Silencer based on bimodal switching mechanism

Abstract

The invention relates to the technical field of automobile noise reduction, in particular to a silencer based on a bimodal switching mechanism, which comprises a shell, a baffling type silencing air passage and a straight-through type silencing air passage are arranged in the shell, an air inlet reversing valve and an exhaust reversing valve are respectively arranged at two ends of the shell, and the air inlet reversing valve and the exhaust reversing valve have the same structure. Each air inlet reversing valve comprises an air distribution pipe, a valve element and a sliding driving part, each air distribution pipe is connected with a branch pipe and two reversing pipes, the branch pipe of each air inlet reversing valve is provided with a telescopic pipe, and the telescopic pipe is provided with a telescopic driving part used for controlling the telescopic pipe to stretch out and draw back. The device is provided with the baffling type noise elimination air channel and the straight-through type noise elimination air channel, in the actual driving process, waste gas can be guided to different flow channels according to the automobile speed, finally the limitation of a fixed flow channel is broken through, and on the premise that noise is effectively reduced, dynamic adaptation of exhaust performance of an automobile in different running states is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile noise reduction, and in particular to a muffler based on a dual-mode switching mechanism. Background Art

[0002] A car muffler is a key component installed in a vehicle's exhaust system, primarily used to reduce noise generated by the engine's exhaust process while ensuring the system's proper function. Through its specific structural design and acoustic principles, the muffler attenuates the high-frequency, high-intensity noise generated by the exhaust flow, making it the core device in a vehicle's noise reduction system.

[0003] The existing Chinese patent with publication number CN119042011B discloses an automobile muffler to solve the problem that traditional mufflers are difficult to clean due to the complex exhaust path. However, the above patent also has the following defects: First, the aforementioned patent enhances the muffler's effectiveness through a multi-chamber circuitous path design, but this structure can significantly increase exhaust back pressure. According to the principles of muffler design, the complex chamber divisions and curved exhaust pipes reduce the cross-sectional area of ​​gas flow. When the car is traveling at high speeds, this can cause exhaust congestion, affecting engine power output and fuel economy. Secondly, in actual use, there will be an exhaust flow duct between the muffler and the engine exhaust port. The traditional exhaust flow duct is a fixed structure. In actual driving, the fixed structure exhaust flow duct cannot dynamically match the exhaust characteristics of the engine at different speeds and loads. When driving at high speed, the shorter exhaust flow duct will be limited in power due to the high exhaust back pressure. When idling, the longer exhaust flow duct will be difficult to suppress low-frequency noise due to the low exhaust back pressure, which increases the burden on the muffler, and ultimately leads to a decline in muffler performance and a shortened service life.

[0004] Therefore, it is necessary to provide a muffler based on a dual-mode switching mechanism to solve the above problems. Summary of the Invention

[0005] Based on this, it is necessary to provide a muffler based on a dual-mode switching mechanism to address the existing technical problems.

[0006] In order to solve the problems of the existing technology, the technical solution adopted by the present invention is: a silencer based on a dual-mode switching mechanism, comprising a horizontally arranged shell, a zigzag silencer air duct and a straight-through silencer air duct are provided in the shell, and an intake reversing valve and an exhaust reversing valve are respectively provided at both ends of the shell. The intake reversing valve and the exhaust reversing valve have the same structure, both of which include an air distribution pipe, a valve core and a sliding drive member. The valve core is slidably arranged in the air distribution pipe, and the sliding drive member is connected to the air distribution pipe. The sliding drive member is used to drive the valve core to slide along the axial direction of the air distribution pipe. A branch pipe and two reversing pipes are connected to the air distribution pipe. The two reversing pipes are respectively connected to the straight-through silencer air duct and the zigzag silencer air duct. A telescopic pipe is provided on the branch pipe of the intake reversing valve, and a telescopic drive member for controlling its telescopic extension is provided on the telescopic pipe.

[0007] Furthermore, the outer shell is strip-shaped and its cross-section is elliptical. A central partition is provided inside the outer shell to divide the inner cavity of the outer shell into a deflection chamber and a straight-through chamber. Both ends of the outer shell are open structures. The openings of the outer shell are connected to sealing cover plates. Two connecting pipes are formed on the sealing cover plates. The reversing pipe on the intake reversing valve is connected to the deflection chamber through the corresponding connecting pipe, and the reversing pipe on the exhaust reversing valve is connected to the straight-through chamber through the corresponding connecting pipe.

[0008] Furthermore, the deflection type silencer air duct includes baffle No. 1, baffle No. 2, air inlet pipe No. 1, exhaust pipe and deflection pipe. Baffle No. 1 and baffle No. 2 are symmetrically arranged in the deflection chamber. No. 1 noise reduction chamber, No. 2 noise reduction chamber and No. 3 noise reduction chamber are formed between the sealing cover plate, baffle No. 1, baffle No. 2 and the central partition in sequence along the horizontal direction. No. 1 air inlet pipe leads the exhaust gas to the No. 3 noise reduction chamber. The exhaust pipe runs through the deflection chamber and the straight-through chamber. The exhaust pipe leads the exhaust gas from the No. 1 noise reduction chamber to the connecting pipe near the exhaust reversing valve. The deflection pipe connects the No. 1 noise reduction chamber with the No. 3 noise reduction chamber. Several No. 1 noise reduction holes are opened on the No. 1 air inlet pipe, deflection pipe and exhaust pipe, and the No. 1 noise reduction hole on the exhaust pipe corresponds to the No. 2 noise reduction chamber and the No. 3 noise reduction chamber.

