Exhaust structure, vehicle and control method thereof

Abstract

The invention provides an exhaust structure, a vehicle and a control method of the vehicle, and particularly relates to the technical field of vehicle parts. The exhaust structure comprises an exhaust branch, the exhaust branch comprises an exhaust pipeline, a silencer connected to the exhaust pipeline in parallel and a control part connected to the exhaust pipeline in series, and an air inlet and an air outlet of the silencer are sequentially formed in the air flow direction of the exhaust pipeline; the control part is located between the connecting point of the air inlet and the exhaust pipeline and the connecting point of the air outlet and the exhaust pipeline, and the control part is used for controlling the opening degree of the exhaust pipeline. According to the exhaust structure, the silencer and the control part are arranged, and the control part can control the opening degree of the exhaust pipeline and can adjust the flowing path of waste gas, so that different sports sound effects can be achieved, the individual requirements of customers can be met, and the driving pleasure is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle components, and in particular to an exhaust structure. The present invention also relates to a vehicle provided with the exhaust structure, and an exhaust control method of the vehicle. Background Art

[0002] In the market environment where new energy vehicles are rapidly popularizing, high-performance models with low streamlined bodies continue to attract consumers who pursue the ultimate driving experience with their unique mechanical performance advantages. The core users of this type of model are showing a trend of younger people, and their car purchase decisions are highly concerned with power response, handling quality and sound performance. This type of model uses a V-shaped multi-cylinder engine as the core power source, and achieves high torque output and fast power response by controlling fuel injection and valve timing technology.

[0003] At present, the existing exhaust control in the market usually adopts a fixed structure silencer package and a straight-through pipe design to achieve noise attenuation through physical volume and material properties. Although this structure is effective, it cannot dynamically adjust the sound characteristics according to the working conditions, and the high-frequency noise attenuation ability is limited, and resonance problems are prone to occur in specific speed ranges.

[0004] In summary, the existing exhaust control system is difficult to meet the user's customized needs for different sound effects, and the driving pleasure is relatively low. Summary of the invention

[0005] In view of this, the present invention aims to propose an exhaust structure to achieve different sound effects and enhance driving pleasure.

[0006] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0007] An exhaust structure includes an exhaust branch;

[0008] The exhaust branch includes an exhaust pipeline, a muffler connected in parallel to the exhaust pipeline, and a control unit connected in series to the exhaust pipeline;

[0009] The air inlet and the air outlet of the muffler are arranged in sequence along the air flow direction of the exhaust pipe. The control unit is located between the connection point between the air inlet and the exhaust pipe and the connection point between the air outlet and the exhaust pipe, and the control unit is used to control the opening of the exhaust pipe.

[0010] Furthermore, the exhaust branches are two oppositely arranged; the two exhaust branches share the same muffler.

[0011] Further, the muffler includes a muffler housing having a muffling chamber, an intake pipe and an exhaust pipe provided on the muffler housing, and the intake pipe and the exhaust pipe are two relatively arranged ones respectively; the two intake pipes are integrally formed, and air outlet holes are provided on the intake pipe and located in the muffling chamber, or, the two intake pipes are relatively arranged, and the outlet end of the intake pipe is blocked; air outlet holes are provided on the intake pipe and located in the muffling chamber.

[0012] Further, the exhaust pipe has an extension section extending into the muffling chamber, and the extension section is in a "U" shape; and / or, a reinforcing pipe is connected between the exhaust ends of the two exhaust pipelines.

[0013] Further, a catalytic converter assembly is connected in series at the intake end of the exhaust pipeline, and the catalytic converter assembly includes a housing, and a three-way catalytic converter carrier and a particulate trap carrier arranged at intervals in the housing along the air flow direction; buffer pads are wrapped outside both the three-way catalytic converter carrier and the particulate trap carrier, and a part of the housing corresponding to the buffer pad is reduced in diameter and abuts against the buffer pad.

[0014] Further, the housing includes a cylindrical housing body, an inlet pipe and an outlet pipe provided at both ends of the housing body; the three-way catalytic converter carrier and the particulate trap carrier are arranged in the housing body, inwardly turned flanges are respectively provided at both ends of the housing body, outwardly turned flanges are respectively provided on the inlet pipe and the outlet pipe, and the outwardly turned flanges abut against the inwardly turned flanges at the corresponding ends and are connected to the inwardly turned flanges.

[0015] Further, a convex portion protruding radially outward is provided at the air outlet end of the housing, and a connecting portion with an outward expansion is provided at the intake end of the exhaust pipeline; a part of the convex portion extends into the connecting portion and abuts against the connecting portion, and the convex portion and the connecting portion are connected together by a clamp.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] For the exhaust structure of the present invention, by providing an exhaust pipeline, a muffler connected in parallel to the exhaust pipeline, and a control part connected in series to the exhaust pipeline for controlling the opening degree of the exhaust pipeline, in this way, the control part can adjust the opening degree of the exhaust pipeline, so as to adjust the flow path of the exhaust gas, which is beneficial to realizing different movement sound wave effects, helps to meet the personalized needs of customers, and enhances the driving pleasure.

[0018] The exhaust branches are arranged in two relatively arranged ones, and the two exhaust branches share a muffler, which can reduce the space and weight required for separately arranging mufflers for the two exhaust branches. The structural design of the double branches also helps to balance the stress distribution of the exhaust pipe and reduce the fatigue risk caused by vibration. At the same time, the design of the double exhaust branches can also make the air flow distribution inside the muffler more uniform and avoid the turbulent noise caused by the concentration of the air flow on one side.

[0019] By arranging the two intake pipes symmetrically on both sides of the muffler housing and making the intake pipes adopt an integrally formed structure or a relative arrangement of the two intake pipes with the outlet end blocked. At the same time, air outlet holes located in the muffling chamber are provided on the intake pipes, and the two outlet pipes are symmetrically arranged at both ends of the muffler housing. In this way, the exhaust gas entering the muffler can be more evenly dispersed into the muffling chamber, avoiding the exhaust gas concentrating on and impacting a certain area of the muffling chamber, which is beneficial to making full use of the space of the entire muffling chamber for muffling treatment and improving the muffling efficiency. At the same time, the integrally formed two intake pipes or the two intake pipes arranged relatively, combined with the design of the air outlet holes, can reduce the air flow velocity when the exhaust gas enters the muffling chamber, thereby helping to reduce the air flow noise. Moreover, the air outlet holes with different positions and sizes can be optimized for different frequencies of noise. By reasonably designing the distribution and size of the air outlet holes, the muffler can have good muffling performance in a relatively wide frequency range and meet the control requirements of the engine exhaust noise under different working conditions. In addition, by adopting the relative arrangement of the two intake pipes and the design of blocking the outlet end, it can prevent the intake pipes from cracking, deforming and other damages caused by thermal stress during long-term use, resulting in the failure of the intake pipes, so as to improve the durability of the intake pipes.

