Exhaust system and vehicle

Abstract

The application relates to the exhaust technology field, in particular to an exhaust system and a vehicle. The exhaust system comprises a catalytic converter, an exhaust gas recirculation system and a muffler. A first connecting pipe is arranged on the side circumferential wall of the catalytic converter, one end of the first connecting pipe is a first air inlet for receiving engine exhaust emission, and the other end is a first exhaust port; the exhaust gas recirculation system is connected with the catalytic converter through the first connecting pipe; the muffler is provided with a second air inlet, the first exhaust port is communicated with the second air inlet, and direct transmission of the exhaust gas from the catalytic converter to the muffler is realized.

Description

Technical Field

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

[0002] The exhaust system is an integral part of vehicle exhaust purification and noise control. Its component design and layout are closely related to the vehicle's space utilization efficiency and functional realization. Currently, the industry's design of this type of exhaust system follows the technical approach of independent layout of functional components, forming a relatively fixed structural scheme system, which provides optimization direction for subsequent technical improvements.

[0003] Existing exhaust system products adopt a separate design for the catalytic converter and muffler, with each component arranged according to functional requirements. The catalytic converter, which is responsible for purifying exhaust pollutants, is located separately inside the engine compartment, allowing for rapid contact with high-temperature exhaust to improve purification efficiency. The muffler, which is responsible for noise reduction, is divided into two stages: the secondary muffler is located under the floor in the middle of the vehicle body, and the main muffler is located under the floor at the rear of the vehicle body. Both are connected to the catalytic converter and engine exhaust port through dedicated pipelines, forming a complete exhaust and noise reduction pathway.

[0004] In existing separately designed exhaust systems, the connection between the muffler and catalytic converter via a long connecting pipe results in space occupation. The muffler housing itself and its connecting pipe occupy a significant amount of space in the lower part of the vehicle floor. This substantial space consumption directly squeezes the usable area of ​​the vehicle chassis, limiting the space available for chassis components such as the power battery, fuel tank, and air suspension, which are crucial to the vehicle's range, energy storage, and driving stability. It also makes it difficult to optimize the installation position and structural dimensions according to performance requirements. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide an exhaust system and a vehicle.

[0007] To achieve the above objectives, in a first aspect, this application provides an exhaust system, comprising: A catalyst, the catalyst comprising: An air intake section, one end of which is a first air intake port; Processing section, the processing section includes: A first housing, one end of which is connected to the other end of the air intake section, and the other end of the first housing is a first exhaust port; A treatment carrier is disposed within the first housing and is used to treat waste gas; The first connecting pipe is disposed on the side peripheral wall of the first housing; An exhaust gas recirculation system, wherein the exhaust gas recirculation system is connected to the catalyst via the first connecting pipe; The muffler includes a second housing, the interior of which is a sound-absorbing cavity; a second air inlet is provided on the second housing, and the first exhaust port is directly connected to the second air inlet.

[0008] In the technical solution, by integrating the catalytic converter, exhaust gas recirculation system and muffler, the first exhaust port of the first housing on the catalytic converter is directly connected to the second air intake port of the second housing on the muffler, eliminating the need for connecting pipes between the catalytic converter and the muffler, reducing space occupation, improving the utilization rate of the vehicle chassis space, and optimizing the exhaust path to improve exhaust efficiency and purification effect.

[0009] In some embodiments of this application, the first housing is integrally formed, one end of the first housing is a front-stage housing, the middle part is a variable-diameter housing, and the other end is a rear-stage housing; The processing carrier includes: A pre-stage carrier, wherein the pre-stage carrier is disposed within the pre-stage housing; A downstream carrier, wherein the downstream carrier is disposed within the downstream housing; The first connecting pipe is connected to the variable diameter housing.

[0010] The technical solution adopts a segmented design of an integrally molded first shell and front and rear carriers, which enhances the structural strength and stability of the catalyst. The variable diameter shell facilitates the uniform distribution of exhaust gas, improves the catalytic reaction efficiency, and optimizes the connection position of the exhaust gas recirculation system to ensure the exhaust gas recirculation effect.

[0011] In some embodiments of this application, the catalyst further includes a first partition plate disposed within the variable diameter housing near the pre-stage housing; The first partition plate is provided with multiple first through holes for initial noise reduction.

[0012] In the technical solution, the first baffle plate achieves preliminary noise reduction of the exhaust gas through multiple first through holes, and at the same time, it can rectify the exhaust gas entering the subsequent carrier, reduce airflow disturbance, and improve the overall noise reduction and purification performance of the catalyst.