[0009] Furthermore, the straight-through silencer air duct includes baffle No. 3, baffle No. 4, air intake pipe No. 2 and straight-through pipe. Baffle No. 3 and baffle No. 4 are symmetrically arranged in the straight-through chamber. No. 4 noise reduction chamber, cavity and No. 5 noise reduction chamber are distributed in the horizontal direction in sequence between the central partition, baffle No. 3, baffle No. 4 and sealing cover plate. Air intake pipe No. 2 leads the exhaust gas to the noise reduction chamber No. 5. The straight-through pipe connects the noise reduction chamber No. 4 and the noise reduction chamber No. 5. One of the connecting pipes close to the exhaust reversing valve is connected to the noise reduction chamber No. 5. The No. 2 air intake pipe is provided with a number of air holes located in the noise reduction chamber No. 4.

[0010] Furthermore, the No. 4 noise reduction chamber and the No. 5 noise reduction chamber are respectively provided with a No. 1 partition and a No. 2 partition. Both ends of the No. 1 partition are open structures and respectively conflict with the central partition and the No. 3 baffle. Both ends of the No. 2 partition are open structures and respectively conflict with the No. 4 baffle and the sealing cover. The exhaust gas discharged into the No. 4 noise reduction chamber through the air hole flows into the No. 1 partition, and the exhaust gas discharged into the No. 5 noise reduction chamber through the air hole flows into the No. 2 partition.

[0011] Furthermore, the gas distribution pipe is arranged horizontally, the valve core includes a valve stem and two valve flaps, the valve stem is coaxially arranged in the gas distribution pipe, the two valve flaps are coaxially fixed to the valve stem, and the two valve flaps are distributed at intervals along the axial direction of the valve stem, and a reversing cavity is formed between the two valve flaps.

[0012] Furthermore, the driving part includes a small cylinder and a spring. One end of the air distribution pipe is a closed structure, and the other end is an open structure. The small cylinder is horizontally fixed on the open end of the air distribution pipe. A pressure plate is coaxially formed on one end of the valve stem facing the small cylinder. The spring is sleeved on the valve stem, and one of the valve flaps presses the spring onto the closed end of the air distribution pipe.

[0013] Furthermore, the telescopic tube includes a sliding tube and an outer sleeve. The outer sleeve is connected to the corresponding branch pipe. The sliding tube is coaxially arranged in the outer sleeve. An expansion tube is coaxially sleeved on one end of the outer sleeve. An annular noise reduction cavity is formed between the expansion tube and the outer sleeve. Several No. 2 noise reduction holes located in the annular noise reduction cavity are opened on the outer wall of the outer sleeve.

[0014] Furthermore, one end of the expansion tube is rotatably connected to the corresponding branch tube, an arc-shaped through groove is opened on the outer wall of the outer sleeve, a vertical limit pin passing through the arc-shaped through groove is fixed on the outer wall of the sliding tube, a fixing platform is provided below the outer sleeve, a fixing sleeve connected to the fixing platform is provided on the outer sleeve, a horizontal limit groove is opened on the inner wall of the fixing sleeve, and the upper end of the limit pin is inserted into the limit groove.

[0015] Furthermore, the telescopic drive member includes a rack and a gear ring. The rack is parallel to the gas distribution pipe and is slidably connected to the fixed platform along its length direction. One end of the valve stem in the intake reversing valve passes through the closed end of the gas distribution pipe. One end of the rack is connected to the passing end of the valve stem through a connecting rod. The gear ring is coaxially fixed to the expansion tube, and the gear ring is meshed with the rack.

[0016] Compared with the prior art, the present invention has the following beneficial effects: First, the device is equipped with a baffled silencer air duct and a straight-through silencer air duct. During actual driving, the exhaust gas will be directed to different flow channels according to the vehicle speed, ultimately breaking the limitations of fixed flow channels. Under the premise of effectively reducing noise, it can achieve dynamic adaptation of exhaust performance under different operating conditions of the vehicle. Secondly, the device is provided with a telescopic pipe for supplying upstream exhaust gas to the muffler. The telescopic pipe breaks through the limitations of the fixed exhaust pipe and realizes performance optimization under different engine conditions. That is, when the car is running at high speed, the telescopic pipe retracts to reduce exhaust resistance and reduce exhaust back pressure, so that the exhaust gas can be discharged quickly. When the car is idling, the telescopic pipe extends to maintain a moderate exhaust back pressure and can extend the noise propagation path, so that the noise can be pre-reduced before entering the muffler, ultimately reducing the burden on the muffler and extending the service life of the muffler. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention; Figure 2 It is a schematic diagram of the three-dimensional structure of the baffled silencer air duct and the straight-through silencer air duct; Figure 3 It is a schematic diagram of the three-dimensional structure of the baffled silencer air duct; Figure 4 It is a schematic diagram of the three-dimensional structure of the straight-through silencer air duct; Figure 5 It is a three-dimensional structural cross-sectional view of the present invention; Figure 6 It is a three-dimensional structural cross-sectional view of the intake reversing valve; Figure 7 It is a three-dimensional structural cross-sectional view of the fixed sleeve; Figure 8 It is a three-dimensional structural cross-sectional view of the telescopic tube; Figure 9 It is a planar schematic diagram of the exhaust gas flowing in the baffled silencer duct; Figure 10 It is a planar schematic diagram of the exhaust gas flowing in the straight-through silencer duct.

