Exhaust muffler thermal insulation system and vehicle
By adopting a semi-enclosed cavity structure and an inclined rear muffler in the automotive exhaust system, the problem of poor heat insulation in the exhaust system is solved, achieving efficient heat insulation and simplified assembly, while reducing costs and complexity.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2025-10-11
- Publication Date
- 2026-07-24
AI Technical Summary
Existing automotive exhaust systems have poor heat insulation, causing high-temperature heat to be conducted to surrounding components, increasing material costs and production and assembly complexity, and the installation space is limited in hybrid vehicles.
The exhaust pipe assembly and rear muffler are enclosed by a semi-enclosed cavity structure. The low thermal conductivity of air is used to build a thermal barrier. The rear muffler is tilted to reduce the contact area with the vehicle frame. The heat insulation plate of the power battery pack cuts off the heat conduction path.
It significantly improves thermal insulation performance, reduces system complexity and manufacturing assembly difficulty, minimizes the impact of high-temperature hotspots on surrounding components, and lowers material costs.
Smart Images
Figure CN224550213U_ABST
Abstract
Description
Technical Field
[0001] This application relates to vehicle muffler technology, and more particularly to an exhaust muffler heat insulation system and vehicle. Background Technology
[0002] The periodic exhaust pulsations generated during the combustion process of a car engine excite broadband aerodynamic noise, which, if not effectively controlled, poses a significant threat to the quality of the urban sound environment and the physical and mental health of drivers and passengers. Current automotive exhaust systems generally employ a multi-stage muffler architecture, achieving gradient attenuation of broadband noise through the coordinated action of front and rear mufflers. The front muffler is located under the floor along the longitudinal centerline of the vehicle body, while the rear muffler is installed at the front of the rear suspension near the end of the exhaust pipe.
[0003] In related technologies, the exhaust system generates high temperatures during operation, affecting components near it, such as the vehicle floor, wiring harnesses, hydraulic lines, and electronic control units. To prevent the high temperatures generated by the exhaust system from being conducted to surrounding components and to ensure the service life of the cargo box and surrounding parts, a heat shield is typically used to enclose the exhaust pipe and the front and rear mufflers. This heat shield uses multi-layered composite insulation materials to cover the high-temperature areas.
[0004] However, the above-mentioned setup is structurally complex, has poor heat insulation, and significantly increases the cost of raw materials and the complexity of production and assembly. Utility Model Content
[0005] In view of this, this application provides an exhaust muffler heat insulation system and vehicle, which aims to simplify the structure, improve the heat insulation effect, and thereby reduce vehicle cost and the complexity of production and assembly.
[0006] To achieve the above objectives, this application provides an exhaust muffler heat insulation system and vehicle, which adopts the following technical solution:
[0007] In a first aspect, this application provides an exhaust muffler heat insulation system for a vehicle, comprising: an exhaust pipe assembly, a rear muffler, and a heat insulation assembly;
[0008] The intake port of the exhaust pipe assembly is connected to the engine of the vehicle via the catalytic converter assembly, and the exhaust outlet of the exhaust pipe assembly is connected to the rear muffler.
[0009] The rear muffler is mounted at an angle on the vehicle frame.
[0010] The heat insulation component is located above the exhaust pipe assembly and the rear muffler. The heat insulation component has a cavity structure, and the cavity structure semi-encloses the exhaust pipe assembly and the rear muffler.
[0011] In one possible implementation, the exhaust muffler heat insulation system provided in this application further includes an air inlet and an air outlet communicating with the cavity.
[0012] The line connecting the air inlet and the air outlet is parallel to the vehicle's direction of travel.
[0013] In one possible implementation, the exhaust muffler heat insulation system provided in this application includes an exhaust pipe assembly comprising a first exhaust pipe, a front muffler, and a second exhaust pipe connected in sequence, wherein the first exhaust pipe is connected to the engine and the second exhaust pipe is connected to the rear muffler.
[0014] The heat insulation assembly includes a first heat insulation plate and a second heat insulation plate;
[0015] The first heat insulation board has a first cavity, the second heat insulation board has a second cavity, the first cavity and the second cavity are connected, and the cavity structure includes the first cavity and the second cavity;
[0016] The first cavity semi-encloses the first exhaust pipe, and the first heat insulation plate is arranged in a conformal manner along the extension direction of the first exhaust pipe.
[0017] The second cavity semi-encloses the front muffler.
