Auxiliary muffler, exhaust system assembly, and vehicle

Abstract

The application provides a kind of auxiliary muffler, exhaust system assembly and vehicle, belong to vehicle exhaust system technical field, including shell, intermediate pipe, intake pipe and outlet pipe;The shell gradually narrows along the first direction, and its inner cavity is sequentially separated into first sound cavity, second sound cavity and third sound cavity along the first direction, and the second sound cavity and the third sound cavity are partially communicated;The intermediate pipe passes through the second sound cavity along the first direction and communicates the first sound cavity and the third sound cavity;The outlet pipe passes through the second sound cavity and the third sound cavity in turn from the first sound cavity along the first direction and penetrates out of the shell;The intake pipe penetrates into the shell along the second direction and extends into the second sound cavity in the first sound cavity;Wherein, the second direction intersects with the first direction and matches the angle between the two adjacent side walls of the battery pack.The auxiliary muffler provided by the application is arranged in the corner area of the battery pack by adopting the structure form of gradually narrowing along the first direction, which can reduce the space occupation to the greatest extent, and is beneficial to the capacity improvement of the battery pack.

Description

Technical Field

[0001] This application belongs to the field of vehicle exhaust system technology, and more specifically, relates to a secondary muffler, an exhaust system assembly, and a vehicle. Background Technology

[0002] Currently, the market places great emphasis on the pure electric range of hybrid vehicles, which necessitates continuous increases in battery capacity for hybrid models. The most direct manifestation of increased battery capacity is the increase in the size of the battery pack, which places higher demands on the optimized layout of the vehicle chassis.

[0003] Current hybrid vehicle chassis technology requires coordinating the layout of the engine, electric motor, exhaust system, fuel tank, subframe, and battery pack within a limited space. Because the engine in a hybrid vehicle needs to be front-mounted, and the battery pack and fuel tank are located between the subframe and the engine, the exhaust system needs to pass through the side of the battery pack. Considering the limitations of the fuel tank and subframe, the secondary muffler of the exhaust system can only be placed on the side of the battery pack. This arrangement occupies the lateral space of the battery pack, meaning that increasing the battery capacity can only be achieved by thickening the battery pack. However, this sacrifices ground clearance and the flatness of the rear floor, affecting the vehicle's passability and rear passenger comfort. Utility Model Content

[0004] The purpose of this application is to provide a secondary muffler that reduces the space occupied by the secondary muffler in the battery pack layout, thereby increasing the battery pack capacity while taking into account vehicle passability and rear passenger comfort.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In the first aspect, the embodiments of this application provide a secondary muffler, including a housing, an intermediate tube, an air inlet tube, and an air outlet tube; the housing gradually narrows along a first direction, and its inner cavity is sequentially divided into a first acoustic cavity, a second acoustic cavity, and a third acoustic cavity along the first direction, the second acoustic cavity and the third acoustic cavity are partially connected, and the third acoustic cavity and the first acoustic cavity are connected; The exhaust pipe passes through the first acoustic cavity, the second acoustic cavity, and the third acoustic cavity in sequence along the first direction and exits the housing; the intake pipe passes through the housing along the second direction and extends into the second acoustic cavity from the first acoustic cavity; wherein the second direction intersects with the first direction and matches the included angle of two adjacent sidewalls of the battery pack.

[0006] The beneficial effect of the auxiliary muffler provided in this application embodiment is that, compared with the prior art, the auxiliary muffler provided in this application embodiment has its housing cavity divided into a first acoustic cavity, a second acoustic cavity and a third acoustic cavity in sequence along a first direction. The airflow passes through the second acoustic cavity, the third acoustic cavity and the first acoustic cavity and the exhaust pipe in sequence from the air inlet pipe and is discharged from the housing. During this process, the sound wave energy is continuously consumed due to the changes in space and direction, thereby ensuring the muffler effect.

[0007] Since the intake pipe enters the housing and passes through the first acoustic cavity into the second acoustic cavity, while the exhaust pipe passes through the third acoustic cavity and the second acoustic cavity before extending into the first acoustic cavity, the first acoustic cavity needs to accommodate the space requirements for arranging at least two pipes and the curved part of the intake pipe. The third acoustic cavity only needs to accommodate the space requirements for arranging one pipe. Based on this, the housing can adopt a structure that gradually narrows along the first direction. At the same time, with the exhaust pipe extending outside the housing along the first direction and the intake pipe extending outside the housing along the second direction, the housing can be arranged in one of the corner areas of the battery pack by utilizing the angles that match the first and second directions with the adjacent side walls of the battery pack. This can minimize the space occupied by the housing in the battery pack layout, thereby increasing the battery pack capacity without increasing the battery pack thickness. Therefore, the pure electric range of the vehicle can be improved without sacrificing the chassis ground clearance and the flatness of the rear floor.

