Automobile exhaust silencing partition plate adopting interference fit

Abstract

The invention discloses an automobile exhaust silencing partition plate adopting interference fit, and relates to the technical field of exhaust system part manufacturing, the automobile exhaust silencing partition plate comprises a first shell, a plurality of silencing partition plate bodies are fixedly connected to the inner wall of the first shell, and a plurality of perforated pipes are jointly and fixedly connected to the inner walls of the silencing partition plate bodies; a second shell is fixedly connected to the outer wall of the perforated pipe on one side, and a pretreatment mechanism is arranged on the inner wall of the second shell. According to the automobile exhaust silencing partition plate adopting interference fit, by arranging the centrifugal impeller and the spiral ribs, clustered high-energy automobile exhaust gas treated by the three-way catalyst enters an automobile exhaust silencer, kinetic energy dissipation, momentum counteracting and flow state reconstruction are conducted on the clustered high-energy automobile exhaust gas, and therefore the automobile exhaust silencing partition plate is formed. And the situation that clustered high-energy automobile exhaust gas directly enters the automobile exhaust silencer, and consequently the silencing function of automobile exhaust silencer equipment fails is avoided.

Description

Technical Field

[0001] This invention relates to the field of automotive exhaust system component manufacturing technology, and in particular to an automotive exhaust muffler baffle that uses an interference fit. Background Technology

[0002] Exhaust mufflers, also known as silencers, play a crucial role in a car's exhaust system. Their main purpose is to reduce noise generated during engine exhaust, while optimizing exhaust flow and improving the overall performance of the vehicle.

[0003] Before reaching the muffler, exhaust gases from a car pass through a three-way catalytic converter. The exhaust gases treated by the catalytic converter are not only high in pressure but also have concentrated, unidirectional flow energy. When this concentrated, high-energy airflow directly enters the muffler's expansion chamber, it maintains its core jet state for an extended period, like a "spray gun," failing to quickly mix and diffuse with the gases within the chamber. This leads to two problems: First, the core jet short-circuits multiple chambers of the muffler, rendering its designed circuitous path ineffective, causing the exhaust gases to be rapidly discharged without sufficient noise reduction. Second, the high-energy jet impacting baffles or chamber walls generates strong eddies and secondary noise, potentially causing structural fatigue. Current muffler designs typically address these issues passively by adding baffles or using more sound-absorbing materials, but this further increases back pressure, creating a vicious cycle. Summary of the Invention

[0004] The purpose of this invention is to provide an automotive exhaust muffler with an interference fit to solve the problems mentioned in the background art.

[0005] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution: The present invention is as follows: an automotive exhaust muffler using an interference fit, comprising an outer shell, a plurality of muffler bodies fixedly connected to the inner wall of the outer shell, a plurality of perforated pipes fixedly connected to the inner walls of the plurality of muffler bodies, an outer shell II fixedly connected to the outer wall of one of the perforated pipes, a pretreatment mechanism provided on the inner wall of the outer shell II, the pretreatment mechanism including a branch intake pipe connected through to the outer wall of the outer shell II, a retainer I fixedly connected to the inner wall of the outer shell II, a rotating shaft I rotatably connected to the inner wall of the retainer I, a centrifugal impeller fixedly connected to the outer wall of the rotating shaft I, and a spiral rib fixedly connected to the inner wall of the outer shell II.

[0006] Preferably, the cross-sectional shape of the spiral ribs has a smooth arc transition from the side near the inner wall of the second outer shell to the side away from the inner wall of the second outer shell.

[0007] Preferably, a number of guide plates arranged in an arc-shaped, equidistant array are fixedly connected to the inner wall of the outer shell. The vertical distance between the outer wall of the guide plates near the spiral rib and the outer wall of the spiral rib is the same.

[0008] Preferably, an overrunning clutch is fixedly connected to the outer wall of the first rotating shaft, a second rotating shaft is fixedly connected to the outer wall of the overrunning clutch, a spindle-shaped body is fixedly connected to the outer wall of the second rotating shaft, a second retainer is fixedly connected to the inner wall of the second outer shell, and the outer wall of the second rotating shaft and the inner wall of the second retainer are rotatably connected.