[0018] In one possible implementation, the exhaust muffler heat insulation system provided in this application further includes a third heat insulation plate, the third heat insulation plate having a third cavity, the third cavity semi-enclosedly enclosing the rear muffler;
[0019] The rear muffler extends along the width of the vehicle, and the third heat shield extends in the same direction as the rear muffler.
[0020] In one possible implementation, the exhaust muffler heat insulation system provided in this application has a portion of the first heat insulation plate and a portion of the second heat insulation plate bonded together, and both the first heat insulation plate and the second heat insulation plate are used to fix the vehicle frame.
[0021] In one possible implementation, the exhaust muffler heat insulation system provided in this application has a connecting boss on at least one of the first heat insulation plate and the second heat insulation plate, the connecting boss being used for bolting to the vehicle frame.
[0022] In one possible implementation, the exhaust muffler heat insulation system provided in this application further includes a battery pack heat insulation plate, which is connected to the first heat insulation plate.
[0023] The battery pack heat insulation plate is configured to be disposed between the first heat insulation plate and the battery pack of the vehicle, and is connected to the battery pack.
[0024] In one possible implementation, the exhaust muffler heat insulation system provided in this application has a front muffler that extends along the driving direction of the vehicle and is offset relative to the central axis of the vehicle's length direction.
[0025] In one possible implementation, the exhaust muffler heat insulation system provided in this application has the rear muffler higher than the exhaust pipe assembly in the height direction of the vehicle.
[0026] The rear muffler is inclined toward the exhaust pipe assembly from the vehicle frame.
[0027] Secondly, this application provides a vehicle, including a vehicle body and an exhaust muffler heat insulation system as described above; the exhaust muffler heat insulation system is connected to the vehicle body.
[0028] The exhaust muffler heat insulation system and vehicle provided in this application include: an exhaust pipe assembly, a rear muffler, and a heat insulation component; the air inlet of the exhaust pipe assembly is connected to the vehicle's engine via a catalytic converter assembly, and the air outlet of the exhaust pipe assembly is connected to the rear muffler; the rear muffler is inclinedly mounted on the vehicle's frame; the heat insulation component is located above the exhaust pipe assembly and the rear muffler, and the heat insulation component has a cavity structure, which semi-encloses the exhaust pipe assembly and the rear muffler.
[0029] By enclosing the exhaust pipe assembly and rear muffler with a semi-enclosed cavity structure, the system complexity is significantly reduced compared to the original enclosed heat shield method. The semi-enclosed cavity structure forms a stagnant air layer, utilizing the low thermal conductivity of air to create a thermal barrier, significantly improving heat insulation performance. The cavity structure blocks the direct transmission path of heat radiation, forcing high-temperature gas to flow along specific channels, preventing local hotspots from being conducted to surrounding components. Furthermore, the semi-enclosed cavity structure simplifies the fit with the exhaust pipe assembly and rear muffler, thereby reducing production and assembly complexity. The rear muffler is angled on the frame, which, compared to traditional methods, reduces the contact area between the muffler and the frame, increases the gap between them, and further improves heat insulation.
[0030] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the technical solutions provided by this application, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description
[0031] The specific embodiments of this application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for illustration and explanation of this application, and this application is not limited to the specific embodiments described below.
[0032] Figure 1 This is a partial structural schematic diagram of the exhaust muffler heat insulation system provided in an embodiment of this application;
[0033] Figure 2 This is a schematic diagram of the structure of the exhaust muffler heat insulation system provided in the embodiments of this application;
[0034] Figure 3 This is a schematic diagram of the structure of some thermal insulation components provided in the embodiments of this application;
[0035] Figure 4 This is a schematic diagram of the structure of the rear muffler provided in an embodiment of this application.
[0036] Explanation of reference numerals in the attached figures:
[0037] 10. Catalytic converter assembly; 20. Exhaust flange seal; 30. Rubber lifting lug; 40. Power battery pack; 100. Exhaust pipe assembly; 110. First exhaust pipe; 120. Front muffler; 130. Second exhaust pipe; 200. Rear muffler; 300. Heat insulation assembly; 301. Cavity structure; 302. Air inlet; 303. Air outlet; 310. First heat insulation plate; 3101. First cavity; 3102. Connecting boss; 320. Second heat insulation plate; 3201. Second cavity; 330. Third heat insulation plate; 3301. Third cavity; 3302. Structural rib; 340. Battery pack heat insulation plate.
