Exhaust valve, exhaust system and vehicle

Abstract

The utility model relates to an exhaust valve, an exhaust system and a vehicle, the exhaust valve comprises a pipe fitting and a rectifying part, the pipe fitting is used for communicating with an exhaust pipe, the rectifying part is slidably arranged in the pipe fitting in the axial direction of the pipe fitting and is configured to be switched between a first state and a second state under the action of gas in the exhaust pipe, and a flow passing channel is formed between the rectifying part and the pipe fitting; the flow area of the flow passing channel when the rectifying part is in the first state is smaller than that of the flow passing channel when the rectifying part is in the second state, so that the exhaust valve can achieve dynamic adjustment of the opening degree of the exhaust channel without depending on a complex driving mechanism, and compactness and simplification of the structure of the exhaust valve can be achieved easily. And the risk of transmission gap accumulation and structure interference is reduced, so that the problem of response lag of exhaust adjustment is solved to a certain extent, and the stability and durability of the exhaust valve under the long-term operation condition are improved.

Description

Technical Field

[0001] This application relates to the field of automotive exhaust system technology, and more particularly to an exhaust valve, an exhaust system, and a vehicle. Background Technology

[0002] The automotive exhaust system is a key component of the vehicle's powertrain, primarily used to expel exhaust gases from the cylinders after engine combustion. These gases are then treated by components such as mufflers and catalytic converters before being released outside the vehicle. While achieving emission control and noise suppression, the exhaust system's operating status also significantly impacts engine performance and overall vehicle energy efficiency.

[0003] As a crucial control component in the exhaust system, the exhaust valve (also known as the exhaust control valve) is typically located in the exhaust pipe. Its function is to dynamically adjust the opening and closing status of the exhaust passage or the exhaust flow rate based on conditions such as engine operating status, ambient temperature, or driving mode. Precise control of the exhaust valve allows for effective regulation of exhaust gas velocity, pressure, and path, which helps improve engine thermal management efficiency, optimize exhaust sound, and assist in switching vehicle power modes.

[0004] However, in related technologies, exhaust valves are usually complex in structure and are prone to response lag during use, which is detrimental to the stability and durability of exhaust regulation. Utility Model Content

[0005] This application provides an exhaust valve, an exhaust system, and a vehicle. The exhaust valve has a simpler structure, thus at least partially solving the above-mentioned technical problems.

[0006] To achieve the above objectives, according to a first aspect of this application, an exhaust valve is provided, comprising:

[0007] Pipe fittings, used to connect exhaust pipes; and

[0008] A rectifier is slidably disposed within the pipe along the axial direction of the pipe and configured to switch between a first state and a second state under the action of gas in the exhaust pipe, and a flow passage is formed between the rectifier and the pipe.

[0009] Wherein, the flow area of ​​the flow channel of the rectifier when it is in the first state is smaller than the flow area of ​​the flow channel of the rectifier when it is in the second state.

[0010] In some embodiments, as the rectifier switches from the first state to the second state, the flow area of ​​the flow channel gradually increases.

[0011] In some embodiments, the exhaust valve further includes a reset member connected to the rectifier, the reset member being used to reset the rectifier to the first state.

[0012] In some embodiments, the pipe fitting includes a first section and a second section, wherein the flow area of ​​the second section is greater than the flow area of ​​the first section, wherein:

[0013] When the rectifier is in the first state, the minimum cross-section of the flow channel is located between the first segment and the rectifier;

[0014] And / or, when the rectifier is in the second state, the minimum cross-section of the flow channel is located outside the first segment and the rectifier.

[0015] In some embodiments, when the rectifier is in the second state, the flow area of ​​the flow channel is not less than the flow area of ​​the first segment.

[0016] In some embodiments, when the rectifier is in the second state, the minimum cross-section of the flow channel is located between the second segment and the rectifier.

[0017] In some embodiments, the pipe fitting further includes a transition section connecting the first section and the second section, wherein the cross-sectional area of ​​the transition section gradually increases from the first section to the second section.

[0018] In some embodiments, when the rectifier is in the second state:

[0019] The minimum cross-section of the flow channel is located between the transition section and the rectifier, or

[0020] The minimum cross-section of the flow channel is located between the second section and the rectifier.

[0021] In some embodiments, the transition section is provided with an air inlet for allowing outside gas to enter the pipe through the air inlet.

[0022] In some embodiments, the pipe fitting is provided with a groove, and the rectifier is provided with a slider, which is slidably disposed within the groove.

[0023] In some embodiments, there are multiple slides, which are spaced apart along the circumference of the pipe fitting, and the slider is configured to correspond one-to-one with each slide.

