An exhaust assembly, an engine assembly, and a vehicle

Abstract

This application belongs to the technical field of vehicle exhaust systems, specifically relating to an exhaust assembly, an engine assembly, and a vehicle. The exhaust assembly includes: an aftertreatment module connected to the engine's exhaust port; a muffler module connecting the exhaust port of the aftertreatment module to the outside; a valve body mounted on the aftertreatment module and / or the muffler module; a dehumidification unit connected to the exhaust port of the aftertreatment module for drying collected high-temperature gases; and a gas storage unit connected to the dehumidification unit for storing the dried high-temperature gases and injecting them into the valve body after the vehicle is turned off. This architecture dries the high-temperature gases discharged from the aftertreatment module through the dehumidification unit, stores them in the gas storage unit, and injects them into the valve body after the vehicle is turned off, effectively removing condensate and fundamentally preventing valve body malfunctions caused by icing in winter. This ensures normal valve body operation in low-temperature environments, improves the stability and reliability of the exhaust system, and reduces maintenance costs and user complaints.

Description

Technical Field

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

[0002] In the automotive industry, traditional fuel-powered vehicles (including gasoline and diesel vehicles) still hold an absolute dominant position. These vehicles typically consist of core components such as the body, powertrain, transmission, and exhaust system. Their manufacturing quality needs to be comprehensively evaluated through multiple indicators, among which noise, vibration, and harshness (NVH) are key comprehensive indicators that directly affect the user's intuitive feeling and user experience of the vehicle.

[0003] Currently, the core function of a car exhaust system is to reduce exhaust noise through a muffler to meet users' demand for quiet driving; at the same time, some models also need to design their exhaust systems to present a dynamic exhaust sound effect.

[0004] However, the exhaust system of traditional gasoline-powered vehicles faces a significant environmental challenge in cold winter weather – the problem of condensation freezing. Specifically, automobile exhaust contains a large amount of water vapor. In low-temperature winter environments, when the outside temperature drops to the dew point of the water vapor, this water vapor will condense into condensate. After the vehicle is turned off, the remaining condensate will adhere to various valves inside the exhaust system and quickly freeze under the influence of low temperatures.

[0005] When a vehicle restarts, if there is a significant amount of ice buildup and the exhaust system's own ice-breaking mechanism fails to remove it, a series of chain reactions can occur. At best, this prevents the exhaust note function from working; at worst, it triggers the vehicle's fault detection system, causing the engine malfunction indicator light to illuminate. This not only causes anxiety for users due to concerns about vehicle malfunction but may also mislead them into believing there is a serious engine problem, leading to numerous customer complaints and increasing after-sales maintenance costs for the manufacturer. Utility Model Content

[0006] This application provides an exhaust assembly, an engine assembly, and a vehicle, the purpose of which is to remove condensate from the valves in the exhaust assembly by spraying high-temperature gas after the vehicle is turned off, thereby solving the problem of icing caused by condensate accumulation in the prior art.

[0007] To achieve the above objectives, this application adopts the following technical solution:

[0008] This application provides an exhaust assembly, including:

[0009] An aftertreatment module, which is used to communicate with the engine's exhaust port;

[0010] A silencer module, which connects the exhaust port of the after-treatment module to the outside;

[0011] A valve body is disposed on the after-treatment module and / or the muffler module;

[0012] A dehumidification unit, which is connected to the air outlet of the post-processing module, is used to dry the collected high-temperature gas.

[0013] A gas storage unit, which is connected to the dehumidification unit, is used to store the dried high-temperature gas and to spray the high-temperature gas onto the valve body after the vehicle is turned off.

[0014] In the above embodiments, this application constructs the basic architecture of the exhaust assembly. By adding a dehumidification unit to dry the high-temperature gas discharged from the aftertreatment module, and then storing the dried high-temperature gas through a gas storage unit, the high-temperature gas is finally sprayed onto the valve body after the vehicle is turned off. This effectively removes any condensate that may be present on the valve body, fundamentally preventing condensate from freezing and causing valve body failure. It ensures that the valve body can work normally again in low-temperature environments, improves the stability and reliability of the exhaust system, and reduces maintenance costs and user complaints.

[0015] In some embodiments of this application, the exhaust assembly further includes an exhaust gas diversion and conveying mechanism, the air inlet of which is connected to the air outlet of the aftertreatment module; the exhaust gas diversion and conveying mechanism is used to convey the high-temperature gas discharged from the aftertreatment module to the dehumidification unit.

[0016] In the above embodiments, this application can accurately transport the high-temperature gas discharged from the aftertreatment module to the dehumidification unit by setting the exhaust gas diversion and conveying mechanism. The mechanism can divert and control the high-temperature gas according to actual needs, making the operation of the entire exhaust assembly more efficient and orderly, improving energy utilization efficiency, and pressurizing the high-temperature gas so that it can smoothly enter the gas storage unit.

[0017] In some embodiments of this application, the dehumidification unit includes:

[0018] A gas-liquid separation component is connected to the outlet of the waste gas diversion and conveying mechanism; it is used to separate condensate from high-temperature gas.

[0019] A drying component, the air inlet of which is connected to the air outlet of the gas-liquid separation component; it is used to absorb water vapor in the high-temperature gas after being processed by the gas-liquid separation component.

[0020] The first valve connects the air outlet of the drying component to the air inlet of the gas storage unit.