[0038] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation
[0039] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0040] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0041] In the description of the embodiments of this application, it should be understood that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They 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. Therefore, they should not be construed as limitations on this application.
[0042] In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise specified precisely.
[0043] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.
[0044] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.
[0045] As mentioned in the background section, the periodic exhaust pulsations generated during the combustion process of a car engine excite broadband aerodynamic noise, with peak sound pressure levels reaching 95-115 dB(A). If not effectively controlled, this poses a significant threat to the quality of the urban acoustic environment and the physical and mental health of drivers and passengers. To meet the NVH performance requirements of vehicles, modern automotive exhaust systems generally adopt a multi-stage silencing architecture, achieving gradient attenuation of broadband noise through the synergistic effect of front and rear mufflers.
[0046] Typical gasoline-powered vehicles employ a centrally located front muffler and a rear-mounted rear muffler layout. The front muffler is positioned along the vehicle's longitudinal centerline beneath the floor, while the rear muffler is mounted on the front of the rear suspension near the end of the exhaust pipe. However, for hybrid vehicles with their unique architecture, the installation space for the traditional centrally located front muffler is significantly reduced after the powertrain utilizes a flatter battery pack.
[0047] Simulation analysis shows that the enveloping space between the power battery pack and the longitudinal beams of the vehicle frame has only 120 mm of vertical clearance, which cannot meet the installation requirements of traditional impedance composite mufflers. Meanwhile, the existing exhaust muffler layout for hybrid vehicles involves the exhaust pipe passing directly through the cargo box and subframe, with the muffler system positioned between the rear cargo box and the rear subframe. This layout results in the cargo box being too close to the exhaust muffler system, and since components such as the cargo box floor, wiring harnesses, hydraulic lines, and electronic control units are all located under the cargo box, a series of additional heat insulation measures must be taken to prevent the high-temperature heat generated by the exhaust pipe from being conducted to surrounding components and to ensure the service life of the cargo box and surrounding components.
[0048] Related technologies typically include installing a high-performance, enclosed heat shield around the exhaust pipe, wrapping high-temperature areas with multi-layered composite heat insulation materials, and adding heat-reflective baffles between heat-sensitive components. These necessary heat insulation mechanisms significantly increase raw material costs and production assembly complexity, thereby raising vehicle costs.
[0049] In existing vehicle thermal management architectures, the chassis area is densely packed with critical components such as high-voltage electrical wiring harnesses (operating temperature ≤85℃), low-voltage control circuits (temperature resistance rating 105℃), brake hydraulic lines (operating pressure 10-15MPa), and fuel delivery systems (ignition temperature 220-280℃). When using a traditional bottom exhaust layout, the radiative heat flux density generated by the three-way catalytic converter (operating temperature 600-800℃) and the particulate filter (regeneration temperature 550-650℃) can reach 2.5kW / m², resulting in a steady-state thermal environment (ambient temperature rise of 30-40℃) in a localized area of the chassis.
[0050] This thermal environment significantly clashes with the safe operating thresholds of electrical / hydraulic systems: Data shows that the aging rate of wiring harness insulation increases by 300% when continuously exposed to 60°C, the permanent compression deformation of hydraulic line rubber seals reaches 15% at 70°C, and the permeability of fuel lines increases by two orders of magnitude at 85°C. More seriously, the cumulative heat effect can cause pressure fluctuations in the piping system, leading to a 15% increase in braking response delay, while simultaneously accelerating the oxidation of high-voltage connector plating (corrosion rate increases fourfold), creating a synergistic effect of multiple safety hazards. Therefore, there is an urgent need to develop an exhaust muffler system suitable for hybrid vehicles. While ensuring cost control, improvements to the exhaust system's placement and heat insulation system are necessary to reduce the direct impact of heat sources on other components.
[0051] Based on the above-mentioned technical problems, this application provides an exhaust muffler heat insulation system and a vehicle. In this technical solution, the exhaust muffler heat insulation system includes: an exhaust pipe assembly, a rear muffler, and a heat insulation component; the air inlet of the exhaust pipe assembly is used to connect to the vehicle's engine through a catalytic converter assembly, and the air outlet of the exhaust pipe assembly is connected to the rear muffler; the rear muffler is used to be inclinedly mounted on the vehicle's frame; the heat insulation component is located above the exhaust pipe assembly and the rear muffler, and the heat insulation component has a cavity structure, and the cavity structure semi-encloses the exhaust pipe assembly and the rear muffler.