[0024] In some embodiments, the groove is located in the second section of the pipe fitting.

[0025] In some embodiments, the reset element of the exhaust valve is disposed within the groove and is used to push the slider to reset.

[0026] In some embodiments, the rectifier has a streamlined shape.

[0027] In some embodiments, the cross-sectional area of ​​the rectifier near the exhaust pipe end is larger than the cross-sectional area away from the exhaust pipe end.

[0028] According to a second aspect of this application, an exhaust system is provided, including the exhaust valve described in the above technical solution, the exhaust system further including an exhaust pipe, and the fitting being connected to the exhaust pipe.

[0029] According to a third aspect of this application, a vehicle is also provided, including the exhaust valve or the exhaust system described in the above-described technical solutions.

[0030] In the exhaust valve of this embodiment, a rectifier is slidably disposed inside the pipe, allowing the rectifier to switch between a first state and a second state. In different states, the rectifier, together with the inner wall of the pipe, defines flow channels with different flow areas. With this structure, as the rectifier slides along the axial direction of the pipe, the cross-sectional area of ​​the channel continuously changes, thereby achieving dynamic adjustment of the exhaust channel opening without relying on a complex drive mechanism. This facilitates automatic matching of exhaust flow according to different engine operating conditions. The above structural form makes the overall configuration of the exhaust valve more compact, simplifying the arrangement of internal components and reducing system integration difficulty.

[0031] Compared to traditional exhaust valves that typically rely on rotating valve bodies or linkage mechanisms for opening and closing control, this embodiment uses a sliding fit between the rectifier and the pipe fitting to adjust the flow area of ​​the channel. This not only reduces the complexity of the mechanism caused by the linkage of multiple components but also makes the motion relationship between components clearer. This helps to reduce the accumulation of clearance and structural interference during the transmission process, thereby alleviating the response lag problem in the exhaust regulation process to a certain extent. At the same time, the sliding structure configuration helps to reduce the risk of operating condition fluctuations caused by factors such as wear of transmission components and motion jamming, which is beneficial to improving the stability and durability of the exhaust valve under long-term operating conditions.

[0032] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0035] Figure 1 This is a schematic diagram of the structure of the exhaust valve provided in an exemplary embodiment of this disclosure;

[0036] Figure 2 This is a front view of the exhaust valve provided in an exemplary embodiment of this disclosure;

[0037] Figure 3 This is a cross-sectional view of the exhaust valve in the first state provided in an exemplary embodiment of this disclosure;

[0038] Figure 4 This is a cross-sectional view of the exhaust valve in the second state provided in an exemplary embodiment of this disclosure;

[0039] Figure 5 This is a left-side view of the exhaust valve provided in an exemplary embodiment of this disclosure;

[0040] Figure 6 This is a right-side view of the exhaust valve provided in an exemplary embodiment of this disclosure;

[0041] Figure 7 This is a schematic diagram of the exhaust system provided in an exemplary embodiment of this disclosure.

[0042] Explanation of reference numerals in the attached figures:

[0043] 10. Exhaust pipe; 100. Fittings; 110. Flow channel; 120. First section; 130. Second section; 140. Transition section; 141. Air inlet; 150. Slide groove; 200. Rectifier; 210. Slider; 300. Reset component. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0045] According to the first aspect of this application, referring to Figures 1 to 6This disclosure provides an exhaust valve applied to an automotive exhaust pipe 10. Exemplarily, the exhaust valve is located in the middle or at the end of the automotive exhaust pipe 10, and can dynamically adjust the opening of the exhaust passage or the exhaust flow rate based on operating parameters such as engine operating status, ambient temperature, and driving mode, thereby helping to improve the responsiveness and energy efficiency of the engine exhaust system under different operating conditions.

[0046] The exhaust valve includes a pipe 100 and a flow straightener 200. The pipe 100 forms a gas passage with the vehicle's exhaust pipe 10, thereby guiding the engine exhaust gas through the exhaust valve for flow regulation. Specifically, the pipe 100 is a hollow tubular component, and its axially through structure facilitates the directional flow of exhaust gas. Depending on the specific application requirements, the pipe 100 can either form an integral part of the vehicle's exhaust pipe 10 or serve as an independently installed connecting component in aftermarket or modular designs.

[0047] In one embodiment, when the pipe 100 is part of the exhaust pipe 10, it can be directly integrated into the original exhaust system of the vehicle, which facilitates space compression and structural unification in the exhaust path and is beneficial to the lightweight design of the entire vehicle exhaust system; while when the pipe 100 is an independent structure connected to the exhaust pipe 10 (refer to...) Figure 7 If the exhaust pipe is sealed, it can be connected to the original exhaust pipe 10 through welding, flange fastening or threaded connection. This configuration has a certain degree of flexibility and adaptability in retrofit or multi-version platform design.