[0021] In the above embodiments, the gas-liquid separation component first performs preliminary separation of water vapor in the high-temperature gas, reducing the workload of the subsequent drying component and improving dehumidification efficiency. Then, the drying component further absorbs water vapor from the gas, ensuring that the gas entering the gas storage unit has a higher degree of dryness, providing higher-quality high-temperature dry gas for subsequent removal of condensate from the valve body, and enhancing the de-icing effect.

[0022] Furthermore, the first valve allows for flexible control of the gas flow between the drying assembly and the gas storage unit. This design facilitates real-time adjustment of gas delivery based on actual operating conditions (such as the gas storage capacity of the gas storage unit), ensuring that the gas entering the gas storage unit meets the drying and energy storage requirements. Simultaneously, when the gas storage unit is full of dry, high-temperature gas, the first valve can be closed to seal the unit, effectively preventing damage and providing a stable and reliable gas source for efficient purging of the valve body after the vehicle is turned off.

[0023] In some embodiments of this application, the gas storage unit includes:

[0024] A gas storage tank, the inlet of which is connected to the first valve; it is used to store high-temperature gas after it has been dried by the drying assembly.

[0025] The injector has its air inlet connected to the outlet of the air tank, and its nozzle facing the valve body.

[0026] In the above embodiments, the gas tank can effectively store the high-temperature gas dried by the drying component, ensuring that there is enough high-temperature gas to spray onto the valve body after the vehicle is turned off. The injector sprays the high-temperature gas in the gas tank onto the valve body in a suitable manner, enabling the high-temperature gas to act on the valve body efficiently, improving the removal effect of condensate, and ensuring the normal operation of the valve body in low-temperature environments.

[0027] In some embodiments of this application, the gas storage tank includes:

[0028] Tank body;

[0029] An insulation layer is provided on the inner wall of the tank.

[0030] In the above embodiments, the insulation layer is installed on the inner wall of the tank, which effectively reduces heat loss of the high-temperature gas inside the tank and ensures the temperature stability of the high-temperature gas during storage. This allows the ejected high-temperature gas to maintain a sufficient temperature to remove condensate from the valve body after the vehicle is turned off, improving the system's removal efficiency and reliability.

[0031] In some embodiments of this application, the gas storage tank further includes:

[0032] A pneumatically driven slide valve is disposed in the inner cavity of the tank, dividing the inner cavity into a gas storage cavity containing the inlet and the outlet, and a regulating cavity; it is slidably sealed to the inner wall of the tank.

[0033] A spring is disposed in the adjustment cavity.

[0034] In the above embodiment, the pneumatically driven slide valve divides the inner cavity of the tank into a gas storage chamber and an adjustment chamber, and works in conjunction with a spring. When the pressure inside the gas storage chamber changes, the pneumatically driven slide valve moves accordingly, thereby adjusting the volume of the gas storage chamber. This design allows the gas tank to flexibly adapt to different pressure states: on the one hand, during the storage of high-temperature gas, it can prevent excessive pressure inside the gas storage chamber from causing damage to the tank, ensuring the structural safety of the gas tank; on the other hand, after the vehicle is turned off, it can maintain the pressure inside the gas tank at a suitable level, ensuring that high-temperature gas can be continuously and stably sprayed onto the valve body, effectively improving the operational stability and reliability of the system.

[0035] In some embodiments of this application, the injector includes:

[0036] The third valve has one end connected to the outlet of the gas storage tank;

[0037] The nozzle assembly, which is connected to the other end of the third valve, includes a plurality of nozzles; it is used to convert the high-temperature gas in the gas storage tank into a high-speed jet.

[0038] In the above embodiments, the third valve can precisely control the gas flow between the gas storage tank and the nozzle assembly, achieving precise control of the high-temperature gas injection. Furthermore, the nozzle assembly converts the high-temperature gas into a high-speed jet, which more effectively impacts the valve body surface, improving the removal of condensate and ensuring the valve body can function normally again in low-temperature environments.

[0039] In some embodiments of this application, the exhaust assembly further includes:

[0040] A heating component for heating the drying component after it has absorbed moisture;

[0041] The fourth pipe connects the air inlet of the drying component to the air outlet of the post-processing module; it is used to discharge the water vapor desorbed by the drying component after heating.

[0042] The second valve is located on the fourth pipe.

[0043] In the above embodiments, the heating component heats and regenerates the moisture-absorbing drying component, enabling it to be reused, extending its service life, and reducing system maintenance costs. The fourth pipe and the second valve ensure that the water vapor desorbed from the heated drying component is promptly discharged from the system, guaranteeing the regeneration effect of the drying component and the normal operation of the system.

[0044] In some embodiments of this application, the exhaust assembly further includes a control module, the control module comprising:

[0045] A pressure sensor is disposed in the gas storage tank;

[0046] A temperature sensor is used to monitor the temperature of the high-temperature gas at the inlet of the waste gas diversion and conveying mechanism;

[0047] An ambient temperature sensor, installed on the vehicle, is used to monitor the external ambient temperature.

[0048] The control chip is connected to the exhaust gas diversion and conveying mechanism, the heating component, the first valve, the second valve, the third valve, the pressure sensor, the temperature sensor, and the ambient temperature sensor, respectively.

[0049] In the above embodiment, a pressure sensor monitors the pressure inside the gas storage tank in real time, a temperature sensor monitors the temperature of the high-temperature gas at the inlet of the exhaust gas diversion and conveying mechanism, and an ambient temperature sensor monitors the external ambient temperature. After receiving the real-time data from these sensors, the control chip precisely adjusts the working status of the exhaust gas diversion and conveying mechanism, heating components, and various valves, allowing the entire exhaust system to automatically adjust according to different operating conditions and environmental conditions, ensuring that the removal of condensate from the valve body can be carried out stably and normally after the vehicle stops.