[0009] Preferably, a fixing block is symmetrically fixedly connected to the inner wall of the branch intake pipe, and a rotating shaft three is rotatably connected to the outer wall of the two fixing blocks. A valve baffle is fixedly connected to the outer wall of the rotating shaft three, and torsion springs are symmetrically sleeved on the outer wall of the rotating shaft three. The outer walls of the two torsion springs are fixedly connected to the outer walls of the valve baffles. The outer walls of the fixing blocks on the same side are fixedly connected to the outer walls of the torsion springs. A diversion pipe is connected through the outer wall of the branch intake pipe and the outer wall of the outer shell two.

[0010] Preferably, a number of spherical blocks are fixedly connected along the outer wall of the spiral rib near the centrifugal impeller, and the number of spherical blocks are arranged along the spiral path of the spiral rib.

[0011] Preferably, a number of deswirl guide vanes are fixedly connected in an arc-shaped array on the inner wall of the outer shell, and a hollow cylinder is fixedly connected to the outer wall of the number of deswirl guide vanes.

[0012] Preferably, the cross-sectional shape of the plurality of deswirl guide vanes transitions smoothly in an arc shape from the side near the inner wall of the outer shell to the side near the outer wall of the hollow cylinder.

[0013] Preferably, a number of flow-guiding ribs are fixedly connected to the inner wall of the hollow cylinder, and the flow-guiding ribs are distributed in an arc-shaped equidistant array.

[0014] Preferably, a fixing plate is fixedly connected to the outer wall of several deswirl guide vanes and the outer wall of the hollow cylinder, and a number of honeycomb-shaped holes are opened on the outer wall of the fixing plate.

[0015] Due to the adoption of the above technical solution, the technical progress achieved by this invention compared to the prior art is as follows: This invention provides an interference fit automotive exhaust muffler baffle. Through a centrifugal impeller and spiral ribs, the bundled high-energy automotive exhaust gas, after being treated by a three-way catalytic converter, enters the automotive exhaust muffler. This process dissipates kinetic energy, cancels momentum, and restructures the flow pattern of the bundled high-energy exhaust gas, preventing it from directly entering the muffler and causing silencing failure. An overrunning clutch, spindle shape, valve baffle, and diverter prevent increased exhaust gas flow from causing instability in the centrifugal impeller, thus rendering the impeller and spiral ribs ineffective in their function. A deswirl guide vane guides the exhaust gas flow, transforming it into an ideal airflow with extremely uniform velocity distribution and a completely axial flow direction before entering the muffler. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic cross-sectional view of the overall structure of the present invention; Figure 3 This is a schematic cross-sectional view of the pretreatment mechanism structure of the present invention; Figure 4 This is a partial structural diagram of the pretreatment mechanism of the present invention; Figure 5 This is a partial exploded view of the pretreatment mechanism of the present invention; Figure 6 This is a partial structural diagram of the pretreatment mechanism of the present invention; Figure 7 For the present invention Figure 6 Schematic diagram of the structure at point A in the middle; Figure 8 This is a partial cross-sectional schematic diagram of the pretreatment mechanism of the present invention; Figure 9 For the present invention Figure 8 Schematic diagram of the structure at point B.

[0017] In the diagram: 1. Outer shell one; 2. Noise-absorbing baffle body; 3. Perforated pipe; 4. Outer shell two; 5. Pretreatment mechanism; 51. Branch intake pipe; 52. Centrifugal impeller; 53. Shaft one; 54. Cage one; 55. Spiral rib; 56. Guide plate; 57. Overrunning clutch; 58. Shaft two; 59. Spindle-shaped body; 510. Cage two; 511. Spherical block; 512. Fixing block; 513. Shaft three; 514. Valve baffle; 515. Torsion spring; 516. Diverter pipe; 517. Hollow cylinder; 518. De-swirl guide vane; 519. Guide rib; 520. Fixing plate; 521. Honeycomb hole. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Specific implementation examples are given below.