[0048] In some embodiments, refer to Figure 1 , Figure 3 The rectifier 200 is slidably disposed within the pipe fitting 100 along its axial direction. The tubular structure of the pipe fitting 100 not only provides an axial sliding channel for the rectifier 200 but also helps to form an adjustable flow space in a local area. This facilitates the subsequent adjustment of the flow area of ​​the flow channel 110 by the rectifier 200 in different positions, thereby achieving the regulation of exhaust velocity, back pressure, and airflow direction. Therefore, adopting this type of pipe fitting 100 structure is beneficial to improving the exhaust valve's structural integration, adjustment flexibility, and adaptability to the exhaust characteristics of various power systems.

[0049] It should be noted that the "pipe fitting 100" mentioned in this article is not limited to a specific shape or material. It can be made of metal, high-temperature resistant alloy, or composite material with exhaust corrosion resistance properties, and can also be circular, elliptical, or other cross-sectional configurations to adapt to the spatial layout requirements of the vehicle's exhaust passage. Through the above settings, the exhaust valve, while meeting basic functions, possesses good manufacturability and system adaptability.

[0050] In some embodiments, the rectifier 200 is configured to switch between a first state and a second state under the action of gas within the exhaust pipe 10, and a flow passage 110 is formed between the rectifier 200 and the pipe 100. The rectifier 200 is slidable along the axial direction of the pipe 100, and at different axial positions, the gap between it and the inner wall of the pipe 100 forms the flow passage 110 for guiding the exhaust gas from the vehicle.

[0051] It is important to understand that the "flow passage 110" referred to here is the gas flow space formed by the gap between the outer wall of the rectifier 200 and the inner wall of the pipe 100 in the exhaust valve. Its cross-sectional area will affect the exhaust gas discharge velocity and back pressure characteristics. When the rectifier 200 slides within the pipe 100, the relative position of the rectifier 200 within the pipe 100 changes, resulting in a dynamic change in the cross-sectional area of ​​the flow passage 110.

[0052] To achieve adjustable flow channel 110 area, in a preferred embodiment, the pipe 100 is configured with different inner diameters along its axial direction. Specifically, the pipe 100 can be sequentially configured with multiple segments of different inner diameters between its first and second ends, resulting in a gradually narrowing or expanding diameter structure in the axial direction. When the rectifier 200 slides from one end of the pipe 100 to the other, the gap size of the flow channel 110 formed between the rectifier 200 and the pipe 100 changes accordingly due to the different inner diameters of the pipe 100 at each position, thereby achieving continuous adjustment of the exhaust gas channel.

[0053] This structural design enables the rectifier 200 to achieve automatic responsive position switching solely through the gas flow within the 10 exhaust pipes of the vehicle, without relying on complex external drive mechanisms. It features a compact structure and highly sensitive response. In practical applications, by matching the rectifier 200 and pipe 100 with different geometric parameters, customized performance adjustments can be achieved for different engine platforms, improving the adaptability and energy efficiency of the exhaust system.

[0054] It is understandable that when the rectifier 200 is installed inside the pipe 100, its surface will be directly exposed to the high-temperature exhaust gas environment inside the exhaust pipe 10. Since the exhaust gas flow rate and velocity generated by the engine vary under different operating conditions, for example, the exhaust gas velocity is higher under conditions such as rapid acceleration and high load, while the exhaust gas velocity is lower when idling or under light load, the impact force exerted by the exhaust gas on the rectifier 200 will also vary dynamically.

[0055] In this embodiment, the rectifier 200 is configured with a certain windward area along the exhaust airflow direction, such as a frustum, sphere, or cross-sectional configuration with an inclined windward surface, thereby obtaining a perceptible thrust under the action of airflow. As the exhaust air velocity or flow rate increases, this thrust will gradually increase. When the thrust overcomes the counterforce generated by the rectifier 200's own weight, friction, and elastic limiting structure (if provided), the rectifier 200 can slide along the axial direction of the pipe 100. The sliding of the rectifier 200 will cause a change in its relative position with the inner wall of the pipe 100, thereby adjusting the cross-sectional area of ​​the flow channel 110.

[0056] Through the design of the above structural matching relationship, the rectifier 200 can automatically adjust its position according to the exhaust gas flow rate without relying on an external drive system, thereby adjusting the opening of the channel and realizing an exhaust control mechanism that adapts to engine operating conditions. This scheme helps to reduce the complexity of the system structure to a certain extent, and also facilitates the improvement of the dynamic response capability and operational stability of the exhaust regulation process.