[0050] In addition, this application also provides an engine assembly including an engine, an air filter, a turbocharger, and the above-mentioned exhaust assembly;

[0051] The turbocharger connects the air outlet of the air filter to the air inlet of the engine; the air outlet of the engine is connected to the air inlet of the exhaust assembly.

[0052] In addition, this application also provides a vehicle, including a vehicle body and the aforementioned exhaust assembly or engine assembly disposed on the vehicle body.

[0053] In the above embodiments, applying the exhaust assembly to a vehicle enables the vehicle to prevent valve body icing, improving the vehicle's reliability and stability in cold environments. This provides a practical application scenario for the exhaust assembly and expands its protection scope. Simultaneously, it optimizes the overall vehicle performance, enhances the user experience in low-temperature environments, and reduces vehicle malfunctions and repair costs caused by valve body icing.

[0054] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the exhaust assembly provided in the embodiments of this application; wherein, the dashed lines in the figure represent circuit connection lines;

[0056] Figure 2 This is a schematic diagram of the structure of the gas storage tank provided in the embodiments of this application;

[0057] Figure 3 This is a schematic diagram of the structure of the muffler module provided in the embodiments of this application;

[0058] Figure 4 This is a schematic diagram of the injector provided in the embodiments of this application.

[0059] In the above figures: 10, Air filter; 20, Turbocharger; 201, Turbine unit; 202, Pump wheel unit; 30, Engine; 40, Aftertreatment module; 50, Muffler module; 501, Intake pipe; 502, Muffler assembly; 503, Valve body; 504, Exhaust tailpipe; 601, Exhaust gas diversion and conveying mechanism; 602, Gas-liquid separation assembly; 603, Drying assembly; 604, Air tank; 604a, Tank body; 604b, Inner tank; 604c, First insulation layer; 604d, Second insulation layer; 604e, Inner cavity; 604f, Pneumatically driven slide valve; 604g, Spring; 604h, Pressure sensor; 604i, Inlet; 604j, Outlet; 604k, Air storage chamber; 604l, Adjustment chamber; 605, Heating assembly; 606, First valve; 607, Second valve; 608, Temperature sensor; 609, Injector; 609a, Third valve; 609b, Nozzle assembly; 70, Control module; 80, Ambient temperature sensor; 901, First pipeline; 902, Second pipeline; 903, Third pipeline; 904, Fourth pipeline. Detailed Implementation

[0060] 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.

[0061] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0062] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0063] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0064] Additionally, if the meaning of "and / or" in the text is that it includes three parallel options, taking "A and / or B" as an example, it includes option A, option B, or an option that satisfies both A and B.

[0065] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0066] During the operation of traditional gasoline-powered vehicles, the engine produces a large amount of high-temperature exhaust gas when burning gasoline or diesel. This exhaust gas is discharged outside the vehicle through the exhaust system. The composition of the exhaust gas is extremely complex. In addition to gases such as carbon dioxide and nitrogen oxides, it also contains a large amount of water vapor generated by fuel combustion. This is an inevitable product of the complete combustion of hydrocarbons and oxygen. Its content is directly related to the proportion of hydrogen in the fuel and can usually reach 10% to 15% of the total volume of exhaust gas.

[0067] As exhaust gases flow through the exhaust assembly, they gradually cool down due to heat dissipation from the pipes. In cold winter environments, where the outside temperature is often below 0°C, the metal pipes and valves (such as the audible valve) at the end of the exhaust assembly rapidly dissipate heat to the outside, causing a sharp drop in the temperature of the pipe walls and valve body surfaces. When water vapor in the exhaust gases comes into contact with the pipe or valve body surfaces whose temperature is below their dew point, it quickly changes from a gaseous state to a liquid state, forming condensate.

[0068] After the vehicle stops, the engine ceases operation, and the exhaust system no longer receives hot exhaust gas. The temperature of the pipes and valve bodies will further decrease until it matches the ambient temperature. If the ambient temperature remains below 0°C, the condensate adhering to the valve body surface will lose its heat source, and its heat will be continuously absorbed by the low-temperature environment. When the water temperature drops to the freezing point (0°C at standard atmospheric pressure), the liquid condensate will freeze. At this point, the ice layer will firmly freeze the moving parts of the valve, causing the valve to fail to open or close normally according to control commands when the vehicle is restarted. This can lead to problems such as exhaust sound failure and malfunction indicator lamp warnings.

[0069] Based on this, this application proposes an exhaust assembly, an engine assembly, and a vehicle. By adding a dehumidification unit connected to the exhaust port of the aftertreatment module, the collected high-temperature gas is dried. A gas storage unit connected to the dehumidification unit stores the dried high-temperature gas. After the vehicle is turned off, the high-temperature gas is sprayed onto the valve body, which effectively removes condensate from the valve body surface, prevents icing, and eliminates abnormal noises caused by ice breaking. This solves the problems of valve body failure and false alarms caused by condensate freezing in traditional fuel vehicle exhaust assemblies in low-temperature winter environments.

[0070] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0071] As attached Figures 1 to 4 As shown in an illustrative embodiment of this application, the exhaust assembly includes an aftertreatment module 40, the air inlet of which is connected to the air outlet of the engine 30, for receiving the raw exhaust gas discharged from the engine 30 and purifying it.

[0072] In some embodiments, the exhaust assembly further includes a muffler module 50, the air inlet of which is connected to the air outlet of the aftertreatment module 40 to receive the exhaust gas purified by the aftertreatment module 40; finally, the muffler module 50, through its own pipeline and structural design, discharges the purified exhaust gas into the external environment after noise reduction.