[0020] Example 1, please refer to Figure 1 - Figure 4 An interference fit automotive exhaust muffler includes an outer shell 1, a plurality of muffler bodies 2 fixedly connected to the inner wall of the outer shell 1, a plurality of perforated pipes 3 fixedly connected to the inner walls of the plurality of muffler bodies 2, an outer shell 4 fixedly connected to the outer wall of one side of the perforated pipe 3, a pretreatment mechanism 5 provided on the inner wall of the outer shell 4, the pretreatment mechanism 5 including a branch intake pipe 51 that passes through and is connected to the outer wall of the outer shell 4, a retainer 54 fixedly connected to the inner wall of the outer shell 4, a rotating shaft 53 rotatably connected to the inner wall of the retainer 54, a centrifugal impeller 52 fixedly connected to the outer wall of the rotating shaft 53, and a spiral rib 55 fixedly connected to the inner wall of the outer shell 4. The cross-sectional shape of the spiral rib 55 transitions smoothly in an arc shape from the side near the inner wall of the outer shell 2 4 to the side away from the inner wall of the outer shell 2 4.

[0021] The aforementioned outer shell 1, several sound-absorbing baffle bodies 2, and several perforated pipes 3 together constitute the muffler device for automobile exhaust. The outer shell 1 is the outermost part of the muffler device. The several sound-absorbing baffle bodies 2 are a series of perforated metal baffles that divide the interior of the outer shell 1 into several chambers of different sizes. The several sound-absorbing baffle bodies 2 are the key to the design of the muffler device, determining how sound is reflected, canceled, and absorbed. The design of the several perforated pipes 3 ensures that the exhaust gas does not pass directly through a cavity, but through several perforated pipes 3 arranged inside the outer shell 1. The walls of the perforated pipes 3 are covered with many small holes, allowing sound waves and exhaust gas to diffuse into the surrounding chambers. The chambers in the outer shell 1 are filled with high-temperature resistant sound-absorbing materials. These materials convert sound energy into heat energy through friction, thereby further reducing noise. This is a mature technical means in the prior art, and its structure and working principle will not be elaborated further in this solution. The traditional method for installing and fixing the outer shell 1 and several sound-absorbing baffle bodies 2 is welding. Existing welded sound-absorbing baffles have three major technical bottlenecks: welding thermal deformation causes the roundness deviation of the cylinder to be greater than 0.8mm, affecting the airtightness of the sound-absorbing cavity; the weld area is prone to intergranular corrosion at high temperatures of 800℃, with an average lifespan of only 30,000 kilometers; and the welding time for a single piece is ≥15 minutes, with labor costs accounting for 32% of the total cost. In this solution, several sound-absorbing baffle bodies 2 are connected to the outer shell 1 through an extrusion assembly process, which replaces the traditional welding fixing method. The core features of this extrusion assembly process are: 1. Extrusion forming interface: The edge of the partition is provided with a stepped mounting groove with a depth of 6.0±0.2mm, which forms an interference fit with the inner wall of the cylinder with an interference amount of 0.3-0.5mm; 2. Material optimization: 5083 aluminum alloy is used for extrusion molding, increasing the yield strength to 215MPa and reducing weight by 40%; 3. Airflow guiding design: The surface of the baffle is arranged with a gradient exhaust hole group, with the upper row of holes having a diameter of φ5mm and the lower row having a diameter of φ7mm, reducing back pressure loss by 12%; In this scheme, the minimum emission flow rate of automobile exhaust can still drive the centrifugal impeller 52 to rotate; The aforementioned spiral rib 55 is airfoil shaped; In a specific implementation of the present invention, both outer casing 2 4 and outer casing 1 are installed on the automobile at appropriate positions for exhaust gas emission using fasteners, and the branch intake pipe 51 is fixedly connected to the exhaust port of the three-way catalytic converter. After being treated by the three-way catalytic converter, the clustered high-energy vehicle exhaust gas enters the outer casing 4 through the branch intake pipe 51. It first impacts the blades of the centrifugal impeller 52, doing work on the centrifugal impeller 52. The kinetic energy and pressure energy of the exhaust gas are converted into the rotational mechanical energy of the centrifugal impeller 52, causing the centrifugal impeller 52 to start rotating. This process can directly and significantly reduce the kinetic energy, speed and pressure of the exhaust gas flow. The centrifugal force generated by the rotation of the centrifugal impeller 52 exceeds the inertial force of the airflow itself, forcibly throwing the exhaust gas flow towards the inner wall of the outer casing 4, so that it flows out from the outlet of the centrifugal impeller 52 and flows closely along the inner wall of the outer casing 4 towards the spiral rib 55, creating an ideal input condition for the subsequent spiral rib 55. The exhaust gas flows along the inner wall of the outer shell 4 towards the spiral rib 55. After contacting the outer wall of the spiral rib 55, it is guided by the spiral rib 55 and forced to change from a straight flow to a rotating flow. The centrifugal force and internal friction generated by the rotation greatly dissipate the concentrated kinetic energy of the airflow. The airflow flows along the spiral rib 55. Through the long spiral path, the speed and pressure of the airflow can be greatly reduced, making it a fully diffused, reduced flow velocity and more uniform pressure flow field when it enters the car exhaust muffler. This solution combines centrifugal impeller 52 and spiral ribs 55 to allow the bundled high-energy vehicle exhaust gas, after being treated by the three-way catalytic converter, to enter the vehicle exhaust muffler. This process dissipates kinetic energy, cancels momentum, and restructures the flow pattern of the bundled high-energy vehicle exhaust gas, preventing it from directly entering the vehicle exhaust muffler and causing the muffler to malfunction.