[0057] In some embodiments, refer to Figure 3 , Figure 4 The flow area of ​​the flow channel 110 when the rectifier 200 is in the first state is smaller than that when the rectifier 200 is in the second state. In other words, when the rectifier 200 is in the first state, the flow area of ​​the flow channel 110 formed between it and the inner wall of the pipe 100 is relatively small; while when the rectifier 200 is in the second state, the flow area of ​​the flow channel 110 is relatively large. In other words, the relative position of the rectifier 200 and the pipe 100 changes in different states, causing the cross-sectional area of ​​the flow channel 110 to change. The second state corresponds to a larger channel opening, which facilitates the passage of a larger amount of exhaust gas.

[0058] When the engine operates under high load or high speed, the exhaust gas velocity and flow rate in the exhaust pipe 10 will increase significantly. At this time, the force generated on the windward surface of the rectifier 200 during exhaust gas flow also increases, potentially driving the rectifier 200 to slide from a first state to a second state. Through this structural response process, the exhaust passage opening can be adaptively adjusted without relying on external control signals or complex drive mechanisms, enabling the exhaust system to maintain a reasonable back pressure level and exhaust efficiency under different operating conditions. This state switching mechanism, to a certain extent, helps achieve adaptive structural adjustment, facilitating the matching of engine exhaust demands under different loads, thereby improving the overall operating efficiency and stability of the system.

[0059] In some embodiments, refer to Figure 2 , Figure 3As the rectifier 200 switches from the first state to the second state, the flow area of ​​the flow channel 110 defined by its axial sliding within the pipe 100 can be continuously varied. Specifically, each position of the rectifier 200 on the sliding path corresponds to a different channel opening, thereby enabling continuous adjustment of the exhaust flow rate. This structural approach facilitates precise control of the exhaust back pressure, allowing for dynamic adaptation to required exhaust conditions under varying engine operating conditions, thereby improving engine efficiency and reducing energy loss caused by exhaust pulsation.

[0060] In other embodiments, the switching between the first and second states of the rectifier 200 can be discontinuous, meaning that the rectifier 200 undergoes a jump or state switch at a specific position, thereby enabling the flow area of ​​the flow channel 110 to rapidly switch between two preset values. For example, the rectifier 200 can stably maintain the first position under low exhaust flow, and when the exhaust flow velocity exceeds a certain threshold, it rapidly transitions to the second position under the drive of the exhaust gas force, corresponding to a larger opening of the flow channel 110. This switching mechanism, to a certain extent, simplifies the control logic and can quickly respond to changes in operating conditions, making it suitable for application scenarios with drastic changes in exhaust flow.

[0061] It should be noted that the "flow area of ​​the flow passage 110" mentioned in this application refers to the minimum cross-sectional area available for the flow of exhaust gas between the rectifier 200 and the pipe fitting 100. This flow area does not depend solely on the overall size of the pipe fitting 100, but is jointly defined by the relative fit between the rectifier 200 and the pipe fitting 100.

[0062] For example, in some embodiments, even if other parts of the pipe fitting 100 are relatively thick, if a certain section is a locally narrowed area with a small diameter, and the flow straightener 200 happens to slide into that area, the actual flow area of ​​the flow channel 110 will be limited by the size of that narrow neck region. In this case, the effective flow capacity of the flow channel 110 will depend primarily on the minimum cross-section, rather than the average or maximum diameter of the entire pipe fitting 100.

[0063] In some embodiments, refer to Figure 3 , Figure 4During the transition from the first state to the second state, the flow area of ​​the flow channel 110 gradually increases. Specifically, the flow area of ​​the flow channel 110 changes continuously during the transition from the first state to the second state, exhibiting a gradual increasing trend. This structural feature is primarily achieved by providing an inner wall profile with a gradually changing inner diameter in the axial direction of the pipe 100. That is, along the sliding path of the rectifier 200, the inner wall of the pipe 100 has a portion with a gradually increasing cross-sectional size. Consequently, during the sliding process of the rectifier 200 relative to the pipe 100, the cross-sectional area of ​​the flow channel 110 formed between the rectifier 200 and the pipe 100 also changes continuously.

[0064] The aforementioned structural design allows the rectifier 200 to gradually slide towards the second state under the impetus of gas after the exhaust gas velocity increases to a certain threshold. Furthermore, during the entire sliding process, the degree of gas flow obstruction gradually decreases as the flow area increases. This facilitates adaptive adjustment of the exhaust channel opening based on the kinetic energy of the airflow itself, without the need for an additional driving device. Therefore, it can improve the continuity and precision of the exhaust control process to a certain extent, avoiding instantaneous flow impacts or back pressure fluctuations caused by sudden changes in the flow area.

