Internal combustion engine exhaust self-adaptive adjusting mechanism

Abstract

The utility model relates to the technical field of exhaust pipes of internal combustion engines, and discloses an exhaust self-adaptive adjusting mechanism of an internal combustion engine, which comprises an exhaust pipe and is characterized in that an airflow driving device is arranged at an exhaust port of the exhaust pipe, covers the exhaust port and is provided with a low-speed exhaust port; and the airflow driving device can be pushed open by high-speed airflow to form a high-speed exhaust port. The size of the exhaust port is self-adaptively adjusted according to the rotating speed of the internal combustion engine, the high-power and low-torque performance of the internal combustion engine is fully played, medium-low speed noise is reduced, oil consumption is reduced, and the controllability of the whole vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine exhaust pipe technology, and specifically to an internal combustion engine exhaust adaptive adjustment mechanism. Background Technology

[0002] An internal combustion engine is a power unit that uses a mixture of fuel (such as gasoline, diesel, or natural gas) and air to burn in a closed space (cylinder), producing high-temperature, high-pressure gas that drives a piston and converts chemical energy into mechanical energy. Its core working cycle includes four strokes (four-stroke engine) or two strokes (two-stroke engine): intake, compression, power (combustion), and exhaust. Internal combustion engines are widely used in automobiles, ships, generators, and industrial machinery.

[0003] Chinese patent document CN202493317U discloses an exhaust muffler for an internal combustion engine, comprising a housing; an intake pipe and an exhaust pipe are respectively connected to the front and rear ends of the housing; a drain pipe is provided in the inner cavity of the housing; the drain pipe includes a converging pipe, a throat pipe and a diverging pipe from front to back; a drain tube that can be connected to an air filter is provided inside the drain pipe; the outlet of the drain tube is located at the throat pipe.

[0004] In this prior art, the exhaust pipe cannot adjust the displacement according to the speed of the internal combustion engine. When the internal combustion engine exhausts at low speed, the exhaust pipe opening is large, the flow rate of the exhaust gas will decrease, the exhaust gas is difficult to expel quickly, and the combustion efficiency will decrease. If the size of the exhaust opening is reduced, the exhaust back pressure will increase at high speed, the engine exhaust will be obstructed, and the engine power will also be affected. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides an internal combustion engine exhaust adaptive adjustment mechanism, including an exhaust pipe, characterized in that the exhaust port of the exhaust pipe is provided with an airflow driving device, the airflow driving device covers the exhaust port and leaves a low-speed exhaust port, and the airflow driving device can be pushed open by high-speed airflow to form a high-speed exhaust port.

[0006] Preferably, the airflow driving device includes an airflow driving plate, a fixed base, and a rebounder. The airflow driving plate is rotatably connected to the fixed base, and the rebounder rebounds the airflow driving plate to the exhaust port.

[0007] Preferably, the airflow drive plate includes a pneumatic part, a connecting part, and a bending part. The pneumatic part covers the exhaust port, the connecting part is rotatably connected to the fixed base via a bushing, and the bending part is contacted and abutted by a spring.

[0008] To prevent the airflow drive plate from detaching from the rebounder, the connecting part is positioned close to the exhaust pipe, and the maximum limit of rotation at the connection between the connecting part and the bend is limited by the exhaust pipe.

[0009] To facilitate adaptive exhaust, the exhaust port has an inclined cross-section, and the pneumatic part is inclinedly covered on the exhaust port.

[0010] In order to adaptively adjust at high and low speeds, the rebounder includes a pin, a sliding sleeve, an elastic element, and an adjusting seat. The end of the pin rests on the bent portion, the pin is movably connected inside the sliding sleeve, and the pin reciprocates on the adjusting seat through the elastic element.

[0011] To facilitate the connection of the elastic element, the ejector pin is provided with a platform, one end of the elastic element abuts against the platform, and the other end abuts against the adjusting seat.

[0012] To facilitate adjustment of the low-speed and high-speed switching point according to different situations, the elastic element is connected to the adjustment seat through a locking member. The locking member can adjust the rebound force of the elastic element. The greater the rebound force, the higher the required rotation speed to push the pneumatic part up. The smaller the rebound force, the lower the required rotation speed to push the pneumatic part open. The switching threshold is controlled by controlling the elastic force value.

[0013] This utility model has the following beneficial effects:

[0014] This invention features an adaptive two-stage flow regulation mechanism within the exhaust system. It adjusts and sets different exhaust back pressures at various engine speeds, allowing for adaptive adjustment between high and low speeds without manual operation. During low-speed engine operation, it retains as much of the fresh air-fuel mixture as possible within the cylinders, while providing the necessary cross-sectional area for high-speed performance. This invention adjusts and sets different on / off thresholds and spring force values ​​to utilize a small exhaust cross-section at low speeds. As engine speed increases, the exhaust pressure gradually increases until it overcomes the spring force, opening all exhaust channels to meet high-speed flow requirements. This achieves a two-stage automatic exhaust flow regulation function driven by exhaust pressure, fully utilizing the high-power and low-torque performance of the internal combustion engine, reducing low-to-medium speed noise, lowering fuel consumption, and improving overall vehicle handling. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of an embodiment of the internal combustion engine exhaust adaptive adjustment mechanism of this utility model. Detailed Implementation

[0016] The following detailed description illustrates the specific implementation method:

[0017] Those skilled in the art will understand that exhaust back pressure refers to the resistance pressure of engine exhaust. When exhaust back pressure increases, engine exhaust becomes obstructed, thus affecting engine power. Exhaust back pressure has a significant impact on overall engine performance. Generally, increased exhaust back pressure directly leads to increased fuel consumption, deteriorating engine economy, and simultaneously worsening engine power. Furthermore, the quality of exhaust emissions is exacerbated by incomplete combustion within the cylinders.