[0073] In some embodiments, the exhaust assembly further includes an exhaust gas diversion and conveying mechanism 601, the inlet of which is connected to the outlet of the aftertreatment module 40.

[0074] In some embodiments, the exhaust assembly further includes a dehumidification unit, which is connected to the outlet of the aftertreatment module 40 via an exhaust gas diversion and conveying mechanism 601. The exhaust gas diversion and conveying mechanism 601 is used to convey the high-temperature gas discharged from the aftertreatment module 40 to the dehumidification unit, and the dehumidification unit is used to dry the collected high-temperature gas.

[0075] In some embodiments, the exhaust assembly further includes a valve body 503 disposed in the aftertreatment module.

[0076] In another embodiment, the valve body 503 is disposed on the muffler module 50.

[0077] In some embodiments, the exhaust assembly further includes a gas storage unit connected to a dehumidification unit. The gas storage unit stores dried high-temperature gas and injects high-temperature gas into the valve body 503 after the vehicle is turned off. Each part will be described in detail below.

[0078] Among them, the aftertreatment module 40 is a key component in the automobile exhaust system used to purify the exhaust gas emitted by the engine 30. Its core function is to reduce the content of harmful pollutants (such as nitrogen oxides, particulate matter, carbon monoxide, hydrocarbons, etc.) in the exhaust gas, so that the exhaust emissions meet the national or regional environmental protection standards.

[0079] In addition, the aftertreatment module 40 includes a three-way catalytic converter, a particulate filter (DPF), a selective catalytic reduction system (SCR), and an ammonia leak catalyst (ASC). These units are arranged in series or integrated in the exhaust path according to the vehicle emission requirements and the type of engine 30 (such as gasoline vehicle or diesel vehicle). The main principle of the aftertreatment module 40 is to convert harmful pollutants such as carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter emitted by the engine 30 into harmless substances through multi-stage synergistic treatment. Specifically, the oxidation catalyst (DOC) first uses precious metals such as platinum and palladium as catalysts to oxidize carbon monoxide and incompletely burned hydrocarbons in the exhaust gas into carbon dioxide and water under high-temperature conditions. It also oxidizes some nitric oxide into nitrogen dioxide, creating conditions for subsequent particulate matter capture and nitrogen oxide reduction. The particulate filter (DPF) uses a porous ceramic filter element to physically intercept solid particulate matter (such as soot) in the exhaust gas and adsorb it inside the filter element. When the particulate matter accumulates to a certain level, the system will actively heat or passively apply high temperatures to burn (regenerate) the particulate matter, generating carbon dioxide for discharge, thus preventing filter clogging. The selective catalytic reduction system (SCR) is a key unit for nitrogen oxide treatment. The system uses a urea injection device to inject a reducing agent (such as automotive urea) into the exhaust gas. The urea decomposes into ammonia at high temperatures. Subsequently, under the action of a catalyst (such as a vanadium-based or copper-based catalyst), the ammonia undergoes a selective reduction reaction with nitrogen oxides, converting them into nitrogen and water, thereby reducing nitrogen oxide emissions. An ammonia leakage catalyst (ASC) is placed after the SCR to catalyze the oxidation of excess ammonia that has not participated in the reaction, preventing ammonia from being directly released into the atmosphere and causing secondary pollution. The three-way catalytic converter is mainly used in gasoline vehicles. Its internal precious metal catalysts, such as platinum, rhodium, and palladium, can simultaneously promote three reactions: carbon monoxide is oxidized to carbon dioxide, hydrocarbons are oxidized to carbon dioxide and water, and nitrogen oxides are reduced to nitrogen, achieving simultaneous purification of the three main pollutants. Through the synergistic effect of these structures, the aftertreatment module ultimately achieves the harmless treatment of engine exhaust gas, meeting vehicle emission regulations.

[0080] It should be noted that the specific structure of the aftertreatment module 40 (including the composition and connection relationship of the core purification components and auxiliary control components) and its operating principle (such as the catalytic reaction mechanism, particulate matter filtration process, reducing agent injection control, and other purification processes) are all prior art, and the relevant technical details are well known to those skilled in the art. Therefore, they need not be elaborated upon in this application. The improvement in this application is only in the solution for removing condensate from the exhaust assembly valve body 503 after the vehicle is parked, and does not involve any improvement to the existing structure and operating principle of the aftertreatment module 40 itself.

[0081] In some embodiments, the muffler module 50 includes an intake pipe 501, a muffler sub-assembly 502, a valve body 503, and an exhaust tailpipe 504; the air inlet of the intake pipe 501 is connected to the air outlet of the after-treatment module 40 through a first pipe 901, the air inlet of the muffler sub-assembly 502 is connected to the air outlet of the intake pipe 501, the air inlet of the exhaust tailpipe 504 is connected to the air outlet of the muffler sub-assembly 502, and the valve body 503 is disposed on the exhaust tailpipe 504.

[0082] The noise reduction sub-assembly 502 is used to reduce the noise of the incoming exhaust gas. It uses internal acoustic structures (such as expansion chambers and resonant cavities) to attenuate the noise generated by the exhaust gas flow, thus meeting the quietness requirements of the vehicle. The exhaust tailpipe 504 is used to guide the exhaust gas after noise reduction by the noise reduction sub-assembly 502 to the external environment, thus completing the exhaust process.