[0018] The numbers in the figure are: 1, shell; 2, baffled silencer air duct; 3, straight-through silencer air duct; 4, intake reversing valve; 5, exhaust reversing valve; 6, air distribution pipe; 7, branch pipe; 8, reversing pipe; 9, telescopic pipe; 10, baffle chamber; 11, straight-through chamber; 12, center partition; 13, sealing cover; 14, connecting pipe; 15, baffle No. 1; 16, baffle No. 2; 17, intake pipe No. 1; 18, exhaust pipe; 19, baffle pipe; 20, noise reduction chamber No. 1; 21, noise reduction chamber No. 2; 22, noise reduction chamber No. 3; 23, noise reduction hole No. 1; 24, baffle No. 3; 25, baffle No. 4 Plate; 26. No. 2 air inlet pipe; 27. Straight-through pipe; 28. No. 4 noise reduction chamber; 29. ​​Cavity; 30. No. 5 noise reduction chamber; 31. Air hole; 32. No. 1 spacer; 33. No. 2 spacer; 34. Valve stem; 35. Valve disc; 36. Reversing chamber; 37. Small cylinder; 38. Spring; 39. Pressure plate; 40. Sliding pipe; 41. Outer sleeve; 42. Expansion pipe; 43. Annular noise reduction chamber; 44. No. 2 noise reduction hole; 45. Arc-shaped through groove; 46. Limit pin; 47. Fixing platform; 48. Fixing sleeve; 49. Limit groove; 50. Rack; 51. Gear ring; 52. Connecting rod. DETAILED DESCRIPTION

[0019] In order to further understand the features, technical means, specific objectives and functions achieved by the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] refer to Figures 1 to 10 The silencer based on the dual-mode switching mechanism shown in the figure includes a horizontally arranged shell 1, in which a zigzag silencer air duct 2 and a straight-through silencer air duct 3 are provided. An intake reversing valve 4 and an exhaust reversing valve 5 are provided at both ends of the shell 1 respectively. The intake reversing valve 4 and the exhaust reversing valve 5 have the same structure, both of which include an air distribution pipe 6, a valve core and a sliding drive member. The valve core is slidably arranged in the air distribution pipe 6, and the sliding drive member is connected to the air distribution pipe 6. The sliding drive member is used to drive the valve core to slide along the axial direction of the air distribution pipe 6. A branch pipe 7 and two reversing pipes 8 are connected to the air distribution pipe 6. The two reversing pipes 8 are respectively connected to the straight-through silencer air duct 3 and the zigzag silencer air duct 2. A telescopic pipe 9 is provided on the branch pipe 7 of the air intake reversing valve 4, and a telescopic drive member is provided on the telescopic pipe 9 for controlling its telescopic extension.

[0021] During actual use, the exhaust manifold of the engine leads to the catalytic converter (the catalytic converter is used to remove pollutants in the exhaust gas and reduce pollutant emissions), the telescopic pipe 9 is connected to the exhaust manifold of the upstream catalytic converter through a hose, and the branch pipe 7 in the exhaust reversing valve 5 is connected to the tailpipe of the car. When the car is idling, the telescopic drive member controls the telescopic pipe 9 to extend outward, and the sliding drive members in the intake reversing valve 4 and the exhaust reversing valve 5 synchronously drive the corresponding valve core to slide so that the branch pipe 7 is connected to the folding silencer air duct 2. After that, the exhaust gas discharged from the engine will flow into the telescopic pipe 9 after passing through the catalytic converter. At this time, the length of the telescopic pipe 9 increases, so that the noise carried by the exhaust gas can be pre-reduced in the telescopic pipe 9. After the exhaust gas flows through the telescopic pipe 9, the exhaust gas will flow into the folding silencer air duct 2 through one of the reversing pipes 8. In this process, the noise carried by the exhaust gas will be eliminated in the folding silencer air duct 2. The exhaust gas discharged from the branch pipe 7 in the exhaust reversing valve 5 carries little noise. When the car is running at high speed, the telescopic drive member controls the telescopic tube 9 to retract inward, and the sliding drive members in the intake reversing valve 4 and the exhaust reversing valve 5 synchronously drive the corresponding valve core to slide so that the branch pipe 7 is connected to the straight-through muffler air duct 3. Thereafter, the exhaust gas discharged from the engine will flow into the telescopic tube 9 after passing through the catalytic converter. At this time, the length of the telescopic tube 9 is shortened, so that the exhaust gas can flow through the telescopic tube 9 quickly, thereby reducing the airflow impedance and reducing the exhaust back pressure. After the exhaust gas flows through the telescopic tube 9, the exhaust gas will flow into the straight-through muffler air duct 3 through another reversing pipe 8. The straight-through muffler air duct 3 can not only reduce the noise carried by the exhaust gas, but also enable the exhaust gas to flow quickly to the branch pipe 7 of the exhaust reversing valve 5, thereby avoiding the exhaust gas being diverted and causing poor exhaust when the car is running at high speed, which ultimately affects the power output of the engine.