[0018] The reference numerals in the accompanying drawings include: exhaust pipe 1, airflow drive device 2, muffler 3, exhaust port 4, low-speed exhaust port 5, airflow drive plate 6, pneumatic part 601, connecting part 602, bending part 603, fixed seat 7, spring rebounder 8, ejector pin 801, sliding sleeve 802, spring 803, adjusting seat 804, platform 805, bushing 9, adjusting bolt 10, and locking nut 11.

[0019] Example 1

[0020] like Figure 1 As shown, an internal combustion engine exhaust adaptive adjustment mechanism includes an exhaust pipe 1 and an airflow drive device 2. The exhaust pipe 1 is mounted on a muffler 3, and the exhaust port 4 of the exhaust pipe 1 is located inside the muffler 3. The airflow drive device 2 is mounted on the exhaust port 4, covering it and leaving a low-speed exhaust port 5 at the bottom of the exhaust port 4. The airflow drive device 2 can be pushed open by a high-speed airflow to form a high-speed exhaust port (the exhaust port 4 itself). When the internal combustion engine is running at low speed, the gas flow rate is too low to push open the airflow drive device 2, and the gas is discharged through the low-speed exhaust port 5. When the internal combustion engine is running at high speed, the gas pushes open the airflow drive device 2, and the gas is discharged through the high-speed exhaust port.

[0021] The airflow drive device 2 includes an airflow drive plate 6, a fixed base 7, and a rebounder 8. The airflow drive plate 6 is rotatably connected along the fixed base 7, and the rebounder 8 rebounds the airflow drive plate to the exhaust port 4.

[0022] The airflow drive plate 6 includes a pneumatic part 601, a connecting part 602, and a bending part 603. The pneumatic part 601 covers the exhaust port 4. The connecting part 602 is rotatably connected to the fixed base 7 through a bushing 9. The bending part 603 is contacted and abutted by a spring return 8.

[0023] The connecting part 602 is located close to the exhaust pipe 1, and the maximum limit of rotation at the right-angle connection between the connecting part 602 and the bending part 603 is limited by the exhaust pipe 1.

[0024] The exhaust port 4 has an inclined cross-section, and the pneumatic part 601 is inclinedly covered on the exhaust port 4.

[0025] The spring rebounder 8 includes a pin 801, a sliding sleeve 802, a spring 803, and an adjusting seat 804. The end of the pin 801 rests on the bent portion 603. The pin 801 is movably connected inside the sliding sleeve 802. The adjusting seat 804 is fixed on the muffler 3. The pin 801 reciprocates on the adjusting seat 804 via the spring 803.

[0026] The ejector pin 801 is provided with a platform 805, and one end of the spring 803 abuts against the platform 805, while the other end abuts against the adjusting seat 804.

[0027] The spring 803 is connected to the adjusting seat 804 via the adjusting bolt 10 and the locking nut 11. The adjusting bolt 10 rotates to change the compression state of the spring 803, thereby adjusting the elasticity of the spring 803. The locking nut 11 is used to lock the adjusting bolt 10. The adjusting bolt 10 and the locking nut 11 can work together to adjust the rebound force of the spring 803. The greater the rebound force, the higher the required rotation speed to push the pneumatic part 601 up. The smaller the rebound force, the lower the required rotation speed to push the pneumatic part 601 open. The switching threshold is controlled by controlling the spring force value.

[0028] The above descriptions are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are knowledgeable of all existing technologies in that field, and possess the ability to apply conventional experimental methods prior to that date. Therefore, those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in conjunction with their own capabilities. Typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. An exhaust self-adjusting mechanism of an internal combustion engine comprising an exhaust pipe, characterized by, The exhaust port of the exhaust pipe is provided with a gas flow driving device, the gas flow driving device covers the exhaust port and leaves a low-speed exhaust port, and the gas flow driving device can be pushed away by high-speed gas flow to form a high-speed exhaust port.

2. The exhaust self-adapting mechanism of an internal combustion engine according to claim 1, characterized by: The gas flow driving device comprises a gas flow driving plate, a fixing seat and a spring-back device, the gas flow driving plate is rotationally connected along the fixing seat, and the spring-back device springs back the gas flow driving plate to the exhaust port.

3. The exhaust self-adapting mechanism of an internal combustion engine according to claim 2, characterized by: The gas flow driving plate comprises a pneumatic part, a connecting part and a bending part, the pneumatic part covers the exhaust port, the connecting part is rotationally connected on the fixing seat through a shaft sleeve, and the bending part is contacted and abutted by the spring-back device.

4. The exhaust self-adapting mechanism of an internal combustion engine according to claim 3, characterized by: The connecting part is arranged close to the exhaust pipe, and the maximum limit rotation position of the connecting part at the joint with the bending part is limited by the exhaust pipe.

5. The exhaust self-adapting mechanism of an internal combustion engine according to claim 4, characterized by: The exhaust port is an inclined section, and the pneumatic part is inclined to cover the exhaust port.

6. An exhaust gas self-adapting mechanism for an internal combustion engine according to any one of claims 3 to 5, characterized in that: The spring-back device comprises a thimble, a sliding sleeve, an elastic member and an adjusting seat, the thimble end abuts on the bending part, the thimble is movably connected in the sliding sleeve, and the thimble reciprocates on the adjusting seat through the elastic member.

7. The exhaust self-adjusting mechanism of claim 6, wherein: A platform is arranged on the thimble, one end of the elastic member abuts on the platform, and the other end abuts on the adjusting seat.

8. The exhaust self-adjusting mechanism of claim 7, wherein: The elastic member is connected on the adjusting seat through a locking member.

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