[0052] By enclosing the exhaust pipe assembly and rear muffler with a semi-enclosed cavity structure, the system complexity is significantly reduced compared to the original enclosed heat shield method. The semi-enclosed cavity structure forms a stagnant air layer, utilizing the low thermal conductivity of air to construct a thermal barrier, significantly improving thermal insulation performance. The cavity structure can block the direct transfer path of heat radiation, forcing high-temperature gas to flow along specific channels and preventing local hotspots from being conducted to surrounding components.
[0053] Furthermore, the semi-enclosed cavity structure simplifies the fit with the exhaust pipe assembly and rear muffler, thereby reducing the complexity of production and assembly. The rear muffler is angled on the frame, which, compared to the traditional method, reduces the contact area between the rear muffler and the frame, increases the gap between the rear muffler and the frame, and further improves the heat insulation effect.
[0054] It should be noted that, Figures 1 to 4 This diagram illustrates a simplified schematic of the exhaust muffler heat insulation system and other components in the vehicle. The specific structures of the exhaust muffler heat insulation system and other components in the vehicle are not limited to these examples. Figures 1 to 4 of examples.
[0055] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments:
[0056] Reference Figure 1As shown in the embodiment of this application, an exhaust muffler heat insulation system is provided for a vehicle. Specifically, the exhaust muffler heat insulation system can be wholly or partially installed in the bottom space of the vehicle.
[0057] The exhaust muffler insulation system includes an exhaust pipe assembly 100, a rear muffler 200, and an insulation assembly 300.
[0058] The intake port of the exhaust pipe assembly 100 is used to connect to the vehicle's engine through the catalytic converter assembly 10. Here, the catalytic converter assembly 10 can be a GPF catalytic converter, or of course, other catalytic converters in the field. This application does not limit the structure of the catalytic converter assembly 10.
[0059] The exhaust outlet of the exhaust pipe assembly 100 is connected to the rear muffler 200; the rear muffler 200 is designed to be mounted at an angle on the vehicle frame; see reference. Figure 1 As shown, Figure 1 The dashed line 'a' represents the vehicle's horizontal axis, and the dashed line 'b' represents the central axis of the rear muffler 200. An angle A is formed between 'a' and 'b', which is greater than 0 degrees and less than or equal to 45 degrees. This arrangement reduces the contact area between the rear muffler 200 and the vehicle frame, increases the gap between them, and further improves the heat insulation effect.
[0060] In practice, the rear muffler 200 is positioned higher than the exhaust pipe assembly 100 in the vehicle's height direction; the rear muffler 200 is angled towards the exhaust pipe assembly 100 from the vehicle frame. This results in a relatively large distance between the front end of the rear muffler 200 and the vehicle, and this position is on the windward side of the rear muffler 200, which increases the airflow rate near the rear muffler 200, accelerates heat exchange, and thus improves the heat insulation effect.
[0061] The heat insulation component 300 is located above the exhaust pipe assembly 100 and the rear muffler 200. The heat insulation component 300 has a cavity structure 301, and the cavity structure 301 semi-encloses the exhaust pipe assembly 100 and the rear muffler 200.
[0062] In the above embodiment, by enclosing the exhaust pipe assembly 100 and the rear muffler 200 with a semi-enclosed cavity structure 301, the system complexity is significantly reduced compared to the original enclosed heat insulation cover method. The semi-enclosed cavity structure 301 forms an air layer, utilizing the low thermal conductivity of air to construct a thermal barrier, significantly improving thermal insulation performance. The cavity structure 301 can block the direct transmission path of heat radiation, forcing high-temperature gas to flow along specific channels and preventing local hot spots from being conducted to surrounding components.
[0063] Furthermore, the semi-enclosed cavity structure 301 simplifies the fit with the exhaust pipe assembly 100 and the rear muffler 200, thereby reducing the complexity of production and assembly.
[0064] In one possible implementation, refer to Figure 2 and Figure 3 As shown, the heat insulation component 300 also has an air inlet 302 and an air outlet 303 communicating with the cavity; the line connecting the air inlet 302 and the air outlet 303 is designed to be parallel to the vehicle's direction of travel.