[0022] In order to show the specific structure of the housing 1, the following features are set: The shell 1 is strip-shaped and its cross-section is elliptical. A central partition 12 is provided inside the shell 1 to divide the inner cavity of the shell 1 into a deflection chamber 10 and a straight-through chamber 11. Both ends of the shell 1 are open structures. A sealing cover plate 13 is connected to the opening of the shell 1. Two connecting pipes 14 are formed on the sealing cover plate 13. The reversing pipe 8 on the intake reversing valve 4 is connected to the deflection chamber 10 through the corresponding connecting pipe 14, and the reversing pipe 8 on the exhaust reversing valve 5 is connected to the straight-through chamber 11 through the corresponding connecting pipe 14.

[0023] The port of the shell 1 can be opened through the sealing cover 13, so as to facilitate the installation of the deflection type silencer air duct 2 and the straight-through silencer air duct 3 into the shell 1. When the car is idling, the exhaust gas flows into the deflection chamber 10 and is reduced in noise through the deflection type silencer air duct 2. When the car is running at high speed, the exhaust gas passes through the deflection chamber 10 to reach the straight-through chamber 11 and is reduced in noise through the straight-through silencer air duct 3.

[0024] In order to show the specific structure of the baffled silencer air duct 2, the following features are set: The baffled silencer 2 includes a baffle plate 15, a baffle plate 16, an air intake pipe 17, an exhaust pipe 18 and a baffle 19. The baffle plates 15 and 16 are symmetrically arranged in the baffle chamber 10. The sealing cover plate 13, the baffle plate 15, the baffle plate 16 and the central partition plate 12 form a noise reduction chamber 20, a noise reduction chamber 21 and a noise reduction chamber 22 distributed in the horizontal direction. The air intake pipe 17 guides the exhaust gas to the air intake pipe 17. Noise reduction chamber 22, the exhaust pipe 18 passes through the deflector chamber 10 and the straight-through chamber 11, the exhaust pipe 18 leads the exhaust gas from the No. 1 noise reduction chamber 20 to the connecting pipe 14 near the exhaust reversing valve 5, the deflector pipe 19 connects the No. 1 noise reduction chamber 20 and the No. 3 noise reduction chamber 22, and a number of No. 1 noise reduction holes 23 are opened on the No. 1 air intake pipe 17, the deflector pipe 19 and the exhaust pipe 18, and the No. 1 noise reduction hole 23 on the exhaust pipe 18 corresponds to the No. 2 noise reduction chamber 21 and the No. 3 noise reduction chamber 22.

[0025] When the car is idling, the exhaust gas flows into the corresponding connecting pipe 14 through the reversing pipe 8 on the intake reversing valve 4, and then the exhaust gas flows into the No. 1 intake pipe 17 along the connecting pipe 14. When the exhaust gas enters the No. 1 intake pipe 17, due to the air pressure, the exhaust gas will be discharged to the No. 3 noise reduction chamber 22. During this process, part of the noise carried by the exhaust gas will be transmitted through the No. 1 noise reduction hole 23 to the No. 1 noise reduction chamber 20 and the No. 2 noise reduction chamber 21 for noise reduction, and the other part of the noise will be reduced in the No. 3 noise reduction chamber 22. After the exhaust gas flows into the No. 3 noise reduction chamber 22, the exhaust gas passes through the deflector pipe 19 and crosses the No. 2 noise reduction chamber 21 into the No. 1 noise reduction chamber 20. During this process, part of the noise carried by the exhaust gas passes through the No. 1 noise reduction hole 23. The exhaust gas is transmitted to the No. 2 noise reduction chamber 21 for noise reduction, and the other part of the noise is reduced in the No. 1 noise reduction chamber 20. After the exhaust gas flows into the No. 1 noise reduction chamber 20, the exhaust gas passes through the exhaust pipe 18 and crosses the straight-through silencer air duct 3 to the corresponding connecting pipe 14, and finally flows out from the branch pipe 7 in the exhaust reversing valve 5. In this process, the noise carried by the exhaust gas is transmitted through the No. 1 noise reduction hole 23 to the No. 2 noise reduction chamber 21 and the No. 3 noise reduction chamber 22 for noise reduction. In summary, when the car is idling, the exhaust gas flows back and forth several times through the deflection silencer air duct 2, so that in the process of exhaust gas deflection, the noise carried by the exhaust gas is effectively removed through the No. 1 noise reduction chamber 20, the No. 2 noise reduction chamber 21 and the No. 3 noise reduction chamber 22.

[0026] In order to show the specific structure of the straight-through silencer air duct 3, the following features are set: The straight-through silencer air duct 3 includes a No. 3 baffle 24, a No. 4 baffle 25, a No. 2 air intake pipe 26 and a straight-through pipe 27. The No. 3 baffle 24 and the No. 4 baffle 25 are symmetrically arranged in the straight-through chamber 11. The No. 4 noise reduction chamber 28, the cavity 29 and the No. 5 noise reduction chamber 30 distributed in sequence along the horizontal direction are formed between the central partition 12, the No. 3 baffle, the No. 4 baffle 25 and the sealing cover plate 13. The No. 2 air intake pipe 26 leads the exhaust gas to the No. 5 noise reduction chamber 30, and the straight-through pipe 27 connects the No. 4 noise reduction chamber 28 and the No. 5 noise reduction chamber 30. One of the connecting pipes 14 close to the exhaust reversing valve 5 is connected to the No. 5 noise reduction chamber 30. The No. 2 air intake pipe 26 is provided with a number of air holes 31 located in the No. 4 noise reduction chamber 28.

