Muffler assembly for a vehicle and vehicle

Abstract

The application relates to the field of vehicle silencers, in particular to a silencer assembly for a vehicle and the vehicle, which comprises a purification device, a first silencer and a second silencer, the air inlet end of the purification device is adapted to be connected with the air outlet end of an engine, the first silencer is arranged downstream of the purification device, and the second silencer is arranged downstream of the first silencer; wherein the first silencer is internally provided with a silencing piece, a plurality of silencing elastic sheets are arranged on the silencing piece and are spaced from each other, the second silencer is internally provided with a silencing cavity, a silencing pipe which is in communication with the first silencer is arranged in the silencing cavity, the silencing pipe is formed with a silencing hole which is in communication with the silencing cavity, through the plurality of silencing elastic sheets which are spaced from each other in the first silencer, the silencing elastic sheets are subjected to forced vibration under the impact of airflow, the vibration generates anti-phase sound waves to realize noise cancellation and energy dissipation of the noise, the influence of exhaust back pressure in the silencer assembly is reduced, and the contradiction between noise control and back pressure rise is balanced.

Description

Technical Field

[0001] This application relates to the field of vehicle noise reduction, and more particularly to a muffler assembly for a vehicle and a vehicle. Background Technology

[0002] In related technologies, automotive exhaust mufflers reduce noise by reflecting and interfering with sound waves and consuming energy through sound-absorbing materials. They are essential components for meeting environmental standards. Traditional fixed structures often adopt Helmholtz resonant cavity or expansion cavity designs to achieve noise reduction by optimizing acoustic transmission loss in specific frequency bands. Although large-volume muffler units such as Helmholtz resonant cavity or expansion cavity can improve noise reduction performance, they can lead to an increase in exhaust back pressure, reducing engine power output and fuel economy. Therefore, how to reduce the impact of exhaust back pressure in the muffler has become the technical problem to be solved in this application. Utility Model Content

[0003] This application aims to at least address one of the technical problems existing in the prior art. To this end, one object of this application is to provide a muffler assembly for a vehicle that can reduce the impact of exhaust back pressure in the muffler.

[0004] This application also proposes a vehicle having the above-described muffler assembly.

[0005] A muffler assembly for a vehicle according to an embodiment of this application includes: a purification device, the air intake end of which is adapted to be connected to the exhaust end of an engine; a first muffler disposed downstream of the purification device; and a second muffler disposed downstream of the first muffler. The first muffler contains a muffler component with a plurality of spaced-apart muffler blades on it. The second muffler contains a muffler cavity, and a muffler pipe communicating with the first muffler is disposed within the muffler cavity. A muffler hole communicating with the muffler cavity is formed on the muffler pipe.

[0006] According to the embodiments of this application, the muffler assembly for vehicles uses multiple spaced-apart muffler blades in the first muffler to generate forced vibrations when impacted by airflow. The vibrations produce anti-phase sound waves to cancel out noise and dissipate noise energy. This eliminates the need for a large volume cavity; noise reduction is achieved solely through the vibration of the muffler blades, thus completing initial noise reduction within a compact space. This avoids the dependence on large volumes inherent in traditional expansion cavities. Combined with the auxiliary noise reduction of the second muffler, the noise reduction performance is further optimized. This achieves noise reduction while reducing the flow resistance of the muffler assembly and mitigating the impact of exhaust back pressure within the muffler assembly.

[0007] According to some embodiments of this application, a muffler assembly for a vehicle has a plurality of muffler tabs disposed on the muffler member that are parallel to each other and at least two of the muffler tabs have different lengths.

[0008] According to some embodiments of this application, a muffler assembly for a vehicle includes a first muffler comprising: a cylindrical body having a communicating cavity formed inside the cylindrical body, the upstream of the communicating cavity communicating with the purification device, and the downstream of the communicating cavity communicating with the muffler pipe; wherein a plurality of the muffler elements are spaced apart in the circumferential direction of the cylindrical body.

[0009] According to some embodiments of this application, a muffler assembly for a vehicle has a through mounting hole formed on the peripheral wall of the cylinder, and the muffler component is inserted into the mounting hole and welded to the peripheral wall of the cylinder.