[0020] The outlet pipe is made to include an extension section extending into the muffling chamber, and the extension section is set in a "U" shape. In this way, the flow distance of the exhaust gas in the muffling chamber can be increased, and the noise energy can be weakened through a longer sound wave reflection path. At the same time, the extension section can also be used as a flow guiding device to adjust the pressure distribution in the chamber and avoid the decrease in muffling efficiency caused by the local high-pressure area. In addition, a strengthening pipe is provided between the exhaust ends of the two exhaust pipelines, which can increase the pipeline stiffness, reduce the deformation and fatigue risk of the pipeline under high temperature and high pressure, can also change the natural frequency of the system, avoid resonance caused by coupling with the engine vibration frequency, and can also form a pressure compensation channel between the double exhaust branches to ensure the balanced flow distribution on both sides and reduce the performance loss caused by unilateral throttling. When the opening of the control part changes, the strengthening pipe can quickly transmit the pressure wave and improve the sensitivity of the dynamic regulation of the system.

[0021] A catalytic converter housing is connected in series at the intake end of the exhaust pipe, and a three-way catalytic converter carrier and a particulate trap carrier are arranged at intervals along the airflow direction in the catalytic converter housing, and a buffer pad is wrapped around the outside of the three-way catalytic converter carrier and the particulate trap carrier, and the housing is partially reduced in diameter corresponding to the buffer pad and abuts against the buffer pad. In this way, the buffer pad is directly pressed onto the reduced diameter section of the housing, and the three-way catalytic converter carrier and the particulate trap carrier can be axially fixed by interference fit, thereby avoiding displacement of the carrier due to thermal expansion under high temperature, and the buffer pad can absorb engine vibration and exhaust pulse impact, thereby reducing the risk of cracks in the three-way catalytic converter carrier and the particulate trap carrier due to mechanical vibration. At the same time, the elastic properties of the buffer pad allow the carrier to expand axially at high temperatures. The reduced diameter section absorbs the expansion through the compression deformation of the buffer pad to prevent structural failure caused by rigid contact. The reduced diameter section and the buffer pad fit closely together to form an annular sealing surface, blocking the exhaust gas bypass path, ensuring that all airflow must be processed through the carrier, thereby improving the pollutant conversion efficiency. In addition, the catalytic converter housing symmetrically arranged in series at the two intake ends of the exhaust pipe can optimize the thermal stress deformation capacity and acoustic effect at the bend.

[0022] A barrel-shaped shell body is provided, and an inlet pipe and an outlet pipe are provided at both ends of the shell body, a three-way catalytic converter carrier and a particulate collector carrier are provided in the shell body, inner flanges folded inward are provided at both ends of the shell body, and the inlet pipe and the outlet pipe are provided with outer flanges respectively, and the outer flanges abut against the inner flanges at the corresponding ends and are connected to the inner flanges, so that the inner flanges and the outer flanges form an overlapping area, which enhances the bending stiffness of the connection, effectively resists engine vibration and exhaust pulse impact, and can also allow a certain axial thermal expansion displacement, and maintain the sealing surface through elastic deformation; in addition, the arc structure at the transition of the flange can also reduce stress concentration, improve the fatigue resistance of the connection, and extend the overall service life.

[0023] A protrusion that protrudes outward along its own radial direction is set at the outlet end of the shell, and an outward-expanding connecting part is set at the inlet end of the exhaust pipe, so that part of the protrusion penetrates into the connecting part and abuts against the connecting part, and the protrusion and the connecting part are connected together through a clamp. In this way, the convex and concave matching of the protrusion and the outward-expanding connecting part can increase the contact area, and cooperate with the radial clamping force of the clamp and the plastic deformation generated when the clamp is compressed to fill the gap, avoid exhaust gas leakage, and enhance the sealing. At the same time, the elastic characteristics of the clamp can absorb the thermal expansion difference caused by the temperature difference between the shell and the pipeline, and keep the sealing surface pressure stable; in addition, the use of clamp connection can also simplify the exhaust structure and reduce the overall mass of the exhaust structure.

[0024] Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the exhaust structure as described above.

[0025] In addition, another object of the present invention is to provide a control method for a vehicle, the method comprising:

[0026] Obtaining the rotational speed of the engine in the vehicle;

[0027] Controlling the control unit to act according to the positive correlation between the preset rotational speed of the engine and the opening degree of the exhaust pipe, and adjusting the opening degree of the exhaust pipe to the target opening degree corresponding to the rotational speed of the engine.

[0028] Furthermore, the control method further comprises:

[0029] When the rotational speed of the engine is less than the first preset threshold, controlling the control unit to adjust the opening degree of the exhaust pipe to the first opening degree;

[0030] When the rotational speed of the engine is between the first preset threshold and the second preset threshold, controlling the control unit to adjust the opening degree of the exhaust pipe to the second opening degree threshold;

[0031] When the rotational speed of the engine is between the second preset threshold and the third preset threshold, controlling the control unit to adjust the opening degree of the exhaust pipe to the third opening degree threshold;

[0032] When the rotational speed of the engine is not less than the fourth preset threshold, controlling the control unit to adjust the opening degree of the exhaust pipe to the fourth opening degree threshold;

[0033] Wherein, the first preset threshold, the second preset threshold, the third preset threshold and the fourth preset threshold increase in sequence, and the first opening degree threshold, the second opening degree threshold, the third opening degree threshold and the fourth opening degree threshold increase in sequence.

[0034] For the vehicle and its control method of the present invention, by adopting the exhaust structure as described above and using the control unit provided on the exhaust pipe to dynamically adjust the flow direction of the exhaust gas in the exhaust pipe, the adaptability of the vehicle to different working conditions can be enhanced, and the sound wave can also be dynamically controlled. Not only can it provide a unique sports sound wave for users at high rotational speeds to enhance the driving pleasure, but also it can force the exhaust gas to pass through the muffler under urban working conditions to reduce the exhaust noise and improve the comfort of low-speed driving in the city, thereby facilitating the improvement of the user's satisfaction and favorability towards the vehicle and enhancing the competitiveness of the vehicle in the market. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings, which form a part of the present invention, are used to provide a further understanding of the present invention. The schematic embodiments and descriptions thereof of the present invention are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0036] Figure 1Schematic diagram of the overall structure of the exhaust structure according to an embodiment of the present invention;

[0037] Figure 2 Top view of the overall structure of the exhaust structure according to an embodiment of the present invention;

[0038] Figure 3 is Figure 2 Cross-sectional view taken along line A-A in

[0039] Figure 4 is Figure 3 Partial enlarged view at E1 in

[0040] Figure 5 is Figure 3 Partial enlarged view at E2 in

[0041] Figure 6 is Figure 2 Cross-sectional view taken along line B-B in

[0042] Figure 7 is Figure 6 View in the direction of C in

[0043] Figure 8 Front view of the metal gasket according to an embodiment of the present invention;

[0044] Figure 9 Schematic diagram of the overall structure of the muffler according to an embodiment of the present invention;

[0045] Figure 10 Top view of the overall structure of the muffler according to an embodiment of the present invention;

[0046] Figure 11 is Figure 10 Cross-sectional view taken along line D-D in

[0047] Figure 12 Top view of another structure of the muffler according to an embodiment of the present invention;

[0048] Figure 13 is Figure 12 Cross-sectional view taken along line J-J in

[0049] Figure 14 is Figure 12 Another embodiment of the cross-section taken along line J-J in

[0050] Figure 15 Schematic diagram of the flow direction of the air flow when the opening degree of the exhaust pipe is the first opening degree when the engine speed is less than the first preset threshold, for the muffler structure according to an embodiment of the present invention;

