Exhaust line, exhaust system and vehicle
By adjusting the ratio of the inner diameter to the length of the exhaust manifold, noise in the exhaust system is mutually canceled out, solving the low-frequency noise problem caused by unequal manifold lengths in the exhaust system, and improving the vehicle's noise reduction performance and passenger comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-09-25
- Publication Date
- 2026-07-14
AI Technical Summary
In existing technologies, the unequal lengths of exhaust manifolds lead to an increased phase difference in sound waves within the exhaust system, resulting in low-frequency piercing roaring sounds that affect vehicle noise reduction performance and passenger comfort.
By adjusting the inner diameters of the first and second exhaust manifolds to a ratio of length to the square of inner diameter between 0.2 and 0.3, the sound wave frequencies are ensured to be similar, and the phase difference at the main exhaust pipe is not increased, thus achieving mutual noise cancellation.
It effectively reduces the overall noise of the exhaust system, improves the vehicle's acoustic performance, creates a quieter and more comfortable in-car environment, and reduces reliance on mufflers.
Smart Images
Figure CN224496550U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical field of vehicle exhaust, and more particularly to an exhaust pipe, an exhaust system, and a vehicle. Background Technology
[0002] The exhaust system is primarily used to expel exhaust gases and noise generated by the engine. In existing technology, engine exhaust systems typically employ an asymmetrical design, comprising two exhaust manifolds that converge to expel gases and noise. This design stems from space constraints surrounding engine components, such as the powertrain, transfer case, front and rear drive shafts, fuel tank, and chassis, preventing the two exhaust manifolds from being of equal length; that is, the two exhaust manifolds are of different lengths.
[0003] Therefore, in existing technology, due to the different lengths of the two exhaust manifolds, the acoustic impedance, propagation speed, and wavelength of the sound waves within them differ, resulting in a phase difference when the sound waves reach their intersection point. This phase difference prevents the noise in the two exhaust manifolds from canceling each other out, thus producing a low-frequency pyrrhic roar. The energy of the half-order noise interaction further increases, which seriously affects the vehicle's noise reduction performance and reduces passenger comfort. Utility Model Content
[0004] This application addresses, to at least some extent, one of the technical problems in the related art.
[0005] Therefore, this application aims to provide an exhaust pipe, exhaust system, and vehicle, wherein, because the lengths of the first exhaust manifold and the second exhaust manifold are different, the inner diameters of the first exhaust manifold and the second exhaust manifold are changed to make the frequencies of noise within the first exhaust manifold and the second exhaust manifold similar. The noise generated by the first exhaust manifold and the second exhaust manifold can cancel each other out, effectively reducing the overall noise of the exhaust system and improving the acoustic performance of the vehicle.
[0006] To achieve the above objectives, in a first aspect, this application provides an exhaust pipe, comprising:
[0007] First exhaust manifold;
[0008] Second exhaust manifold;
[0009] The main exhaust pipe, the ends of the first exhaust manifold and the second exhaust manifold meet and are connected to one end of the main exhaust pipe;
[0010] Wherein, the inner diameter of the first exhaust manifold is d1; the length of the first exhaust manifold is L1;
[0011] The inner diameter of the second exhaust manifold is d2; the length of the second exhaust manifold is L2.
[0012] Satisfy, L1 / (d1) 2=0.2~0.3; L2 / (d2) 2 =0.2~0.3.
[0013] In this technical solution, because the first and second exhaust manifolds have different lengths, their inner diameters are altered. By limiting the ratio of the length to the square of the inner diameter of the first and second exhaust manifolds to between 0.2 and 0.3, the frequency and acoustic impedance of the noise within the first and second exhaust manifolds are made similar. The phase difference of the half-order noise passing through the first and second exhaust manifolds will not further increase, effectively reducing the half-order noise of the exhaust system. During sound wave propagation, when the first and second exhaust manifolds converge at the main exhaust pipe, the noise generated by them cancels each other out due to the phase difference, effectively reducing the overall noise of the exhaust system, improving the vehicle's acoustic performance, and creating a quieter and more comfortable in-vehicle environment for passengers.
[0014] In some embodiments of this application, the inner diameter d1 of the first exhaust manifold is the inner diameter at the smallest point inside the first exhaust manifold;
[0015] The inner diameter d2 of the second exhaust manifold is the inner diameter at the smallest point inside the second exhaust manifold;
[0016] Satisfy, L1 / (d1) 2 =L2 / (d2) 2 ).