[0065] Furthermore, this gradually changing structure also helps reduce the risk of jamming of the rectifier 200 during operation. Especially under conditions such as carbon buildup, thermal deformation, or component wear, the gradually changing inner wall guide can provide a more stable sliding path, thereby improving the reliability and adjustment stability of the rectifier mechanism during long-term operation.

[0066] In some embodiments, refer to Figure 3 , Figure 4 The exhaust valve also includes a reset member 300, which is connected to the rectifier 200. The reset member 300 is used to reset the rectifier 200 to a first state. The reset member 300 can be an elastic element, such as a compression spring, torsion spring, wave spring, or other component with restoring force characteristics. In this embodiment, the setting direction of the reset member 300 corresponds to the sliding direction of the rectifier 200, so that when the rectifier 200 is pushed by the exhaust gas to move to the second state, the reset member 300 is compressed or deformed to store energy. After the exhaust gas flow rate decreases to below the driving force required for the rectifier 200 to maintain the second state, the reset member 300 releases the stored energy, thereby driving the rectifier 200 to slide in the opposite direction and return to the first state.

[0067] Through the above structural arrangement, bidirectional adjustment and control of the position of the rectifier 200 can be achieved without relying on an external drive control system: when the exhaust flow increases, the rectifier 200 is pushed by the airflow to change its position; when the exhaust flow decreases, the rectifier 200 automatically returns to its original position under the action of the reset member 300, which to a certain extent helps to maintain the dynamic stability and controllability of the exhaust channel.

[0068] It should be noted that the "reset component 300" is not limited to traditional mechanical elastic components. It can also be a rubber body with elastic deformation capability, a shape memory material component, or a magnetic element made of soft magnetic material. As long as it can provide a driving force to make the rectifier 200 return to its original position under certain working conditions, it can be regarded as an embodiment of the "reset component 300" in this application.

[0069] In addition, to ensure the connection stability between the reset component 300 and the rectifier 200, a connecting pin, a limiting step, or a guide groove structure can be set to restrict the movement direction of the rectifier 200 during its sliding process, and avoid deflection, skewness, or jamming, thereby improving the reliability and consistency of the rectifier structure operation to a certain extent.

[0070] In some embodiments, refer to Figure 3 , Figure 4 The pipe fitting 100 includes a first section 120 and a second section 130. The flow area of ​​the second section 130 is larger than that of the first section 120. When the rectifier 200 is in the first state, the minimum cross-section of the flow channel 110 is located between the first section 120 and the rectifier 200. Specifically, the first section 120 of the pipe fitting 100 can be understood as a region with a smaller cross-section in the pipe fitting 100, while the second section 130 is a region with a relatively larger cross-section. When the rectifier 200 slides within the pipe fitting 100, in the first state, the minimum cross-section of the flow channel 110 formed between the rectifier 200 and the inner wall of the first section 120 of the pipe fitting 100 is located within the region of the first section 120.

[0071] The significance of the above structural design lies in the fact that the first segment 120, as the narrower part of the channel, limits the minimum flow area of ​​the flow passage 110, thereby effectively restricting the exhaust flow when the rectifier 200 is in the first state. As the rectifier 200 slides axially along the pipe 100 to the second segment 130, the cross-section of the flow passage 110 gradually increases, thereby expanding the flow area and facilitating the adaptation to the exhaust flow requirements brought about by changes in engine operating conditions.

[0072] By setting different flow areas in the first section 120 and the second section 130, the opening of the exhaust channel can be gradually adjusted, reducing the instability caused by sudden changes in flow rate and improving the dynamic response and flow matching capability of the exhaust system. Furthermore, a well-designed pipe section 100 helps simplify the complexity of the rectifier 200 structure and improves the overall compactness and reliability of the exhaust valve.

[0073] It should be noted that the specific length, cross-sectional shape and transition method of the first segment 120 and the second segment 130 can be adjusted according to specific application requirements. For example, the first segment 120 can be a thin tube segment with a circular cross-section, and the second segment 130 can be a relatively large cylindrical segment or a non-circular cross-sectional structure. As long as the principle of increasing flow area is met, it can be considered as the applicable scope of this embodiment.

[0074] In some embodiments, when the rectifier 200 is in the second state, the minimum cross-section of the flow channel 110 is located outside the first segment 120 and the rectifier 200. Specifically, the minimum cross-section of the flow channel 110 is located at the second segment 130 or at the transition structure between the first segment 120 and the second segment 130.