[0008] In conjunction with the first aspect, in one possible implementation, the portion of the housing located between the inlet pipe and the outlet pipe forms an oblique shell wall, and the housing gradually narrows along a first direction and gradually widens along a second direction based on the oblique shell wall.

[0009] In the above technical solution, the part of the housing located between the air inlet pipe and the air outlet pipe is set as an inclined shell wall that is inclined relative to the first direction and the second direction. This allows the housing to form a triangular or approximately triangular structure that gradually narrows in the first direction and gradually widens in the second direction. This allows the inclined shell wall to provide clearance space for the battery pack when the housing is arranged in the corner area of ​​the battery pack, which is beneficial to increasing the capacity of the battery pack without increasing its thickness.

[0010] In some embodiments, a transverse shell wall is formed on the side of the shell opposite to the oblique shell wall along a first direction, and a longitudinal shell wall is formed on the side of the shell opposite to the oblique shell wall along a second direction; wherein the transverse shell wall is parallel to the second direction, and the longitudinal shell wall is parallel to the first direction.

[0011] In the above technical solution, the longitudinal shell wall parallel to the first direction and the transverse shell wall parallel to the second direction together with the oblique shell wall form a triangular or approximately triangular outline shape. This can ensure the neatness of other boundaries of the shell when the oblique shell wall is arranged towards the corner of the battery pack, especially avoiding protruding interference between the parts opposite to the oblique shell wall and the surrounding parts, thereby reducing the layout difficulty of the shell.

[0012] For example, a first partition and a second partition are provided at intervals along a first direction between the inclined shell wall and the longitudinal shell wall inside the shell. The inner cavity is divided into a first acoustic cavity, a second acoustic cavity, and a third acoustic cavity based on the first partition and the second partition. The third acoustic cavity and the first acoustic cavity are connected by an intermediate tube passing through the first partition and the second partition. The air inlet pipe, the intermediate tube, and the air outlet pipe are fixed to the first partition in sequence along the second direction. The intermediate tube and the air outlet pipe are fixed to the second partition in sequence along the second direction. The second partition is provided with a vent hole for connecting the second acoustic cavity and the third acoustic cavity.

[0013] In the above technical solution, the shell is divided into three acoustic chambers by the first and second partitions in its inner cavity. After the sound wave enters the second acoustic chamber through the air inlet pipe, it is repeatedly refracted and collided between the first and second partitions to consume energy. When it reaches the vent, it enters the third acoustic chamber. Then, it continues to collide and refract on the wall of the third acoustic chamber to consume energy and enters the middle tube. It then collides and refracts on the wall of the middle tube to consume energy and enters the first acoustic chamber. After colliding and refracting on the wall of the first acoustic chamber to consume energy, it enters the air outlet pipe. In this way, the sound wave energy is consumed through continuous collision and refraction to ensure the noise reduction effect.

[0014] In some embodiments, considering the spatial structure of the housing cavity gradually narrowing along the first direction, and in conjunction with the spacing between the first and second partitions and the space occupied by each tube, a design is formed in which the volumes of the second acoustic cavity, the third acoustic cavity, and the first acoustic cavity increase sequentially. This allows the sound pressure level to continuously decrease as the sound waves enter the third acoustic cavity from the second acoustic cavity and the first acoustic cavity from the third acoustic cavity, due to the increase in space, thereby promoting the improvement of the noise reduction effect.

[0015] For example, the intake pipe bends within the first acoustic cavity to form an oblique exhaust section, which extends into the second acoustic cavity through the first partition along the oblique shell wall.

[0016] In the above technical solution, after the intake pipe enters the first acoustic cavity along the second direction, it is bent using the sufficient space inside the first acoustic cavity to form an oblique exhaust section parallel to the oblique shell wall. This allows the oblique exhaust section to pass through the first partition along the oblique shell wall and connect with the second acoustic cavity, thereby enabling the intake pipe to intake into the second acoustic cavity. At the same time, the bent part of the intake pipe in the first acoustic cavity allows the sound waves to undergo more collisions, refractions, and energy dissipation within the intake pipe, thereby improving the noise reduction effect.