[0010] According to some embodiments of this application, a muffler assembly for a vehicle includes: a plug plate adapted to be inserted into the mounting hole and welded to the cylinder, the plug plate having a connecting plane formed on one side facing the communicating cavity; and multiple muffler springs spaced apart on the connecting plane.

[0011] According to some embodiments of this application, a muffler assembly for a vehicle has a plug plate with a thickness of D and a muffler spring with a thickness of d, satisfying: 1 / 10 ≤ d / D ≤ 1 / 5.

[0012] According to some embodiments of this application, a muffler assembly for a vehicle has a muffler spring that is inclined relative to the plug plate toward a second muffler.

[0013] According to some embodiments of this application, a muffler assembly for a vehicle has an angle α between the muffler spring and the axis of the cylinder, and satisfies: 50°≤α≤80°.

[0014] According to some embodiments of this application, a muffler assembly for a vehicle is provided, wherein at least two of the muffler components are made of different materials and / or at least two of the muffler springs are made of different materials.

[0015] The vehicle according to an embodiment of this application is briefly described below.

[0016] The vehicle according to the embodiments of this application includes the muffler assembly described in any of the above embodiments. Since the vehicle according to this embodiment is equipped with the muffler assembly described in any of the above embodiments, the vehicle according to this application has a muffler assembly that reduces the impact of back pressure. The muffler spring of the first muffler dissipates energy through vibration, and its obstruction effect on exhaust airflow is significantly less than that of a traditional large-volume cavity. The overall flow resistance is reduced, making engine exhaust smoother. The reduction in exhaust back pressure directly reduces engine power loss, allowing for higher effective power output with the same fuel consumption, improving vehicle acceleration performance and hill-climbing ability. Simultaneously, because the engine… When the engine back pressure increases, in order to maintain the same power output, the fuel injection quantity needs to be increased to compensate for the power loss, resulting in an increase in fuel consumption rate. The muffler assembly reduces the additional load on the engine by reducing the back pressure, thereby reducing fuel consumption per unit mileage. Furthermore, the muffler blades of the first muffler generate anti-phase sound waves through forced vibration, which can effectively cancel wide-frequency noise. The muffler cavity and muffler hole of the second muffler further weaken residual noise through secondary reflection interference. Compared with the traditional single cavity, the graded muffler mechanism has a more comprehensive noise suppression effect, which can reduce the noise level inside and outside the vehicle during driving and improve ride comfort.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the structure of a muffler assembly according to an embodiment of this application;

[0020] Figure 2 This is a schematic diagram of the structure of the first muffler in the muffler assembly according to an embodiment of this application;

[0021] Figure 3 This is a side view of the first muffler in a muffler assembly according to an embodiment of this application.

[0022] Figure 4 for Figure 3 Schematic diagram of the cross-sectional structure of the middle AA section;

[0023] Figure 5 This is a schematic diagram of the structure of the muffler component in the muffler assembly according to an embodiment of this application;

[0024] Figure 6 This is a line graph showing the relationship between noise and engine speed under different numbers of muffler springs for the total noise level of the muffler assembly according to an embodiment of this application.

[0025] Figure 7 This is a schematic diagram of the noise versus engine speed under different numbers of muffler springs for the second-order noise of the muffler assembly according to an embodiment of this application.

[0026] Figure 8 This is a schematic diagram showing the relationship between noise and engine speed under different numbers of muffler springs for fourth-order noise of the muffler assembly according to an embodiment of this application.

[0027] Figure label:

[0028] 100. Muffler assembly;

[0029] 1. Exhaust pipe;

[0030] 2. Purification device; 21. First processing unit; 22. Second processing unit;

[0031] 3. First silencer;

[0032] 31. Cylinder body; 311. Mounting hole;

[0033] 32. Connecting cavity;

[0034] 33. Silencing component; 331. Connecting plate; 332. Connecting surface;

[0035] 34. Silencing spring;

[0036] 4. Second silencer. Detailed Implementation

[0037] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0038] The following is for reference. Figures 1-8 A muffler assembly 100 for a vehicle is described according to an embodiment of this application.