[0022] Example 2, as Figures 3-7 As shown, a number of guide plates 56 arranged in an arc-shaped equidistant array are fixedly connected to the inner wall of the outer shell 2 4. The vertical distance from the outer wall of the guide plates 56 near the spiral rib 55 to the outer wall of the spiral rib 55 is the same. A first rotating shaft 53 is fixedly connected to an overrunning clutch 57, a second rotating shaft 58 is fixedly connected to an overrunning clutch 57, a spindle-shaped body 59 is fixedly connected to an outer wall of a second rotating shaft 58, a second retainer 510 is fixedly connected to an inner wall of a second outer shell 4, and the outer wall of the second rotating shaft 58 is rotatably connected to the inner wall of the second retainer 510. A fixing block 512 is symmetrically fixedly connected to the inner wall of the branch intake pipe 51. A rotating shaft 513 is rotatably connected to the outer wall of the two fixing blocks 512. A valve baffle 514 is fixedly connected to the outer wall of the rotating shaft 513. Torsion springs 515 are symmetrically sleeved on the outer wall of the rotating shaft 513. The outer walls of the two torsion springs 515 are fixedly connected to the outer wall of the valve baffle 514. The outer walls of the fixing blocks 512 on the same side are fixedly connected to the outer walls of the torsion springs 515. A diversion pipe 516 is connected through the outer wall of the branch intake pipe 51 and the outer wall of the outer casing 2 4.