[0017] For example, the vent and the exhaust pipe are located on both sides of the intermediate pipe in the second direction, and the vent is aligned with the oblique exhaust section.

[0018] In the above technical solution, the vent is arranged on the side of the middle tube away from the exhaust pipe on the second partition. On the one hand, it can make full use of the space between the middle tube and the inclined shell wall, and on the other hand, it can align the vent with the inclined exhaust section, thereby ensuring the smooth flow of air into the third acoustic cavity and avoiding the phenomenon of airflow blockage in the second acoustic cavity due to misalignment of the vent and the inclined exhaust section, thus ensuring the smooth exhaust.

[0019] In conjunction with the first aspect, in one possible implementation, the intermediate tube is provided with a plurality of first sound transmission holes on its tube wall located inside the second acoustic cavity, and the second acoustic cavity transmits sound waves to the intermediate tube based on the first sound transmission holes.

[0020] In the above technical solution, by setting the first sound transmission hole, a portion of the sound waves from the second sound cavity can pass through the first sound transmission hole into the middle tube, thereby interfering with the sound waves passing through the third sound cavity into the middle tube and consuming energy, thus improving the noise reduction effect.

[0021] In some embodiments, the exhaust pipe is provided with a plurality of second sound transmission holes on the pipe wall inside the third acoustic cavity, and the third acoustic cavity transmits sound waves to the exhaust pipe based on the second sound transmission holes.

[0022] In the above technical solution, part of the third acoustic cavity can enter the air outlet pipe through the second sound transmission hole, and can interfere with the sound waves that pass through the first acoustic cavity into the air outlet pipe, thereby using sound wave interference to consume sound wave energy, which is beneficial to further improve the noise reduction effect.

[0023] Secondly, embodiments of this application also provide an exhaust system assembly, including the aforementioned auxiliary muffler; wherein the housing of the auxiliary muffler is arranged at the front side or rear side of the battery pack.

[0024] The beneficial effect of the exhaust system assembly provided in this application embodiment is that, compared with the prior art, the housing adopts a structure that gradually narrows along the first direction. At the same time, with the exhaust pipe extending outside the housing along the first direction and the intake pipe extending outside the housing along the second direction, the housing can be arranged in one of the corner areas of the battery pack by utilizing the angle matching the angle between the first direction and the second direction and the adjacent side wall of the battery pack. This can minimize the space occupied by the housing in the battery pack layout, thereby increasing the battery pack capacity without increasing the battery pack thickness. Therefore, the pure electric range of the vehicle can be improved without sacrificing the chassis ground clearance and the flatness of the rear floor.

[0025] Thirdly, embodiments of this application also provide a vehicle including an exhaust system assembly employing the aforementioned auxiliary muffler.

[0026] The beneficial effect of the vehicle provided in this application embodiment is that, compared with the prior art, the exhaust system assembly adopts the above-mentioned auxiliary muffler. The housing of the auxiliary muffler adopts a structure that gradually narrows along the first direction. At the same time, with the structure that the exhaust pipe extends outside the housing along the first direction and the intake pipe extends outside the housing along the second direction, the housing can be arranged in one of the corner areas of the battery pack by utilizing the angle matching the angle between the first direction and the second direction and the adjacent side wall of the battery pack. This can minimize the space occupied by the housing in the battery pack layout, thereby increasing the battery pack capacity without increasing the battery pack thickness. Therefore, the pure electric range of the vehicle can be improved without sacrificing the chassis ground clearance and the flatness of the rear floor. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the layout structure of the auxiliary muffler provided in an embodiment of this application; Figure 2 This is a schematic diagram of the internal structure of the auxiliary muffler provided in an embodiment of this application.

[0029] In the diagram: 10, housing; 101, first acoustic cavity; 102, second acoustic cavity; 103, third acoustic cavity; 11, oblique housing wall; 12, transverse housing wall; 13, longitudinal housing wall; 14, inlet pipe wall; 15, outlet pipe wall; 20, intermediate pipe; 21, first sound transmission hole; 30, intake pipe; 31, oblique exhaust section; 40, exhaust pipe; 41, second sound transmission hole; 50, first partition; 60, second partition; 61, vent; 70, battery pack; 80, fuel tank; 90, subframe. Detailed Implementation

[0030] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0031] It should be noted that when an element is referred to as being "set on" another element, it can be directly on the other element or indirectly on the other element. It should be understood that the terms "width," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and are not intended to 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.