[0039] According to an embodiment of this application, a muffler assembly 100 for a vehicle includes a purification device 2, a first muffler 3, and a second muffler 4. The intake end of the purification device 2 is adapted to be connected to the exhaust end of an engine. The first muffler 3 is disposed downstream of the purification device 2, and the second muffler 4 is disposed downstream of the first muffler 3. The first muffler 3 is provided with a muffler component 33, and the muffler component 33 is provided with a plurality of muffler springs 34 spaced apart from each other. The second muffler 4 is provided with a muffler cavity, and a muffler pipe communicating with the first muffler 3 is provided in the muffler cavity. A muffler hole communicating with the muffler cavity is formed on the muffler pipe.

[0040] Understandably, traditional mufflers rely on a fixed-volume cavity to achieve noise reduction in a specific frequency band through the reflection and interference of sound waves within the cavity. However, a large-volume cavity increases the cross-sectional area of ​​the flow channel, which increases the resistance to exhaust flow and leads to an increase in back pressure.

[0041] In this application, the upstream first muffler 3 and the downstream second muffler 4 form a graded processing system. The first muffler 3 is provided with multiple spaced-apart muffler plates 34, which will generate forced vibrations under the impact of exhaust airflow and sound waves. The vibrating muffler plates 34 will also emit sound waves. When the vibration frequency of the muffler plates 34 matches the incident noise frequency, the phase of the sound wave emitted by the muffler plates 34 is opposite to that of the incident sound wave. The phase of the sound wave emitted by the muffler plates 34 and the incident sound wave will undergo destructive interference on the propagation path. It can offset some noise energy without relying on a large volume cavity. Noise reduction is achieved through the vibration of the damping spring 34, thus completing initial noise reduction within a compact space. This avoids the dependence on large volumes required for traditional expansion cavities. Furthermore, due to the simultaneous influence of airflow and incident noise, as well as its own characteristics, the damping spring 34 generates nonlinear vibrations. This allows it to produce multiple frequencies under different airflow velocities and sound pressure levels, covering a wide noise frequency band. Moreover, the vibration process of the damping spring 34 converts some acoustic and kinetic energy into mechanical vibration energy, which is then dissipated through damping. This energy conversion path does not rely on airflow bypassing or expansion deceleration, therefore the increase in exhaust flow resistance is much smaller than that of traditional large volume cavities, and back pressure loss is also reduced.

[0042] It should be noted that damping dissipation refers to the process in which, during vibration or motion, the energy of a system is gradually converted into other forms of energy and dissipated due to the effect of damping.

[0043] The silencing cavity of the second silencer 4 and the silencing tube form an auxiliary noise reduction structure. The remaining noise after being processed by the first silencer 3 enters the silencing tube through the connecting channel. The silencing holes on the silencing tube allow some sound waves to enter the silencing cavity. The noise is further weakened by reflection interference in the cavity. As a supplementary noise reduction link, it works in synergy with the first silencer 3 to process noise and improve the noise reduction effect.

[0044] It should be noted that the first silencer 3 has multiple silencer springs 34 spaced apart. Multiple silencer springs 34 can make better contact with airflow or sound waves to improve the noise interception capability, reduce the probability of sound waves or airflow escaping from the gaps between the silencer springs 34, and improve the noise reduction effect.

[0045] The purification unit can treat pollutants in exhaust gas through physical interception, chemical reaction, or catalytic conversion, transforming them into harmless substances.

[0046] In some embodiments of this application, the system further includes an exhaust pipe 1, a first processing unit 21, and a second processing unit 22. The exhaust pipe 1 is sequentially connected to a purification device 2, a first muffler 3, and a second muffler 4. The first processing unit 21 and the second processing unit 22 are thus positioned upstream of the first muffler 3. The diameter of the pipes at the first processing unit 21 and the second processing unit 22 is larger than the diameter of the exhaust pipe 1, so as to prolong the residence time of the airflow in the first processing unit 21 and the second processing unit 22 and improve the treatment effect. The second processing unit 22 is positioned downstream of the first processing unit 21. The first processing unit 21 is constructed as a catalytic converter, which mainly treats carbon monoxide and hydrocarbons in a harmless manner. The second processing unit 22 is constructed as a particulate damper, which mainly filters carbon fiber particles to prevent carbon fiber particles from polluting the atmospheric environment.