[0065] In the above embodiments, reference is made to Figure 2 As shown, Figure 2 The dashed line a can represent the vehicle's driving direction. The line connecting the air inlet 302 and the air outlet 303 is parallel to the vehicle's driving direction, allowing the wind generated during the vehicle's movement to flow directly into the cavity structure 301 of the heat insulation component 300, forming a directional airflow path, and finally being discharged from the air outlet 303.
[0066] Compared to the passive heat insulation of traditional static air layers, this design utilizes the relative wind speed generated by the vehicle's own movement to significantly increase the air exchange rate within the cavity structure 301, accelerating heat dissipation outwards. This shortens the residence time of high-temperature gas within the cavity structure 301, reduces the average temperature of the cavity structure 301, and prevents high-temperature heat from being transferred to other components, thereby improving the heat insulation effect.
[0067] Because airflow-assisted heat dissipation reduces the thermal load of the heat insulation component 300, it allows for the use of thinner and lighter materials to manufacture the heat insulation component 300, which is beneficial to achieving the vehicle's lightweighting goals.
[0068] In one possible implementation, continue to refer to Figure 1 , Figure 2 and Figure 3 As shown. The exhaust pipe assembly 100 includes a first exhaust pipe 110, a front muffler 120, and a second exhaust pipe 130 connected in sequence.
[0069] The first exhaust pipe 110 is connected to the engine, and the second exhaust pipe 130 is connected to the rear muffler 200. Specifically, the first exhaust pipe 110 is connected to the engine's turbocharger through the catalytic converter assembly 10. The exhaust gas generated by the engine's turbocharger first enters the first exhaust pipe 110, passes through the front muffler 120, enters the second exhaust pipe 130, and is finally discharged through the rear muffler 200.
[0070] The heat insulation component 300 includes a first heat insulation plate 310 and a second heat insulation plate 320.
[0071] The first heat insulation plate 310 has a first cavity 3101, and the second heat insulation plate 320 has a second cavity 3201. The first cavity 3101 and the second cavity 3201 are connected, and the cavity structure 301 includes the first cavity 3101 and the second cavity 3201. Alternatively, it can be understood that the first cavity 3101 and the second cavity 3201 form part of the structure of the cavity structure 301.
[0072] The first cavity 3101 is semi-enclosed and encloses the first exhaust pipe 110, and the first heat insulation plate 310 is arranged in a conformal manner along the extension direction of the first exhaust pipe 110; the second cavity 3201 is semi-enclosed and encloses the front muffler 120.
[0073] In one specific implementation, one end of the first exhaust pipe 110 is connected to the catalytic converter assembly 10, and the other end can be bent downwards towards the vehicle and connected to the front muffler 120. In this way, the first exhaust pipe 110 forms a relative positional relationship with the vehicle's tilted arrangement, which helps to accelerate the airflow exchange in the first cavity 3101 during vehicle operation.
[0074] The first exhaust pipe 110 is detachably connected to the catalytic converter via the exhaust flange seal 20, which not only achieves a seal but also facilitates later disassembly and maintenance.
[0075] The front muffler 120 extends from the bottom of the vehicle to the rear and bends upward at the position of the rear subframe (not shown in the figure). Combined with the downward bending structure of the first exhaust pipe 110, it avoids the structure of the rear subframe. On the one hand, the first exhaust pipe 110 needs to be designed to avoid the rear subframe while ensuring its own heat dissipation. On the other hand, the rear subframe needs to fix the rear muffler 200 and the second exhaust pipe 130 while ensuring that its own structure is not affected.
[0076] Here, multiple rubber lugs 30 can be installed on the rear subframe. The first exhaust pipe 110, the front muffler 120, the second exhaust pipe 130, and the rear muffler 200 can all be detachably mounted on the frame via the rubber lugs 30 to ensure the stability of the exhaust muffler heat insulation system. This embodiment does not limit the number of rubber lugs 30; the design can be tailored to actual usage needs. One end of each rubber lug 30 is connected to a hook on the frame, and the other end is connected to the first exhaust pipe 110, the front muffler 120, the second exhaust pipe 130, and the rear muffler 200, respectively.
[0077] The second exhaust pipe 130 is detachably connected to the rear muffler 200 via the exhaust flange seal 20, achieving a seal while facilitating later disassembly and maintenance.