[0032] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0033] It should be noted that the front-rear direction of the vehicle body as defined in the embodiments of this application refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body as defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body as defined refers to the up-down direction of the vehicle's forward direction during driving.

[0034] It should be noted that in existing technologies, hybrid vehicle chassis require the placement of numerous large components such as the engine, motor, fuel tank, subframe, and battery pack. The positions of these components, except for the battery pack, are largely fixed, and the battery pack's placement can only utilize the chassis space reserved for these other components.

[0035] Considering that the pure electric range of newly added hybrid vehicles in recent years has generally exceeded 200km, and the battery pack capacity of some models has exceeded 60kWh, this is in stark contrast to the battery pack capacity of the earlier 120-150km pure electric range. The trend of improving pure electric range stems from users' dual pursuit of "short-distance electricity economy" and "long-range safety," but high pure electric range means high-capacity and large-volume battery packs, which also poses a serious challenge to the space available for battery pack placement on the chassis.

[0036] In the current technological path, combined with Figure 1It is understood that the chassis of hybrid vehicles needs to coordinate the layout of the engine, electric motor, exhaust system, fuel tank 80, subframe 90 and battery pack 70 within a limited space. In particular, the exhaust system needs to pass through the side of the battery pack 70. The existing exhaust system's secondary muffler adopts a column structure. Due to the layout limitations of the fuel tank 80 and subframe 90, the secondary muffler can only be placed on the side of the battery pack 70, thus occupying the lateral space of the battery pack. In order to meet the high pure electric range, some models have to adopt a thicker battery pack solution for the large capacity battery pack. At the same time, in order to ensure the ground clearance of the battery pack, it is necessary to raise the chassis or sacrifice the flatness of the second row floor, thus affecting the riding experience.

[0037] Please refer to the following: Figure 1 and Figure 2 The present application will now describe the auxiliary muffler provided in response to the problems existing in the prior art. The auxiliary muffler includes a housing 10, an intermediate pipe 20, an air inlet pipe 30, and an air outlet pipe 40. The housing 10 gradually narrows along a first direction, and its inner cavity is sequentially divided into a first acoustic cavity 101, a second acoustic cavity 102, and a third acoustic cavity 103 along the first direction. The second acoustic cavity 102 and the third acoustic cavity 103 are partially connected, and the third acoustic cavity 103 is connected to the first acoustic cavity 101. The air outlet pipe 40 passes through the first acoustic cavity 101, the second acoustic cavity 102, and the third acoustic cavity 103 along the first direction and exits the housing 10. The air inlet pipe 30 enters the housing 10 along a second direction and extends into the second acoustic cavity 102 from the first acoustic cavity 101. The second direction intersects the first direction and matches the angle between two adjacent sidewalls of the battery pack 70.

[0038] It should be noted that in this embodiment, the first direction and the second direction are two intersecting directions based on the shape of the battery pack 70. Considering that a rectangular structure is the optimal solution for the battery pack 70, the first direction and the second direction can be perpendicularly intersecting in a way that matches the included angle between two adjacent sidewalls of the battery pack 70. Of course, it is not limited to the two directions being perpendicularly intersecting; they can be adjusted according to the actual shape of the battery pack 70 to form a layout in which the air inlet pipe 30 and the air outlet pipe 40 can extend along two adjacent sidewalls of the battery pack 70, respectively.

[0039] Based on the above, the housing 10 of the auxiliary muffler can be arranged in one of the corner areas of the left front, right front, left rear, or right rear of the battery pack 70. By utilizing the gradually narrowing shape of the housing 10 along the first direction, it maximizes the space avoidance for the battery pack 70, thereby ensuring that only the width of the air supply pipe 40 needs to be reserved on the side of the battery pack 70. This can increase the lateral layout space of the battery pack 70 compared to the prior art, allowing the battery pack 70 to expand its capacity without increasing its thickness, without sacrificing the chassis ground clearance and the flatness of the rear floor of the vehicle. This achieves the goal of increasing the capacity of the battery pack 70 while taking into account the vehicle's passability and the rear passenger experience.

[0040] Compared with the prior art, the auxiliary silencer provided in this application embodiment has the inner cavity of the housing 10 sequentially divided into a first acoustic cavity 101, a second acoustic cavity 102 and a third acoustic cavity 103 along a first direction. The airflow passes through the second acoustic cavity 102, the third acoustic cavity 103, the first acoustic cavity 101 and the exhaust pipe 40 through the air inlet pipe 30 and is discharged from the housing 10. During this process, the sound wave energy is continuously consumed due to changes in space and direction, thereby ensuring the noise reduction effect.