[0051] Figure 16Schematic diagram of the air flow direction when the opening degree of the exhaust pipe is the second opening degree threshold or the third opening degree threshold in the case where the engine speed is between the first preset threshold and the fourth preset threshold for the muffler structure according to the embodiment of the present invention;

[0052] Figure 17 Schematic diagram of the air flow direction when the opening degree of the exhaust pipe is the fourth opening degree threshold in the case where the engine speed is not less than the fourth preset threshold for the muffler structure according to the embodiment of the present invention;

[0053] Figure 18 Schematic diagram when the valve plate is opened at 0°;

[0054] Figure 19 Schematic diagram when the valve plate is opened at 10°;

[0055] Figure 20 Schematic diagram when the valve plate is opened at 45°;

[0056] Figure 21 Schematic diagram when the valve plate is opened at 90°;

[0057] Figure 22 Flow chart of the exhaust structure control method;

[0058] Explanation of reference numerals:

[0059] 1. Exhaust branch; 11. Exhaust pipe; 111. Connection part; 12. Front hook; 13. Rear hook;

[0060] 2. Muffler; 21. Muffler housing; 22. Outlet pipe; 221. Extension section; 222. High-frequency pipe; 23. Inlet pipe; 231. Air outlet hole; 233. Plug; 24. Reinforcing pipe; 25. Partition board; 251. Reinforced flanging; 252. Opening; 253. Matching hole;

[0061] 3. Control unit; 31. Valve plate;

[0062] 4. Catalytic converter assembly; 41. Housing; 411. Inner flanging; 412. Inlet pipe; 413. Outlet pipe; 414. Protrusion; 415. Outer flanging; 42. Three-way catalytic converter carrier; 43. Particulate trap carrier; 44. Buffer pad; 45. Sensor seat; 451. Rear differential pressure sensor support; 452. Rear oxygen sensor support;

[0063] 5. Clamp; 51. V-shaped clamping band; 52. Tightening nut; 53. Bolt assembly; 54. Positioning bracket; 55. Metal gasket;

[0064] 6. Flexible joint. Detailed implementation manners

[0065] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other.

[0066] In the following description, for the purpose of illustration rather than limitation, specific details such as specific system architectures, technologies, etc. are presented in order to provide a thorough understanding of the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0067] In the description of the present invention, it should be noted that if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. appear, they 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 thus should not be construed as a limitation of the present invention. In addition, if terms such as "first", "second", etc. appear, they are also only for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0068] In addition, in the description of the present invention, unless otherwise clearly defined, the cooperating components can be connected using conventional connection structures in the art. Moreover, the terms "mounted", "connected", "connected", and "connector" 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 directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in combination with specific situations.

[0069] The present invention will be described in detail below with reference to the drawings and in combination with embodiments.

[0070] Embodiment 1

[0071] At present, the common exhaust control system solutions on the market mainly include passive, active, and variable muffler structure systems. The passive exhaust control uses a fixed-structure muffler package and a straight-through pipeline, relying on physical volume and material properties to attenuate noise. It cannot dynamically adjust the sound wave according to the working conditions, has poor high-frequency noise reduction ability, and is prone to resonance at specific speeds. The active exhaust control system can adjust the vane opening according to the engine speed, throttle opening, etc. through the ECU (Electronic Control Unit), but the multi-stage vane combination increases the system complexity and weight, and is also prone to failure due to vane sealing problems during long-term use. The variable muffler structure system uses technologies such as shape memory alloy-driven partitions and magnetorheological fluid dampers, which are costly and difficult to meet the needs of the lower-tier market. In view of this, this embodiment particularly proposes a new exhaust structure, which is conducive to achieving different moving sound wave effects, helping to meet the personalized needs of customers, and enhancing the driving pleasure.

[0072] In terms of the overall structure, in combination with Figures 1 to 12 As shown, the exhaust structure of this embodiment includes an exhaust branch 1. The exhaust branch 1 includes an exhaust pipe 11, a muffler 2 connected in parallel to the exhaust pipe 11, and a control part 3 connected in series to the exhaust pipe 11. The inlet and outlet of the muffler 2 are arranged in sequence along the airflow direction of the exhaust pipe 11. The control part 3 is located between the connection point of the inlet and the exhaust pipe 11 and the connection point of the outlet and the exhaust pipe 11, and the control part 3 is used to control the opening of the exhaust pipe 11. The advantage of such a setting is that the control part 3 can adjust the opening of the exhaust pipe 11, and adjust the flow path of the exhaust gas, which is conducive to achieving different moving sound wave effects, helping to meet the personalized needs of customers, and enhancing the driving pleasure.

[0073] In addition, in specific implementation, the muffler structure connected in parallel to the exhaust pipe 11 in this embodiment can be specifically made of austenitic stainless steel well-known to those skilled in the art, such as 304 stainless steel or 316 stainless steel, etc. This material exhibits excellent oxidation resistance in high-temperature environments, effectively resists the erosion of corrosive gases by forming a dense passivation film, and its carburization resistance can prevent material embrittlement caused by carbide precipitation at high temperatures. In addition, this type of material can withstand large thermal expansion deformations without plastic damage, and the matching of its elastic modulus and thermal expansion coefficient ensures the structural stability under temperature cycles.

[0074] In addition, it should be mentioned that the control part 3 in this embodiment is specifically a pipeline valve, which generally includes a valve plate 31 arranged in the pipeline and an actuator arranged outside the pipeline, and the actuator usually uses a brushless DC motor to achieve dynamic adjustment of the valve plate opening. Of course, the pipeline valve in this embodiment can also use other solenoid valves as long as it can achieve the control of the pipeline opening.

[0075] In specific implementation, the brushless DC motor is connected to the ECU module. The ECU module generates a control signal according to the data it obtains and the preset control strategy to control the brushless DC motor-driven valve plate 31 connected thereto, so as to adjust the opening degree of the valve plate 31, thereby realizing the control of the opening degree of the exhaust pipe 11. In this embodiment, as a preferred implementation form, as Figure 2 shown, there are two oppositely arranged exhaust branches 1, and the two exhaust branches 1 share the same muffler 2. With such a setting, the space and weight required for separately arranging mufflers 2 for the two exhaust branches 1 can be reduced, and the axial space occupation can be effectively reduced on the premise of maintaining the same sound absorption performance. The structural design of the double branches also helps to balance the stress distribution of the exhaust pipe 11, effectively reduce the alternating stress generated by the exhaust pulsation, and relieve the stress concentration problem at the key welds. At the same time, the design of the double exhaust branches 1 can also make the internal air flow distribution of the muffler 2 more uniform, avoid the turbulent noise caused by the unilateral air flow concentration, reduce the internal pressure fluctuation of the muffler 2, and improve the back pressure consistency.

[0076] In addition, in specific implementation, continue as Figure 2 shown. Specifically speaking, front hooks 12 and rear hooks 13 are correspondingly provided on the two oppositely arranged exhaust branches 1, so as to facilitate the connection of the exhaust structure to the vehicle body. The main parts of the front hooks 12 and the rear hooks 13 are made of high-strength alloy steel by stamping and are subjected to galvanized passivation treatment on the surface, and rubber buffer blocks are also provided thereon. The rubber buffer blocks are made of ethylene propylene diene monomer rubber. In this way, the transmission of engine vibration can be effectively isolated, and at the same time, the vibration excitation of the exhaust system to the vehicle body can be reduced.