[0023] The aforementioned overrunning clutch 57 is composed of a housing, a drive disc, a driven disc, an overrunning roller bearing, inner and outer rings, a clamping device, and springs and elastic elements. The working principle of the overrunning clutch allows it to not drive other parts to rotate at low speeds, while it can transmit power at high speeds. Its main principle is based on the interaction between the rollers inside the clutch and the friction force. It is a mature technology in the prior art, and its structure and working principle will not be elaborated further in this solution. In a specific implementation of this invention, the exhaust gas flow drives the centrifugal impeller 52, causing the centrifugal impeller 52 to rotate and generate centrifugal force. When the airflow is thrown towards the inner wall of the outer casing 4, the airflow is in a turbulent state. After exiting through the outlet of the centrifugal impeller 52, the airflow thrown to the inner wall of the outer casing 4 will immediately come into contact with the inner wall area of ​​the outer casing 4, which is provided with several guide plates 56. The several guide plates 56 will guide the airflow in a turbulent state, like a comb, combing the airflow into a uniform and consistent direction, eliminating the turbulent state of the airflow. The guiding effect of the several guide plates 56 will convert part of the rotational kinetic energy of the airflow back into the axial flow pressure energy. This will suppress the tendency of the airflow to diffuse radially towards the middle area of ​​the outer casing 4, making it adhere tightly to the inner wall and not easily separate, thus smoothly conveying it to the spiral rib 55 and being guided by the spiral rib 55. The vertical distance from the outer wall of the spiral rib 55 to the outer wall of the spiral rib 55 is the same for several guide plates 56. This design is based on the spiral shape of the spiral rib 55 and compensates for the height difference between the several guide plates 56 and the spiral rib 55. This further prevents the airflow from spreading due to the height difference before it comes into contact with the spiral rib 55, thereby further improving the stability of the exhaust gas flow after the centrifugal impeller 52 is guided by the spiral rib 55. The spindle-shaped body 59 is located in the center area of ​​several guide plates 56 on the inner wall of the outer shell 2 4, which serves as a fixed central body. Physically, it directly deprives the exhaust gas flow that has done work on the centrifugal impeller 52 of the possibility of being guided by several guide plates 56 to flow towards the center area of ​​several guide plates 56. This forces all the airflow inside the outer shell 2 4 to flow towards the wall surface of the outer shell 2 4 where several guide plates 56 are located, thereby contacting the spiral ribs 55. The overrunning clutch 57 is designed so that when the exhaust gas flow rate impacts the blades of the centrifugal impeller 52, causing the centrifugal impeller 52 to rotate, it is normal and can drive the centrifugal impeller 52 to rotate. However, when the rotation speed of the centrifugal impeller 52 is within the normal range, because the rotation speed of the centrifugal impeller 52 is not high, the rotation of the centrifugal impeller 52 drives the first shaft 53 to rotate, thereby driving the overrunning clutch 57 to rotate. At this time, the rotation speed of the overrunning clutch 57 cannot exceed the engagement threshold of the overrunning clutch 57 to transmit driving force. At this time, the overrunning clutch 57 is in a disengaged state, and the rotation of the first shaft 53 cannot drive the second shaft 58 to rotate through the overrunning clutch 57, thereby driving the spindle-shaped body 59 to rotate. At this time, the spindle-shaped body 59 is in a stationary state, and it still plays the role of a fixed central body. At the same time, when the centrifugal impeller 52 is at a low speed or normal speed, it will not affect the normal rotation of the centrifugal impeller 52, thereby affecting the role of the centrifugal impeller 52 in the exhaust gas flow. When the flow rate of exhaust gas entering the outer casing 4 through the branch intake pipe 51 increases, its impact on the blades of the centrifugal impeller 52 drives the centrifugal impeller 52 to rotate, and the speed of the centrifugal impeller 52 will increase, which will cause the centrifugal impeller 52 to become unstable. If the centrifugal impeller 52 becomes unstable, the output is a turbulent and violently pulsating airflow, the spiral rib 55 will not work effectively, and its guiding and dissipation efficiency will drop significantly. Even worse, the unstable centrifugal impeller 52 not only cannot pre-process the airflow, but also becomes a huge source of resistance and damage. The overrunning clutch 57 is designed so that when the speed of the centrifugal impeller 52 increases, once it exceeds the engagement speed set by the overrunning clutch 57, the clutch engages instantly. The centrifugal impeller 52 rotates, driving the first shaft 53 to rotate, which in turn drives the overrunning clutch 57 to rotate. Through the overrunning clutch 57, the second shaft 58 rotates, thereby driving the spindle-shaped body 59 to rotate synchronously at high speed with the centrifugal impeller 52. At this time, when the exhaust gas flow is high, the spindle-shaped body 59 becomes a load on the centrifugal impeller 52. The higher the flow, the higher the centrifugal impeller 52 rotates, and the higher the synchronous speed of the spindle-shaped body 59, and the more kinetic energy it absorbs. This actively and automatically limits the maximum speed of the centrifugal impeller 52, preventing the centrifugal impeller 52 from becoming unstable. At the same time, when the spindle-shaped body 59 is rotating, it will violently shear the gas on its surface, actively suck up the exhaust gas flow that is slow or stagnant in the central area where several guide plates 56 are fixedly installed inside the outer shell 2 4, and throw it at high speed toward the area where several guide plates 56 are fixedly installed on the inner wall of the outer shell 2 4, thereby further ensuring that the exhaust gas flow flows toward the spiral rib 55. When the exhaust gas flow enters the outer casing 4 through the branch inlet pipe 51 and impacts the centrifugal impeller 52, it first impacts the valve baffle 514. With the pre-tightening force of the two torsion springs 515, when the exhaust gas flow rate is normal, the pressure of the exhaust gas flow is not enough to push open the torsion springs 515. The exhaust gas flow will all enter the outer casing 4 through the main channel of the branch inlet pipe 51 and impact the centrifugal impeller 52 to do work on the centrifugal impeller 52. When the exhaust gas flow rate is high, the exhaust gas flow pressure increases, overcoming the force of the two torsion springs 515 to open the valve baffle 514. A portion of the exhaust gas flow directly passes through the opened valve baffle 514 and enters the diversion pipe 516. It then exits through the diversion pipe 516 and is directly transported to the area of ​​several guide plates 56, flowing towards the spiral ribs 55. This further ensures that the flow rate and pressure of the exhaust gas flow impacting the centrifugal impeller 52 do not exceed the limit of the centrifugal impeller 52, thereby ensuring that the centrifugal impeller 52 always maintains its performance in the optimal state.