[0041] Since the intake pipe 30 enters the housing 10 and then passes through the first acoustic cavity 101 into the second acoustic cavity 102, and the exhaust pipe 40 passes through the third acoustic cavity 103 and the second acoustic cavity 102 before extending into the first acoustic cavity 101, the first acoustic cavity 101 needs to accommodate the space requirements for at least two pipes (the first acoustic cavity 101 and the third acoustic cavity 103 can be connected by the intermediate pipe 20 passing through the second acoustic cavity 102, which requires the intermediate pipe 20 to pass through both ends of the second acoustic cavity 102 and extend into the first acoustic cavity 101 and the third acoustic cavity 103 respectively, thus requiring three pipe positions in the first acoustic cavity) and the curved section of the intake pipe 30. The third acoustic cavity 103 only needs to accommodate two pipes (the exhaust pipe 40 and the intermediate pipe 20). Based on the space requirements, the housing 10 can adopt a structure that gradually narrows along the first direction. At the same time, with the exhaust pipe 40 extending outside the housing 10 along the first direction and the intake pipe 30 extending outside the housing 10 along the second direction, the housing 10 can be placed in one of the corner areas of the battery pack 70 by utilizing the angles that match the angles between the first and second directions and the adjacent side walls of the battery pack 70. This can minimize the space occupied by the housing 10 in the layout of the battery pack 70, thereby increasing the capacity of the battery pack 70 without increasing its thickness. Therefore, the pure electric range of the vehicle can be improved without sacrificing the chassis ground clearance and the flatness of the rear floor.

[0042] In some embodiments, the housing 10 may be as follows: Figure 2 The structure shown is such that the portion of the housing 10 located between the air inlet pipe 30 and the air outlet pipe 40 forms an inclined shell wall 11, and the housing 10 gradually narrows along a first direction and gradually widens along a second direction based on the inclined shell wall 11.

[0043] The portion of the housing 10 located between the air inlet pipe 30 and the air outlet pipe 40 is configured with an inclined housing wall 11 that is tilted relative to the first direction and the second direction. This allows the housing 10 to form a triangular or approximately triangular structure that gradually narrows in the first direction and gradually widens in the second direction. This allows the inclined housing wall 11 to provide clearance space for the battery pack 70 when the housing 10 is arranged in the corner area of ​​the battery pack 70, which is beneficial for increasing the capacity of the battery pack 70 without increasing its thickness.

[0044] It should be noted that, in combination Figure 1 and Figure 2 Understandably, in this embodiment, the shell 10 forms a transverse shell wall 12 on the side opposite to the oblique shell wall 11 along the first direction, and a longitudinal shell wall 13 on the side opposite to the oblique shell wall 11 along the second direction; wherein, the transverse shell wall 12 is parallel to the second direction, and the longitudinal shell wall 13 is parallel to the first direction.

[0045] The longitudinal shell wall 13 parallel to the first direction and the transverse shell wall 12 parallel to the second direction together with the oblique shell wall 11 form a triangular or approximately triangular outline. This ensures the neatness of other boundaries of the shell 10 when the oblique shell wall 11 is positioned towards the corner of the battery pack 70, and in particular, avoids protruding interference between the parts opposite to the oblique shell wall 11 and the surrounding parts, thereby reducing the layout difficulty of the shell 10.

[0046] Based on the above, such as Figure 2 As shown, the transverse shell wall 12 and the oblique shell wall 11 are connected by an inlet pipe wall surface 14 parallel to the longitudinal shell wall 13, and the longitudinal shell wall 13 and the oblique shell wall 11 are connected by an outlet pipe wall surface 15 parallel to the transverse shell wall 12. Thus, the intake pipe 30 can vertically pass through the inlet pipe wall surface 14 to enter the first acoustic cavity 101, and the outlet pipe 40 can vertically pass through the outlet pipe wall surface 15 to pass through the third acoustic cavity 103. This improves the reliability of the connection between the intake pipe 30 and the outlet pipe 40 and the shell 10. More importantly, compared to the structure where both the transverse shell wall 12 and the longitudinal shell wall 13 are directly connected to the oblique shell wall 11, the inlet pipe wall surface 14 increases the volume of the first acoustic cavity 101, and the outlet pipe wall surface 15 increases the volume of the third acoustic cavity 103, thereby ensuring the noise reduction effect of the auxiliary silencer.