[0013] In some embodiments of this application, the first partition includes: The center plate is configured as a circular plate; Connecting wings, a plurality of connecting wings are disposed on the edge of the circular plate, and gaps are provided between adjacent connecting wings.

[0014] In the technical solution, the structural design of the central plate and the evenly distributed connecting fins ensures the stability of the baffle structure while optimizing the exhaust gas flow path through the combined action of the gaps and the first through hole, thereby improving the initial noise reduction effect and airflow uniformity.

[0015] In some embodiments of this application, the silencer further includes: Sound-absorbing cotton, which is disposed within the sound-absorbing cavity; A third housing is fitted onto the outer peripheral wall of the second housing; the third housing has a coolant inlet and a coolant outlet, for coolant to enter between the second housing and the third housing through the coolant inlet and to flow out through the coolant outlet; The second air inlet and the second exhaust outlet are provided on the side wall that runs through the second housing and the third housing, so that the exhaust gas enters the silencer cavity from the second air inlet and is discharged from the second exhaust outlet.

[0016] In the technical solution, the double-layer structure formed by the second and third shells, combined with sound-absorbing cotton, achieves noise reduction. At the same time, the coolant flows in the interlayer to cool the muffler, reduce the exhaust temperature, improve the thermal stability and service life of the muffler, and optimize the thermal management of the whole vehicle.

[0017] In some embodiments of this application, a guide vane is further included, which is disposed between the second housing and the third housing to guide the flow of coolant.

[0018] In the technical solution, the baffle plate effectively guides the flow path of the coolant in the interlayer, ensuring that the coolant is in full contact with the second shell, improving heat exchange efficiency, ensuring the uniformity of the muffler's cooling, and further enhancing the cooling effect.

[0019] In some embodiments of this application, a second partition is further included, the second partition having a plurality of second through holes; The second partition is disposed in the silencing cavity, dividing the silencing cavity into multiple cavities; The second air inlet and the second exhaust outlet are respectively located on the outer peripheral walls of different cavities.

[0020] In the technical solution, the second baffle divides the silencing cavity into multiple sub-cavities, which, together with the second through hole, form a resistant silencing structure, extending the propagation path of exhaust gas in the silencing cavity, enhancing the silencing effect, and improving the coverage of the silencing frequency range.

[0021] In some embodiments of this application, two second partitions are provided, the cavity between the two second partitions is a first cavity, and the cavities on both sides of the first cavity are a second cavity and a third cavity, respectively; The sound-absorbing cotton is disposed in the first cavity, and the second air inlet and the second exhaust outlet are respectively opened on the outer peripheral walls of the second cavity and the third cavity.

[0022] In the technical solution, the three-chamber structure formed by the double partition, together with the sound-absorbing cotton in the first chamber, achieves a combination of resistive and reactive sound absorption, significantly improving the sound absorption performance. At the same time, it optimizes the air intake and exhaust paths to ensure that the exhaust gas is fully absorbed in each chamber.

[0023] In some embodiments of this application, it further includes: The first air guide tube has several third through holes on the side wall of the middle section of the first air guide tube; both ends of the first air guide tube are set on two second partitions for connecting the second cavity and the third cavity; the middle section of the first air guide tube is located in the first cavity. The second air guide tube, which is bent into shape, includes: The first segment, one end of which is located within the third cavity; The second section, one end of which extends from the third cavity to and connects to the second exhaust port; A bent tube, wherein the bent tube is located in the second cavity, and the first section and the second section are connected through the bent tube; The partial sidewalls of the first and second segments are located within the first cavity, and several fourth through holes are provided on the partial sidewalls.

[0024] In the technical solution, the first air guide pipe and the bent second air guide pipe, together with the third and fourth through holes, extend the flow path and residence time of the exhaust gas in the silencer cavity, enhance the contact with the sound-absorbing cotton, improve the sound absorption effect, and at the same time optimize the airflow distribution and reduce exhaust resistance.

[0025] Secondly, this application provides a vehicle, including: Body; An engine assembly, which is mounted on the vehicle body; And the exhaust system as described in the first aspect, wherein the first air intake is connected to the engine assembly.

[0026] In the technical solution, vehicles using the above-mentioned exhaust system can save chassis space, improve the overall vehicle space utilization rate, optimize exhaust purification and noise reduction effects, reduce exhaust temperature, improve the overall vehicle NVH performance and thermal management level, and enhance the overall vehicle performance.