[0077] In this embodiment, as a preferred implementation form, as Figures 2 to 5 shown, a catalytic converter assembly 4 is connected in series at the intake end of the exhaust pipe 11, and the catalytic converter assembly 4 includes a housing 41, and a three-way catalytic converter carrier 42 and a particulate trap carrier 43 arranged at intervals in the housing 41 along the gas flow direction. Buffer pads 44 are wrapped outside both the three-way catalytic converter carrier 42 and the particulate trap carrier 43, and the part of the housing 41 corresponding to the buffer pads 44 is set to have a reduced diameter and is abutted against the buffer pads 44. In this way, the reduced diameter section of the housing 41 directly presses the buffer pads 44, and the three-way catalytic converter carrier 42 and the particulate trap carrier 43 can be axially fixed through interference fit, avoiding the displacement of the carrier due to thermal expansion at high temperature. The buffer pads 44 can absorb the engine vibration and exhaust pulse impact, and reduce the risk of cracks in the three-way catalytic converter carrier 42 and the particulate trap carrier 43 caused by mechanical vibration.

[0078] Meanwhile, the elastic characteristics of the buffer pad 44 allow the carrier to axially expand at high temperatures. The reduced-diameter section absorbs the expansion amount through the compression deformation of the buffer pad 44, preventing structural failure caused by rigid contact. The tight fit between the reduced-diameter section and the buffer pad 44 forms an annular sealing surface, blocking the exhaust gas bypass path and ensuring that all airflows must pass through the carrier for treatment, thereby improving the pollutant conversion efficiency.

[0079] In addition, during specific implementation, in detail, to prevent cracks, fragmentation, etc. from occurring in the carrier during the encapsulation process, resulting in a low yield rate, the GBD (GAP Bulk Density "encapsulation density") encapsulation process can be adopted in the encapsulation. During specific encapsulation, first, the diameters of the three-way catalytic converter carrier 42 and the particulate trap carrier 43 are measured respectively, and the buffer pad 44 is weighed. And, in this step, a carrier measurement and buffer pad weighing device produced by Shanghai Shouhua with the specific model SH-JC-AB can be specifically used.

[0080] Subsequently, the encapsulation device calculates the theoretical outer diameter of the housing according to the preset GBD value input in the design. Synchronously, the buffer pad 44 is respectively wrapped around the three-way catalytic converter carrier 42 and the particulate trap carrier 43, and the three-way catalytic converter carrier 42 and the particulate trap carrier 43 wrapped with the buffer pad 44 are respectively pressed into the housing 41, so that the three-way catalytic converter carrier 42, the particulate trap carrier 43, the buffer pad 44 and the housing 41 are connected. After the filling is completed, the housing 41 is necked down. Specifically, the housing 41 is reduced in diameter to the calculated theoretical outer diameter of the housing. Since the diameters of the three-way catalytic converter carrier 42 and the particulate trap carrier 43 are quite different, the theoretical outer diameters of the housing are different, and the necking-down amounts are different. It is required that the difference in the necking-down amounts of the housing 41 should be less than or equal to 5 mm, and then the two ends of the housing 41 are flared. And, the encapsulation device in this step can specifically use a numerically controlled necking-down machine produced by Shanghai Shouhua with the specific model SH-SJ-NC for processing.

[0081] After the encapsulation is completed, to prevent the side of the three-way catalytic converter carrier 42 or the particulate trap carrier 43 from being under too little or too much pressure after encapsulation, resulting in the three-way catalytic converter carrier 42 or the particulate trap carrier 43 falling off or breaking, and to ensure the durability of the whole vehicle during use, GBD verification should be carried out on the encapsulation. And, during the verification, a GBD measuring machine produced by the same Shanghai Shouhua with the specific model SH-MC-A can be used to verify the encapsulation. Among them, in the above introduction, the necking-down amount of the housing 41 can be adjusted correspondingly according to different exhaust structures.

[0082] In addition, it is worth mentioning that, as Figure 3As shown, a sensor seat 45 is further provided between the three-way catalytic converter carrier 42 and the particulate trap carrier 43 in the middle of the housing 41 for installing sensors to collect exhaust gas data. The distance between the three-way catalytic converter carrier 42 and the particulate trap carrier 43 should be greater than or equal to 30 mm, so as to facilitate the layout of the sensor seat 45, improve the welding processability, and avoid damaging the three-way catalytic converter carrier 42 or the particulate trap carrier 43 due to insufficient reserved space during welding.

[0083] The above-mentioned sensor seat 45 specifically includes a post-differential pressure sensor support 451 and a post-oxygen sensor support 452 for installing a post-differential pressure sensor and a post-oxygen sensor. The post-differential pressure sensor is used to monitor the pressure difference at both ends of the particulate trap. By measuring the pressure difference of the exhaust gas at the front and rear ends of the particulate trap, the carbon loading of the particulate trap can be judged, and then assist the vehicle system to perform particulate trap clogging diagnosis and regeneration control. The post-oxygen sensor is mainly used to monitor the oxygen concentration of the exhaust gas purified by the three-way catalytic converter to judge whether the working state of the three-way catalytic converter is normal. The specific models of the post-differential pressure sensor and the post-oxygen sensor can both adopt the differential pressure sensor and the oxygen sensor well-known to those skilled in the art, and will not be elaborated here.

[0084] Furthermore, as Figures 3 to 5 shown, the two ends of the housing 41 should be necked down, and flanging designs should be made for the front cone, the rear cone and the assembly edge of the housing 41. In this way, while increasing the assembly fitting area, it effectively eliminates defects such as excessive assembly gaps, line contact at the assembly end, and easy welding penetration caused by large diameter tolerances at the assembly end and poor consistency of the necking size. It is also easy to meet the welding requirements of the end faces of the three-way catalytic converter carrier 42 and the particulate trap carrier 43 during the welding process, that is, there are no foreign matters such as welding slag and welding spatter, thus improving the welding processability.

[0085] The buffer pad 44 in this embodiment can adopt ceramic fiber, polycrystalline fiber, etc. well-known to those skilled in the art. The selected material needs to be able to resist the erosion of corrosive substances such as sulfides and nitrogen oxides in the exhaust gas, and withstand the continuous high-temperature environment of more than 800 °C in the exhaust system, avoiding the sealing failure caused by thermal degradation. At the same time, the material itself needs to meet the environmental protection standards and does not release harmful substances at high temperatures.

[0086] In this embodiment, as a preferred implementation form, continue as Figures 3 to 5As shown, the housing 41 includes a cylindrical housing body, an inlet pipe 412 and an outlet pipe 413 provided at both ends of the housing body. The three-way catalytic converter carrier 42 and the particulate trap carrier 43 are provided inside the housing body. Moreover, inwardly folded inner flanges 411 are provided at both ends of the housing body, and outward flanges 415 are provided on the inlet pipe 412 and the outlet pipe 413 respectively. The outward flanges 415 abut against the inner flanges 411 at the corresponding ends and are connected to the inner flanges 411. With such a setting, the inner flanges 411 and the outward flanges 415 can form an overlapping area, enhancing the bending stiffness at the connection, effectively resisting engine vibration and exhaust pulse shock, and also allowing a certain amount of axial thermal expansion displacement to maintain the sealing surface through elastic deformation. In addition, the arc structure at the flange transition can also reduce stress concentration, improve the fatigue resistance of the connection, and extend the overall service life.