[0047] In short, through multiple spaced-apart silencer plates 34 in the first silencer 3, the silencer plates 34 are forced to vibrate under the impact of airflow, generating anti-phase sound waves to cancel noise and dissipate noise energy. No large volume cavity is required; noise reduction can be achieved solely through the vibration of the silencer plates 34, thus completing the initial noise reduction in a compact space. This avoids the dependence of traditional expansion cavities on large volumes. Combined with the auxiliary noise reduction of the second silencer 4, the noise reduction performance is further optimized. This not only achieves noise reduction but also reduces the flow resistance of the silencer assembly 100, reduces the impact of exhaust back pressure in the silencer assembly, and balances the contradiction between noise control and increased back pressure.

[0048] According to some embodiments of this application, a muffler assembly 100 for a vehicle has a plurality of muffler springs 34 disposed on a muffler member 33 that are parallel to each other and at least two of the muffler springs 34 have different lengths.

[0049] It is understandable that the vibration frequency of the muffler 34 is related to its structural parameters, while its length affects its natural frequency. Furthermore, when the material and thickness are consistent, the natural frequency of the muffler 34 decreases with increasing length. When multiple parallel mufflers 34 have different lengths, their natural frequencies also differ. Since engine exhaust noise encompasses a wide frequency range, different frequencies of sound waves have different excitation effects on the mufflers 34. For a specific frequency of incident sound wave, a muffler 34 with a matching length will experience strong forced vibration due to resonance. The amplitude of the anti-phase sound wave radiated by the muffler 34 will be larger, resulting in a more significant destructive interference effect with the incident sound wave, thus more efficiently canceling noise in that frequency band. Mufflers 34 with different lengths have resonance frequencies covering different frequency bands, enabling the first muffler 3 to produce interference cancellation effects on multiple frequencies in the exhaust noise, improving the noise reduction effect.

[0050] The parallel arrangement of the muffler 34 ensures that each muffler 34 is evenly distributed in the exhaust airflow and sound wave propagation path. In the parallel state, each muffler 34 can stably receive sound waves and airflow impacts from the same direction, ensuring the consistency and predictability of vibration response. This allows the anti-phase sound waves radiated by each muffler 34 to form a uniform interference field in the exhaust channel, covering a wider spatial area and reducing noise escape in local areas.

[0051] According to some embodiments of this application, a muffler assembly 100 for a vehicle includes a first muffler 3 comprising: a cylindrical body 31, wherein a communicating cavity 32 is formed inside the cylindrical body 31, the upstream of the communicating cavity 32 is connected to a purification device 2, and the downstream of the communicating cavity 32 is connected to a muffler pipe; wherein a plurality of muffler components 33 are spaced apart in the circumferential direction of the cylindrical body 31.

[0052] It should be noted that the multiple silencers 33 are arranged at circumferential intervals, which means that the multiple silencer blades 34 on each silencer 33 can cover the sound waves from different radial positions of the cylinder 31. When the sound waves diffuse toward the cylinder wall, the circumferentially distributed silencers 33 can intercept the sound waves propagating at different angles, avoiding the situation of silencers 33 arranged in a single direction. This ensures that more noise energy can interact with the silencer blades 34. At the same time, the anti-phase sound waves radiated by the silencer blades 34 in different directions complement each other in space, which can form a more uniform destructive interference area in the entire cross section of the connecting cavity 32. This can avoid the interference blind zone caused by the concentrated arrangement of silencers 33. The circumferentially distributed silencers 33 can allow the incident sound waves at more positions to meet the anti-phase sound waves, thereby improving the overall noise reduction efficiency.

[0053] Furthermore, since the silencing springs 34 on the silencing component 33 are spaced apart, and the multiple silencing components 33 are arranged circumferentially, the airflow can flow in the gap between the silencing component 33 and the silencing springs 34, without compressing the flow cross section of the connecting cavity 32, thus avoiding secondary noise caused by the increase in local airflow velocity, and further ensuring the improvement of the silencing effect.