[0017] In the technical solution, it is specified that the inner diameters of the first exhaust manifold and the second exhaust manifold are taken from their respective smallest inner diameters, and satisfy L1 / (d1) 2 =L2 / (d2) 2 This further refines the control of the consistency of acoustic characteristics between the first and second exhaust manifolds. It helps achieve precise phase matching of sound waves under more stringent conditions, improves the cancellation effect of half-order noise, and makes the control of vehicle exhaust half-order noise more stable and reliable, unaffected by changes in manifold shape, thus continuously ensuring low-noise vehicle operation.
[0018] In some embodiments of this application, if L1 > L2, then:
[0019] d2+5mm≤d1≤d2+15mm.
[0020] In the technical solution, when L1 > L2, it is specified that d2 + 5mm ≤ d1 ≤ d2 + 15mm, providing a basis for adjusting the inner diameter of manifolds of different lengths. Appropriately increasing the inner diameter of the first exhaust manifold can, to some extent, offset the increase in acoustic impedance caused by its longer length, ensuring that the half-order sound waves from the first and second exhaust manifolds maintain good coherence at the intersection of the main exhaust pipe. This ensures that the noise cancellation effect is not significantly weakened due to the difference in manifold length, maintaining the acoustic optimization performance of the exhaust system.
[0021] In some embodiments of this application, (d1-d2)∝(L1-L2) is satisfied.
[0022] In the technical solution, determining the proportional relationship between the inner diameter difference and the length difference of the first exhaust manifold and the second exhaust manifold helps to flexibly adjust the manifold parameters according to actual needs. While ensuring the suppression and cancellation of half-order noise, it also takes into account the layout optimization and spatial adaptability of the exhaust system, achieving a balance between acoustic performance and the overall vehicle design.
[0023] In some embodiments of this application, the inner diameter of any portion of the first exhaust manifold is the same;
[0024] The inner diameter of any part of the second exhaust manifold is the same.
[0025] In this technical solution, the inner diameters of the first and second exhaust manifolds are uniform, which avoids sound wave reflection and scattering caused by local variations in inner diameter, reducing energy loss and the generation of additional noise sources. The uniform inner diameter design facilitates the stable and smooth propagation of sound waves to the main exhaust pipe, improves the coherence and suppression / cancellation efficiency of half-order sound waves, further enhances the noise reduction effect of the exhaust system, and improves the driving experience.
[0026] In some embodiments of this application, the end of the first exhaust manifold connected to the main exhaust pipe is the first outlet;
[0027] The end of the second exhaust manifold that connects to the main exhaust manifold is the second outlet;
[0028] The orientation of the first outlet and the orientation of the second outlet are set at an angle.
[0029] In this technical solution, the first and second outlets are positioned at an angle, which alters the noise output direction within the first and second exhaust manifolds. This ensures that the noise output from the first and second exhaust manifolds can interfere with and cancel each other out. This optimizes the acoustic performance of the exhaust system and reduces reliance on subsequent mufflers.
[0030] In some embodiments of this application, a three-way connector is also included, the three-way connector including a first connector, a second connector and a third connector;
[0031] The first exhaust manifold is connected to and communicates with the first connection port;
[0032] The second exhaust manifold is connected to and communicates with the second connection port;
[0033] The main exhaust pipe is connected to and communicates with the third connection port.
[0034] In the technical solution, a three-way connector connects the first exhaust manifold, the second exhaust manifold, and the main exhaust pipe. The well-designed three-way connector reduces airflow turbulence and noise at the connection point, ensuring that the first and second exhaust manifolds converge within the three-way connector, thereby achieving noise cancellation and improving noise reduction.
[0035] In addition, this application also provides an exhaust system including the exhaust pipe as described above, wherein the exhaust system further includes a muffler disposed at one end of the main exhaust pipe away from the first exhaust manifold and the second exhaust manifold.
[0036] In this technical solution, the muffler further reduces residual noise after initial noise reduction treatment through the first and second exhaust manifolds. The muffler utilizes its internal sound-absorbing materials and special structure to further absorb, reflect, and scatter sound wave energy, effectively reducing the propagation of exhaust noise to the outside world, enhancing the vehicle's sound insulation, and meeting environmental protection and comfort requirements.
[0037] In addition, this application also provides a vehicle, including: a body and an exhaust pipe as described above, wherein the exhaust pipe is disposed at the bottom of the body.