[0047] For some possible implementations, please refer to [link / reference]. Figure 2 The shell 10 has a first partition 50 and a second partition 60 spaced apart along a first direction between the inclined shell wall 11 and the longitudinal shell wall 13. The inner cavity is divided into a first acoustic cavity 101, a second acoustic cavity 102 and a third acoustic cavity 103 based on the first partition 50 and the second partition 60. The third acoustic cavity 103 and the first acoustic cavity 101 are connected by an intermediate pipe 20 passing through the first partition 50 and the second partition 60. The air inlet pipe 30, the intermediate pipe 20 and the air outlet pipe 40 are fixed to the first partition 50 in sequence along a second direction. The intermediate pipe 20 and the air outlet pipe 40 are fixed to the second partition 60 in sequence along a second direction. The second partition 60 is provided with a vent 61 for connecting the second acoustic cavity 102 and the third acoustic cavity 103.

[0048] The housing 10 is divided into three acoustic chambers by the first partition 50 and the second partition 60 in its inner cavity. The sound wave enters the second acoustic chamber 102 through the air inlet pipe 30 and is repeatedly refracted and collided between the first partition 50 and the second partition 60 to consume energy. When it reaches the vent 61, it enters the third acoustic chamber 103. Then, it continues to collide and refract on the wall of the third acoustic chamber 103 to consume energy and enters the intermediate pipe 20. It continues to collide and consume energy on the wall of the intermediate pipe 20 and enters the first acoustic chamber 101. After colliding and refracting on the wall of the first acoustic chamber 101 to consume energy, it enters the air outlet pipe 40. In this way, the sound wave energy is consumed through continuous collision and refraction to ensure the sound absorption effect.

[0049] like Figure 2 As shown, both the first partition 50 and the second partition 60 have bends, and based on their respective bends, they form a first bend that is perpendicular to the longitudinal shell wall 13 and a second bend that is perpendicular to the oblique shell wall 11. This allows the intake pipe 30 to be bent and then vertically fixed to the second bend of the first partition 50, while the intermediate pipe 20 and the exhaust pipe 40 can both be vertically inserted and fixed to the first bends of the first partition 50 and the second partition 60, thereby improving the reliability of the fixation of the intake pipe 30, the intermediate pipe 20, and the exhaust pipe 40 inside the shell 10.

[0050] It should be noted that, considering the spatial structure of the inner cavity of the housing 10 gradually narrowing along the first direction, and in conjunction with the arrangement of the first partition 50 and the second partition 60 within the housing 10, as well as the space occupied by each air cavity by each tube, the design of the volume of the second acoustic cavity 102, the third acoustic cavity 103, and the first acoustic cavity 101 increasing sequentially is formed by taking into account the above factors. This allows the sound pressure level to continuously decrease when the sound wave enters the third acoustic cavity 103 from the second acoustic cavity 102 and enters the first acoustic cavity 101 from the third acoustic cavity 103, thereby promoting the improvement of the noise reduction effect.

[0051] In some embodiments, the intake pipe 30 described above adopts, for example... Figure 2 The structure shown is as follows. The intake pipe 30 is bent within the first acoustic cavity 101 to form an oblique exhaust section 31, which extends along the oblique shell wall 11 through the first partition 50 and into the second acoustic cavity 102.

[0052] After the intake pipe 30 enters the first acoustic cavity 101 along the second direction, it is bent by the sufficient space in the first acoustic cavity 101 to form an oblique exhaust section 31 parallel to the oblique shell wall 11. Thus, the oblique exhaust section 31 can pass through the first partition 50 along the oblique shell wall 11 and communicate with the second acoustic cavity 102, thereby realizing the intake of air from the intake pipe 30 into the second acoustic cavity 102. At the same time, the bent part of the intake pipe 30 in the first acoustic cavity 101 can make the sound waves have more collisions, refractions and energy dissipation in the intake pipe 30, thereby improving the noise reduction effect.

[0053] Specifically, such as Figure 2 As shown, the vent 61 and the exhaust pipe 40 are respectively placed on both sides of the intermediate pipe 20 in the second direction, and the vent 61 is aligned with the oblique exhaust section 31.

