Exhaust system and vehicle

Abstract

The application provides an exhaust system and a vehicle, and belongs to the technical field of tail gas emission. The exhaust system comprises a muffling shell, an air inlet pipe, a high-speed exhaust assembly and a low-speed exhaust assembly. The air inlet pipe is arranged on one side of a battery pack along a left-right direction, is suitable for the compact space layout of a new energy vehicle chassis, avoids the occupied area of the battery pack and peripheral pipelines, and solves the problem that two groups of air inlet pipes are difficult to arrange in a traditional new energy vehicle. The lengths of the plurality of high-speed exhaust pipes of the high-speed exhaust assembly are consistent, the lengths of the plurality of low-speed exhaust pipes of the low-speed exhaust assembly are consistent, and the airflow silencing frequencies in the plurality of high-speed exhaust pipes and the plurality of low-speed exhaust pipes can be kept uniform.

Description

Technical Field

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

[0002] The vehicle's exhaust system is a key component of the powertrain, its core function being to efficiently exhaust engine combustion gases. Through purification, noise reduction, and thermal management design, it meets environmental emission, driving comfort, and overall vehicle thermal safety requirements. For large-displacement multi-cylinder engines with four or more cylinders, their power is higher, and their exhaust noise energy is significantly greater than that of four-cylinder engines. To ensure the vehicle's NVH (noise, vibration, and harshness) performance, traditional large-displacement gasoline vehicles generally adopt a symmetrical, equal-length dual-exhaust-pipe layout: on the one hand, the symmetrical structure optimizes exhaust gas flow and reduces exhaust resistance, ensuring power performance and fuel economy; on the other hand, the dual independent muffler channels work together to attenuate exhaust noise. The layout space mainly relies on the pre-reserved channels under the chassis, which are coordinated with the surrounding pipelines and suspension components.

[0003] However, to meet range requirements, new energy vehicles need to lay large battery packs flat under the chassis, which directly occupies crucial space in traditional dual-exhaust systems. Simultaneously, the sides of the battery pack require the installation of high-voltage wiring harnesses, cooling pipes, and other pipelines, further compressing the usable space for the exhaust system and making it difficult to implement traditional symmetrical dual-exhaust layouts. Currently, most new energy vehicle exhaust systems are forced to adopt a single-sided, single-path structure. This structure not only has to fulfill the basic function of exhaust gas extraction but also needs to compensate for the noise reduction effect of the original dual-path system. This requires a stronger noise reduction structure to be integrated into the single-sided exhaust within a limited space, which can easily lead to increased exhaust resistance and reduced exhaust gas extraction efficiency. Furthermore, the design limitations of the noise reduction structure may prevent it from meeting the NVH requirements of high-end models. Uneven airflow distribution can also affect the purification effect of the aftertreatment device, ultimately hindering improvements in overall vehicle power performance, environmental performance, and ride comfort. Utility Model Content

[0004] The purpose of this application is to provide an exhaust system and vehicle that aims to solve the problem of the difficulty in installing traditional dual-exhaust systems in new energy vehicles.

[0005] In a first aspect, embodiments of this application provide an exhaust system, including: The sound-absorbing shell has multiple sound-absorbing cavities distributed along a first path, and the multiple sound-absorbing cavities are interconnected; An air intake pipe is arranged on one side of the battery pack in a left-right direction, and the air intake pipe is connected to one of the silencers. A high-speed exhaust assembly includes multiple high-speed exhaust pipes of uniform length, and an active valve corresponding to each of the high-speed exhaust pipes. Each high-speed exhaust pipe includes a high-speed intake section located within the muffler housing and a high-speed exhaust section located outside the muffler housing. A low-speed exhaust assembly includes multiple low-speed exhaust pipes of equal length. Each low-speed exhaust pipe includes a low-speed intake section located inside the muffler housing and a low-speed exhaust section located outside the muffler housing. The low-speed intake section is meanderingly arranged inside the muffler cavity. When the driving speed is below the threshold, the low-speed exhaust assembly operates and the high-speed exhaust assembly stops operating; when the driving speed is above or equal to the threshold, both the low-speed exhaust pipe and the high-speed exhaust pipe operate.