[0038] In this technical solution, the exhaust pipes are located at the bottom of the vehicle body, resulting in a rational and compact exhaust system layout that facilitates overall vehicle design and space utilization. This well-planned location helps reduce the length and complexity of the exhaust pipes, lowers exhaust resistance and heat loss, and also facilitates protection and maintenance of the exhaust pipes, ensuring the long-term stable operation of the exhaust system and providing the vehicle with efficient and reliable exhaust and noise reduction functions.
[0039] In some embodiments of this application, a powertrain is further provided at the bottom of the vehicle body, and the ends of the first exhaust manifold and the second exhaust manifold away from the main exhaust pipe are respectively connected to the two sides of the powertrain.
[0040] In this technical solution, the first and second exhaust manifolds are connected to both sides of the powertrain, enabling balanced exhaust flow from both cylinders on both sides of the engine. This symmetrical connection layout helps balance the exhaust pulses during engine operation, reducing the impact of the exhaust system on engine performance. It also ensures that the frequencies of noise within the first and second exhaust manifolds are similar, allowing them to cancel each other out when they converge, thus improving the acoustic optimization of the exhaust system and guaranteeing the smoothness of vehicle power output and acoustic quality.
[0041] As can be seen from the above technical solutions, 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
[0042] Figure 1 This is a schematic diagram of the overall structure of the exhaust pipe according to an embodiment of this application;
[0043] Figure 2 This is a bottom view of an exhaust pipe according to an embodiment of this application;
[0044] Figure 3 This is a schematic diagram showing the length dimensions of the first exhaust manifold and the second exhaust manifold in the exhaust pipeline according to an embodiment of this application;
[0045] Figure 4 This is a side view of an exhaust pipe according to an embodiment of this application;
[0046] Figure 5 yes Figure 4 Sectional view along the AA direction.
[0047] In the above figures: 100, first exhaust manifold; 200, second exhaust manifold; 300, main exhaust pipe; 400, tee connector; 500, first expansion section; 600, second expansion section. Detailed Implementation
[0048] 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.
[0049] 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.
[0050] 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.
[0051] 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.
[0052] 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.
[0053] It should be noted that in the automotive industry, engine exhaust systems typically employ an asymmetrical design, comprising two exhaust manifolds that converge before expelling gas. This design stems from space constraints surrounding engine components, such as the powertrain, transfer case, front and rear drive shafts, fuel tank, and chassis, which prevent the two exhaust manifolds from being of equal length; that is, the two exhaust manifolds are of different lengths.
[0054] In existing technologies, the different lengths and acoustic impedances of the two exhaust manifolds cause a further increase in the phase difference when the half-order sound waves reach their intersection point. This increased phase difference weakens the mutual cancellation effect of the half-order noises in the two exhaust manifolds, resulting in a low-frequency pyroelectric roar, which severely affects the vehicle's noise reduction performance and reduces passenger comfort.
[0055] Based on this, this application proposes an exhaust pipe, an exhaust system, and a vehicle, which adjusts the inner diameter of the first exhaust manifold and the second exhaust manifold to make the noise passing through the first exhaust manifold and the second exhaust manifold similar, thereby achieving a mutual cancellation effect and solving the technical problem of high exhaust pipe noise.
[0056] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.
[0057] Please refer to all the accompanying drawings. In one illustrative embodiment of the exhaust pipe, exhaust system and vehicle of this application, the exhaust pipe includes a first exhaust manifold 100; the first exhaust manifold 100 is part of the engine exhaust system and is mainly responsible for collecting the exhaust gas generated by each cylinder.
[0058] In some embodiments, the exhaust pipe also includes a second exhaust manifold 200; the second exhaust manifold 200 is part of the engine exhaust system and is primarily responsible for collecting exhaust gases and noise generated by each cylinder.
[0059] In some embodiments, the exhaust system further includes a main exhaust pipe 300, and the ends of the first exhaust manifold 100 and the second exhaust manifold 200 converge and communicate with one end of the main exhaust pipe 300. The main exhaust pipe 300 is used to collect exhaust gas and noise from the first exhaust manifold 100 and the second exhaust manifold 200.
[0060] In some embodiments, the inner diameter of the first exhaust manifold 100 is d1; the length of the first exhaust manifold 100 is L1; the inner diameter of the second exhaust manifold 200 is d2; and the length of the second exhaust manifold 200 is L2.