[0054] The vent 61 is arranged on the side of the intermediate tube 20 away from the exhaust pipe 40 on the second partition 60. On the one hand, it can make full use of the space between the intermediate tube 20 and the inclined shell wall 11. On the other hand, it can align the vent 61 with the inclined exhaust section 31, thereby ensuring the smooth flow of air into the third acoustic cavity 103 and avoiding the blockage of airflow in the second acoustic cavity 102 due to the misalignment of the vent 61 and the inclined exhaust section 31, thus ensuring the smooth exhaust.

[0055] For example, such as Figure 2 As shown, the intermediate tube 20 located inside the second acoustic cavity 102 has a plurality of first sound transmission holes 21 on its tube wall, and the second acoustic cavity 102 transmits sound waves to the intermediate tube 20 based on the first sound transmission holes 21.

[0056] By setting the first sound transmission hole 21, a portion of the sound waves from the second sound cavity 102 can pass through the first sound transmission hole 21 into the intermediate tube 20, thereby interfering with the sound waves passing through the third sound cavity 103 into the intermediate tube 20 and consuming energy, thus improving the noise reduction effect.

[0057] For example, please refer to Figure 2 The exhaust pipe 40 is located inside the third acoustic cavity 103 and has several second sound transmission holes 41 on its pipe wall. The third acoustic cavity 103 transmits sound waves to the exhaust pipe 40 based on the second sound transmission holes 41.

[0058] Part of the third acoustic cavity 103 can enter the air outlet 40 through the second sound transmission hole 41, and can interfere with the sound waves that pass through the first acoustic cavity 101 into the air outlet 40, thereby consuming the sound wave energy by using sound wave interference, which is beneficial to further improve the noise reduction effect.

[0059] Based on the above, combined with Figure 2 Understandably, the working process of the auxiliary muffler provided in this application embodiment is as follows: As the airflow sound waves change direction in the intake pipe 30 towards the oblique exhaust section 31, the sound waves collide and refract on the inner wall of the intake pipe 30, dissipating the sound wave energy. When the sound waves enter the second air chamber from the intake pipe 30, the increased space causes the sound wave energy to disperse, thus reducing the sound pressure level. At the same time, the sound waves collide and refract on the cavity wall of the second air chamber, resulting in noise reduction. After the sound waves pass through the second air chamber and enter the third air chamber through the vent 61, the increased space further reduces the sound pressure level. Simultaneously, the sound waves collide and refract on the cavity wall of the third air chamber, further dissipating the energy and achieving noise reduction. The sound waves pass through the third air chamber through the intermediate pipe 20. During the process of sound waves entering the first acoustic cavity 101, some sound waves from the second air cavity pass through the first sound transmission hole 21 into the intermediate tube 20 and interfere with it, further enhancing the sound attenuation effect. Simultaneously, the sound waves entering the first air cavity also experience further energy dispersion due to the increased space, thus lowering the sound pressure level again. Furthermore, the sound waves repeatedly collide and refract within the first acoustic cavity 101 with the cavity walls, dissipating their energy before finally entering the exhaust pipe 40. Similarly, some sound waves from the third acoustic cavity 103 pass through the second sound transmission hole 41 into the exhaust pipe 40, interfering with the sound waves from the first acoustic cavity 101 entering the exhaust pipe 40, further reducing their energy. Through these multiple processes of sound wave energy dispersion, collision refraction, and interference dissipation, the final sound attenuation technical target is achieved.

[0060] Based on the same inventive concept, combined with Figure 1 and Figure 2 It is understood that this application embodiment also provides an exhaust system assembly, including the above-mentioned auxiliary muffler; wherein, the housing 10 of the auxiliary muffler is arranged at the front side or rear side of the battery pack 70.

[0061] Compared with the prior art, the exhaust system assembly provided in this application embodiment adopts a structure in which the housing 10 gradually narrows along a first direction. Simultaneously, with the exhaust pipe 40 extending outside the housing 10 along the first direction and the intake pipe 30 extending outside the housing 10 along a second direction, the housing 10 can be positioned in one of the corner areas of the battery pack 70 by utilizing the angles matching the angles between the first and second directions and the adjacent side walls of the battery pack 70. This minimizes the space occupied by the housing 10 in the battery pack 70 layout, thereby increasing the battery pack 70 capacity without increasing its thickness. Therefore, it can improve the vehicle's pure electric range without sacrificing chassis ground clearance and the flatness of the rear floor.

[0062] Based on the same inventive concept, this application also provides a vehicle including the above-described exhaust system assembly.