[0054] According to some embodiments of this application, a muffler assembly 100 for a vehicle has a through mounting hole 311 formed on the peripheral wall of a cylinder 31, and a muffler 33 is inserted into the mounting hole 311 and welded to the peripheral wall of the cylinder 31.

[0055] The insertion and engagement of the muffler 33 with the mounting hole 311 establishes initial positioning, limiting the displacement of the muffler 33 and preventing it from shaking or shifting significantly in the unwelded state. This provides a reference for subsequent welding processes. During welding, the contact area between the muffler 33 and the peripheral wall of the cylinder 31 is welded together to form an integral structure. Specifically, the muffler 33 is mainly subjected to forces in two directions during operation: axial thrust generated by the exhaust gas flow and triaxial vibration force generated during vibration. The insertion and engagement, through the squeezing action of the peripheral wall of the cylinder 31 on the muffler 33, can initially resist radial force. The weld formed by welding can simultaneously withstand axial thrust and triaxial vibration force, effectively preventing the muffler 33 from being pushed out of the mounting hole 311 due to axial force or from loosening or detaching due to triaxial vibration force. This improves the connection strength between the muffler 33 and the cylinder 31 and reduces the risk of the muffler 33 falling off.

[0056] According to some embodiments of this application, a muffler assembly 100 for a vehicle includes a muffler 33 comprising: a plug plate 331 adapted to be plugged into a mounting hole 311 and welded to a cylinder 31, wherein a connecting plane 332 is formed on the side of the plug plate 331 facing the communicating cavity 32; and multiple muffler springs 34 are configured and spaced apart on the connecting plane 332.

[0057] The plug-in plate 331 serves as the connection carrier between the muffler 33 and the cylinder 31. After being inserted into the mounting hole 311 and welded in place, the plug-in plate 331 forms a rigid support structure. The connecting plane 332 on the side of the plug-in plate 331 facing the connecting cavity 32 provides a flat and secure mounting reference surface for the muffler spring 34. The flatness of the connecting plane 332 ensures the stability of the muffler spring 34 during assembly, preventing uneven force distribution or vibration trajectory deviation caused by tilting of the mounting surface, which could lead to noise. Simultaneously, the welding and fixing of the plug-in plate 331 to the cylinder 31 makes the entire muffler 33 an integral part of the cylinder 31 structure. The plug-in plate 331 effectively transmits the stress generated by the vibration of the muffler spring 34 to the cylinder 31, preventing the muffler spring 34 from falling off due to loose connections under high-frequency vibration, thus providing structural protection for the stable operation of the muffler spring 34.

[0058] According to some embodiments of this application, a muffler assembly 100 for a vehicle has a plug plate 331 with a thickness of D and a muffler spring 34 with a thickness of d, satisfying: 1 / 10 ≤ d / D ≤ 1 / 5.

[0059] It should be noted that when d / D < 1 / 10, meaning the thickness of the muffler spring 34 is much smaller than the thickness of the connector plate 331, the rigidity of the muffler spring 34 will be too weak. Under the impact of strong airflow and high sound pressure generated by engine exhaust, the muffler spring 34 is prone to excessive vibration or even plastic deformation, causing its natural frequency to shift. This makes it unable to stably radiate anti-phase sound waves that match the incident noise, resulting in a sharp decrease in the muffler effect. At the same time, the excessively thin muffler spring 34, subjected to high-frequency vibration for a long time, is very prone to breakage due to fatigue, losing its muffler function. Furthermore, the stress concentration at the connection point between it and the connector plate 331 is significant, which may cause cracking at the weld and compromise the overall structural stability.

[0060] When d / D > 1 / 5, meaning the silencing spring 34 is too thick, its rigidity is excessive, and its vibration freedom is restricted. In this case, the silencing spring 34 struggles to vibrate effectively under acoustic excitation, especially exhibiting a significantly reduced sensitivity to high-frequency noise. It cannot generate sufficiently strong anti-phase sound waves to cancel out noise, resulting in a blind zone in high-frequency silencing. Furthermore, the excessively thick silencing spring 34 has a narrow vibration frequency range, failing to cover wide-frequency noise. The significant stress generated during vibration is directly transmitted to the connector plate 331, increasing the load on the welded joint and raising the risk of loosening or breakage. Additionally, vibration hysteresis may generate extra secondary noise, ultimately weakening the overall silencing effect.