[0078] In the above embodiment, the first heat insulation plate 310 provides heat insulation protection for the first exhaust pipe 110. Its first cavity 3101 semi-encloses the first exhaust pipe 110 and is "shaped" along the extension direction of the exhaust pipe (i.e., conforms to the curved surface of the exhaust pipe). It should be noted that the first exhaust pipe 110 is located inside the first cavity 3101, and there is a gap between the first exhaust pipe 110 and the first heat insulation plate 310 to avoid direct contact, which helps to reduce the heat transfer efficiency of the first exhaust pipe 110 to the first heat insulation plate 310.
[0079] The second heat insulation plate 320 provides heat insulation protection for the front muffler 120. Similarly, the front muffler 120 is located in the semi-enclosed second cavity 3201. There is a gap between the front muffler 120 and the second heat insulation plate 320, which reduces the heat transfer efficiency from the front muffler 120 to the second heat insulation plate 320.
[0080] In the above configuration, the separate structure provides heat insulation protection for different components. This allows for convenient selection of the materials for the first heat insulation plate 310 and the second heat insulation plate 320 based on the actual operating conditions of the first exhaust pipe 110 and the front muffler 120. For example, the first heat insulation plate 310 can be made of lightweight alloy or aluminized steel plate, balancing strength and weight. Aluminized steel plate is lightweight, which improves the vehicle's lightweight design, and its good heat insulation effect improves the operational reliability of other components. The second heat insulation plate 320 can be equipped with higher-density heat insulation materials, such as ceramic fiber.
[0081] The first heat insulation plate 310 and the second heat insulation plate 320 can be prefabricated and assembled synchronously with the exhaust pipe assembly 100, avoiding the difficult operation of traditional integrated heat insulation covers in narrow chassis space.
[0082] In one possible implementation, the thermal insulation assembly 300 further includes a third thermal insulation plate 330 having a third cavity 3301, which semi-encloses the muffler 200.
[0083] The rear muffler 200 extends along the width of the vehicle, and the third heat shield 330 extends in the same direction as the rear muffler 200.
[0084] In the above embodiments, the third heat insulation plate 330 is set independently of the first heat insulation plate 310 and the second heat insulation plate 320, and can be prefabricated and assembled independently with the rear muffler 200, simplifying the assembly process and reducing the difficulty of later maintenance.
[0085] The rear muffler 200 extends along the width of the vehicle, meaning it is arranged laterally. The third heat shield 330 extends in the same direction as the rear muffler 200, completely covering its surface contour and eliminating blind spots caused by mismatched shapes in traditional heat shields. As the exhaust terminal, the rear muffler 200 experiences high internal airflow velocity and large pressure fluctuations, making it prone to generating localized high-temperature hotspots.
[0086] The third cavity 3301 of the third insulation panel 330 forms a stable air insulation layer through a semi-enclosed structure, which specifically suppresses high-frequency heat radiation.
[0087] To improve the structural strength of the third insulation panel 330, structural ribs 3302 can also be provided on the third insulation panel 330. This application does not limit the shape and structure of the structural ribs 3302. This can effectively enhance the structural strength of the third insulation panel 330 and improve its resistance to wind resistance and deformation.
[0088] In one possible implementation, a portion of the first heat insulation plate 310 and a portion of the second heat insulation plate 320 are bonded together. It is understood that a portion of the first heat insulation plate 310 overlaps with a portion of the second heat insulation plate 320. Both the first heat insulation plate 310 and the second heat insulation plate 320 are used to fix themselves to the vehicle frame. On the one hand, the first heat insulation plate 310 and the second heat insulation plate 320 can be fixed to the vehicle frame by bolts or other connectors. On the other hand, the bonded connection between the portion of the first heat insulation plate 310 and the portion of the second heat insulation plate 320 can significantly improve the connection stability of the first heat insulation plate 310 and the second heat insulation plate 320, thereby improving their long-term operational reliability.
[0089] In the specific implementation, refer to Figure 3 As shown, at least one of the first heat insulation plate 310 and the second heat insulation plate 320 is provided with a connecting boss 3102, which is used for bolt connection with the vehicle frame.
[0090] In the above embodiments, the first heat insulation plate 310 may be provided with a connecting boss 3102, the second heat insulation plate 320 may be provided with a connecting boss 3102, or both the first heat insulation plate 310 and the second heat insulation plate 320 may be provided with a connecting boss 3102. By providing a connecting boss 3102, on the one hand, the connection stability between the first heat insulation plate 310 and the second heat insulation plate 320 and the vehicle frame is improved, and on the other hand, the structural strength of the first heat insulation plate 310 and the second heat insulation plate 320 themselves is enhanced.