[0027] 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

[0028] Figure 1 This is a schematic diagram of the overall structure of the exhaust system being applied for; Figure 2 This is a schematic diagram of the catalytic converter for the exhaust system. Figure 3 This is a schematic diagram of the first baffle inside the catalytic converter of the exhaust system. Figure 4 This is a schematic diagram of the internal structure of the muffler in the exhaust system. Figure 5 This is an internal side view of the muffler of the exhaust system.

[0029] In the above figures: 1. Catalyst; 11. First connecting pipe; 12. First air intake; 13. First exhaust port; 14. Intake section; 15. Processing section; 151. First housing; 1511. Pre-stage housing; 1512. Variable diameter housing; 1513. Post-stage housing; 152. Pre-stage carrier; 153. Post-stage carrier; 16. First partition plate; 161. First through hole; 162. Center plate; 163. Connecting wing; 164. Gap between connecting wings; 2. Exhaust gas recirculation system; 3. Muffler; 31. Second air inlet; 32. Second exhaust outlet; 33. Second housing; 34. Silencing cavity; 35. Silencing cotton; 36. Third housing; 361. Coolant inlet; 362. Coolant outlet; 37. Guide plate; 38. Second baffle; 381. Second through hole; 39. First cavity; 40. Second cavity; 41. Third cavity; 42. First air guide tube; 421. Third through hole; 43. Second air guide tube; 431. First section; 432. Second section; 433. Bent tube; 434. Fourth through hole. Detailed Implementation

[0030] 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. 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. 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. 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.

[0031] 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. It should be noted that the exhaust system is an integral part of the vehicle's exhaust purification and noise control. Its component design and layout are closely related to the vehicle's space utilization efficiency and functional realization. Currently, the industry's design of this type of exhaust system follows the technical approach of independent layout of functional components, forming a relatively fixed structural scheme system, which provides optimization direction for subsequent technical improvements.

[0032] Existing exhaust system products adopt a separate design for the catalytic converter and muffler, with each component arranged according to functional requirements. The catalytic converter, which is responsible for purifying exhaust pollutants, is located separately inside the engine compartment, allowing for rapid contact with high-temperature exhaust to improve purification efficiency. The muffler, which is responsible for noise reduction, is divided into two stages: the secondary muffler is located under the floor in the middle of the vehicle body, and the main muffler is located under the floor at the rear of the vehicle body. Both are connected to the catalytic converter and engine exhaust port through dedicated pipelines, forming a complete exhaust and noise reduction pathway.

[0033] The existing separately designed exhaust system has a space-occupying defect. The muffler housing itself and its connecting pipes occupy a lot of space in the area under the vehicle floor. The large amount of space consumption directly squeezes the usable area of ​​the vehicle chassis, which restricts the space for chassis components such as power battery, fuel tank, and air suspension that are crucial to the vehicle's range, energy storage, and driving stability. It is difficult to optimize the installation position and structural dimensions according to performance requirements.

[0034] This application discloses an integrated exhaust system with a liquid-cooled structure and a vehicle using the exhaust system. A first connecting pipe is provided on the side wall of the catalytic converter to connect to an exhaust gas recirculation system. One end has a first air inlet for receiving exhaust gas from the engine, and the other end has a first exhaust outlet connecting to a second air inlet of the muffler. The catalytic converter is surrounded by a heat shield and heat insulation cotton, and internally encapsulates a pre-stage carrier and a post-stage carrier. The exhaust gas recirculation system includes a coolant inlet pipe, a coolant outlet pipe, and a condenser. The muffler adopts a double-layer structure with a third shell and a second shell, with coolant flowing between the layers and internal sound-absorbing cotton and baffles. This technology improves the utilization of the vehicle chassis space to free up space for the power battery, fuel tank, and air suspension; reduces the heat radiation from the integrated exhaust system to the engine compartment components to alleviate engine compartment heat damage; improves exhaust gas purification efficiency while simultaneously reducing exhaust noise; reduces the number of pipes to lower unit cost and weight and simplify the assembly process; and solves the problems of traditional hybrid passenger vehicle exhaust systems where the separate design of the catalytic converter and muffler occupies a large amount of space under the vehicle floor, the integrated front-mounted design exacerbates engine compartment heat damage, poor coordination between exhaust gas purification and noise control, and high assembly costs.