[0061] Satisfy, L1 / (d1) 2 =0.2~0.3; L2 / (d2) 2 =0.2~0.3.
[0062] In the prior art, because a V6 engine has two exhaust outlets, a first exhaust manifold 100 and a second exhaust manifold 200 are required to connect to the two outlets respectively. However, because the area around the exhaust pipes in the vehicle also contains structures such as the powertrain, transfer case, front drive shaft, rear drive shaft, fuel tank, and chassis, space constraints prevent the first exhaust manifold 100 and the second exhaust manifold 200 from being of equal length.
[0063] Therefore, this application adopts the following approach for improvement: because the lengths of the first exhaust manifold 100 and the second exhaust manifold 200 are different, the inner diameters of the first exhaust manifold 100 and the second exhaust manifold 200 are changed. By limiting the ratio of the length of the first exhaust manifold 100 and the second exhaust manifold 200 to the square of their inner diameter to between 0.2 and 0.3, the acoustic impedance, amplitude, and frequency of the noise within the first exhaust manifold 100 and the second exhaust manifold 200 can be made similar. Thus, during sound wave propagation, when the first exhaust manifold 100 and the second exhaust manifold 200 converge at the main exhaust pipe 300, the phase difference of the half-order noise generated by the first exhaust manifold 100 and the second exhaust manifold 200 will not further increase, and the cancellation effect of the half-order noise after convergence will not be weakened. This effectively reduces the overall noise of the exhaust system, improves the vehicle's acoustic performance, and creates a quieter and more comfortable in-vehicle environment for passengers.
[0064] Understandably, if the ratio of the length to the square of the inner diameter of the first exhaust manifold 100 and the second exhaust manifold 200 is less than 0.2, it may result in an excessively wide sound frequency distribution, making it impossible to form effective coherence. This would prevent the noise in the first exhaust manifold 100 and the second exhaust manifold 200 from canceling each other out, thereby increasing the low-frequency noise of the exhaust system. In addition, excessively short pipes or excessively large inner diameters may induce airflow turbulence, generating additional noise sources.
[0065] If the ratio is greater than 0.3, the phase difference of the sound waves may be too large, causing them to fail to align at the main exhaust pipe and weakening the mutual cancellation effect. At the same time, an excessively long pipe or a small inner diameter will increase exhaust resistance, affect engine performance, and may exacerbate exhaust system noise problems.
[0066] In this application, the ratio of the length of the first exhaust manifold 100 to the square of the inner diameter of the second exhaust manifold 200 is limited to between 0.2 and 0.3. This ensures that the maximum difference between the two will not exceed 0.1. That is, L1 / (d1) 2 =0.2 and L2 / (d2) 2 The case where ) = 0.3, and L1 / (d1) 2 =0.3 and L2 / (d2) 2 When the value is 0.2, the noise amplitudes and frequencies of the first exhaust manifold 100 and the second exhaust manifold 200 are similar, ensuring mutual cancellation while meeting the vehicle's operational requirements.
[0067] In this application, the length of the first exhaust manifold 100 refers to its extended length. For example, if it includes multiple bent connecting sections, then the length of the first exhaust manifold 100 refers to the sum of the lengths of each connecting section. Similarly, the length of the second manifold is calculated in the same way as that of the first exhaust manifold 100.
[0068] In some embodiments, a first expansion section 500 is provided at the end of the first exhaust manifold 100 away from the main exhaust pipe 300. The first expansion section 500 is connected to the first exhaust manifold 100, and the end of the first expansion section 500 away from the first exhaust manifold 100 is used to connect to the engine. The inner diameter of the first expansion section 500 is larger than the inner diameter of the first exhaust manifold 100. The first expansion section 500 can buffer the high-pressure, high-temperature exhaust gas discharged from the engine, reduce the thermal stress and mechanical vibration caused by the airflow to the first exhaust manifold 100, and reduce the risk of thermal fatigue and pipe damage to the first exhaust manifold 100. At the same time, the expansion section can reduce the exhaust pulsation frequency, reduce exhaust noise generation, and optimize the acoustic performance of the exhaust system.
[0069] In some embodiments, the first expansion section 500 may be a catalyst capable of treating harmful components in the exhaust gases emitted by the engine.