[0087] When the catalytic converter assembly 4 is working specifically, in detail, the engine exhaust gas will first enter the intake end of the exhaust pipe 11, then enter the intake end of the housing 41 connected in series therewith, and then enter the three-way catalytic converter carrier 42 and the particulate trap carrier 43 arranged at intervals inside the housing 41 along the gas flow direction. When the waste gas enters the three-way catalytic converter carrier 42, noble metal catalysts such as platinum (Pt), palladium (Pd), rhodium (Rh), etc. coated on the surface of the carrier will promote chemical reactions of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) in the exhaust gas and convert them into carbon dioxide (CO 2 ), water (H 2 O) and nitrogen (N 2 ) and other harmless substances, thus realizing the purification of the exhaust gas. At this time, there is still a certain amount of particulate matter in the exhaust gas. Subsequently, when the purified exhaust gas enters the particulate trap carrier 43, the wall-flow honeycomb ceramic carrier used therein, due to the alternating blockage of its channels, makes the exhaust gas flow from one channel to another only through the micropores on the ceramic wall surface. In this process, the particulate matter is intercepted on the ceramic wall surface and in the channels, thus realizing the trapping of the particulate matter. Subsequently, the gas will be discharged from the outlet end of the housing 41, thus completing the purification.

[0088] It should be mentioned that the three-way catalytic converter carrier 42 and the particulate trap carrier 43 used in this embodiment can both adopt the three-way catalytic converter carrier 42 and the particulate trap carrier 43 well-known to those skilled in the art, and no further description will be given here.

[0089] In this embodiment, as a preferred implementation form, such as Figures 6 to 8As shown, a convex portion 414 protruding radially outward along its own diameter is provided at the air outlet end of the housing 41, and an outwardly expanding connecting portion 111 is provided at the air inlet end of the exhaust pipe 11. A part of the convex portion 414 extends into the connecting portion 111 and abuts against the connecting portion 111, and the convex portion 414 and the connecting portion 111 are connected together by a clamp 5. With such a setting, the convex-concave fit between the convex portion 414 and the connecting portion 111 can increase the contact area, and cooperate with the radial clamping force of the clamp 5 and the plastic deformation generated when the clamp 5 is compressed, which can fill the gap, avoid waste gas leakage, and enhance the sealing performance. At the same time, the elastic characteristics of the clamp 5 can absorb the thermal expansion difference caused by the temperature difference between the housing 41 and the pipeline, and keep the pressure of the sealing surface stable. In addition, using the clamp 5 for connection can also simplify the exhaust structure and reduce the overall mass of the exhaust structure.

[0090] Specifically speaking, with reference to Figure 6 and Figure 7 As shown, the clamp 5 includes a V-shaped strap 51, a fastening nut 52, a bolt assembly 53 and a positioning bracket 54. In order to improve the sealing performance of the assembled part, a metal gasket 55 is also provided between the abutting surfaces of the convex portion 414 and the connecting portion 111. The metal gasket 55 adopts a single-layer plate design. Of course, the corresponding number of layers design can also be adjusted and selected according to specific requirements, such as a double-layer plate design or a three-layer plate design suitable for exhaust pipe diameters above 80 mm. Its specific material can be, for example, 304 / 306L stainless steel. Or copper alloy, such as T2 bronze, beryllium bronze, etc., or Inconel alloy such as Inconel625, etc.

[0091] During specific assembly, first, the metal gasket 55 is sleeved on the convex portion 414 extending radially outward along the air outlet end of the housing 41. Subsequently, a part of the convex portion 414 extends into the connecting portion 111 and abuts against it to form a surface contact. Then, the V-shaped strap 51 is sleeved on the outwardly expanding connecting portion 111 of the intake pipe 23, and the bolt assembly 53 is inserted into the V-shaped strap 51, and the fastening nut 52 is tightened. When the fastening nut 52 applies a pre-tightening force along the axial direction of the bolt assembly 53, the V-shaped strap 51 generates a circumferential contraction deformation and simultaneously forms a radial clamping force. This clamping force forces the abutting surfaces of the boss and the connecting portion 111 to fit together through a wedge-shaped structure, and cooperates with the plastic deformation compensation of the metal gasket 55 to achieve a double-sealing effect. Finally, through the welding process of the positioning bracket 54 with the intake pipe 23 and the V-shaped strap, an anti-rotation constraint is formed in the circumferential direction to ensure the positioning accuracy and connection consistency of the clamp 5 during the assembly process.

[0092] In addition, during specific implementation, the intake end of the exhaust pipe 11 is connected to the intake pipe 23 of the muffler through a flexible joint 6. In this way, it can effectively attenuate the energy transfer of engine vibration to the vehicle body, further enhancing the NVH performance of the vehicle. At the same time, the setting of the flexible joint 6 can also compensate for the axial thermal expansion deformation of the exhaust pipe 11 within the operating temperature, relieve the problem of thermal stress concentration at the connection, avoid the weld cracking phenomenon that occurs in traditional rigid connections under thermal cycling conditions, and effectively extend the service life of the exhaust structure. In addition, the setting of the flexible joint 6 also allows angular deflection and radial offset within a certain range, can effectively absorb the position deviation generated during chassis deformation or the general assembly process, thereby reducing the assembly accuracy requirements for the exhaust structure, facilitating the reduction of positioning tooling, and thus helping to reduce the manufacturing cost.

[0093] This flexible joint 6 can adopt an existing structure, and generally includes a core elastic element, a connection and sealing assembly, and an auxiliary assembly. Specifically, its core elastic element usually adopts a metal bellows, which is usually made of 316L austenitic stainless steel, having good high-temperature resistance and corrosion resistance. The connection and sealing assembly usually consists of a flange and a heat insulation protection layer. Among them, the flange is usually made of ductile iron, and the heat insulation protection layer is made of aluminized steel plate with a ceramic fiber blanket attached to the outer layer. The remaining auxiliary functional structures such as shock damping dampers can all adopt existing components, and will not be elaborated here.

[0094] In this embodiment, as a preferred implementation form, as Figures 9 to 14 shown, the muffler 2 includes a muffler housing 21 having a muffling chamber, and an intake pipe 23 and an outlet pipe 22 provided on the muffler housing 21. The intake pipe 23 and the outlet pipe 22 are two relatively arranged ones respectively. The two intake pipes 23 are integrally formed, and air outlet holes 231 are provided on the intake pipe 23 and located in the muffling chamber. With such a setting, the exhaust gas entering the muffler 2 can be more evenly dispersed into the muffling chamber, avoiding the exhaust gas from concentrating on impacting a certain area of the muffling chamber, which is beneficial to making full use of the space of the entire muffling chamber for muffling treatment and improving the muffling efficiency.