[0027] When the car is running at high speed, the exhaust gas flows into the corresponding connecting pipe 14 through the reversing pipe 8 on the intake reversing valve 4, and then the exhaust gas will flow into the No. 2 intake pipe 26 along the connecting pipe 14, and the exhaust gas will pass through the deflection chamber 10 through the No. 2 intake pipe 26 to flow into the No. 5 noise reduction chamber 30. In this process, part of the exhaust gas will flow into the No. 4 noise reduction chamber 28 through the air hole 31, so that the noise carried by the exhaust gas will be reduced in the No. 4 noise reduction chamber 28. The exhaust gas entering the No. 4 noise reduction chamber 28 will pass through the cavity 29 through the straight pipe 27 and flow into the No. 5 noise reduction chamber 30. When the exhaust gas enters the No. 5 noise reduction chamber 30, the noise carried by the exhaust gas will be reduced in the No. 5 noise reduction chamber 30. After the exhaust gas flows through the No. 5 noise reduction chamber 30 It will flow to the exhaust reversing valve 5 through the corresponding connecting pipe 14, and finally be discharged through the corresponding branch pipe 7. Among them, when processing the air hole 31, the aperture of the air hole 31 is much larger than the aperture of the No. 1 noise reduction hole 23. The air hole 31 can not only make the noise carried by the exhaust gas be transmitted to the No. 4 noise reduction chamber 28 for noise reduction, but the air hole 31 can also balance the air pressure in the straight-through silencer air duct 3 to prevent the air pressure in the No. 5 noise reduction chamber 30 from being too high. In summary, when the car is driving at high speed, the exhaust gas can flow directly to the exhaust reversing valve 5 through the straight-through silencer air duct 3, so that the exhaust gas can be discharged faster under the premise of noise reduction, and the exhaust gas can be prevented from being accumulated and causing poor exhaust, which ultimately affects the power output of the engine.

[0028] When the car is running at high speed, in order to increase the flow rate of the exhaust gas in the straight-through silencer air duct 3, the following features are set: No. 1 partition 32 and No. 2 partition 33 are respectively provided in the No. 4 noise reduction chamber 28 and the No. 5 noise reduction chamber 30. Both ends of the No. 1 partition 32 are open structures and respectively conflict with the central partition 12 and the No. 3 baffle 24. Both ends of the No. 2 partition 33 are open structures and respectively conflict with the No. 4 baffle 25 and the sealing cover 13. The exhaust gas discharged into the No. 4 noise reduction chamber 28 through the air hole 31 flows into the No. 1 partition 32, and the exhaust gas discharged into the No. 5 noise reduction chamber 30 through the air hole 31 flows into the No. 2 partition 33.

[0029] The volume of the actual exhaust gas entering the No. 4 noise reduction chamber 28 and the No. 5 noise reduction chamber 30 is reduced by the No. 1 partition 32 and the No. 2 partition 33, thereby accelerating the flow of the exhaust gas and preventing the exhaust gas from being accumulated in the straight-through silencer air duct 3.

[0030] In order to show the specific structure of the valve core, the following features are set: The gas distribution pipe 6 is arranged horizontally, and the valve core includes a valve stem 34 and two valve flaps 35. The valve stem 34 is coaxially arranged in the gas distribution pipe 6. The two valve flaps 35 are coaxially fixed to the valve stem 34, and the two valve flaps 35 are distributed at intervals along the axial direction of the valve stem 34. A reversing cavity 36 is formed between the two valve flaps 35.

[0031] When the car is idling, the intake reversing valve 4 and the exhaust reversing valve 5 are started synchronously. During this process, the valve stem 34 drives the two valve flaps 35 to slide. At this time, the reversing pipe 8 corresponding to the No. 2 intake pipe 26 is closed, the reversing pipe 8 corresponding to the No. 1 intake pipe 17 is opened, the reversing pipe 8 corresponding to the exhaust pipe 18 is opened, and the reversing pipe 8 corresponding to the No. 5 noise reduction chamber 30 is closed. In this way, the exhaust gas flowing in along the branch pipe 7 will flow into the No. 1 intake pipe 17 through the reversing chamber 36, the reversing pipe 8 and the connecting pipe 14 in sequence. After the exhaust gas passes through the baffled silencer air duct 2 for noise reduction, the exhaust gas will flow into the reversing chamber 36 in the exhaust reversing valve 5 along the exhaust pipe 18 and finally be discharged from the corresponding branch pipe 7. When the car is traveling at high speed, the intake reversing valve 4 and the exhaust reversing valve 5 are started synchronously. At this time, the exhaust gas flowing in along the branch pipe 7 will flow into the No. 2 intake pipe 26 through the reversing chamber 36, the reversing pipe 8 and the connecting pipe 14 in sequence. After the exhaust gas passes through the straight-through air duct for noise reduction, the exhaust gas will flow along the corresponding connecting pipe 14 into the reversing chamber 36 in the exhaust reversing valve 5 and finally be discharged from the corresponding branch pipe 7.