[0091] Specifically, mounting holes are provided on the connecting boss 3102. In this embodiment, the number of mounting holes can be selected according to actual needs, such as four, six, eight, etc. By setting standard parts such as bolts, the assembly time can be saved and the production cycle can be improved.
[0092] In one possible implementation, the heat insulation assembly 300 further includes a battery pack heat insulation plate 340, which is connected to the first heat insulation plate 310. The battery pack heat insulation plate 340 is configured to be disposed between the first heat insulation plate 310 and the vehicle's power battery pack 40, and is connected to the power battery pack 40.
[0093] In the above embodiment, based on the original first heat insulation plate 310, a new dedicated battery pack heat insulation plate 340 is inserted between the first heat insulation plate 310 and the power battery pack 40, cutting off the direct conduction path of high temperature to the power battery pack 40. The battery pack heat insulation plate 340 can be made of materials with higher temperature resistance (such as aerogel felt + aluminum foil composite layer), which, together with the cavity structure 301 of the first heat insulation plate 310, achieves a stepwise decrease in thermal conductivity.
[0094] Under sustained high temperatures, the power battery pack 40 is prone to accelerated internal chemical reactions, leading to increased capacity decay and even thermal runaway. This design physically isolates the power battery pack 40 from the high-temperature zone of the exhaust system, avoiding safety risks caused by localized overheating. Furthermore, the contour of the battery pack heat insulation plate 340 is designed to accommodate the irregular shape of the power battery pack 40, ensuring both a tight seal and avoiding excessive weight due to over-extension.
[0095] In one possible implementation, refer to Figure 2 As shown, the front muffler 120 extends along the vehicle's driving direction and is offset relative to the central axis of the vehicle's length direction. Figure 2 The dashed line 'a' represents the vehicle's central axis, and the direction of extension of dashed line 'a' is parallel to the vehicle's direction of travel.
[0096] In the above embodiment, the front muffler 120 is disposed on one side of the power battery pack 40 along the vehicle's driving direction, between it and the sill beam (not shown in the figure). The front muffler 120 is disposed away from the vehicle's central axis a and close to the vehicle's sill, and is spaced apart from the rear muffler 200 along the vehicle's driving direction. The front muffler 120 and the rear muffler 200 are arranged in an "L"-shaped offset structure, which can avoid interference with the power battery pack 40 during installation and is suitable for existing hybrid electric vehicles.
[0097] In one possible implementation, this application provides a vehicle including a vehicle body and the aforementioned exhaust muffler heat insulation system. The vehicle body includes a frame, and the exhaust muffler heat insulation system has been described in detail above and will not be repeated here. This vehicle possesses the technical effects of the aforementioned exhaust muffler heat insulation system. In this application embodiment, the vehicle can be a new energy vehicle, and the new energy vehicle can be a hybrid vehicle or a range-extended vehicle, etc. This application embodiment does not limit the specific structure of the vehicle.
[0098] The vehicles mentioned in this application embodiment can also refer to large cars, small cars, special-purpose vehicles, etc. For example, according to vehicle type, the vehicles in this application embodiment can be sedans, off-road vehicles, multi-purpose vehicles (MPVs), or other types of vehicles. Of course, they can also be other types of vehicles, and this application embodiment does not limit them.
[0099] The implementation principle of an exhaust muffler heat insulation system and a vehicle according to an embodiment of this application is as follows: The exhaust muffler heat insulation system includes an exhaust pipe assembly 100, a rear muffler 200, and a heat insulation component 300; the air inlet of the exhaust pipe assembly 100 is used to connect with the vehicle's engine through the catalytic converter assembly 10, and the air outlet of the exhaust pipe assembly 100 is connected with the rear muffler 200; the rear muffler 200 is used to be inclinedly mounted on the vehicle frame; the heat insulation component 300 is located above the exhaust pipe assembly 100 and the rear muffler 200, and the heat insulation component 300 has a cavity structure 301, and the cavity structure 301 semi-encloses the exhaust pipe assembly 100 and the rear muffler 200.