[0083] In some embodiments, the effect of applying the solution of this application to the removal of condensate from the sound valve is particularly obvious. Therefore, the following will take valve body 503 as an example of a sound valve, which is used to regulate the exhaust sound characteristics. However, it is worth noting that this solution is not limited to sound valves, but can also be applied to valves such as exhaust gas recirculation valves and particulate matter filter regeneration valves in the exhaust assembly.

[0084] It should be noted that the specific structure of the muffler module 50 (including the composition and connection relationship of components such as the intake pipe 501, the muffler sub-assembly 502, the sound valve, and the exhaust tailpipe 504) and its operating principle (such as noise reduction through acoustic structure and adjustment of exhaust sound through the sound valve) are all prior art, and the relevant technical details are well known to those skilled in the art. Therefore, they need not be described in detail in this application. The improvement point of this application is only the solution for removing condensate on a valve body 503 in the exhaust assembly after the vehicle is parked, and does not involve any improvement to the existing structure and operating principle of the muffler module 50 itself.

[0085] In some embodiments, the exhaust gas diversion and conveying mechanism 601 may be an electric turbine assembly, an electric blower, a pneumatic turbine pump, or an electric induced draft fan, etc.

[0086] Preferably, the exhaust gas diversion and conveying mechanism 601 is an electric turbine assembly (i.e., an electric turbocharger 20). The electric turbine assembly is a device related to the turbocharger 20 that integrates an electric motor drive system. The electric turbine assembly is existing technology, and its specific principle and structure will not be described in detail.

[0087] Furthermore, the air inlet of the exhaust gas diversion and conveying mechanism 601 is connected to the first pipe 901 through the second pipe 902, and the connection between the second pipe 902 and the first pipe 901 is located between the after-treatment module 40 and the muffler module 50.

[0088] In some embodiments, the dehumidification unit includes a gas-liquid separation component 602, a drying component 603, and a first valve 606; the inlet of the gas-liquid separation component 602 is connected to the outlet of the waste gas diversion and conveying mechanism 601, and is used to separate condensate from the high-temperature gas; the inlet of the drying component 603 is connected to the outlet of the gas-liquid separation component 602, and is used to absorb water vapor from the high-temperature gas after being processed by the gas-liquid separation component 602; the first valve 606 connects the outlet of the drying component 603 to the inlet of the gas storage unit, and is used to control the opening and closing of the inlet of the gas storage unit.

[0089] In some embodiments, the gas-liquid separation component 602 may be a centrifugal gas-liquid separation component 602, an impact gas-liquid separator, a vortex gas-liquid separator, or a filter gas-liquid separator.

[0090] Preferably, the gas-liquid separation component 602 is a centrifugal gas-liquid separation component 602 (i.e., a centrifugal gas-liquid separator). The core of the centrifugal gas-liquid separation component 602 is to use centrifugal force to separate the gas phase (exhaust gas) and liquid phase (condensate) in the gas-liquid mixture. The centrifugal gas-liquid separation component 602 has a gas phase outlet 604j at the top and a liquid phase outlet 604j at the bottom. The gas phase outlet 604j is connected to the air inlet of the drying component 603 to guide the separated exhaust gas into the drying component 603. The liquid phase outlet 604j is connected to the outside through a pipe to discharge the separated condensate directly to the outside of the vehicle. The centrifugal gas-liquid separation component 602 is prior art, and its specific principle and structure will not be described in detail.

[0091] In some embodiments, the absorption of water vapor by the drying component 603 is a physical adsorption process without chemical reaction; therefore, the drying component 603 can be a molecular sieve drying component 603, an activated alumina drying component 603, a silica gel drying component 603, or an adsorption dryer (composite packing).

[0092] Preferably, the drying component 603 is a molecular sieve drying component 603; wherein, the molecular sieve drying component 603 is a device that uses a molecular sieve as the core adsorbent material to further remove water vapor (or other polar molecules) from a gas. Its core structure typically includes a shell and a molecular sieve packing material, which is generally a synthetic porous crystal with uniform pore size and the ability to adsorb water molecules. Furthermore, the molecular sieve drying component 603 is prior art, and its specific principles and structure will not be elaborated further.

[0093] In some embodiments, the first valve 606 may be an electromagnetic control valve or an electric regulating valve.

[0094] In some embodiments, the gas storage unit includes a gas storage tank 604 and an injector 609; the inlet 604i of the gas storage tank 604 is connected to a first valve 606, which is used to store high-temperature gas dried by the drying assembly 603; the air inlet of the injector 609 is connected to the outlet 604j of the gas storage tank 604 through a third pipe 903, and its nozzle faces the valve body 503.

[0095] In some embodiments, the gas storage tank 604 includes a tank body 604a and an insulation layer disposed on the inner wall of the tank body 604a.

[0096] In some embodiments, an inner tank 604b is provided in the inner cavity 604e of the tank body 604a, and a gap is provided between the tank body 604a and the inner tank 604b; the heat insulation layer includes a first heat insulation layer 604c, which is disposed in the gap between the tank body 604a and the inner tank 604b.

[0097] In some embodiments, the insulation layer further includes a second insulation layer 604d, which is disposed on the inner wall of the inner tank 604b.

[0098] In some embodiments, the first insulation layer 604c is a vacuum insulation layer, which uses the internal vacuum environment to block the heat transfer path through air convection and conduction, and has excellent heat insulation performance, which can significantly reduce the outward diffusion of heat; the second insulation layer 604d is a high-temperature resistant ceramic coating, which uses the low thermal conductivity and high temperature resistance of the ceramic material itself (can withstand high temperature environment without failure) to further block the radiation and conduction of residual heat, forming double heat insulation protection and effectively improving the overall heat insulation effect.