[0032] In order to show the specific structure of the driver, the following features are set: The driving part includes a small cylinder 37 and a spring 38. One end of the air distribution pipe 6 is a closed structure, and the other end is an open structure. The small cylinder 37 is horizontally fixed on the open end of the air distribution pipe 6. A pressure plate 39 is coaxially formed on the end of the valve stem 34 facing the small cylinder 37. The spring 38 is sleeved on the valve stem 34, and one of the valve flaps 35 presses the spring 38 on the closed end of the air distribution pipe 6.

[0033] Since the intake reversing valve 4 and the exhaust reversing valve 5 have the same structure and are started synchronously, taking the intake reversing valve 4 as an example, when the car is idling, the output end of the small cylinder 37 is in a retracted state. At this time, the spring 38 contacts one of the valve flaps 35 to drive the valve core to slide toward the small cylinder 37. At this time, the reversing chamber 36 located between the two valve flaps 35 connects the No. 1 intake pipe 17 with the branch pipe 7. When the car is running at high speed, the output end of the small cylinder 37 extends outward and contacts the pressure plate 39 to drive the valve core to slide toward the spring 38. During this process, one of the valve flaps 35 will compress the spring 38, causing the spring 38 to generate elastic force. At the same time, the reversing chamber 36 located between the two valve flaps 35 connects the No. 2 intake pipe 26 with the branch pipe 7.

[0034] In order to show the specific structure of the telescopic tube 9, the following features are set: The telescopic tube 9 includes a sliding tube 40 and an outer sleeve 41. The outer sleeve 41 is connected to the corresponding branch pipe 7. The sliding tube 40 is coaxially arranged in the outer sleeve 41. An expansion tube 42 is coaxially sleeved on one end of the outer sleeve 41. An annular noise reduction cavity 43 is formed between the expansion tube 42 and the outer sleeve 41. A number of No. 2 noise reduction holes 44 located in the annular noise reduction cavity 43 are opened on the outer wall of the outer sleeve 41.

[0035] When the car is running at high speed, the slide pipe 40 retracts into the outer sleeve 41, thereby shortening the flow path of the exhaust gas to the straight-through silencer air duct 3 and accelerating the exhaust gas discharge. When the car is idling, the slide pipe 40 extends outward to increase the flow path of the exhaust gas to the deflected silencer air duct 2, so that the exhaust gas can be discharged after multiple noise reductions. Moreover, when the slide pipe 40 extends outward, the exhaust gas flowing into the slide pipe 40 will pass through the annular noise reduction chamber 43 at the tail end of the outer sleeve 41. In actual use, noise reduction cotton (not shown in the figure) is provided in the annular noise reduction chamber 43. Then, when the exhaust gas flows through, the noise carried by the exhaust gas will be conducted to the annular noise reduction chamber 43 through the second noise reduction hole 44 and absorbed by the noise reduction cotton, so that the exhaust gas is pre-noised before entering the deflected silencer air duct 2.

[0036] In order to show how the slide tube 40 can be extended and retracted, the following features are provided: One end of the expansion tube 42 is rotatably connected to the corresponding branch tube 7. An arc-shaped through groove 45 is provided on the outer wall of the outer sleeve 41. A vertical limit pin 46 passing through the arc-shaped through groove 45 is fixed on the outer wall of the slide tube 40. A fixing platform 47 is provided below the outer sleeve 41. A fixing sleeve 48 connected to the fixing platform 47 is sleeved on the outer sleeve 41. A horizontal limit groove 49 is provided on the inner wall of the fixing sleeve 48. The upper end of the limit pin 46 penetrates into the limit groove 49.

[0037] When the expansion tube 42 rotates, the expansion tube 42 drives the outer sleeve 41 to rotate. During this process, the limit pin 46 is resisted by the arc-shaped through groove 45 and slides in the limit groove 49. Finally, the sliding tube 40 is driven to expand and contract along its axial direction.

[0038] In order to show the specific structure of the telescopic drive, the following features are set: The telescopic drive member includes a rack 50 and a gear ring 51. The rack 50 is parallel to the distribution pipe 6 and is slidably connected to the fixed platform 47 along its length direction. One end of the valve stem 34 in the intake reversing valve 4 passes through the closed end of the distribution pipe 6. One end of the rack 50 is connected to the passing end of the valve stem 34 through a connecting rod 52. The gear ring 51 is coaxially fixed to the expansion tube 42, and the gear ring 51 is engaged with the rack 50.

[0039] When the car is idling, the spring 38 drives the valve core to slide toward the small cylinder 37 through its elastic force. During this process, the valve core drives the rack 50 to slide through the connecting rod 52, and the gear ring 51 is driven by the rack 50 to drive the expansion tube 42 to rotate, and finally the slide tube 40 will extend outward through the cooperation of the limit pin 46, the arc-shaped groove 45 and the limit groove 49. When the car is running at high speed, the small cylinder 37 drives the valve pin to press against the spring 38. During this process, the valve core drives the rack 50 to slide in the opposite direction through the connecting rod 52, and the gear ring 51 drives the expansion tube 42 to rotate in the opposite direction, and finally the slide tube 40 will retract inward.