[0035] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0036] As attached Figures 1 to 5 As shown, in a first aspect, this application provides an exhaust system including a catalytic converter 1, an exhaust gas recirculation system 2, and a muffler 3. A first connecting pipe 11 is provided on the side peripheral wall of the catalytic converter 1, one end of which is a first air intake 12 for receiving engine exhaust gas, and the other end is a first exhaust port 13.

[0037] Specifically, the catalytic converter 1 includes an intake section 14 and a treatment section 15. One end of the intake section 14 is a first intake port 12. The treatment section 15 includes a first housing 151, a treatment carrier, and a first connecting pipe 11. One end of the first housing 151 is connected to the other end of the intake section 14, and the other end of the first housing 151 is a first exhaust port 13. The treatment carrier is disposed inside the first housing 151 and is used to treat exhaust gas. The first connecting pipe 11 is disposed on the side peripheral wall of the first housing 151. The muffler 3 includes a second housing 33, and the interior of the second housing 33 is a silencing cavity 34. A second intake port 31 is provided on the second housing 33, and the first exhaust port 13 is directly connected to the second intake port 31.

[0038] The above-described integrated design, which directly connects the first exhaust port 13 of the first housing 151 on the catalytic converter 1 to the second air intake port 31 of the second housing 33 on the muffler 3, eliminates the need for the traditional connecting pipes between the catalytic converter 1 and the muffler 3, reducing space occupation, improving the overall chassis space utilization, and optimizing the exhaust path to enhance exhaust efficiency and purification effect. The exhaust gas recirculation system 2 is connected to the catalytic converter 1 via the first connecting pipe 11; the muffler 3 is equipped with a second air intake port 31, and the first exhaust port 13 is connected to this second air intake port 31, enabling direct transfer of exhaust gas from the catalytic converter 1 to the muffler 3.

[0039] In this system, the catalytic converter 1 performs the main exhaust gas purification function. It typically contains a pre-stage carrier 152 and a post-stage carrier 153, which are used for oxidation-reduction reactions of harmful substances in the exhaust gas and for capturing particulate matter, respectively. The exhaust gas recirculation system 2 (EGR) reintroduces a portion of the exhaust gas into the engine combustion process through a first connecting pipe 11 connected to the side wall of the catalytic converter 1, helping to reduce nitrogen oxide emissions and improve combustion efficiency. The muffler 3 primarily serves to reduce noise; through its internal structural design, it effectively reduces exhaust noise and improves the vehicle's NVH (noise, vibration, and harshness) performance.

[0040] Furthermore, this integrated structure optimizes the exhaust path, making the exhaust gas flow smoother and helping to improve exhaust efficiency and catalytic reaction effect. The reasonable connection between the exhaust gas recirculation system 2 and the catalyst 1 further enhances the synergy of exhaust gas treatment and the overall environmental performance of the system. Therefore, this system not only solves the problems of large space occupation and complex assembly of traditional exhaust systems, but also achieves comprehensive optimization in terms of purification efficiency, noise control, and system reliability.

[0041] In some embodiments, the catalyst 1 mainly includes an intake section 14 and a treatment section 15. The intake section 14 guides and receives high-temperature exhaust gas discharged from the engine; the treatment section 15 is connected to the intake section 14 and is the area for exhaust gas purification. It adopts an integrally formed first housing 151 structure, which sequentially includes a front housing 1511, a middle variable-diameter housing 1512, and a rear housing 1513; wherein the maximum inner diameter of the variable-diameter housing 1512 is the same as the inner diameter of the rear housing 1513, and the minimum inner diameter of the variable-diameter housing 1512 is the same as the inner diameter of the front housing 1513. In some embodiments, the inner diameters of the pre-stage housing 1511 and the post-stage housing 1513 are consistent, making the entire first housing of the catalyst present a regular cylindrical structure. The equal-diameter housing simplifies the housing molding process, reduces production complexity, and improves the versatility of components.

[0042] Furthermore, the treatment section 15 is equipped with a treatment carrier for treating the exhaust gas. Specifically, the treatment carrier includes a pre-stage carrier 152 and a post-stage carrier 153, which are respectively housed within a pre-stage housing 1511 and a post-stage housing 1513. This segmented carrier design enables efficient purification of different pollutants in the exhaust gas in stages: the pre-stage carrier 152 is typically coated with a precious metal coating to treat carbon monoxide, hydrocarbons, and nitrogen oxides through oxidation-reduction reactions; specifically, precious metals include platinum and palladium, with platinum used to oxidize carbon monoxide and hydrocarbons, and palladium used to oxidize hydrocarbons. The post-stage carrier 153 is used to further capture residual pollutants such as particulate matter.