[0075] In one scenario, the first section 120 and the second section 130 of the pipe fitting 100 are directly connected without a clear transition structure. In this case, when the rectifier 200 is in the second state, the minimum cross-section of the flow channel 110 is typically located between the rectifier 200 and the inner wall of the second section 130. Since the flow area of ​​the second section 130 is relatively large, the channel area at this location is larger than that of the first section 120, which is beneficial for adapting to the increased exhaust flow requirements.

[0076] In another scenario, a transition structure, such as a tapered pipe fitting 100 connecting section, is provided between the first segment 120 and the second segment 130. This connecting section has a gradually changing cross-section along the axial direction. In this case, when the rectifier 200 slides to the position of this transition structure, the minimum cross-section of the flow channel 110 may be located between the rectifier 200 and the tapered transition structure. This transition structure facilitates a smooth transition of the pipe fitting 100's cross-section from a smaller size to a larger size, allowing the cross-sectional area of ​​the flow channel 110 to change more continuously and gradually, reducing abrupt changes in flow rate and improving the stability of exhaust regulation.

[0077] All of the above-mentioned structural configurations are beneficial for achieving dynamic adjustment of the exhaust passage opening, facilitating the matching of exhaust flow according to engine operating conditions, and providing a certain degree of optimization for the response performance and stability of the exhaust system. The specific connection method adopted can be flexibly selected according to the exhaust system design requirements and does not constitute a limitation of this application.

[0078] In some embodiments, when the rectifier 200 is in the second state, the flow area of ​​the flow passage 110 is not less than the flow area of ​​the first section 120. Specifically, the flow area of ​​the flow passage 110 formed between the rectifier 200 and the pipe 100 is greater than or equal to the flow area corresponding to the diameter of the first section 120. Typically, the diameter of the first section 120 is the same as the diameter of the automotive exhaust pipe 10, thus this state is equivalent to achieving 100% opening of the automotive exhaust pipe 10 for exhaust. This structure is beneficial because it allows the exhaust pipe 10 to have a larger diameter when the rectifier 200 slides to the second state, which helps reduce exhaust resistance and meets the engine's exhaust flow requirements under high load or high speed conditions, thereby promoting improved exhaust efficiency. The above design is beneficial for dynamically adjusting the opening of the exhaust valve, achieving flexible matching according to engine operating conditions, and is conducive to optimizing the overall performance and improving the operational stability of the exhaust system.

[0079] In some embodiments, when the rectifier 200 is in the second state, the minimum cross-section of the flow passage 110 is located between the second section 130 and the rectifier 200. This minimum cross-section of the flow passage 110 helps to define the flow path of the exhaust fluid, ensuring that the flow area remains within the expected range, thereby achieving a larger exhaust diameter when the rectifier 200 switches to the second state. By rationally designing the structural dimensions of the second section 130 of the pipe 100, the exhaust valve can have lower flow resistance under high flow conditions, which is beneficial to improving engine exhaust efficiency.

[0080] In some embodiments, refer to Figure 2 , Figure 3 The fitting 100 also includes a transition section 140, which connects the first section 120 and the second section 130. The cross-sectional area of ​​the transition section 140 gradually increases from the first section 120 to the second section 130. This arrangement helps to achieve a smooth transition in the inner diameter of the fitting 100, reducing eddies and energy losses during fluid flow and helping to reduce the flow resistance of the exhaust system. At the same time, the transition section 140 helps to alleviate local pressure fluctuations that may be caused by abrupt changes in pipe diameter, thereby promoting the stability and smoothness of the exhaust channel flow to a certain extent.

[0081] In some embodiments, when the rectifier 200 is in the second state, the minimum cross-section of the flow channel 110 is located between the transition section 140 and the rectifier 200. This arrangement is beneficial because it utilizes the gradually increasing cross-sectional area of ​​the transition section 140 to form a relatively gentle flow restriction area, thereby helping to mitigate abrupt changes in airflow velocity and promoting the stability and continuity of exhaust flow. Furthermore, this structure, by utilizing the gradually increasing cross-sectional area of ​​the transition section 140, allows the rectifier 200 to achieve the required flow area adjustment within a shorter sliding distance, which helps to shorten the movement trajectory of the rectifier 200, improve the response speed and control accuracy of exhaust adjustment, and simultaneously helps to mitigate airflow changes and promote the stability of exhaust flow.

[0082] In some embodiments, when the rectifier 200 is in the second state, the minimum cross-section of the flow passage 110 is located between the second section 130 and the rectifier 200. At this time, the rectifier 200 needs to slide along the axial direction of the pipe 100 to the region of the second section 130. The movement trajectory is relatively long, which is beneficial to fully open the exhaust passage and meet the demand for large-flow exhaust under high-load conditions of the engine.