[0061] When 1 / 10 ≤ d / D ≤ 1 / 5, within this range, the plug plate 331, with its relatively large thickness, provides sufficient rigidity to stably support the muffler spring 34, preventing excessive deformation or positional displacement during vibration, thus providing a reliable foundation for the stable operation of the muffler spring 34. Simultaneously, the muffler spring 34 has a moderate thickness, possessing sufficient vibration flexibility to generate matched forced vibrations under different frequency sound wave excitations, radiating anti-phase sound waves to cancel wideband noise; yet it is not too thin, thus avoiding insufficient strength and being able to withstand the long-term effects of exhaust airflow and sound waves, reducing the risk of fatigue damage. It can achieve sound wave interference silencing through vibration radiation of anti-phase sound waves, and can also dissipate some sound energy through appropriate material damping, further improving the silencing effect. At the same time, it avoids stress concentration damage to the connection structure, ensuring the long-term reliable operation of the component.

[0062] According to some embodiments of this application, a muffler assembly 100 for a vehicle has a muffler spring 34 that is inclined relative to the plug plate toward the second muffler 4.

[0063] Understandably, the exhaust airflow flows within the connecting cavity 32 in the direction from the first muffler 3 to the second muffler 4. The inclined muffler plate 34 forms an angle with the airflow propagation direction, rather than being orthogonal. The inclined muffler plate 34 increases the contact area with the sound waves and airflow, prolonging the interaction time between the sound waves and airflow and the muffler plate 34 along the propagation path. This allows the muffler plate 34 to more fully receive sound wave energy and convert it into vibrational energy. Simultaneously, the tilt angle causes the vibration direction of the muffler plate 34 to be non-orthogonal to the sound wave propagation direction. The radiated anti-phase sound waves can encounter the incident sound waves over a wider spatial angle, increasing the probability of destructive interference and improving the overall noise reduction efficiency.

[0064] In addition, the tilt setting can optimize the force distribution of the noise reduction spring 34. Specifically, the bending moment borne by the root of the noise reduction spring 34 is reduced due to the tilt angle, which reduces the risk of fatigue fracture caused by long-term vibration, extends the service life of the component, and ensures the durability of the noise reduction effect.

[0065] According to some embodiments of this application, in a muffler assembly 100 for a vehicle, the included angle between the muffler spring 34 and the axis of the cylinder 31 is α, and satisfies: 50°≤α≤80°.

[0066] Understandably, when α < 50°, that is, when the angle between the muffler 34 and the axis of the cylinder 31 is too small, the muffler 34 is closer to tilting along the axis of the cylinder 31. At this time, the contact angle between the muffler 34 and the exhaust airflow is relatively gentle, and the impact force of the airflow on the muffler 34 is weak. This results in insufficient forced vibration amplitude of the muffler 34, making it difficult to radiate sufficiently strong anti-phase sound waves. The noise cancellation effect is greatly weakened. At the same time, the small angle increases the space occupied by the muffler 34 in the connecting cavity 32. When the mufflers 34 on multiple mufflers 33 are arranged, it is easy to cause narrow airflow channels and increase exhaust back pressure. This not only affects the engine power output, but may also generate new noise due to the intensification of airflow turbulence, which will reduce the overall noise reduction performance.

[0067] When α > 80°, meaning the angle between the muffler 34 and the axis of the cylinder 31 is too large, the muffler 34 is almost perpendicular to the axis of the cylinder 31. In this case, the muffler 34 is almost directly facing the exhaust airflow, significantly increasing the frontal impact force of the airflow on the muffler 34. This results in an excessively high and unstable vibration frequency of the muffler 34, easily generating high-frequency flutter. This causes the radiated anti-phase sound wave frequencies to become chaotic, failing to effectively interfere with the incident noise. The vibration generated by the airflow impacting the muffler 34 may also be transmitted to the cylinder 31, causing resonance in the cylinder 31 and generating additional noise. Simultaneously, the excessive angle causes the muffler 34 to bear greater airflow pressure, which, with prolonged use, can easily lead to fatigue damage at the root of the muffler 34, reducing the component's service life. Moreover, the near-vertical muffler 34 significantly obstructs airflow, increasing exhaust back pressure and affecting engine fuel economy and power performance.