[0040] Working principle: During actual use, the exhaust manifold of the engine leads to the catalytic converter (the catalytic converter is used to remove pollutants in the exhaust gas and reduce pollutant emissions), the telescopic pipe 9 is connected to the exhaust manifold of the upstream catalytic converter through a hose, and the branch pipe 7 in the exhaust reversing valve 5 is connected to the tailpipe of the car. When the car is idling, the telescopic drive member controls the telescopic pipe 9 to extend outward, and the sliding drive members in the intake reversing valve 4 and the exhaust reversing valve 5 synchronously drive the corresponding valve core to slide so that the branch pipe 7 is connected to the folding silencer air duct 2. After that, the exhaust gas discharged from the engine will flow into the telescopic pipe 9 after passing through the catalytic converter. At this time, the length of the telescopic pipe 9 increases, so that the noise carried by the exhaust gas can be pre-reduced in the telescopic pipe 9. After the exhaust gas flows through the telescopic pipe 9, the exhaust gas will flow into the folding silencer air duct 2 through one of the reversing pipes 8. In this process, the noise carried by the exhaust gas will be eliminated in the folding silencer air duct 2. The exhaust gas discharged from the branch pipe 7 in the exhaust reversing valve 5 carries little noise. When the car is running at high speed, the telescopic drive member controls the telescopic tube 9 to retract inward, and the sliding drive members in the intake reversing valve 4 and the exhaust reversing valve 5 synchronously drive the corresponding valve core to slide so that the branch pipe 7 is connected to the straight-through muffler air duct 3. Thereafter, the exhaust gas discharged from the engine will flow into the telescopic tube 9 after passing through the catalytic converter. At this time, the length of the telescopic tube 9 is shortened, so that the exhaust gas can flow through the telescopic tube 9 quickly, thereby reducing the airflow impedance and reducing the exhaust back pressure. After the exhaust gas flows through the telescopic tube 9, the exhaust gas will flow into the straight-through muffler air duct 3 through another reversing pipe 8. The straight-through muffler air duct 3 can not only reduce the noise carried by the exhaust gas, but also enable the exhaust gas to flow quickly to the branch pipe 7 of the exhaust reversing valve 5, thereby avoiding the exhaust gas being diverted and causing poor exhaust when the car is running at high speed, which ultimately affects the power output of the engine.

[0041] The above embodiments merely represent one or several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the spirit of the present invention, and these modifications and improvements fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A muffler based on a dual-mode switching mechanism, characterized in that: The invention comprises a horizontally arranged shell (1), wherein a deflecting silencer air duct (2) and a straight-through silencer air duct (3) are arranged in the shell (1), and an intake reversing valve (4) and an exhaust reversing valve (5) are respectively arranged at both ends of the shell (1), wherein the intake reversing valve (4) and the exhaust reversing valve (5) have the same structure, and both comprise an air distribution pipe (6), a valve core and a sliding drive member, wherein the valve core is slidingly arranged in the air distribution pipe (6), the sliding drive member is connected to the air distribution pipe (6), and the sliding drive member is used to drive the valve core to slide along the axial direction of the air distribution pipe (6), the air distribution pipe (6) is connected to a branch pipe (7) and two reversing pipes (8), the two reversing pipes (8) are respectively connected to the straight-through silencer air duct (3) and the deflecting silencer air duct (2), and a telescopic pipe (9) is provided on the branch pipe (7) of the air intake reversing valve (4), and a telescopic drive member for controlling the telescopic movement of the telescopic pipe (9) is provided on the telescopic pipe (9).

2. A muffler based on a dual-mode switching mechanism according to claim 1, characterized in that: The shell (1) is strip-shaped and has an elliptical cross-section. A central partition (12) is provided in the shell (1) to divide the inner cavity of the shell (1) into a deflection chamber (10) and a straight-through chamber (11). Both ends of the shell (1) are open structures. A sealing cover plate (13) is connected to the opening of the shell (1). Two connecting pipes (14) are formed on the sealing cover plate (13). The reversing pipe (8) on the intake reversing valve (4) is connected to the deflection chamber (10) through the corresponding connecting pipe (14), and the reversing pipe (8) on the exhaust reversing valve (5) is connected to the straight-through chamber (11) through the corresponding connecting pipe (14).

3. A muffler based on a dual-mode switching mechanism according to claim 2, characterized in that: The baffled muffler duct (2) includes a No. 1 baffle (15), a No. 2 baffle (16), a No. 1 air intake pipe (17), an exhaust pipe (18) and a baffle pipe (19). The No. 1 baffle (15) and the No. 2 baffle (16) are symmetrically arranged in the baffle chamber (10). A No. 1 noise reduction chamber (20), a No. 2 noise reduction chamber (21) and a No. 3 noise reduction chamber (22) are formed between the sealing cover (13), the No. 1 baffle (15), the No. 2 baffle (16) and the central partition (12). The No. 1 air intake pipe (17) guides the exhaust gas to the No. 3 noise reduction chamber. (22), the exhaust pipe (18) passes through the deflection chamber (10) and the straight-through chamber (11), the exhaust pipe (18) guides the exhaust gas from the No. 1 noise reduction chamber (20) to the connecting pipe (14) near the exhaust reversing valve (5), the deflection pipe (19) connects the No. 1 noise reduction chamber (20) and the No. 3 noise reduction chamber (22), and a plurality of No. 1 noise reduction holes (23) are provided on the No. 1 air inlet pipe (17), the deflection pipe (19) and the exhaust pipe (18), and the No. 1 noise reduction hole (23) on the exhaust pipe (18) corresponds to the No. 2 noise reduction chamber (21) and the No. 3 noise reduction chamber (22).