[0043] Preferably, the first connecting pipe 11 is disposed on the variable diameter housing 1512. The design of the variable diameter housing 1512 achieves a smooth transition between the front and rear stage housings 1513, and its structure is conducive to generating a more uniform flow field distribution when exhaust gas flows through it, thereby improving the utilization efficiency and catalytic reaction effect of the front and rear stage carriers 153. By setting the exhaust gas intake point of the exhaust gas recirculation system 2 at this location, it is possible to obtain exhaust gas that has undergone preliminary purification and has a stable airflow state, ensuring the quality of exhaust gas returning to the engine and the working efficiency of the EGR system.

[0044] Furthermore, the design of the one-piece molded first shell 151 avoids the risk of weld cracking that may exist in multi-section welded first shells 151, enhancing the overall structural strength, sealing performance, and long-term reliability of the catalyst 1 under vibration. This solution, which closely integrates structural design with functional requirements, optimizes purification efficiency, structural durability, and system integration within a limited space.

[0045] In some embodiments, the catalyst 1 further includes a first baffle 16 disposed within the variable-diameter housing 1512 and located near the pre-stage housing 1511. This structural arrangement ensures that after the exhaust gas undergoes preliminary purification by the pre-stage carrier 152, it first impacts the first baffle 16, thereby altering its flow state.

[0046] Furthermore, the first baffle 16 is provided with a plurality of first through holes 161. The size, number and distribution characteristics of the first through holes 161 can cause some sound waves to be reflected, interfered with and rubbed at the hole walls when high-speed exhaust gas is forced to pass through these through holes, converting sound energy into heat energy, thereby achieving preliminary reduction of exhaust noise and achieving resistance noise reduction; on the other hand, the first through holes 161 play an effective role in throttling and streamlining the turbulent exhaust gas flow.

[0047] Preferably, the rectification by the first baffle 16 balances any potential eddies and disturbances, allowing the exhaust gas to enter the downstream housing 1513 region with a more uniform and stable flow rate and distribution. This ensures that the downstream carrier 153 can be fully and uniformly utilized, avoiding local overload or blockage, thereby improving the downstream carrier 153's capture efficiency for particulate matter and its overall catalytic purification performance.

[0048] Furthermore, by integrating the first partition 16 inside the variable diameter housing 1512 without increasing the axial length of the catalyst 1, the functions of initial noise reduction and airflow rectification are achieved simultaneously within a limited space, thereby improving the overall performance of the catalyst 1 while maintaining a compact structure.

[0049] In some embodiments, the specific structure of the first partition 16 includes a central plate 162 and connecting wings 163. The central plate 162 is a circular plate and is the main part of the partition to realize its function; a plurality of connecting wings 163 are evenly distributed on the edge of the circular plate, and a specific gap is reserved between adjacent connecting wings 163.

[0050] Furthermore, the central plate 162, serving as the central area of ​​the baffle, has multiple first through holes 161 that achieve initial noise reduction and airflow regulation. The gaps 164 between the connecting fins and the first through holes 161 on the central plate 162 together form an exhaust gas channel network. When the exhaust gas passes through the first baffle 16, part of it flows through the through holes of the central plate 162, while the other part flows through the gaps at the edges. This design diverts the exhaust gas, increases the contact and friction area between the exhaust gas and the plate structure, enhances sound energy dissipation, disperses vortices that may concentrate in the center, and makes the velocity distribution of the exhaust gas more uniform when it enters the subsequent stage.

[0051] Furthermore, the robust support provided by the connecting wing 163 allows the center plate 162 to be made thinner to reduce weight, while the edge gaps and center through-holes achieve better noise reduction and airflow rectification without significantly increasing exhaust back pressure, thus optimizing the integration of multiple functions within a limited space.

[0052] In some embodiments, multiple connecting fins 163 are unevenly distributed along the edge of the circular plate. For example, a higher density of connecting fins is provided on the side closer to the heat source pipe, while the distribution is reduced in areas farther from the heat source. This asymmetrical layout can specifically optimize local structural support, noise reduction, and heat transfer. By adjusting the local fin density, the exhaust airflow is guided and optimized, reducing eddy current generation and further reducing system operating noise.