[0024] Example 3, as Figures 8-9As shown, a number of spherical blocks 511 are fixedly connected along the outer wall of the spiral rib 55 near the centrifugal impeller 52, and the number of spherical blocks 511 are arranged along the spiral path of the spiral rib 55. The inner wall of the outer shell 24 has several deswirl guide vanes 518 fixedly connected in an arc-shaped array, and the outer walls of the several deswirl guide vanes 518 are all fixedly connected to a hollow cylinder 517. The cross-sectional shape of several deswirl guide vanes 518 transitions smoothly in an arc shape from the side near the inner wall of the outer shell 24 to the side near the outer wall of the hollow cylinder 517. Several flow guide ribs 519 are fixedly connected to the inner wall of the hollow cylinder 517, and the flow guide ribs 519 are distributed in an arc-shaped equidistant array. A fixing plate 520 is fixedly connected to the outer wall of several deswirl guide vanes 518 and the outer wall of the hollow cylinder 517. Several honeycomb-shaped holes 521 are opened on the outer wall of the fixing plate 520.

[0025] The aforementioned deswirl guide vanes 518 are all provided with mounting angles on the side near the helical ribs 55. The mounting angles of the deswirl guide vanes 518 are carefully designed and configured to generate aerodynamic force opposite to the rotation direction of the spiral airflow. The mounting angles are combined together, and each deswirl guide vane 518 is not installed radially, but is twisted at an angle with its own axis as the axis, thus forming a continuous guide surface in the outer shell 24 that is opposite to the rotation direction of the incoming flow guided by the helical ribs 55. The shape of several deswirl guide vanes 518 is airfoil-shaped, which can more smoothly guide and deflect the airflow and force it to change its direction of motion; In a specific implementation of the present invention, when the exhaust gas flow flows along the outer wall of the spiral rib 55, it will flow through several spherical blocks 511. The arrangement of several spherical blocks 511 makes the outer wall surface of the spiral rib 55 rough. For the exhaust gas flow, it requires less energy to try to bypass each spherical block 511 than to separate from a smooth surface. Therefore, these spherical blocks 511 can force the airflow to better adhere to the rib surface and flow. The ideal state of exhaust gas flow entering the car exhaust muffler is low speed, smooth, uniform, and axial flow that fills the entire pipe cross-section. After passing through the spiral rib 55, the energy of the exhaust gas flow is almost gone, but the flow pattern, i.e. the rotation state, is not what the subsequent car exhaust muffler needs. After being guided by the spiral ribs 55, the exhaust gas flow first comes into contact with the mounting angles of several deswirl guide vanes 518. The mounting angles of these deswirl guide vanes 518 form a continuous guide surface that is opposite to the direction of rotation of the flow guided by the spiral ribs 55. The rotating airflow impacts the stationary deswirl guide vanes 518 at a certain angle. The deswirl guide vanes 518 exert a reverse force on the airflow. The tangential component of this force generates a torque opposite to the direction of airflow rotation, which continuously counteracts the original rotational angular momentum of the airflow. While consuming the energy of the tangential velocity, the shape and mounting angles of the deswirl guide vanes 518 guide the airflow, causing it to smoothly change its direction of motion and finally flow in a near-axial direction as defined by the channel of the deswirl guide vanes 518. Several deswirl guide vanes 518 and hollow cylinder 517 form an integral rigid frame, making several deswirl guide vanes 518 a robust component that can resist airflow impact and vibration, with extremely high reliability. The hollow cylinder 517 itself is hollow, so it only provides structural support and will not block the central flow channel. After being guided by the spiral ribs 55, part of the exhaust gas flow will be guided and corrected by several deswirl guide vanes 518 and flow towards the fixed plate 520 along the deswirl guide vanes 518. The exhaust gas flow in the central area will also be guided towards the fixed plate 520 by several guide ribs 519 when passing through the hollow cylinder 517. When the exhaust gas flows toward the fixed plate 520, it passes through several honeycomb-shaped holes 521. These holes further regulate the flow of the exhaust gas, making it an ideal airflow with extremely uniform velocity distribution and completely axial flow direction before entering the car exhaust muffler.