[0099] In some embodiments, the gas storage tank 604 further includes a pneumatically driven slide valve 604f and a spring 604g: the pneumatically driven slide valve 604f is disposed in the inner cavity 604e of the tank body 604a, specifically located in the inner cavity 604e of the inner tank 604b, dividing the inner cavity 604e of the inner tank 604b into two independent spaces—one side is a gas storage chamber 604k containing the gas storage tank 604 inlet 604i and outlet 604j, and the other side is an adjustment chamber 604l; at the same time, the pneumatically driven slide valve 604f and the inner wall of the inner tank 604b adopt a sliding seal design, which can ensure the airtightness of the two cavities and can slide flexibly along the inner wall. The sliding seal can be an O-ring seal or a combination seal (O-ring + guide ring). Since this dynamic seal is existing technology, the specific structure and principle will not be described in detail.

[0100] Spring 604g is installed inside the regulating chamber 604l, with one end fixed to the end of the inner tank 604b and the other end connected to the pneumatically driven slide valve 604f. The core function of spring 604g is to dynamically adjust the volume of the air storage chamber 604k by extending and contracting its own elastic force to drive the pneumatically driven slide valve 604f to slide when the air pressure changes (e.g., the air pressure increases during inflation and decreases during deflation). When the air pressure increases, the slide valve compresses spring 604g to expand the volume of the air storage chamber 604k; when the air pressure decreases, spring 604g rebounds and pushes the slide valve to reduce the volume of the air storage chamber 604k, thereby offsetting air pressure fluctuations and ensuring that the air pressure inside the air storage chamber 604k remains stable.

[0101] This design enables the autonomous balance of air pressure within the air storage chamber 604k through dynamic adjustment of the mechanical structure, reducing the impact of sudden changes in air pressure on the air storage tank 604 and connected pipelines, and improving the stability and safety of system operation.

[0102] In some embodiments, the injector 609 is fixed to the exhaust tailpipe 504; specifically, the injector 609 is disposed between the exhaust sub-assembly 502 and the sonic valve.

[0103] In some embodiments, the injector 609 includes a third valve 609a and a nozzle assembly 609b. The nozzle assembly 609b is connected to a third pipe 903 through the third valve 609a. The nozzle assembly 609b is used to convert the high-temperature gas in the gas storage tank 604 into a high-speed jet. The nozzle assembly 609b includes a plurality of nozzles.

[0104] In some embodiments, the nozzle can be a contraction nozzle, a Laval nozzle, or a porous dispersion nozzle. Specifically, the flow channel of the contraction nozzle gradually contracts from the inlet 604i to the outlet 604j (e.g., conical contraction, streamlined contraction), which utilizes Bernoulli's principle to convert gas pressure energy into kinetic energy. The flow channel of the Laval nozzle first contracts to the minimum cross-section (throat) and then gradually expands. The principle is that the gas accelerates in the contraction section and continues to accelerate in the expansion section. The nozzle head of the porous dispersion nozzle is provided with multiple small through holes (e.g., honeycomb or sieve-like), through which high-temperature gas is dispersed into multiple fine jets.

[0105] In some embodiments, the exhaust assembly includes a heating component 605, a fourth pipe 904, and a second valve 607; the heating component 605 is used to heat the moisture-absorbing drying component 603; the fourth pipe 904 connects the air inlet of the drying component 603 to the air outlet of the aftertreatment module 40, and is used to discharge the water vapor desorbed by the heated drying component 603 to the first pipe 901, and then discharged to the outside along with the exhaust gas of the engine 30; the second valve 607 is disposed on the fourth pipe 904 and is used to control the opening and closing of the fourth pipe 904.

[0106] In some embodiments, the heating component 605 may be an electric heating wire or an electric heating plate, which is installed on the housing of the drying component 603. When in operation, it heats up by being energized, and transfers heat to the molecular sieve packing inside the drying component 603. When the molecular sieve packing is heated to a specific temperature, the water vapor adsorbed on it gains enough energy to detach from the adsorption sites, thereby achieving desorption and restoring the moisture absorption capacity of the molecular sieve.

[0107] In some embodiments, the exhaust assembly further includes a control module 70, which includes a pressure sensor 604h, a temperature sensor 608, an ambient temperature sensor 80, and a control chip.

[0108] The pressure sensor 604h is installed in the air storage chamber 604k of the air storage tank 604 to monitor the air pressure P in the air storage chamber 604k in real time. Its main functions are twofold: First, by monitoring the air pressure, it determines whether there is sufficient pressure in the air storage chamber 604k to determine whether high-temperature gas can be injected into the valve body 503 (ensuring that the injection pressure meets the requirements). If the air pressure is insufficient and the vehicle is in the starting state, the exhaust gas diversion and conveying mechanism 601 and the first valve 606 are opened to inflate the air storage tank 604. Second, when the air pressure in the air storage chamber 604k is detected to be too high (such as exceeding 10 kPa), the exhaust gas diversion and conveying mechanism 601 and the first valve 606 are promptly triggered to close, cutting off the air supply to the air storage chamber 604k, thereby preventing damage to the air storage tank 604 due to overpressure.

[0109] Furthermore, the pressure threshold within the gas storage chamber 604k is set as P0, and the range of P0 is 5~10 kPa.

[0110] Temperature sensor 608 is used to monitor the temperature T of the high-temperature gas at the inlet 604i of the exhaust gas diversion and conveying mechanism 601 to determine whether the temperature is suitable. Simultaneously, a temperature threshold T0 is set, with a range of 300~400 degrees Celsius. Preferably, T0 is 300 degrees Celsius.