[0083] In some embodiments, refer to Figure 4 , Figure 5 The transition section 140 is provided with an air inlet 141, which allows outside air to enter the pipe 100 through the air inlet 141. The air inlet 141 helps to alleviate the heat accumulation problem that may occur under low power consumption conditions.

[0084] Specifically, when the engine is operating at low speed or idling, the exhaust gas flow rate is relatively small, and the reduced flow area of ​​the flow passage 110 may cause the high-temperature exhaust gas to accumulate heat within the pipe 100, thus posing an additional risk of thermal damage. To address this deficiency, the intake port 141 in the transition section 140 is used in conjunction with Bernoulli's principle: when the exhaust gas passes through the smaller channel between the rectifier 200 and the inner wall of the pipe 100, the exhaust gas velocity increases, while the air outside the pipe 100 is at normal temperature and pressure and essentially still. The velocity difference between the inside and outside creates a pressure difference, causing the normal-temperature air outside to be passively drawn into the pipe 100 through the intake port 141 and mixed with the high-temperature exhaust gas. This mixing process helps to reduce the exhaust gas temperature, allowing the exhaust gas to be cooled to a certain extent before being discharged through the second section 130 pipe, thereby reducing the risk of thermal damage and improving the thermal stability and safety of the exhaust system.

[0085] In some embodiments, refer to Figure 3 , Figure 4The pipe fitting 100 is provided with a groove 150, and the rectifier 200 is provided with a slider 210, which is slidably disposed within the groove 150. This structural design is beneficial for guiding the rectifier 200 to slide stably along the axial direction of the pipe fitting 100, reducing radial sway or offset of the rectifier 200 during the sliding process, thereby helping to maintain the accuracy and reliability of the flow area adjustment of the flow channel 110. In addition, the cooperation between the groove 150 and the slider 210 can, to a certain extent, limit the movement trajectory of the rectifier 200, which is beneficial for improving the compactness and movement coordination of the overall structure of the exhaust valve, and also helps to reduce friction loss and wear risk caused by unstable movement, thereby potentially improving the durability and operational stability of the device. Furthermore, this structural form simplifies the guiding design of the rectifier 200, facilitating the compact arrangement and efficient assembly of the exhaust valve.

[0086] In some embodiments, refer to Figure 4 , Figure 6 Multiple slide grooves 150 are arranged at intervals along the circumference of the pipe fitting 100, and sliders 210 are arranged in a one-to-one correspondence with each slide groove 150. This structure enhances the guiding stability of the rectifier 200 within the pipe fitting 100, effectively suppressing radial offset and rotational swaying of the rectifier 200 during axial sliding, thereby helping to maintain the stability of the shape and size of the flow channel 110 and ensuring the accuracy of exhaust flow regulation. The cooperation of multiple slide grooves 150 with corresponding sliders 210 can also distribute the load, reduce the wear of a single slide groove 150, and improve the overall durability and operational reliability of the exhaust valve. In addition, the arrangement of multiple slide grooves 150 can promote the smoothness of the movement of the rectifier 200, reduce movement resistance, and further extend the service life of the device.

[0087] In some embodiments, refer to Figure 3 , Figure 4 The groove 150 is located in the second section 130 of the pipe fitting 100. Because the inner diameter of the second section 130 is relatively large, the groove 150 does not significantly restrict the flow area of ​​the flow channel 110, which helps maintain a large exhaust diameter for the exhaust valve during the sliding of the rectifier 200. Simultaneously, the larger inner diameter of the second section 130 provides ample space for the cooperation between the slider 210 and the groove 150, contributing to the smoothness and stability of the sliding action, reducing motion resistance, and promoting flexible adjustment of the rectifier 200, thereby facilitating dynamic adjustment of the exhaust flow rate.

[0088] In some embodiments, the reset member 300 of the exhaust valve is disposed within the slide groove 150 and is used to push the slider 210 to reset. The reset member 300 being located within the slide groove 150 not only helps to provide a more stable and effective reset force, promoting the rectifier 200 to return to its initial position along the axial direction of the pipe 100, but also provides a certain degree of protection for the reset member 300 itself, reducing the impact of external environmental factors on the reset member 300, and is beneficial to improving the durability and reliability of the reset mechanism.

[0089] In some embodiments, refer to Figure 3 , Figure 4 The rectifier 200 has a streamlined shape. For example, the rectifier 200 can have a tadpole-shaped profile with a larger front end and a gradually tapering rear end, and the curvature of this shape is continuous. This streamlined design helps reduce abrupt back pressure changes in the exhaust flow on the outer surface of the rectifier 200, reducing potential noise, vibration, and harshness (NVH) problems. Furthermore, the tapered structure at the rear of the rectifier 200 helps guide exhaust flow, making the exhaust process smoother, thereby improving exhaust efficiency and overall engine performance.