[0068] When 50°≤α≤80°, the angle between the muffler 34 and the axis of the cylinder 31 is set reasonably, which can achieve a balance between noise reduction effect, airflow, and structural stability. Within this angle range, the muffler 34 forms a moderate contact angle with the exhaust airflow, which can ensure that the airflow generates sufficient impact force on the muffler 34, so that the muffler 34 generates stable and appropriately amplitude forced vibration, radiating a suitable intensity of anti-phase sound wave, which effectively interferes and cancels out the incident noise. At the same time, it will not cause the muffler 34 to vibrate erratically or be damaged due to excessive impact force. The arrangement of the muffler 34 in the connecting cavity 32 can ensure sufficient contact with the sound wave, expand the interference area, and improve the noise reduction effect, while not excessively crowding the airflow channel, effectively controlling the exhaust back pressure, and ensuring the normal operation performance of the engine.

[0069] According to some embodiments of this application, a muffler assembly 100 for a vehicle has at least two muffler elements 33 made of different materials and / or at least two muffler springs 34 made of different materials.

[0070] It is understandable that different materials have different elastic moduli, densities, and damping coefficients, and these parameters determine the natural frequency and vibration energy dissipation capability of the silencing component 33 or the silencing spring 34.

[0071] When at least two mufflers 33 are made of different materials and / or at least two mufflers 34 are made of different materials, the vibration response of the overall structure of the mufflers 33 and / or mufflers 34 is different. For example, metal materials are rigid and have a high natural frequency, making them suitable for responding to high-frequency noise; while alloy or resin materials have a large damping coefficient and dissipate vibration energy quickly, making them more likely to cancel mid-frequency noise. The material difference causes different mufflers 33 to generate strong resonance for different frequency bands of noise under the same sound wave excitation, and the radiated anti-phase sound waves cover a wider range, avoiding the limitation of the muffler frequency band caused by the fixed natural frequency of a single material.

[0072] Because different materials have different damping characteristics, and damping characteristics can enhance the efficiency of sound energy conversion into heat energy or kinetic energy, the high-damping material silencing component 33 or silencing spring 34 can dissipate more sound energy into heat energy during vibration, while the low-damping material can convert more vibration energy into anti-phase sound waves for interference cancellation. The combination of the two can directly weaken the noise energy through interference cancellation and further reduce the residual sound energy through damping dissipation. The superposition of the two effects makes the silencing effect better.

[0073] like Figure 6 The figure shows a graph illustrating the relationship between noise and engine speed under total noise levels, using 0-3 mufflers 33. It can be seen that noise increases with engine speed. Below 3500 RPM, using three mufflers 33 provides the best noise reduction effect, and the effect weakens with each reduction of one muffler 33. Above 3500 RPM, the curves for using 1-3 mufflers 33 overlap, but the noise reduction effect of using mufflers 33 is clearly better than that of not using any mufflers 33.

[0074] like Figure 7 The figure shows a graph illustrating the relationship between noise and engine speed under second-order noise conditions, using 0-3 mufflers 33. It can be seen that the noise increases with the increase of engine speed. The noise reduction effect is best when using three mufflers 33, and the noise reduction effect weakens with each reduction of one muffler 33.

[0075] like Figure 8 The figure shows a graph illustrating the relationship between noise and engine speed under fourth-order noise conditions, using 0-3 mufflers 33. It can be seen that the noise increases with the increase of engine speed. The noise reduction effect is best when using three mufflers 33, and the noise reduction effect weakens with each reduction of one muffler 33.

[0076] The vehicle according to an embodiment of this application is briefly described below.