[0053] In some embodiments, the silencer 3 adopts a multi-layer composite structure design, specifically including a second housing 33, sound-absorbing cotton 35, and a third housing 36. The second housing 33 encloses and forms a core sound-absorbing cavity 34; the sound-absorbing cotton 35 is filled and disposed inside the sound-absorbing cavity 34; and the third housing 36 is fitted around the outer periphery of the second housing 33, forming a closed interlayer space.

[0054] Furthermore, the third housing 36 is provided with a coolant inlet 361 and a coolant outlet 362. The coolant can enter the interlayer flow channel between the second housing 33 and the third housing 36 through the inlet, and flow out from the outlet after completing heat exchange, realizing active liquid cooling of the muffler 3. A second air inlet 31 and a second exhaust outlet 32 ​​are also provided through the side walls of the second housing 33 and the third housing 36, respectively. High-temperature exhaust gas enters the muffler cavity 34 from the second air inlet 31, and is finally discharged from the second exhaust outlet 32 ​​after noise reduction treatment.

[0055] Preferably, the second housing 33 serves as the main carrier for the sound-absorbing function, and together with the sound-absorbing cotton 35 inside, it forms a resistive sound-absorbing unit that can absorb mid-to-high frequency noise; while the liquid-cooled interlayer between the third housing 36 and the second housing 33 provides continuous and efficient cooling capacity under the premise of a compact overall structure, reducing the temperature of the outer wall of the muffler 3.

[0056] Furthermore, the integrated design of noise reduction and cooling allows the coolant to continuously remove heat, suppressing the accumulation of temperature inside the muffler 3. This protects materials such as the sound-absorbing cotton 35 from overheating and prevents them from failing, extending component lifespan and reducing heat radiation to surrounding parts in the engine compartment, thus alleviating engine compartment heat damage. The lower temperature also helps reduce the sound energy of the exhaust gas itself, assisting in reducing exhaust noise at the source, thereby optimizing the overall thermal management and NVH performance of the vehicle.

[0057] In some embodiments, the muffler 3 further includes a guide plate 37 disposed between the second housing 33 and the third housing 36, for guiding the flow path and distribution of the coolant within the interlayer channel. The directional arrangement of the guide plate 37 transforms the flow path of the coolant from disordered natural flow to controlled directional circulation. This avoids dead zones or short-circuit paths in the cooling medium within the interlayer of the first housing 151, ensuring that the coolant can achieve sufficient and uniform heat exchange with the entire surface of the high-temperature second housing 33. Through the rational layout of the guide plate 37, the coolant is guided to flow at a specific flow rate close to the outer wall of the second housing 33, increasing the effective heat exchange area and convective heat transfer coefficient. This improves the heat dissipation efficiency of the coolant for the high-temperature exhaust gas inside the muffler 3, prevents local overheating caused by uneven cooling, and ensures the uniformity of the overall temperature field and structural reliability of the muffler 3.

[0058] Furthermore, the introduction of the deflector 37 maximizes cooling efficiency within a limited space. By optimizing the flow field distribution, it significantly enhances the heat dissipation capacity of the entire liquid cooling system with a simple structure, thereby more effectively controlling the wall temperature of the muffler 3, reducing heat radiation to the surrounding environment, improving the thermal stability and durability of materials such as the sound-absorbing cotton 35 inside the muffler 3, and strengthening the thermal management level and long-term operational reliability of the integrated exhaust system.

[0059] In some embodiments, the muffler 3 is further provided with a second partition 38, which has a plurality of second through holes 381. Through reasonable arrangement within the muffler cavity 34, the original single cavity is divided into multiple interconnected chambers. When exhaust gas sound waves pass through the second through holes 381 on the partition, they will expand, contract, and reflect due to abrupt changes in cross-section. During this process, some sound energy is converted into heat energy due to friction and eddy currents, thereby achieving effective attenuation of specific low-frequency noise.

[0060] Preferably, by arranging the second air inlet 31 and the second exhaust outlet 32 ​​on the outer peripheral walls corresponding to the different chambers divided by the second partition 38, the exhaust gas is forced to pass through multiple chambers and partitions sequentially instead of in a straight line inside the muffler 3. This design extends the propagation path and duration of the exhaust gas and its noise within the muffler cavity.