[0095] The two integrally formed intake pipes 23, combined with the design of the air outlet holes 231, enable the air flow velocity to be reduced when the exhaust gas enters the muffling chamber, thereby helping to reduce the air flow noise, and the air outlet holes 231 with different positions and sizes can be optimized for different frequencies of noise. In addition, during specific implementation, the distribution and size of the air outlet holes 231 can be designed through calculation, so that the muffler 2 can have good muffling performance within a wide frequency range and meet the control requirements of engine exhaust noise under different working conditions.

[0096] In addition, during installation, two intake pipes 23 and an exhaust pipe 22, which are arranged oppositely and are provided on the muffler housing 21, are both vertically assembled with the exhaust pipe. At this time, the two intake pipes 23 and the exhaust pipe 11 can form an "I-shaped" structure at the intake end, and the two exhaust pipes 22 and the exhaust pipe 11 can form an "I-shaped" structure at the exhaust end. In this way, a "double I-shaped" layout structure can be achieved. In this way, the intake uniformity at the intake end can be optimized, the turbulence intensity can be reduced, the axial length of the muffler 2 can be shortened, the internal volume of the muffler 2 can be increased, the deformation amount of the muffler housing 21 can be reduced, the resonance risk can be reduced, and the overall structural strength can be enhanced.

[0097] During specific implementation, during the actual operation, since the temperature inside the muffler housing 21 is relatively high, about 500 °C to 750 °C, in order to release the thermal stress, a buffer structure needs to be added in the middle of the intake pipe 23 to prevent damage such as cracking and deformation of the integrally formed intake pipe 23 caused by thermal stress, resulting in the failure of the intake pipe 23, so as to improve the durability of the intake pipe 23. Specifically, a hump structure protruding radially outward can be added in the middle of the intake pipe 23 to resist the thermal strain of the intake pipe 23 caused by high temperature.

[0098] In addition, as a preferred implementation form, as Figures 12 to 14 shown, the two intake pipes 23 are arranged oppositely, and the outlet ends of the intake pipes 23 are blocked, and air outlet holes 231 located in the muffler cavity are provided on the intake pipes 23. With such a setting, by arranging the two intake pipes 23 oppositely and blocking the outlet ends, while ensuring the same muffling effect as that of the two integrally formed intake pipes 23, it can also prevent damage such as cracking and deformation of the intake pipe 23 caused by thermal stress during long-term use, resulting in the failure of the intake pipe 23, so as to improve the durability of the intake pipe 23.

[0099] Specifically, as Figure 12 shown, the blocking of the outlet ends of the intake pipes 23 is implemented by adding a plug 233. The plug 233 is connected to the pipe end in a welding form. When no sound-absorbing holes are reserved on the air flow contact surface of the plug 233, the reserved gap between the two pipe ends should be greater than or equal to 10 mm to prevent pipe orifice interference. When sound-absorbing holes are reserved on the air flow contact surface of the plug 233 and the diameter of the sound-absorbing holes is φ4 mm to φ12 mm, the reserved gap between the two pipe ends should be greater than or equal to 23 mm to prevent exhaust whistling and abnormal noises caused by the air flow blowing against each other at the pipe orifices, resulting in additional noise effects. Specifically, the diameter of the sound-absorbing holes can be φ5 mm, φ8 mm or φ10 mm.

[0100] In addition, it is worth mentioning that during specific implementation, since the air flow impact during the acceleration of high-performance vehicles with low and streamlined bodies is large and changes rapidly, as a preferred implementation form, as Figure 14As shown, the airflow contact surface can be designed in an arc shape to enhance the strength of the plug 233, thereby avoiding the displacement and failure of the plug 233 due to the impact of airflow during long-term use, which would lead to exhaust whistles and abnormal noises. This is beneficial to improving product reliability, ensuring the user experience, and reducing the maintenance frequency, thereby reducing maintenance costs, and is beneficial to improving the market competitiveness of the product.

[0101] In this embodiment, as a preferred implementation form, Figure 9 and Figure 10 As shown, the outlet pipe 22 has an extension section 221 extending into the muffler chamber, and the extension section 221 is "U" shaped. The advantage of such a setting is that the U-shaped structure significantly increases the flow path length of the exhaust gas in the muffler chamber, and weakens the noise energy through a longer sound wave reflection path. This design can specifically attenuate low- and medium-frequency noise and effectively suppress exhaust roar; at the same time, the extension section 221 can also be used as a guide device to adjust the pressure distribution in the chamber to avoid the decrease in muffler efficiency caused by local high-pressure areas.

[0102] In the specific implementation, in detail, Figure 10 As shown, a high-frequency tube 222 is also provided on the extension section 221 of the outlet pipe 22 extending into the muffler chamber, so as to absorb the high-frequency noise generated by the automobile exhaust system under high-speed conditions, reduce the sharpness of the exhaust sound, and improve the NVH (Noise, Vibration, and Harshness) performance of the vehicle. At the same time, the high-frequency tube 222 can also convert the high-frequency vibration energy transmitted from the engine vibration to the exhaust pipe into heat energy through the viscoelastic damping effect of the material itself, reduce pipe resonance, and reduce the generation of abnormal noise. In addition, the high-frequency tube 222 combined with the thermal expansion compensation design can release thermal strain and avoid the problem of weld cracking caused by thermal strain in traditional rigid exhaust pipes.

[0103] In addition, also as a preferred embodiment, continue as Figure 10 As shown, a reinforcing pipe 24 is connected between the exhaust ends of the two exhaust pipes 11. In this way, the rigidity of the pipeline can be increased, the creep deformation under high temperature and high pressure conditions can be effectively suppressed, the maximum deflection of the pipeline can be controlled within the allowable value range, the risk of fatigue failure can be significantly reduced, and the natural frequency of the system can be changed to avoid the engine excitation frequency band and avoid coupling with the engine vibration frequency to cause resonance. In addition, the reinforcing pipe 24 can also establish a dynamic pressure compensation channel between the dual exhaust branches 1 to ensure balanced flow distribution on both sides. When unilateral throttling causes flow deviation, the reinforcing pipe 24 structure can automatically balance the pressure on both sides, ensure balanced flow distribution on both sides, and reduce performance losses caused by unilateral throttling. When the opening of the control unit 3 suddenly changes, the reinforcing pipe 24 can quickly transmit pressure waves and improve the sensitivity of dynamic regulation of the system.

[0104] In addition, it is worth mentioning that a plurality of partitions 25 are further provided in the muffler housing 21. The partitions 25 are provided with openings 252 facilitating the flow of air and mating holes 253 arranged in cooperation with the extension section 221 of the air outlet pipe 22 extending into the muffler chamber. To prevent the partition 25 or the mating extension section 221 from cracking or deforming at the assembly of the partition 25 and the extension section 221 due to poor thermoplasticity under the action of thermal stress, which may lead to abnormal noise or damage in the muffler chamber. A strengthening flange 251 is provided at the assembly of the partition 25 and the extension section 221 to relieve thermal strain and improve the welding processability. In this way, the thermal stress can be effectively released, thereby further improving the product durability.