4. A muffler based on a dual-mode switching mechanism according to claim 2, characterized in that: The straight-through muffler air duct (3) includes a third baffle (24), a fourth baffle (25), a second air inlet pipe (26) and a straight-through pipe (27). The third baffle (24) and the fourth baffle (25) are symmetrically arranged in the straight-through chamber (11). The center baffle (12), the third baffle, the fourth baffle (25) and the sealing cover (13) form a fourth noise reduction cavity (28), a cavity (29) and a second air inlet pipe (26) distributed in sequence in the horizontal direction. 9) and the fifth noise reduction chamber (30), the second air intake pipe (26) guides the exhaust gas to the fifth noise reduction chamber (30), the straight pipe (27) connects the fourth noise reduction chamber (28) and the fifth noise reduction chamber (30), one of the connecting pipes (14) close to the exhaust reversing valve (5) is connected to the fifth noise reduction chamber (30), and the second air intake pipe (26) is provided with a plurality of air holes (31) located in the fourth noise reduction chamber (28).

5. A muffler based on a dual-mode switching mechanism according to claim 4, characterized in that: The No. 4 noise reduction chamber (28) and the No. 5 noise reduction chamber (30) are respectively provided with a No. 1 partition (32) and a No. 2 partition (33). Both ends of the No. 1 partition (32) are open structures and respectively conflict with the central partition (12) and the No. 3 baffle (24). Both ends of the No. 2 partition (33) are open structures and respectively conflict with the No. 4 baffle (25) and the sealing cover (13). The exhaust gas discharged into the No. 4 noise reduction chamber (28) through the air hole (31) flows into the No. 1 partition (32), and the exhaust gas discharged into the No. 5 noise reduction chamber (30) through the air hole (31) flows into the No. 2 partition (33).

6. The muffler based on a dual-mode switching mechanism according to claim 1, characterized in that: The gas distribution pipe (6) is arranged horizontally, and the valve core includes a valve stem (34) and two valve flaps (35). The valve stem (34) is coaxially arranged in the gas distribution pipe (6). The two valve flaps (35) are coaxially fixed to the valve stem (34), and the two valve flaps (35) are distributed at intervals along the axial direction of the valve stem (34). A reversing cavity (36) is formed between the two valve flaps (35).

7. A muffler based on a dual-mode switching mechanism according to claim 6, characterized in that: The driving member includes a small cylinder (37) and a spring (38). One end of the gas distribution pipe (6) is a closed structure, and the other end is an open structure. The small cylinder (37) is horizontally fixed to the open end of the gas distribution pipe (6). A pressure plate (39) is coaxially formed on one end of the valve stem (34) facing the small cylinder (37). The spring (38) is sleeved on the valve stem (34), and one of the valve discs (35) presses the spring (38) onto the closed end of the gas distribution pipe (6).

8. The muffler based on a dual-mode switching mechanism according to claim 1, characterized in that: The telescopic tube (9) includes a sliding tube (40) and an outer sleeve (41). The outer sleeve (41) is connected to the corresponding branch tube (7). The sliding tube (40) is coaxially arranged in the outer sleeve (41). An expansion tube (42) is coaxially sleeved on one end of the outer sleeve (41). An annular noise reduction cavity (43) is formed between the expansion tube (42) and the outer sleeve (41). A plurality of second noise reduction holes (44) located in the annular noise reduction cavity (43) are opened on the outer wall of the outer sleeve (41).

9. The muffler based on the dual-mode switching mechanism according to claim 8, characterized in that: One end of the expansion tube (42) is rotatably connected to the corresponding branch tube (7), an arcuate through groove (45) is provided on the outer wall of the outer sleeve (41), a vertical limit pin (46) passing through the arcuate through groove (45) is fixed on the outer wall of the slide tube (40), a fixing platform (47) is provided below the outer sleeve (41), a fixing sleeve (48) connected to the fixing platform (47) is sleeved on the outer sleeve (41), a horizontal limit groove (49) is provided on the inner wall of the fixing sleeve (48), and the upper end of the limit pin (46) penetrates into the limit groove (49).

10. A muffler based on a dual-mode switching mechanism according to claim 9, characterized in that: The telescopic driving member includes a rack (50) and a gear ring (51), the rack (50) is parallel to the gas distribution pipe (6), and the rack (50) is slidably connected to the fixed platform (47) along its length direction. One end of the valve stem (34) in the intake reversing valve (4) passes through the closed end of the gas distribution pipe (6), and one end of the rack (50) is connected to the passing end of the valve stem (34) through a connecting rod (52). The gear ring (51) is coaxially fixed to the expansion tube (42), and the gear ring (51) and the rack (50) are meshed.

Images