[0070] In some embodiments, a second expansion section 600 is provided at the end of the second exhaust manifold 200 away from the main exhaust pipe 300. The second expansion section 600 communicates with the second exhaust manifold 200, and the end of the second expansion section 600 away from the second exhaust manifold 200 is used to communicate with the engine. The inner diameter of the second expansion section 600 is larger than the inner diameter of the second exhaust manifold 200. The second expansion section 600 can buffer the high-pressure, high-temperature exhaust gas discharged from the engine, reduce the thermal stress and mechanical vibration caused by the airflow to the second exhaust manifold 200, and reduce the risk of thermal fatigue and pipe damage to the second exhaust manifold 200. At the same time, the expansion section can reduce the exhaust pulsation frequency, reduce exhaust noise generation, and optimize the acoustic performance of the exhaust system.
[0071] In some embodiments, the second expansion section 600 may be a catalyst capable of treating harmful components in the exhaust gases emitted by the engine.
[0072] In some embodiments, the inner diameter d1 of the first exhaust manifold 100 is the smallest inner diameter within the first exhaust manifold 100. If the inner diameter of the first exhaust manifold 100 is not uniform, the smallest inner diameter within the first exhaust manifold 100 is used as d1 for calculation. The inner diameter d2 of the second exhaust manifold 200 is the smallest inner diameter within the second exhaust manifold 200; if the inner diameter of the second exhaust manifold 200 is not uniform, the smallest inner diameter within the second exhaust manifold 200 is used as d2 for calculation.
[0073] Satisfy, L1 / (d1) 2 =L2 / (d2)2 ).
[0074] It is specified that the inner diameters of the first exhaust manifold 100 and the second exhaust manifold 200 are taken from their respective smallest inner diameters, and satisfy L1 / (d1) 2 =L2 / (d2) 2 This further refines the control of the consistency of the acoustic characteristics of the first exhaust manifold 100 and the second exhaust manifold 200. It helps to achieve precise matching of acoustic wave phase and amplitude under more stringent conditions, enhancing noise cancellation and making vehicle exhaust noise control more stable and reliable, unaffected by changes in manifold shape, and continuously ensuring low-noise vehicle operation.
[0075] Furthermore, L1 / (d1) 2 = (0.8~1.2)*L2 / (d2) 2 ).
[0076] Further precise control over the consistency of acoustic characteristics between the first exhaust manifold 100 and the second exhaust manifold 200 helps achieve precise phase matching of sound waves under more stringent conditions, improves the cancellation effect of half-order noise, and makes the control of vehicle exhaust half-order noise more stable and reliable, unaffected by changes in manifold shape, thus continuously ensuring low-noise operation of the vehicle.
[0077] In some embodiments, if L1 > L2, then: d2 + 5mm ≤ d1 ≤ d2 + 15mm.
[0078] In the technical solution, when L1 > L2, it is specified that d2 + 5mm ≤ d1 ≤ d2 + 15mm, providing a basis for adjusting the inner diameter of the first exhaust manifold 100 and the second exhaust manifold 200 with different lengths. Appropriately increasing the inner diameter of the first exhaust manifold 100 can, to some extent, offset the increase in acoustic impedance caused by its longer length, ensuring that the half-order sound waves of the first exhaust manifold 100 and the second exhaust manifold 200 can still maintain good coherence at the intersection of the main exhaust pipe 300, ensuring that the noise cancellation effect is not significantly weakened due to the difference in manifold length, and maintaining the acoustic optimization performance of the exhaust system.
[0079] Furthermore, while satisfying d2+5mm≤d1≤d2+15mm, it also satisfies (d1-d2)∝(L1-L2). A direct proportional relationship is established between the inner diameter difference and the length difference of the first exhaust manifold 100 and the second exhaust manifold 200, ensuring that the larger the length difference, the larger the inner diameter difference. This facilitates flexible adjustment of manifold parameters according to actual needs, ensuring noise cancellation while also considering exhaust system layout optimization and spatial adaptability, achieving a balance between acoustic performance and overall vehicle design.
[0080] In some embodiments, the first exhaust manifold 100 has a length of 1064 mm and an inner diameter of 63 mm. The second exhaust manifold 200 has a length of 608 mm and an inner diameter of 53 mm. According to simulations, under these dimensions and inner diameter conditions, L1 / (d1) conforms to the above formula. 2 =0.2~0.3; L2 / (d2) 2 =0.2~0.3. And the noise reduction effect is better under this condition.