[0063] Compared with the prior art, the vehicle provided in this application embodiment has a housing 10 that gradually narrows along the first direction. At the same time, with the air outlet 40 extending outside the housing 10 along the first direction and the air intake 30 extending outside the housing 10 along the second direction, the housing 10 can be arranged in one of the corner areas of the battery pack 70 by utilizing the angle matching the angle between the first direction and the second direction and the adjacent side wall of the battery pack 70. This can minimize the space occupied by the housing 10 on the layout of the battery pack 70, thereby increasing the capacity of the battery pack 70 without increasing the thickness of the battery pack 70. Therefore, the pure electric range of the vehicle can be improved without sacrificing the chassis ground clearance and the flatness of the rear floor.

[0064] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A secondary muffler, characterized in that, It includes a housing (10), an intermediate tube (20), an air inlet pipe (30), and an air outlet pipe (40); the housing (10) gradually narrows along a first direction, and its inner cavity is sequentially divided into a first acoustic cavity (101), a second acoustic cavity (102), and a third acoustic cavity (103) along the first direction, the second acoustic cavity (102) and the third acoustic cavity (103) being partially connected; the third acoustic cavity (103) and the first acoustic cavity (101) are connected; The exhaust pipe (40) passes sequentially from the first acoustic cavity (101) through the second acoustic cavity (102) and the third acoustic cavity (103) along the first direction and exits the housing (10); the intake pipe (30) passes into the housing (10) along the second direction and extends into the second acoustic cavity (102) from the first acoustic cavity (101); wherein the second direction intersects the first direction and matches the included angle of two adjacent sidewalls of the battery pack (70).

2. The auxiliary silencer as described in claim 1, characterized in that, The housing (10) has an inclined shell wall (11) at the part between the air inlet pipe (30) and the air outlet pipe (40). The housing (10) gradually narrows along the first direction and gradually widens along the second direction based on the inclined shell wall (11).

3. The auxiliary silencer as described in claim 2, characterized in that, The shell (10) forms a transverse shell wall (12) on the side opposite to the oblique shell wall (11) along the first direction, and forms a longitudinal shell wall (13) on the side opposite to the oblique shell wall (11) along the second direction; wherein the transverse shell wall (12) is parallel to the second direction, and the longitudinal shell wall (13) is parallel to the first direction.

4. The auxiliary silencer as described in claim 3, characterized in that, The housing (10) is provided with a first partition (50) and a second partition (60) spaced apart along the first direction between the inclined shell wall (11) and the longitudinal shell wall (13). The inner cavity is divided into a first acoustic cavity (101), a second acoustic cavity (102) and a third acoustic cavity (103) based on the first partition (50) and the second partition (60). The third acoustic cavity (103) and the first acoustic cavity (101) are connected by an intermediate tube passing through the first partition (50) and the second partition (60). The air inlet pipe (30), the intermediate pipe (20), and the air outlet pipe (40) are sequentially fixed to the first partition plate (50) along the second direction; the intermediate pipe (20) and the air outlet pipe (40) are sequentially fixed to the second partition plate (60) along the second direction; the second partition plate (60) is provided with a vent (61) for connecting the second acoustic cavity (102) and the third acoustic cavity (103).

5. The auxiliary silencer as described in claim 4, characterized in that, The intake pipe (30) bends within the first acoustic cavity (101) to form an oblique exhaust section (31), which extends along the oblique shell wall (11) through the first partition (50) into the second acoustic cavity (102).

6. The auxiliary silencer as described in claim 5, characterized in that, The vent (61) and the exhaust pipe (40) are located on both sides of the intermediate pipe (20) in the second direction, and the vent (61) is aligned with the oblique exhaust section (31).

7. The auxiliary silencer as described in any one of claims 1-6, characterized in that, The intermediate tube (20) is provided with a plurality of first sound transmission holes (21) on the tube wall inside the second acoustic cavity (102), and the second acoustic cavity (102) transmits sound waves to the intermediate tube (20) based on the first sound transmission holes (21).

8. The auxiliary silencer as described in any one of claims 1-6, characterized in that, The air outlet pipe (40) is provided with a plurality of second sound transmission holes (41) on the pipe wall inside the third acoustic cavity (103), and the third acoustic cavity (103) transmits sound waves to the air outlet pipe (40) based on the second sound transmission holes (41).

9. An exhaust system assembly, characterized in that, Includes a secondary muffler as described in any one of claims 1-8; wherein the housing (10) of the secondary muffler is arranged at the front or rear side of the battery pack (70).

10. A vehicle, characterized in that, Includes the exhaust system assembly as described in claim 9.

Images