[0100] By enclosing the exhaust pipe assembly 100 and the rear muffler 200 with a semi-enclosed cavity structure 301, the system complexity is significantly reduced compared to the original enclosed heat shield method. The semi-enclosed cavity structure 301 forms a stagnant air layer, utilizing the low thermal conductivity of air to construct a thermal barrier, significantly improving heat insulation performance. The cavity structure 301 blocks the direct transmission path of heat radiation, forcing high-temperature gas to flow along specific channels, preventing local hotspots from being conducted to surrounding components. Furthermore, the semi-enclosed cavity structure 301 simplifies the fit between the exhaust pipe assembly 100 and the rear muffler 200, thereby reducing the complexity of production and assembly. The rear muffler 200 is angled on the frame, which, compared to traditional methods, reduces the contact area between the rear muffler 200 and the frame, increases the gap between them, and further improves the heat insulation effect.
[0101] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein.
[0102] The embodiments in this application are intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed in this application. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this application are indicated by the claims.
[0103] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
Claims
1. An exhaust muffler heat insulation system for a vehicle, characterized in that, include: Exhaust pipe assembly (100), rear muffler (200) and heat insulation assembly (300); The intake port of the exhaust pipe assembly (100) is connected to the engine of the vehicle via the catalytic converter assembly (10), and the exhaust outlet of the exhaust pipe assembly (100) is connected to the rear muffler (200). The rear muffler (200) is mounted at an angle on the vehicle frame; The heat insulation component (300) is located above the exhaust pipe assembly (100) and the rear muffler (200), the heat insulation component (300) has a cavity structure (301), and the cavity structure (301) semi-encloses the exhaust pipe assembly (100) and the rear muffler (200).
2. The exhaust muffler heat insulation system according to claim 1, characterized in that, The thermal insulation component (300) also has an air inlet (302) and an air outlet (303) communicating with the cavity. The line connecting the air inlet (302) and the air outlet (303) is parallel to the driving direction of the vehicle.
3. The exhaust muffler heat insulation system according to claim 1, characterized in that, The exhaust pipe assembly (100) includes a first exhaust pipe (110), a front muffler (120), and a second exhaust pipe (130) connected in sequence. The first exhaust pipe (110) is connected to the engine, and the second exhaust pipe (130) is connected to the rear muffler (200). The heat insulation component (300) includes a first heat insulation plate (310) and a second heat insulation plate (320); The first heat insulation plate (310) has a first cavity (3101), and the second heat insulation plate (320) has a second cavity (3201). The first cavity (3101) and the second cavity (3201) are connected. The cavity structure (301) includes the first cavity (3101) and the second cavity (3201). The first cavity (3101) semi-encloses the first exhaust pipe (110), and the first heat insulation plate (310) is arranged in a conformal manner along the extension direction of the first exhaust pipe (110); The second cavity (3201) semi-encloses the front muffler (120).
4. The exhaust muffler heat insulation system according to claim 3, characterized in that, The heat insulation assembly (300) also includes a third heat insulation plate (330), which has a third cavity (3301) that semi-encloses the rear muffler (200). The rear muffler (200) extends along the width of the vehicle, and the third heat shield (330) extends in the same direction as the rear muffler (200).
5. The exhaust muffler heat insulation system according to claim 3, characterized in that, Part of the first heat insulation plate (310) and part of the second heat insulation plate (320) are attached together, and both the first heat insulation plate (310) and the second heat insulation plate (320) are used to fix the vehicle frame.
6. The exhaust muffler heat insulation system according to claim 3, characterized in that, At least one of the first heat insulation plate (310) and the second heat insulation plate (320) is provided with a connecting boss (3102) for bolting to the frame.
7. The exhaust muffler heat insulation system according to claim 5, characterized in that, The heat insulation assembly (300) further includes a battery pack heat insulation plate (340), which is connected to the first heat insulation plate (310); The battery pack heat insulation plate (340) is configured to be disposed between the first heat insulation plate (310) and the battery pack of the vehicle, and is connected to the battery pack.
8. The exhaust muffler heat insulation system according to claim 3, characterized in that, The front muffler (120) extends along the driving direction of the vehicle and is offset relative to the central axis of the vehicle in the length direction.
9. The exhaust muffler insulation system according to any one of claims 1 to 8, characterized in that, In the height direction of the vehicle, the rear muffler (200) is higher than the exhaust pipe assembly (100). The rear muffler (200) is inclined toward the exhaust pipe assembly (100) from the frame.
10. A vehicle, characterized in that, It includes a vehicle body and an exhaust muffler heat insulation system as described in any one of claims 1 to 9; the exhaust muffler heat insulation system is connected to the vehicle body.