[0026] The working principle of this invention is as follows: both outer casing 2 4 and outer casing 1 are installed on the car at appropriate positions for exhaust gas emission using fasteners, and the branch intake pipe 51 is fixedly connected to the exhaust port of the three-way catalytic converter. After being treated by the three-way catalytic converter, the bundled high-energy vehicle exhaust gas enters the outer casing 4 through the branch intake pipe 51. It first impacts the blades of the centrifugal impeller 52, causing the centrifugal impeller 52 to start rotating. The centrifugal force generated by the rotation of the centrifugal impeller 52 forces the exhaust gas flow to the inner wall of the outer casing 4. The airflow that is thrown to the inner wall of the outer casing 4 will immediately come into contact with the inner wall area of ​​the outer casing 4, which is provided with several guide plates 56. The guide plates 56 will guide the airflow in a turbulent state. The exhaust gas flow flows along the inner wall of the outer casing 4 towards the spiral ribs 55. After contacting the outer wall of the spiral ribs 55, it will be guided by the spiral ribs 55 and forced to change from straight flow to rotational flow. The spindle-shaped body 59 is located in the center area of ​​several guide plates 56 on the inner wall of the outer shell 2 4, which serves as a fixed central body. Physically, it directly deprives the exhaust gas flow that has been guided by several guide plates 56 to the spiral rib 55 after doing work on the centrifugal impeller 52, of the possibility of flowing to the center area of ​​several guide plates 56. When the impact hits the blades of the centrifugal impeller 52, the exhaust gas flow rate is normal, and the centrifugal impeller 52 rotates at a low speed. The rotation of the centrifugal impeller 52 drives the first shaft 53 to rotate, which in turn drives the overrunning clutch 57 to rotate. At this time, the rotation speed of the overrunning clutch 57 cannot exceed the engagement threshold of the overrunning clutch 57 to transmit driving force. At this time, the overrunning clutch 57 is in a disengaged state. The rotation of the first shaft 53 cannot drive the second shaft 58 to rotate through the overrunning clutch 57, thereby driving the spindle-shaped body 59 to rotate. At this time, the spindle-shaped body 59 is in a stationary state. When the flow rate of the exhaust gas entering the outer casing 4 increases, it impacts the blades of the centrifugal impeller 52, driving the centrifugal impeller 52 to rotate. The speed of the centrifugal impeller 52 will increase. When the speed of the centrifugal impeller 52 increases, once it exceeds the engagement speed set by the overrunning clutch 57, the clutch engages instantly. The rotation of the centrifugal impeller 52 drives the first shaft 53 to rotate, thereby driving the overrunning clutch 57 to rotate. Through the overrunning clutch 57, the second shaft 58 is driven to rotate, thereby driving the spindle-shaped body 59 to rotate synchronously at high speed with the centrifugal impeller 52. When the exhaust gas flows along the outer wall of the spiral rib 55, it will pass through several spherical blocks 511. After being guided by the spiral rib 55, the exhaust gas will first come into contact with the mounting angles of several deswirl guide vanes 518. The mounting angles of the several deswirl guide vanes 518 form a continuous guide surface that is opposite to the direction of the flow guided by the spiral rib 55. The shape and mounting angle of the deswirl guide vanes 518 will guide the airflow, making it smoothly change its direction of movement, and finally flow along the direction specified by the channel of the deswirl guide vanes 518, which is close to the axial direction. After being guided by the spiral ribs 55, part of the exhaust gas flow will be guided and corrected by several deswirl guide vanes 518, flowing towards the fixed plate 520 along the deswirl guide vanes 518. The exhaust gas flow in the central area passes through the hollow cylinder 517 and will also be guided towards the fixed plate 520 by several guide ribs 519. When the exhaust gas flow flows towards the fixed plate 520, it will pass through several honeycomb-shaped holes 521. The honeycomb-shaped holes 521 will further sort out the flow state of the exhaust gas flow. After being treated by the pretreatment mechanism 5, the exhaust gas flow then enters the outer shell 1.