[0111] An ambient temperature sensor 80 is installed on the vehicle; it is used to monitor the external ambient temperature A and determine whether the condensate removal procedure needs to be activated. When the monitored ambient temperature A ≤ 0℃, the condensate removal mechanism of the exhaust assembly can be activated to purge the corresponding valve body 503 to remove the condensate on the valve body 503.

[0112] The control chip is the control center, and it is connected to the exhaust gas diversion and conveying mechanism 601, the heating component 605, the first valve 606, the second valve 607, the third valve 609a, the pressure sensor 604h, the temperature sensor 608, and the ambient temperature sensor 80.

[0113] In some embodiments, the control chip may be a microcontroller or a programmable logic circuit (such as a PLC, FPGA, etc.); the control chip and its associated peripheral circuits (such as power modules, drive circuits, etc.) are all prior art, and their specific structural designs (such as pin connections, circuit topologies) and working principles (such as signal reception, logic operations, instruction output, etc.) are well known to those skilled in the art and easy to implement, so there is no need to describe them in detail in this application.

[0114] Specifically, the working principle of this application is implemented through the following three modes:

[0115] Inflation Mode: When the ambient temperature A ≤ 0℃ (triggers winter antifreeze requirements), the exhaust gas temperature T ≥ preset temperature T0 (ensuring sufficient heat energy in the exhaust gas), and the pressure in the pressure tank P < preset pressure P0 (insufficient pressure), the system automatically enters the inflation mode. At this time, the control module 70 controls the exhaust gas diversion and conveying mechanism 601 to start, diverting the high-temperature exhaust gas in the first pipeline 901. The diverted exhaust gas first passes through the gas-liquid separation component 602 to separate condensate, and then passes through the drying component 603 for further dehumidification. Finally, the dried high-temperature exhaust gas enters the pressure tank for storage. When the pressure P in the pressure tank reaches the preset value P0, the system stops collecting, completing the high-temperature exhaust gas storage.

[0116] Cleaning Mode: After the vehicle is turned off, the control module 70 triggers the cleaning mode, controlling the first valve 606 to open, releasing the high-temperature gas in the pressure tank and purging the sound valve body. During this process, the air pressure in the pressure tank drives the slide valve 604f to dynamically adjust its volume, maintaining a stable purging pressure and ensuring that the high-temperature gas continuously acts on the sound valve body, thoroughly removing residual condensate from its surface and gaps, thus preventing the sound valve from sticking due to condensate freezing in low-temperature winter conditions.

[0117] Heated Regeneration Mode: When the vehicle is running, to restore the moisture absorption capacity of the dryer assembly 603 (ensuring the drying effect of the next inflation mode), the control module 70 controls the first valve 606 to close (cutting off the pressure tank passage) and the second valve 607 to open (opening the exhaust passage). At the same time, the heating assembly 605 is activated to heat the dryer assembly 603. After the water vapor adsorbed in the dryer assembly 603 is desorbed by heating, it is introduced into the first pipe 901 through the fourth pipe 904, and finally discharged into the outside through the muffler module 50 with the exhaust gas of the engine 30, completing the regeneration of the dryer assembly 603.

[0118] In addition, this application also proposes an engine assembly.

[0119] In some embodiments, the engine assembly includes an engine 30, an air filter 10, a turbocharger 20, and the aforementioned exhaust assembly. The engine 30 serves as the core power source of the vehicle; the air filter 10 filters the air entering the engine 30, providing a clean air source for combustion; the turbocharger 20 uses the energy of the exhaust gas from the engine 30 to compress the intake air, improving the intake efficiency and power output of the engine 30; the engine 30 generates power by burning fuel, while simultaneously producing exhaust gas.

[0120] The exhaust system is connected to the engine 30. Its core function is to collect and treat the exhaust gas generated during the operation of the engine 30 (such as purification and noise reduction), and finally safely and compliantly discharge it into the external environment, forming a complete cycle of "intake-combustion-exhaust".

[0121] Specifically, the air filter 10 is used to filter the air entering the engine 30, removing dust, particles, moisture, and other impurities to prevent them from entering the cylinders of the engine 30. This prevents wear or blockage of precision components such as pistons, valves, and turbocharger 20, protecting the engine 30 for normal operation. Simultaneously, it ensures the cleanliness of the air entering the cylinders, providing a foundation for complete combustion. The air filter 10 utilizes existing technology; its specific principles and structure will not be elaborated upon here.

[0122] Specifically, the turbocharger 20 is a key power boosting component that connects the intake system and exhaust assembly of the engine 30. Its air inlet is connected to the air outlet of the air filter 10, and the whole consists of a turbine section 201 and a pump wheel section 202.

[0123] The turbine section 201 is connected to the exhaust manifold of the engine 30, receiving the high-temperature, high-pressure exhaust gas discharged from the engine 30. The pump impeller section 202 is connected to the intake pipe 501, forming an airflow channel with the air filter 10. Its core function is to use the high-temperature, high-pressure exhaust gas introduced through the exhaust manifold to drive the impeller of the turbine section 201 to rotate, and through coaxial linkage, drive the impeller of the pump impeller section 202 to rotate synchronously, compressing the fresh air filtered by the air filter 10, and then sending it into the cylinders of the engine 30 to increase the intake volume. The turbocharger 20 adopts existing technology, and its specific principle and structure will not be described in detail.