[0081] In some embodiments, the second exhaust manifold 200 has a length of 1064 mm and an inner diameter of 63 mm. The first exhaust manifold 100 has a length of 608 mm and an inner diameter of 53 mm. According to simulations, under these dimensions and inner diameter conditions, L1 / (d1) conforms to the above formula. 2 =0.2~0.3; L2 / (d2) 2 =0.2~0.3. And the noise reduction effect is better under this condition.
[0082] In some embodiments, the inner diameter of any portion of the first exhaust manifold 100 is the same. That is, the first exhaust manifold 100 is configured with a uniform diameter. This avoids changes in noise phase caused by variations in the inner diameter, ensuring that the phase of the noise is controllable during output, thereby achieving cancellation of half-order noise generated by the first exhaust manifold 100 and the second exhaust manifold 200. At the same time, the uniform inner diameter helps reduce exhaust resistance, optimize exhaust efficiency, and allow exhaust gas to be discharged more smoothly. In addition, the uniform diameter of the first exhaust manifold 100 simplifies the manufacturing process, enhances structural strength, and improves the reliability and service life of the exhaust system.
[0083] In some embodiments, any portion of the second exhaust manifold 200 has the same inner diameter. That is, the second exhaust manifold 200 is configured with a uniform diameter. This avoids changes in noise phase caused by variations in inner diameter, ensuring that the noise phase is controllable during output, thereby achieving cancellation of half-order noise generated by the first exhaust manifold 100 and the second exhaust manifold 200. Simultaneously, the uniform inner diameter helps reduce exhaust resistance, optimize exhaust efficiency, and allow for smoother exhaust gas discharge. Furthermore, the uniform diameter of the second exhaust manifold 200 simplifies the manufacturing process, enhances structural strength, and improves the reliability and service life of the exhaust system.
[0084] With the above-mentioned design, the inner diameters of the first exhaust manifold 100 and the second exhaust manifold 200 are uniform, which avoids sound wave reflection and scattering caused by local changes in inner diameter, reducing energy loss and the generation of additional noise sources. The uniform inner diameter design facilitates the stable and smooth propagation of sound waves to the main exhaust pipe 300, improves the coherence and cancellation efficiency of sound waves, further enhances the noise reduction effect of the exhaust system, and improves the driving experience.
[0085] In some embodiments, the end of the first exhaust manifold 100 connected to the main exhaust pipe 300 is the first outlet; the end of the second exhaust manifold 200 connected to the main exhaust pipe 300 is the second outlet. The orientation of the first outlet and the orientation of the second outlet are set at an angle. This angled orientation of the first outlet and the second outlet can change the noise output direction within the first exhaust manifold 100 and the second exhaust manifold 200, ensuring that the noise output from the first exhaust manifold 100 and the second exhaust manifold 200 can interfere with and cancel each other out. This optimizes the acoustic performance of the exhaust system and reduces reliance on subsequent mufflers.
[0086] If the first outlet and the second outlet face the same direction, that is, if the first outlet and the second outlet face parallel directions, the noise generated by the first exhaust manifold 100 and the second exhaust manifold 200 may not mix well, and therefore cannot be effectively canceled out.
[0087] Preferably, the first outlet and the second outlet are positioned opposite each other. The noise passing through the first exhaust manifold 100 directly collides with the noise passing through the second exhaust manifold 200, which can better cancel out the two noises and achieve a better noise reduction effect.
[0088] In some embodiments, the exhaust piping further includes a tee connector 400. The tee connector 400 is used to connect and communicate the first exhaust manifold 100 and the second exhaust manifold 200 to the main exhaust pipe 300. The tee connector 400 is a commonly used standard component, which connects the first exhaust manifold 100 and the second exhaust manifold 200 to the main exhaust pipe 300, ensuring smooth airflow convergence. Therefore, the entire exhaust piping does not need to be integrally molded, which reduces production costs.
[0089] Furthermore, the three-way connector 400 includes a first connection port, a second connection port, and a third connection port; the first exhaust manifold 100 is connected to and communicates with the first connection port; the second exhaust manifold 200 is connected to and communicates with the second connection port; and the main exhaust pipe 300 is connected to and communicates with the third connection port. The three-way connector 400 connects the first exhaust manifold 100, the second exhaust manifold 200, and the main exhaust pipe 300. The reasonable design of the three-way connector 400 can reduce airflow turbulence and noise generation at the connection point, ensuring that the first exhaust manifold 100 and the second exhaust manifold 200 converge within the three-way connector 400, thereby achieving noise cancellation and improving the noise reduction effect.