[0006] The beneficial effect of the exhaust system provided in this application is that, compared with the prior art, by arranging the intake pipe along the left and right direction on one side of the battery pack, it adapts to the compact space layout of the chassis of new energy vehicles, avoids the area occupied by the battery pack and surrounding pipelines, and solves the problem that it is difficult to arrange two sets of intake pipes in traditional new energy vehicles. The multiple high-speed exhaust pipes of the high-speed exhaust assembly have the same length, and the multiple low-speed exhaust pipes of the low-speed exhaust assembly have the same length, which can keep the airflow silencing frequency in the multiple high-speed exhaust pipes uniform, and keep the airflow silencing frequency in the multiple low-speed exhaust pipes uniform. At low speeds, only the low-speed exhaust assembly operates. Its meandering low-speed intake section, positioned within the muffler chamber, extends the exhaust path. Combined with the consistent length resulting in a uniform muffler frequency, this further enhances the muffler effect, effectively attenuating exhaust noise from large-displacement engines and meeting the stringent NVH requirements of high-end models. At high speeds, the high-speed exhaust assembly operates synchronously with the low-speed exhaust assembly. Multiple high-speed exhaust pipes of uniform length reduce exhaust resistance and ensure efficient exhaust gas removal to avoid power loss. The uniform muffler frequency, working in conjunction with the low-speed exhaust assembly, improves exhaust efficiency while maintaining stable noise reduction. Furthermore, the coordinated operation of the high-speed and low-speed exhaust assemblies balances airflow distribution. In addition, an active valve connected to the high-speed exhaust pipe controls its on / off state, adapting to different driving conditions. This integrates multiple functions—exhaust gas removal, efficient muffler operation, and condition adaptation—within a limited space.

[0007] In conjunction with the first aspect, in one possible implementation, the outlet end of the intake pipe, the intake end of at least one of the high-speed exhaust pipes, and the intake end of at least one of the low-speed exhaust pipes are connected to the same silencer cavity.

[0008] In the above technical solution, the configuration where the intake pipe, high-speed exhaust pipe, and low-speed exhaust pipe are connected to the same muffler cavity allows for a smoother airflow transition when switching between the high-speed and low-speed exhaust components during vehicle operation. This avoids airflow impact and sudden noise changes caused by the switching between the on and off states of the high-speed exhaust pipe, thus improving the stability of the vehicle's NVH performance. Although multiple muffler cavities are interconnected, the intake pipe, at least one high-speed exhaust pipe, and at least one low-speed exhaust pipe are connected to the same muffler cavity. This allows exhaust gas to quickly enter the low-speed and / or high-speed exhaust pipes, avoiding airflow turbulence caused by the dispersion of multiple cavities and reducing local pressure loss.

[0009] In conjunction with the first aspect, in one possible implementation, the high-speed air intake extends along the first path within the muffler housing to form a straight tubular structure.

[0010] In the aforementioned technical solution, the straight tubular structure of the high-speed intake section reduces the flow resistance of the exhaust airflow. Under high engine speed and high-speed driving conditions, in conjunction with the opening of the active valve, a large amount of exhaust gas can be quickly discharged, effectively reducing exhaust back pressure and preventing power performance loss due to poor exhaust flow, thus ensuring the power output efficiency of the large-displacement engine. At the same time, the straight tubular structure can also reduce airflow turbulence and impact within the pipe, reducing exhaust noise. Combined with the uniform silencing frequency resulting from the consistent length of the high-speed exhaust pipe, the overall NVH performance of the vehicle is further optimized.

[0011] In conjunction with the first aspect, in one possible implementation, the low-speed air intake includes at least one "U"-shaped bend that causes the low-speed air intake to meander within the muffler housing.

[0012] In the aforementioned technical solution, the "U"-shaped bend can lengthen the low-speed intake section within the limited space of the muffler housing. When the engine is in the low-speed range, the active valve is closed, and only the low-speed exhaust assembly operates. The extended low-speed intake section allows airflow to fully pass through the muffler cavity, effectively attenuating low-frequency exhaust noise in conjunction with the muffler structure within the cavity. This adapts to the noise characteristics of large-displacement engines under low-speed conditions, meeting the vehicle's NVH performance requirements. Furthermore, the bend can disrupt the flow state of the exhaust airflow, reducing high-frequency noise generated by airflow turbulence, which synergizes with low-frequency noise attenuation to achieve optimized noise control across the entire frequency range.

[0013] In conjunction with the first aspect, in one possible implementation, the exhaust system further includes a lifting assembly connected to the outside of the muffler housing, the lifting assembly comprising: A fixing member having a fixing groove is connected to the sound-absorbing shell, the sound-absorbing shell covering the opening of the fixing groove, thereby forming a fixing cavity between the fixing member and the sound-absorbing shell; and A lifting rod is connected to the fixing member and is used to connect to the vehicle body.