[0061] Furthermore, the multi-chamber series structure forms a composite silencing system. The combination of different chamber volume ratios and the diameter and number of through holes on the partition plate can synergistically suppress noise at different frequencies, thereby effectively widening the silencing frequency range and achieving more comprehensive coverage and reduction of engine broadband noise. This structure greatly improves the overall silencing performance and exhaust quality of muffler 3 within a limited space.

[0062] In some embodiments, the muffler 3 is provided with two second partitions 38, which sequentially divide the muffler cavity 34 into three continuous chambers: a first chamber 39 located between the two partitions, and a second chamber 40 and a third chamber 41 located on either side of the partitions.

[0063] Furthermore, the first cavity 39 is filled with sound-absorbing cotton 35 to form a resistive sound-absorbing unit that primarily absorbs sound. When airflow noise enters the cavity through the through-holes in the partition, the porous sound-absorbing cotton 35 inside can efficiently convert the mid-to-high frequency energy of the sound wave into heat energy through friction and adhesion, achieving targeted frequency attenuation.

[0064] Preferably, by opening the second air inlet 31 on the outer peripheral wall of the second cavity 40 and the second exhaust outlet 32 ​​on the outer peripheral wall of the third cavity 41, the entire exhaust path is designed to pass through all three cavities in sequence. This extends the propagation and action path of sound waves and prevents the phenomenon of exhaust gas being discharged directly without sufficient treatment.

[0065] In some embodiments, the muffler 3 further integrates a first air duct 42 and a second air duct 43 to construct an exhaust and noise reduction path. The two ends of the first air duct 42 are fixed to two second partitions 38, respectively. The first air duct 42 forms a structural channel connecting the second cavity 40 and the third cavity 41, with its middle section suspended within the first cavity 39 filled with noise-absorbing cotton 35. The second air duct 43 is formed by bending, penetrating the third cavity 41 and the second cavity 40, and is directly connected to the second exhaust port 32 via its second section 432 at its end.

[0066] In some embodiments, the first air duct 42 has a plurality of third through holes 421 on its middle section sidewall. In the main path from the second cavity 40 to the third cavity 41, some sound waves and airflow are radially leaked into the first cavity 39 through the third through holes 421, and come into full contact with the sound-absorbing cotton 35 therein, converting sound energy into heat energy, thereby achieving noise reduction during the airflow transmission process.

[0067] In some embodiments, the partial sidewalls of the first section 431 and the second section 432 are also located within the first cavity 39 and are provided with a fourth through hole 434. Before the exhaust gas is finally discharged, its sound waves have multiple opportunities to enter the sound-absorbing cotton 35 area through the fourth through hole 434 and be absorbed. The design of the bend tube 433 forces the airflow to change direction within the second cavity 40, prolonging the total residence time of the exhaust gas in the system, promoting a more thorough noise reduction process, and its smooth bend also helps to optimize the flow field, reduce eddy current generation, improve the noise reduction effect, and maintain a low exhaust back pressure.

[0068] Secondly, this application provides a vehicle including a body, an engine assembly, and an integrated exhaust system as described in the first aspect. The engine assembly is mounted on the vehicle body, and the first air intake 12 of the exhaust system is connected to the exhaust end of the engine assembly, forming a complete engine exhaust transmission path.

[0069] In some embodiments, the vehicle body serves as the basic structure of the entire vehicle, providing a stable mounting platform for the engine assembly and integrated exhaust system. The engine assembly, as the vehicle's power source, allows its exhaust gases to directly enter the front-mounted integrated exhaust system through the first air intake 12, achieving a short path connection from power generation to exhaust gas treatment.

[0070] Furthermore, the adoption of an integrated exhaust system allows components such as the muffler 3, which were originally scattered under the chassis, to be compactly arranged in the engine compartment along with the catalytic converter 1. This reduces the space occupied under the vehicle floor, freeing up more valuable space for key chassis components such as the power battery, fuel tank, and air suspension, directly improving the space utilization rate of the entire vehicle chassis and the flexibility of the overall layout design.

[0071] The integrated exhaust system solves the space problem, and its liquid-cooled structure and multi-stage muffler design also bring comprehensive performance improvements to the vehicle. The cooling mechanism reduces the external surface temperature of the exhaust system, alleviating the heat damage problem in the engine compartment; at the same time, the composite structure combining resistive and reactive noise reduction significantly improves the vehicle's NVH performance and enhances ride comfort.