[0077] The vehicle according to the embodiments of this application includes the muffler assembly 100 described in any of the above embodiments. Since the vehicle according to this embodiment is equipped with the muffler assembly 100 described in any of the above embodiments, the vehicle according to this application has a muffler assembly 100 that reduces the impact of back pressure. The muffler spring 34 of the first muffler 3 dissipates energy through vibration, and its obstruction effect on exhaust airflow is significantly less than that of a traditional large-volume cavity. The overall flow resistance is reduced, making engine exhaust smoother. The reduction in exhaust back pressure directly reduces engine power loss, allowing for higher effective power output with the same fuel consumption, improving the vehicle's acceleration performance and climbing ability. Simultaneously... When the engine back pressure increases, in order to maintain the same power output, the fuel injection quantity needs to be increased to compensate for the power loss, resulting in an increase in fuel consumption rate. The muffler assembly 100 reduces the back pressure, thereby reducing the extra load on the engine and reducing fuel consumption per unit mileage. Furthermore, the muffler spring 34 of the first muffler 3 generates anti-phase sound waves through forced vibration, which can effectively cancel wide-frequency noise. The muffler cavity and muffler hole of the second muffler 4 further weaken residual noise through secondary reflection interference. Compared with the traditional single cavity, the graded noise reduction mechanism has a more comprehensive noise suppression effect, which can reduce the noise level inside and outside the vehicle during driving and improve ride comfort.

[0078] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0079] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0080] In the description of this application, "multiple" means two or more.

[0081] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0082] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0083] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0084] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A muffler assembly for a vehicle, characterized in that, include: Purification device (2), the air intake end of which is adapted to be connected to the exhaust end of the engine; The first silencer (3) is located downstream of the purification device (2); The second muffler (4) is located downstream of the first muffler (3); wherein The first muffler (3) is provided with a muffler component (33), and the muffler component (33) is provided with a plurality of muffler springs (34) spaced apart from each other. The second muffler (4) is provided with a muffler cavity, and a muffler tube communicating with the first muffler (3) is provided in the muffler cavity. A muffler hole communicating with the muffler cavity is formed on the muffler tube.

2. The muffler assembly for a vehicle according to claim 1, characterized in that, The plurality of silencing springs (34) provided on the silencing component (33) are parallel to each other and at least two of the silencing springs (34) have different lengths.

3. The muffler assembly for a vehicle according to claim 2, characterized in that, The first silencer (3) includes: A cylindrical body (31) has a communicating cavity (32) formed inside it. The upstream end of the communicating cavity (32) is connected to the purification device (2), and the downstream end of the communicating cavity (32) is connected to the silencer pipe. Multiple of the aforementioned silencing components (33) are spaced apart in the circumferential direction of the cylinder (31).

4. The muffler assembly for a vehicle according to claim 3, characterized in that, A through mounting hole (311) is formed on the peripheral wall of the cylinder (31), and the silencing component (33) is inserted into the mounting hole (311) and welded to the peripheral wall of the cylinder (31).

5. The muffler assembly for a vehicle according to claim 4, characterized in that, The silencer (33) includes: A plug-in plate (331) is adapted to be inserted into the mounting hole (311) and welded to the cylinder (31). A connecting plane (332) is formed on the side of the plug-in plate (331) facing the communicating cavity (32). Multiple silencer springs (34) are constructed and spaced apart on the connecting plane (332).

6. The muffler assembly for a vehicle according to claim 5, characterized in that, The thickness of the plug plate (331) is D, and the thickness of the silencing spring (34) is d, and satisfies: 1 / 10≤d / D≤1 / 5.

7. The muffler assembly for a vehicle according to claim 5, characterized in that, The silencing spring (34) is inclined relative to the plug plate toward the second silencer (4).

8. The muffler assembly for a vehicle according to claim 7, characterized in that, The included angle between the silencing spring (34) and the axis of the cylinder (31) is α, and satisfies: 50°≤α≤80°.

9. The muffler assembly for a vehicle according to claim 1, characterized in that, At least two of the said mufflers (33) are made of different materials and / or at least two of the said muffler springs (34) are made of different materials.

10. A vehicle, characterized in that, Includes the muffler assembly (100) according to any one of claims 1-9.

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