[0027] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A car exhaust muffler using an interference fit, comprising a housing (1), characterized in that: A plurality of sound-absorbing baffle bodies (2) are fixedly connected to the inner wall of the outer shell (1). A plurality of perforated pipes (3) are fixedly connected to the inner walls of the plurality of sound-absorbing baffle bodies (2). A second outer shell (4) is fixedly connected to the outer wall of one side of the perforated pipe (3). A pretreatment mechanism (5) is provided on the inner wall of the second outer shell (4). The pretreatment mechanism (5) includes a branch air inlet pipe (51) that runs through the outer wall of the second outer shell (4). A retainer (54) is fixedly connected to the inner wall of the second outer shell (4). A rotating shaft (53) is rotatably connected to the inner wall of the retainer (54). A centrifugal impeller (52) is fixedly connected to the outer wall of the rotating shaft (53). A spiral rib (55) is fixedly connected to the inner wall of the second outer shell (4).

2. The automotive exhaust muffler with interference fit according to claim 1, characterized in that: The cross-sectional shape of the spiral rib (55) transitions smoothly in an arc shape from the side near the inner wall of the outer shell (4) to the side away from the inner wall of the outer shell (4).

3. The automotive exhaust muffler with interference fit according to claim 1, characterized in that: Several guide plates (56) are fixedly connected to the inner wall of the outer shell (4) in an arc-shaped equidistant array. The vertical distance between the outer wall of the guide plates (56) near the spiral rib (55) and the outer wall of the spiral rib (55) is the same.

4. The automotive exhaust muffler with interference fit according to claim 1, characterized in that: An overrunning clutch (57) is fixedly connected to the outer wall of the first rotating shaft (53), a second rotating shaft (58) is fixedly connected to the outer wall of the overrunning clutch (57), a spindle-shaped body (59) is fixedly connected to the outer wall of the second rotating shaft (58), a second retainer (510) is fixedly connected to the inner wall of the second outer shell (4), and the outer wall of the second rotating shaft (58) is rotatably connected to the inner wall of the second retainer (510).

5. A car exhaust muffler with interference fit according to claim 1, characterized in that: A fixing block (512) is symmetrically fixed to the inner wall of the branch intake pipe (51). A rotating shaft three (513) is rotatably connected to the outer walls of the two fixing blocks (512). A valve baffle (514) is fixedly connected to the outer wall of the rotating shaft three (513). A torsion spring (515) is symmetrically sleeved on the outer wall of the rotating shaft three (513). The outer walls of the two torsion springs (515) are fixedly connected to the outer walls of the valve baffle (514). The outer walls of the fixing blocks (512) on the same side are fixedly connected to the outer walls of the torsion springs (515). A diversion pipe (516) is connected through the outer wall of the branch intake pipe (51) and the outer wall of the outer shell two (4).

6. A car exhaust muffler with interference fit according to claim 1, characterized in that: The spiral rib (55) has several equidistant arrayed spherical blocks (511) fixedly connected to the outer wall of the side near the centrifugal impeller (52), and the several spherical blocks (511) are arranged along the spiral path of the spiral rib (55).

7. A car exhaust muffler with interference fit according to claim 1, characterized in that: The inner wall of the outer shell (4) is fixedly connected with several deswirl guide vanes (518) arranged in an arc-shaped array, and the outer walls of the several deswirl guide vanes (518) are fixedly connected with a hollow cylinder (517).

8. A car exhaust muffler with interference fit according to claim 7, characterized in that: The cross-sectional shape of several of the deswirl guide vanes (518) is a smooth arc transition from the side near the inner wall of the outer shell (4) to the side near the outer wall of the hollow cylinder (517).

9. A car exhaust muffler with interference fit according to claim 7, characterized in that: A number of flow-guiding ribs (519) are fixedly connected to the inner wall of the hollow cylinder (517), and the flow-guiding ribs (519) are distributed in an arc-shaped equidistant array.

10. A car exhaust muffler with interference fit according to claim 7, characterized in that: A fixing plate (520) is fixedly connected to the outer wall of several deswirl guide vanes (518) and the outer wall of the hollow cylinder (517). Several honeycomb-shaped holes (521) are opened on the outer wall of the fixing plate (520).

Images