[0014] In the above technical solution, the fixed cavity can effectively buffer the transmission of vibration force between the vehicle body and the muffler shell, reducing the impact of vehicle body vibration on the muffler shell and internal pipelines during driving, and avoiding noise amplification caused by vibration. At the same time, the lifting rod is indirectly connected to the muffler shell through the fixing component, avoiding the direct connection of the lifting rod to the muffler shell. When the lifting rod bears the weight load of the vehicle body or the impact force during driving, the fixing component can disperse stress and buffer the force, effectively preventing the muffler shell from being damaged due to the direct transmission of force to it.

[0015] In conjunction with the first aspect, in one possible implementation, the exhaust system further includes a heat insulation plate disposed outside the muffler housing, the heat insulation plate being connected to the intake pipe for reducing the heat transfer efficiency between the intake pipe and surrounding components.

[0016] In the aforementioned technical solution, because the exhaust pipe operates at extremely high temperatures, the heat insulation plate can prevent the heat from the intake pipe from radiating and spreading to surrounding components. This avoids aging, deformation, or even damage to components such as the battery pack, high-voltage wiring harness, and cooling pipes due to high-temperature baking, and is suitable for the compact layout of new energy vehicle chassis where the battery pack and various pipelines are densely packed. The heat insulation plate can also reduce the formation of localized high-temperature areas on the chassis, preventing heat accumulation from placing an additional burden on the vehicle's thermal management system, further improving the operational safety and reliability of large-displacement new energy vehicles, and safeguarding the overall performance of the vehicle. In addition, the heat insulation plate can also reduce the direct impact of gravel and foreign objects on the intake pipe, reducing the risk of the exhaust pipe being scratched or deformed.

[0017] In conjunction with the first aspect, in one possible implementation, the heat insulation plate has a plurality of corrugated sections distributed along the axis of the air intake pipe, the corrugated sections being used to reduce wind noise generated by airflow impacting the air intake pipe during driving.

[0018] In the above technical solution, the corrugated design disperses airflow disturbances across the intake pipe surface during high-speed driving, reducing wind noise generated by direct airflow impact on the pipe body. Simultaneously, it reduces the direct force exerted on the intake pipe by external components, extending its service life. This solution integrates heat insulation and noise suppression functions without requiring additional chassis space or interfering with the exhaust gas discharge function of the intake pipe, making it suitable for the densely packed chassis environments of new energy vehicles.

[0019] In conjunction with the first aspect, in one possible implementation, the exhaust system further includes a fixing plate disposed within the muffler cavity, the fixing plate being connected to the muffler shell and used to fix the intake pipe.

[0020] In the above technical solution, the fixing plate can limit the displacement and sway of the intake pipe under engine vibration and airflow impact, preventing collision and friction between the intake pipe and the muffler shell, thus improving the stability of the intake pipe. Simultaneously, the fixing plate can reduce fatigue damage caused by long-term vibration of the intake pipe, improving the structural stability and service life of the intake pipe and the entire exhaust system. Furthermore, this fixing method makes full use of the internal space of the muffler cavity, without requiring additional external chassis layout space, adapting to the compact layout of new energy vehicle chassis occupied by battery packs and various pipelines, and without interfering with the airflow path and noise reduction function within the muffler cavity.

[0021] In conjunction with the first aspect, in one possible implementation, the exhaust system further includes a protective plate disposed outside the muffler housing, the protective plate reducing heat transfer between the muffler housing and the outside.

[0022] In the aforementioned technical solution, the protective plate can prevent the high temperature generated by the muffler shell during operation from radiating outwards, reducing heat transfer between the muffler shell and surrounding components. This prevents critical components such as the battery pack, high-voltage wiring harness, and cooling pipes from aging, deforming, or failing due to high-temperature baking, especially in the compact chassis layout of new energy vehicles. Simultaneously, the protective plate reduces the formation of localized high-temperature areas on the chassis, preventing heat accumulation from placing an additional burden on the vehicle's thermal management system, and requires no extra installation space. Furthermore, the protective plate reduces the direct impact of the external environment on the muffler shell, mitigating structural damage caused by gravel, foreign object impacts, or dust erosion, further improving the service life and operational reliability of the exhaust system.