[0105] It should be noted that in specific implementation, for each component of the muffler 2 in this embodiment, including the muffler housing 21, the partition 25, the intake pipe 23, etc., the thermoplastic deformation amount should be less than or equal to 2% to prevent loosening or even complete detachment of the connections between components due to excessive deformation amount, which may seriously damage the structural integrity of the entire muffler 2 system. Moreover, controlling the thermoplastic deformation amount of each component within 2% can also significantly reduce the fatigue damage degree of the component materials caused by thermoplastic deformation. When the components continuously undergo thermoplastic deformation, if it exceeds the limited range, the fatigue cracks inside the material will accelerate to expand. By controlling the deformation amount within the standard, this process can be effectively slowed down, greatly extending the service life of the muffler structure, ensuring the long-term stable and efficient operation of the muffler 2, and providing a solid guarantee for the normal operation of the exhaust structure.

[0106] The exhaust structure described in this embodiment, by providing an exhaust pipe line 11, a muffler 2 connected in parallel to the exhaust pipe line 11, and a control unit 3 connected in series to the exhaust pipe line 11 for controlling the opening degree of the exhaust pipe line 11. In this way, the control unit 3 can adjust the opening degree of the exhaust pipe line 11, which is beneficial to achieving different movement sound wave effects, helping to meet the personalized needs of customers and enhancing the driving pleasure.

[0107] Embodiment Two

[0108] This embodiment relates to a vehicle, and the exhaust structure in Embodiment One is provided on the vehicle.

[0109] In this embodiment, on the basis of adopting the exhaust structure in Embodiment One, when the vehicle is specifically working, some examples of the control method of the exhaust structure involved can be referred to the introduction in the following text.

[0110] Among them, in the following vehicle control method, the above can still adopt, such as Figures 18 to 21In the structural form shown, the valve plate 31 of the control unit 3 is rotatably arranged. When the rotation angle of the valve plate 31 is 0°, the flow rate of the exhaust pipe 11 is the smallest. When the rotation angle of the valve plate 31 is 90°, the flow rate of the exhaust pipe 11 is the largest. When the rotation angle of the valve plate 31 changes between 0° and 90°, the flow rate of the exhaust pipe 11 increases or decreases accordingly.

[0111] In addition, in the vehicle control method introduced below, specific parameter range examples are also provided. However, when the engine model changes, of course, each parameter exemplified below can be adjusted adaptively.

[0112] Specifically, the vehicle control method of this embodiment includes the following steps:

[0113] S11. Obtain the engine speed in the vehicle;

[0114] S12. Control the control unit 3 to act according to the positive correlation between the preset engine speed and the opening degree of the exhaust pipe 11, and adjust the opening degree of the exhaust pipe 11 to the target opening degree corresponding to the engine speed.

[0115] As a preferred implementation form, the vehicle control method of this embodiment further includes:

[0116] When the engine speed is less than the first preset threshold, control the control unit 3 to adjust the opening degree of the exhaust pipe 11 to the first opening degree;

[0117] When the engine speed is between the first preset threshold and the second preset threshold, control the control unit 3 to adjust the opening degree of the exhaust pipe 11 to the second opening degree threshold;

[0118] When the engine speed is between the second preset threshold and the third preset threshold, control the control unit 3 to adjust the opening degree of the exhaust pipe 11 to the third opening degree threshold;

[0119] When the engine speed is not less than the fourth preset threshold, control the control unit 3 to adjust the opening degree of the exhaust pipe 11 to the fourth opening degree threshold;

[0120] Among them, the first preset threshold, the second preset threshold, the third preset threshold, and the fourth preset threshold increase in sequence, and the first opening degree threshold, the second opening degree threshold, the third opening degree threshold, and the fourth opening degree threshold increase in sequence.

[0121] Here, for the convenience of understanding this embodiment, the above control method will be described in detail in combination with specific embodiments. In this embodiment, the first preset threshold is 2400 rpm, the second preset threshold is 2800 rpm, the third preset value is 3000 rpm, the fourth preset value is 4000 rpm, the first opening threshold is 0°, the second opening threshold is 10°, the third opening threshold is 45°, and the fourth opening threshold is 90°.

[0122] Specifically, first, obtain the engine speed;

[0123] Among them, when the engine speed < 2400 rpm, that is, when the engine speed is less than the first preset threshold, as Figure 15 and Figure 18 shown, the control unit 3 adjusts the opening of the exhaust pipe 11 to the first opening. At this time, the angle between the valve plate 31 and the pipe cross-section is 0°, the control unit 3 is not opened, the vehicle is in a quiet mode, and the air flow direction is as shown. The exhaust gas mainly passes through the intake end of the muffler 2 and is discharged through the symmetric U-shaped outlet pipes 22 on the left and right.

[0124] At this time, the exhaust gas needs to pass through the double U-shaped channels of the muffler 2. The long flow path results in a high back pressure. At this time, the engine pumping loss increases, the intake efficiency is limited, and the effective output power of the engine is suppressed; however, this design is beneficial to noise control under low-speed conditions. By increasing the air flow reflection path, the medium and low-frequency noise energy is weakened. The low-order noise of the tailpipe meets the target, but the energy of the high-order noise is low, and there is no obvious dynamic sound in the tailpipe.

[0125] When the engine speed is between 2400 rpm and 3000 rpm, that is, when the engine speed is between the first preset threshold and the second preset threshold, as Figure 16 and Figure 19 shown, the control unit 3 adjusts the opening of the exhaust pipe 11 to the second opening threshold. At this time, the angle between the valve plate 31 and the pipe cross-section is 10°, the control unit 3 is opened, and the air flow direction is as shown at this time. The exhaust gas is discharged in two paths, and the temperature inside the housing 41 of the muffler 2 increases, and the back pressure increases.

[0126] At this time, part of the air flow is diverted through the exhaust pipe 11, and the engine pumping loss is correspondingly reduced. The intake efficiency of the engine is slightly improved, and the power output shows a slight increasing trend. However, because the opening angle of the valve plate 31 is small (only 10°), the regulation effect on the back pressure is limited. The gas expansion effect caused by the increase in the temperature inside the muffler 2 partially offsets the influence of the opening change, and the back pressure fluctuation range is controlled within a small range. The tailpipe noise, the low-order noise is slightly reduced, but the energy of the high-order noise is still low, and there is no obvious dynamic sound in the tailpipe.

[0127] When the engine speed reaches 3000 rpm to 4000 rpm, that is, when the engine speed is between the second preset threshold and the third preset threshold, as Figure 16 and Figure 20 shown, the control unit 3 adjusts the opening degree of the exhaust pipe 11 to the third opening degree threshold. At this time, the pipeline valve opens more intensively, and the included angle between the valve plate 31 and the pipeline cross-section is 45°. At this time, the air flow direction is as shown in the figure, and the exhaust gas is led out in two ways. The temperature in the muffler sound-absorbing cavity rises again (600 °C to 750 °C).

[0128] At this time, the proportion of the exhaust pipe flow rate increases significantly, and the system back pressure is significantly lower than that in the closed state of the valve plate 31, effectively reducing the exhaust resistance. At this time, the pumping loss of the engine decreases significantly, the fresh charge in the intake stroke increases, and the engine torque output is optimized. At the same time, due to the increase in the opening angle of the valve plate 31, the low-order noise gradually improves, the energy of the high-order noise increases, and a dynamic sound effect can be perceived at the tail pipe. The engine torque can not only meet the urban congestion conditions, but also meet the uniform driving in the wild, which helps to meet the personalized needs of customers and enhance the driving pleasure.