[0124] The indirect impact of this process is reflected in the exhaust assembly: by increasing the intake volume to promote complete combustion of fuel, not only can the power and torque of the engine 30 be enhanced, but pollutants generated by incomplete combustion can also be reduced; at the same time, after the exhaust gas drives the turbine impeller 201, its pressure and temperature will be significantly reduced, thereby reducing the thermal load and pressure burden on the subsequent exhaust system (especially the aftertreatment module 40) and optimizing the overall operating efficiency of the exhaust system.

[0125] Furthermore, this application also proposes a vehicle, including a vehicle body and the aforementioned exhaust assembly or engine assembly mounted on the vehicle body. By integrating the aforementioned exhaust assembly or engine assembly, this vehicle can specifically address the problem of partial icing of valve bodies 503 in the exhaust assembly during winter: after the vehicle is parked, the system can actively remove residual condensate on the valve body 503 through a condensate removal mechanism designed in the exhaust assembly or engine assembly (high-temperature gas is released from the gas tank 604 for purging). This fundamentally avoids the situation where the valve body 503 becomes stuck and unable to open or close normally due to water freezing in low-temperature winter conditions, ensuring that the valve body 503 can flexibly respond to control commands when the vehicle is restarted in cold weather, guaranteeing the normal operation of the exhaust system, and improving the reliability and safety of the vehicle under low-temperature winter conditions.

[0126] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An exhaust assembly, characterized in that, It includes: An after-treatment module (40) is used to communicate with the exhaust port of the engine (30); A silencer module (50) is used to connect the outlet of the after-treatment module (40) to the outside. Valve body (503), which is disposed on the post-processing module (40) and / or the muffler module (50); A dehumidification unit, which is connected to the outlet of the post-processing module (40), is used to dry the collected high-temperature gas; A gas storage unit, which is connected to the dehumidification unit, is used to store the dried high-temperature gas and to spray the high-temperature gas onto the valve body (503) after the vehicle is turned off.

2. The exhaust assembly according to claim 1, characterized in that, The exhaust assembly also includes an exhaust gas diversion and conveying mechanism (601), the air inlet of which is connected to the air outlet of the aftertreatment module (40); the exhaust gas diversion and conveying mechanism (601) is used to convey the high-temperature gas discharged from the aftertreatment module (40) to the dehumidification unit.

3. An exhaust assembly according to claim 2, characterized in that, The dehumidification unit includes: A gas-liquid separation component (602) is connected to the outlet of the waste gas diversion and conveying mechanism (601); it is used to separate condensate from high-temperature gas. A drying component (603) has an air inlet connected to the air outlet of the gas-liquid separation component (602); it is used to absorb water vapor in the high-temperature gas after being processed by the gas-liquid separation component (602). The first valve (606) connects the outlet of the drying component (603) to the inlet of the gas storage unit.

4. An exhaust assembly according to claim 3, characterized in that, The gas storage unit includes: A gas storage tank (604) has an inlet (604i) connected to the first valve (606); it is used to store high-temperature gas dried by the drying assembly (603); The injector (609) has its air inlet connected to the outlet (604j) of the air tank (604), and its nozzle is directed toward the valve body (503).

5. An exhaust assembly according to claim 4, characterized in that, The gas storage tank (604) includes: Tank body (604a); An insulation layer is provided on the inner wall of the tank (604a).

6. An exhaust assembly according to claim 5, characterized in that, The gas storage tank (604) also includes: A pneumatically driven slide valve (604f) is disposed in the inner cavity (604e) of the tank (604a), dividing the inner cavity (604e) into a gas storage cavity (604k) containing the inlet (604i) and the outlet (604j) and an regulating cavity (604l); it is slidably sealed to the inner wall of the tank (604a); A spring (604g) is disposed in the adjustment cavity (604l).

7. An exhaust assembly according to any one of claims 4 to 6, characterized in that, The injector (609) includes: The third valve (609a) is connected at one end to the outlet (604j) of the gas storage tank (604); The nozzle assembly (609b), which is connected to the other end of the third valve (609a), includes a plurality of nozzles; it is used to convert the high-temperature gas in the gas storage tank (604) into a high-speed jet.

8. An exhaust assembly according to claim 7, characterized in that, The exhaust assembly also includes: A heating component (605) is used to heat the drying component (603) after it has absorbed moisture; A fourth conduit (904) connects the air inlet of the drying assembly (603) to the air outlet of the post-processing module (40); it is used to discharge the water vapor desorbed by the drying assembly (603) after heating. The second valve (607) is located on the fourth pipe (904).

9. An exhaust assembly according to claim 8, characterized in that, The exhaust assembly also includes a control module (70), the control module (70) comprising: A pressure sensor (604h) is disposed in the gas storage tank (604); Temperature sensor (608) is used to monitor the temperature of the high-temperature gas at the inlet (604i) of the exhaust gas diversion and conveying mechanism (601); An ambient temperature sensor (80) is installed on the vehicle; it is used to monitor the ambient temperature. The control chip is connected to the exhaust gas diversion and conveying mechanism (601), the heating component (605), the first valve (606), the second valve (607), the third valve (609a), the pressure sensor (604h), the temperature sensor (608), and the ambient temperature sensor (80), respectively.

10. An engine assembly, characterized in that, Includes an engine (30), an air filter (10), a turbocharger (20), and an exhaust assembly as described in any one of claims 1 to 9; The turbocharger (20) connects the outlet of the air filter (10) to the inlet of the engine (30); the outlet of the engine (30) is connected to the inlet of the exhaust assembly.

11. A vehicle, characterized in that, Includes a vehicle body, and an exhaust assembly as described in any one of claims 1 to 9 or an engine assembly as described in claim 10, mounted on the vehicle body.

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