas discharge flow rate of the wastegate valve.

7. The exhaust gas control method according to claim 4, 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 blades, 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.

8. The exhaust gas control method according to any one of claims 4 to 7, characterized in that: The following steps are also included: Obtaining vehicle interior and exterior pressure data; comparing the in-vehicle pressure data with the out-vehicle pressure data; When the in-vehicle pressure data is lower 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 open or close; 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 flow sum 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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