[0129] In addition, when the exhaust pipe 11 is at the third opening degree threshold, the exhaust system back pressure is stable and better than expected (about 20% smaller than the target); the sound quality can be improved by reducing the exhaust pipe diameter. In this embodiment, by reducing the pipe diameter by 7% to 20%, the high-speed acceleration noise is reduced by 1 dBA to 2 dBA.

[0130] When the engine speed reaches 4000 rpm, that is, when the engine speed is not less than the fourth preset threshold, as Figure 17 and Figure 21 shown, the control unit 3 adjusts the opening degree of the exhaust pipe 11 to the fourth opening degree threshold. At this time, the pipeline valve opens in a wild mode, and the included angle between the valve plate 31 and the pipeline cross-section is 90°. At this time, the air flow direction is as shown in the figure, and the exhaust gas is mainly led directly from the tail pipe through the connecting pipe 1. The temperature in the muffler sound-absorbing cavity rises again (>750 °C).

[0131] At this time, almost all of the exhaust gas is directly discharged through the exhaust pipe, and the system back pressure drops to the lowest value. This design greatly reduces the resistance of the exhaust stroke, maximizes the engine scavenging efficiency, and fully releases the high-speed power output. At this time, the energy of the high-order noise reaches the maximum, and the dynamic sound effect of the tail pipe is the best, which can provide a unique sports sound wave for customers. At the same time, the driving dynamic feeling is obvious, which is beneficial to enhancing the driver's high-speed driving dynamic experience, meeting the personalized customization of customers, and enhancing the driving pleasure.

[0132] The vehicle and its control method according to this embodiment can enhance the vehicle's adaptability to different working conditions and dynamically control the sound wave by adopting the exhaust structure described in Embodiment 1 and using the control unit 3 provided on the exhaust pipe to dynamically adjust the flow direction of the exhaust gas in the exhaust pipe. It can not only provide users with a unique sports sound wave at high engine speeds to enhance the driving pleasure, but also force the exhaust gas to pass through the muffler 2 under urban working conditions to reduce the exhaust noise, improve the comfort of driving at low speeds in the city, and reduce the interference to the lives of residents. Therefore, it is conducive to improving the user's satisfaction and favorability towards the vehicle and enhancing the competitiveness of the vehicle in the market.

[0133] The above embodiments only represent the preferred embodiments of the present invention, and the description is relatively specific and detailed, but it should not be construed as a limitation of the scope of the patent for the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications, improvements and substitutions can be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent for the present invention shall be subject to the appended claims.

Claims

1. An exhaust structure, characterized in that: comprising an exhaust branch (1); The exhaust branch (1) comprises an exhaust pipeline (11), a muffler (2) connected in parallel to the exhaust pipeline (11), and a control unit (3) connected in series to the exhaust pipeline (11); The air inlet and the air outlet of the muffler (2) are arranged in sequence along the air flow direction of the exhaust pipeline (11); the control unit (3) is located between the connection point between the air inlet and the exhaust pipeline (11) and the connection point between the air outlet and the exhaust pipeline (11); and the control unit (3) is used to control the opening of the exhaust pipeline (11).

2. The exhaust structure according to claim 1, characterized in that: The exhaust branches (1) are two arranged opposite to each other; The two exhaust branches (1) share the same muffler (2).

3. The exhaust structure according to claim 1, characterized in that: The muffler (2) comprises a muffler housing (21) having a muffler cavity, and an air inlet pipe (23) and an air outlet pipe (22) arranged on the muffler housing (21), wherein the air inlet pipe (23) and the air outlet pipe (22) are two air inlet pipes arranged opposite to each other; The two air inlet pipes (23) are integrally formed, and an air outlet hole (231) located in the muffler cavity is provided on the air inlet pipe (23), or the two air inlet pipes (23) are arranged opposite to each other, and the outlet ends of the air inlet pipes (23) are blocked; The air inlet pipe (23) is provided with an air outlet hole (231) located in the muffler cavity.

4. The exhaust structure according to claim 3, characterized in that: The air outlet pipe (22) has an extension section (221) extending into the muffler cavity, and the extension section (221) is in a "U" shape; and / or, A reinforcing pipe (24) is connected between the exhaust ends of the two exhaust pipelines (11).

5. The exhaust structure according to any one of claims 1 to 4, characterized in that: A catalytic converter assembly (4) is connected in series to the air intake end of the exhaust pipe (11), and the catalytic converter assembly (4) comprises a housing (41), and a three-way catalytic converter carrier (42) and a particle collector carrier (43) arranged in the housing (41) at intervals along the airflow direction; The three-way catalytic converter carrier (42) and the particle collector carrier (43) are both wrapped with a buffer pad (44), and the shell (41) is arranged with a partially reduced diameter corresponding to the buffer pad (44) and abuts against the buffer pad (44).

6. The exhaust structure according to claim 5, characterized in that: The housing (41) comprises a cylindrical housing body, and an inlet pipe (412) and an outlet pipe (413) provided at two ends of the housing body; The three-way catalytic converter carrier (42) and the particulate collector carrier (43) are arranged in the shell body, and the two ends of the shell body are respectively provided with inner flanges (411) folded inward, and the inlet pipe (412) and the outlet pipe (413) are respectively provided with outer flanges (415), and the outer flanges (415) are abutted against the inner flanges (411) at the corresponding ends and are connected to the inner flanges (411).

7. The exhaust structure according to claim 5, characterized in that: The air outlet end of the shell (41) is provided with a protrusion (414) protruding outward in its radial direction, and the air inlet end of the exhaust pipe (11) is provided with an outwardly expanding connecting portion (111); Part of the protrusion (414) extends into the connecting portion (111) and abuts against the connecting portion (111), and the protrusion (414) and the connecting portion (111) are connected together via a clamp (5).

8. A vehicle, characterized in that: The exhaust system of the vehicle is provided with the exhaust structure according to any one of claims 1 to 7.

9. The vehicle exhaust control method according to claim 8, characterized in that: The exhaust control method comprises: obtaining a rotation speed of an engine in the vehicle; The control unit (3) is controlled to operate according to a preset positive correlation between the engine speed and the opening of the exhaust pipe (11), so as to adjust the opening of the exhaust pipe (11) to a target opening corresponding to the engine speed.

10. The vehicle exhaust control method according to claim 9, characterized in that: The control unit (3) is controlled to operate according to a preset positive correlation between the engine speed and the opening of the exhaust pipe (11) so as to adjust the opening of the exhaust pipe (11) to a target opening corresponding to the engine speed, comprising: When the engine speed is less than a first preset threshold, controlling the control unit (3) to adjust the opening of the exhaust pipe (11) to a first opening; When the engine speed is between the first preset threshold and the second preset threshold, controlling the control unit (3) to adjust the opening of the exhaust pipe (11) to the second opening threshold; When the engine speed is between the second preset threshold and the third preset threshold, controlling the control unit (3) to adjust the opening of the exhaust pipe (11) to a third opening threshold; When the engine speed is not less than a fourth preset threshold, controlling the control unit (3) to adjust the opening of the exhaust pipe (11) to a fourth opening threshold; Among them, the first preset threshold, the second preset threshold, the third preset threshold and the fourth preset threshold increase in sequence, and the first opening threshold, the second opening threshold, the third opening threshold and the fourth opening threshold increase in sequence.

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