[0072] 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 system, characterized in that, include: Catalyst (1), said catalyst (1) comprising: Air intake section (14), one end of which is a first air intake (12); Processing segment (15), said processing segment (15) includes: A first housing (151) is provided, one end of which is connected to the other end of the air intake section (14), and the other end of the first housing (151) is the first exhaust port (13). A treatment carrier is disposed inside the first housing (151) and is used to treat waste gas; The first connecting pipe (11) is disposed on the side peripheral wall of the first housing (151); The exhaust gas recirculation system (2) is connected to the catalyst (1) through the first connecting pipe (11); The muffler (3) includes a second housing (33), the interior of which is a silencing cavity (34); a second air inlet (31) is provided on the second housing (33), and the first exhaust port (13) is directly connected to the second air inlet (31).

2. The exhaust system according to claim 1, characterized in that, The first housing (151) is integrally formed. One end of the first housing (151) is the front housing (1511), the middle part is the variable diameter housing (1512), and the other end is the rear housing (1513). The processing carrier includes: A pre-stage carrier (152) is disposed within the pre-stage housing (1511); A rear carrier (153) is disposed within the rear housing (1513); The first connecting pipe (11) is connected to the variable diameter housing (1512).

3. The exhaust system according to claim 2, characterized in that, The catalyst (1) further includes a first partition (16), which is disposed inside the variable diameter housing (1512) near the pre-stage housing (1511); The first partition (16) is provided with a plurality of first through holes (161) for initial noise reduction.

4. The exhaust system according to claim 3, characterized in that, The first partition (16) includes: A central plate (162), wherein the central plate (162) is configured as a circular plate; Connecting wing (163), a plurality of connecting wings (163) are disposed on the edge of the circular plate, and gaps are provided between adjacent connecting wings (163).

5. The exhaust system according to claim 1, characterized in that, The silencer (3) also includes: Sound-absorbing cotton (35), wherein the sound-absorbing cotton (35) is disposed inside the sound-absorbing cavity (34); The third housing (36) is sleeved on the outer peripheral wall of the second housing (33); the third housing (36) is provided with a coolant inlet (361) and a coolant outlet (362), so that coolant enters between the second housing (33) and the third housing (36) through the coolant inlet (361) and flows out through the coolant outlet (362); The second air inlet (31) and the second exhaust outlet (32) are provided on the side wall that runs through the second housing (33) and the third housing (36), so that the exhaust gas enters the silencer cavity (34) from the second air inlet (31) and is discharged from the second exhaust outlet (32).

6. The exhaust system according to claim 5, characterized in that, It also includes a guide plate (37), which is disposed between the second housing (33) and the third housing (36) to guide the flow of coolant.

7. The exhaust system according to claim 5, characterized in that, It also includes a second partition (38), which has a plurality of second through holes (381); The second partition (38) is disposed inside the silencing cavity (34) and divides the silencing cavity (34) into multiple cavities; The second air inlet (31) and the second exhaust outlet (32) are respectively opened on the outer peripheral wall of the corresponding cavity.

8. The exhaust system according to claim 7, characterized in that, There are two second partitions (38), and the cavity between the two second partitions (38) is the first cavity (39). The cavities on both sides of the first cavity (39) are the second cavity (40) and the third cavity (41), respectively. The sound-absorbing cotton (35) is disposed in the first cavity (39), and the second air inlet (31) and the second exhaust outlet (32) are respectively opened on the outer peripheral walls of the second cavity (40) and the third cavity (41).

9. The exhaust system according to claim 8, characterized in that, Also includes: The first air guide tube (42) has several third through holes (421) on the side wall of the middle section of the first air guide tube (42); the two ends of the first air guide tube (42) are set on two second partitions (38) for connecting the second cavity (40) and the third cavity (41); the middle section of the first air guide tube (42) is located in the first cavity (39); The second air guide tube (43), which is bent into shape, includes: The first segment (431) has one end located inside the third cavity (41); The second segment (432) has one end extending from the third cavity (41) to and connecting to the second exhaust port (32); A bent tube (433) is located inside the second cavity (40), and the first section (431) and the second section (432) are connected through the bent tube (433); The partial sidewalls of the first segment (431) and the second segment (432) are located inside the first cavity (39), and a plurality of fourth through holes (434) are provided on the partial sidewalls.

10. A vehicle, characterized in that, include: Body; An engine assembly, which is mounted on the vehicle body; And the exhaust system as described in any one of claims 1 to 9, wherein the first air intake (12) is connected to the engine assembly.

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