[0090] In some embodiments, a first flange is provided at the end of the first exhaust manifold 100 away from the main exhaust pipe 300, that is, the first flange is provided at the end of the first exhaust manifold 100 closer to the engine. The first flange enables the connection and communication between the first exhaust manifold 100 and the engine. The first flange ensures a sealed interface to prevent exhaust gas leakage. Its structure is simple, easy to use, and improves production efficiency.
[0091] Furthermore, a first flange is provided at the end of the first expansion section 500 furthest from the main exhaust pipe 300, that is, the first flange is located at the end of the first expansion section 500 closest to the engine. The first flange enables the connection and communication between the first expansion section 500 and the engine.
[0092] In one embodiment, the end of the first expansion section 500 away from the main exhaust pipe 300 is connected to and communicates with the engine.
[0093] In some embodiments, a second flange is provided at the end of the second exhaust manifold 200 away from the main exhaust pipe 300, that is, the second flange is provided at the end of the second exhaust manifold 200 closer to the engine. The second flange enables the connection and communication between the second exhaust manifold 200 and the engine. The second flange ensures a sealed interface to prevent exhaust gas leakage. Its structure is simple, easy to use, and improves production efficiency.
[0094] Furthermore, a second flange is provided at the end of the second expansion section 600 furthest from the main exhaust pipe 300, that is, the second flange is located at the end of the second expansion section 600 closest to the engine. The second flange enables the connection and communication between the second expansion section 600 and the engine.
[0095] In some embodiments, a third flange is provided at the end of the main exhaust pipe 300 away from the first exhaust manifold 100 and the second exhaust manifold 200, and the third flange is used to connect to the muffler.
[0096] In one embodiment, the end of the second expansion section 600 away from the main exhaust pipe 300 is connected to and communicates with the engine.
[0097] Furthermore, this application also provides an exhaust system including the exhaust pipes as described above. The exhaust system further includes a muffler, which is disposed at the end of the main exhaust pipe 300 away from the first exhaust manifold 100 and the second exhaust manifold 200. The muffler can further reduce residual noise after the initial noise reduction treatment by the first exhaust manifold 100 and the second exhaust manifold 200. The muffler utilizes its internal sound-absorbing materials and special structure to further absorb, reflect, and scatter sound wave energy, effectively reducing the propagation of exhaust noise to the outside world, enhancing the vehicle's sound insulation effect, and meeting environmental protection and comfort requirements.
[0098] Furthermore, the muffler is connected and interlocked with the third flange on the main exhaust pipe 300 to achieve the installation of the muffler.
[0099] Furthermore, this application also provides a vehicle, including: a body and an exhaust pipe as described above, wherein the exhaust pipe is located at the bottom of the body. The exhaust pipe's location at the bottom of the vehicle body makes the exhaust system layout rational and compact, facilitating overall vehicle design and space utilization. This rational placement helps reduce the length and complexity of the exhaust pipe, lowers exhaust resistance and heat loss, and facilitates protection and maintenance of the exhaust pipe, ensuring the long-term stable operation of the exhaust system and providing the vehicle with efficient and reliable exhaust and noise reduction functions.
[0100] In some embodiments, a powertrain is also provided at the bottom of the vehicle body, with the ends of the first exhaust manifold 100 and the second exhaust manifold 200 away from the main exhaust pipe 300 respectively connected to both sides of the powertrain. The connection of the first exhaust manifold 100 and the second exhaust manifold 200 to both sides of the powertrain enables balanced exhaust flow from both cylinders of the engine. This symmetrical connection layout helps balance the exhaust pulses during engine operation, reducing the impact of the exhaust system on engine performance. It prevents the phase difference of the half-order noise passing through the two unequal-length first exhaust manifolds 100 and 200 from further increasing, ensuring that the canceling effect of the merged half-order noise is not weakened due to the increased phase difference. This effectively suppresses and weakens the half-order noise of the exhaust system, improves the acoustic optimization effect of the exhaust system, and ensures the smoothness of the vehicle's power output and acoustic quality.
[0101] In addition, at least one of the following structures is located at the bottom of the vehicle body: a fuel tank, a rear drive shaft, a transfer case, and a front drive shaft. The first exhaust manifold 100, the second exhaust manifold 200, and the main exhaust pipe 300 in the exhaust system avoid structures located near them.