[0090] In some embodiments, the cross-sectional area of ​​the rectifier 200 near the end of the exhaust pipe 10 is larger than the cross-sectional area away from the end of the exhaust pipe 10. This structural design is beneficial for increasing the contact area between the exhaust gas and the rectifier 200, thereby enabling the exhaust gas to exert a greater driving force on the rectifier 200, promoting the rectifier 200 to slide axially along the pipe 100, and achieving dynamic adjustment according to the exhaust flow rate.

[0091] According to the second aspect of this disclosure, referring to Figure 7 The present invention provides an exhaust system including the exhaust valve described in the above embodiments, and the exhaust system further includes an exhaust pipe 10, with fitting 100 connected to the exhaust pipe 10. This exhaust system possesses all the beneficial effects of the exhaust valve described above, which will not be elaborated further herein.

[0092] According to a third aspect of this disclosure, a vehicle is provided, including the exhaust valve or exhaust system described in the above embodiments. This vehicle possesses all the beneficial effects of the aforementioned exhaust valve or exhaust system, which will not be elaborated further herein.

[0093] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0094] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0095] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0096] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0097] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. An exhaust valve, characterized in that, include: Pipe fittings used to connect exhaust pipes; and A rectifier is slidably disposed within the pipe along the axial direction of the pipe and configured to switch between a first state and a second state under the action of gas in the exhaust pipe, and a flow passage is formed between the rectifier and the pipe. Wherein, the flow area of ​​the flow channel of the rectifier when it is in the first state is smaller than the flow area of ​​the flow channel of the rectifier when it is in the second state.

2. The exhaust valve according to claim 1, characterized in that, During the process of the rectifier switching from the first state to the second state, the flow area of ​​the flow channel gradually increases.

3. The exhaust valve according to claim 1, characterized in that, The exhaust valve also includes a reset component, which is connected to the rectifier and is used to reset the rectifier to the first state.

4. The exhaust valve according to claim 1, characterized in that, The pipe fitting includes a first section and a second section, wherein the flow area of ​​the second section is larger than the flow area of ​​the first section, wherein: When the rectifier is in the first state, the minimum cross-section of the flow channel is located between the first segment and the rectifier; And / or, when the rectifier is in the second state, the minimum cross-section of the flow channel is located outside the first segment and the rectifier.

5. The exhaust valve according to claim 4, characterized in that, When the rectifier is in the second state, the flow area of ​​the flow channel is not less than the flow area of ​​the first segment.

6. The exhaust valve according to claim 4, characterized in that, When the rectifier is in the second state, the minimum cross-section of the flow channel is located between the second segment and the rectifier.

7. The exhaust valve according to claim 4, characterized in that, The pipe fitting also includes a transition section, which connects the first section and the second section, and the cross-sectional area of ​​the transition section gradually increases from the first section to the second section.

8. The exhaust valve according to claim 7, characterized in that, When the rectifier is in the second state: The minimum cross-section of the flow channel is located between the transition section and the rectifier, or The minimum cross-section of the flow channel is located between the second section and the rectifier.

9. The exhaust valve according to claim 7, characterized in that, The transition section is provided with an air inlet for allowing outside gas to enter the pipe through the air inlet.

10. The exhaust valve according to any one of claims 1-9, characterized in that, The pipe fitting is provided with a sliding groove, and the rectifier is provided with a slider, which is slidably disposed in the sliding groove.

11. The exhaust valve according to claim 10, characterized in that, The number of slides is multiple, and the multiple slides are arranged at intervals along the circumference of the pipe fitting. The slider is arranged in a one-to-one correspondence with the slide.

12. The exhaust valve according to claim 10, characterized in that, The groove is located in the second section of the pipe fitting.

13. The exhaust valve according to claim 10, characterized in that, The reset element of the exhaust valve is disposed within the slide groove and is used to push the slider to reset.

14. The exhaust valve according to any one of claims 1-9, characterized in that, The rectifier has a streamlined shape.

15. The exhaust valve according to any one of claims 1-9, characterized in that, The cross-sectional area of ​​the rectifier near the exhaust pipe end is larger than the cross-sectional area away from the exhaust pipe end.

16. An exhaust system, characterized in that, The exhaust system includes the exhaust valve as described in any one of claims 1-15, and further includes an exhaust pipe, with the fitting connected to the exhaust pipe.

17. A vehicle, characterized in that, Includes the exhaust valve as described in any one of claims 1-15, or the exhaust system as described in claim 16.

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