[0102] It is understood that the exhaust pipe in this application has a first exhaust manifold 100 and a second exhaust manifold 200, and is therefore applicable to all engines with two exhaust outlets.
[0103] In this application, by limiting the inner diameter and length of the first exhaust manifold 100 and the second exhaust manifold 200 in the exhaust pipeline, the exhaust noise sound waves of the V-type six-cylinder engine can interact with each other, so that the acoustic impedance of the first exhaust manifold 100 and the second exhaust manifold 200 of the asymmetric exhaust system is the same, thereby the half-order noise can be effectively canceled at the three-way connecting pipe 400 after passing through the first exhaust manifold 100 and the second exhaust manifold 200, eliminating the low-frequency tinnitus problem caused by the half-order noise of the exhaust port.
[0104] The specific workflow is as follows: the exhaust gas and noise generated by the engine enter the first exhaust manifold 100 and the second exhaust manifold 200, respectively. Because the inner diameter and length of the first exhaust manifold 100 and the second exhaust manifold 200 are limited within a specified range, the phase difference between the noise output through the first exhaust manifold 100 and the noise output through the second exhaust manifold 200 will not increase further. Furthermore, because the first outlet of the first exhaust manifold 100 and the second outlet of the second exhaust manifold 200 are oriented at an angle, the noise will cancel each other out within the three-way connector 400, thereby reducing noise energy. Then, the noise and exhaust gas enter the muffler through the main exhaust pipe 300, where they undergo further noise reduction and treatment before being discharged.
[0105] 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 pipe, characterized in that, It includes: First exhaust manifold (100); Second exhaust manifold (200); The main exhaust pipe (300) is connected to one end of the first exhaust manifold (100) and the second exhaust manifold (200). Wherein, the inner diameter of the first exhaust manifold (100) is d1; the length of the first exhaust manifold (100) is L1; The inner diameter of the second exhaust manifold (200) is d2; the length of the second exhaust manifold (200) is L2; Satisfy, L1 / (d1) 2 =0.2~0.3; L2 / (d2) 2 =0.2~0.
3.
2. The exhaust pipe according to claim 1, characterized in that, The inner diameter d1 of the first exhaust manifold (100) is the inner diameter at the smallest point inside the first exhaust manifold (100); The inner diameter d2 of the second exhaust manifold (200) is the inner diameter at the smallest point inside the second exhaust manifold (200); Satisfy, L1 / (d1) 2 =L2 / (d2) 2 ).
3. The exhaust pipe according to claim 1, characterized in that, If L1 > L2, then: d2+5mm≤d1≤d2+15mm.
4. The exhaust pipe according to claim 3, characterized in that, The condition (d1-d2)∝(L1-L2) is satisfied.
5. The exhaust pipe according to claim 4, characterized in that, The inner diameter of any part of the first exhaust manifold (100) is the same; The inner diameter of any part of the second exhaust manifold (200) is the same.
6. The exhaust pipe according to any one of claims 1 to 5, characterized in that, The first exhaust manifold (100) is connected to the main exhaust pipe (300) at one end, which is the first outlet. The end of the second exhaust manifold (200) that is connected to the main exhaust manifold (300) is the second outlet; The orientation of the first outlet and the orientation of the second outlet are set at an angle.
7. The exhaust pipe according to any one of claims 1 to 5, characterized in that, It also includes a three-way connector (400), which includes a first connector, a second connector and a third connector; The first exhaust manifold (100) is connected to and communicates with the first connection port; The second exhaust manifold (200) is connected to and communicates with the second connection port; The main exhaust pipe (300) is connected to and communicates with the third connection port.
8. An exhaust system, characterized in that, It includes an exhaust pipe as described in any one of claims 1 to 5, wherein the exhaust system further includes a muffler disposed at one end of the main exhaust pipe (300) away from the first exhaust manifold (100) and the second exhaust manifold (200).
9. A vehicle, characterized in that, include: The vehicle body and the exhaust pipe as described in claim 8, wherein the exhaust pipe is disposed at the bottom of the vehicle body.
10. The vehicle according to claim 9, characterized in that, The bottom of the vehicle body is also provided with a powertrain, and the ends of the first exhaust manifold (100) and the second exhaust manifold (200) away from the main exhaust pipe (300) are respectively connected to the two sides of the powertrain.