[0023] Secondly, embodiments of this application also provide a vehicle including the exhaust system described above.

[0024] The beneficial effect of the vehicle provided in this application is that, compared with the prior art, it adopts the above-mentioned exhaust system. By arranging the intake pipes along the left and right direction on one side of the battery pack, it adapts to the compact space layout of the chassis of new energy vehicles, avoids the area occupied by the battery pack and surrounding pipelines, and solves the problem that it is difficult to arrange two sets of intake pipes in traditional new energy vehicles. The multiple high-speed exhaust pipes of the high-speed exhaust assembly have the same length, and the multiple low-speed exhaust pipes of the low-speed exhaust assembly have the same length, which can keep the airflow silencing frequency in the multiple high-speed exhaust pipes uniform and the airflow silencing frequency in the multiple low-speed exhaust pipes uniform. At low speeds, only the low-speed exhaust assembly operates. Its meandering low-speed intake section, positioned within the muffler chamber, extends the exhaust path. Combined with the consistent length resulting in a uniform muffler frequency, this further enhances the muffler effect, effectively attenuating exhaust noise from large-displacement engines and meeting the stringent NVH requirements of high-end models. At high speeds, the high-speed exhaust assembly operates synchronously with the low-speed exhaust assembly. Multiple high-speed exhaust pipes of uniform length reduce exhaust resistance and ensure efficient exhaust gas removal to avoid power loss. The uniform muffler frequency, working in conjunction with the low-speed exhaust assembly, improves exhaust efficiency while maintaining stable noise reduction. Furthermore, the coordinated operation of the high-speed and low-speed exhaust assemblies balances airflow distribution. In addition, an active valve connected to the high-speed exhaust pipe controls its on / off state, adapting to different driving conditions. This integrates multiple functions—exhaust gas removal, efficient muffler operation, and condition adaptation—within a limited space. Attached Figure Description

[0025] 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.

[0026] Figure 1 This is a schematic diagram of the exhaust system provided in an embodiment of this application; Figure 2 This is another structural schematic diagram of the exhaust system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the internal structure of the exhaust system provided in an embodiment of this application.

[0027] In the diagram: 1. Silencer housing; 101. Partition plate; 2. Intake pipe; 3. Low-speed exhaust pipe; 301. Low-speed intake section; 302. Low-speed exhaust section; 4. High-speed exhaust pipe; 401. High-speed intake section; 402. High-speed exhaust section; 5. Lifting assembly; 501. Fixing component; 502. Lifting rod; 5021. First lifting section; 5022. Second lifting section; 503. Buffer block; 6. Active valve; 7. Heat insulation plate; 701. Corrugated joint; 8. Protective plate; 9. Fixing plate. Detailed Implementation

[0028] 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.

[0029] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "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.

[0030] 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.

[0031] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0032] In addition, 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.

[0033] Please refer to the following: Figures 1 to 3 The exhaust system and vehicle provided in this application will now be described. The exhaust system includes a muffler housing 1, an intake pipe 2, a high-speed exhaust assembly, and a low-speed exhaust assembly. The muffler housing 1 has multiple muffler chambers distributed along a first path, and these chambers are interconnected. The intake pipe 2 is arranged on one side of the battery pack in a left-right direction and is connected to one of the muffler chambers. The high-speed exhaust assembly includes multiple high-speed exhaust pipes 4 of the same length, and also includes active valves 6 that correspond one-to-one with the high-speed exhaust pipes 4. Each high-speed exhaust pipe 4 includes a high-speed intake section 401 located inside the muffler housing 1 and a high-speed exhaust section 402 located outside the muffler housing 1. The low-speed exhaust assembly includes multiple low-speed exhaust pipes 3 of the same length. Each low-speed exhaust pipe 3 includes a low-speed intake section 301 located inside the muffler housing 1 and a low-speed exhaust section 302 located outside the muffler housing 1. The low-speed intake section 301 is meandering within the muffler chamber. When the driving speed is below a threshold, the low-speed exhaust assembly operates, and the high-speed exhaust assembly stops operating. When the driving speed is above or equal to the threshold, both the low-speed exhaust pipe 3 and the high-speed exhaust pipe 4 operate.

[0034] The exhaust system provided in this application, compared with the prior art, adapts to the compact space layout of the chassis of new energy vehicles by arranging the intake pipe 2 along the left and right direction on one side of the battery pack, avoiding the area occupied by the battery pack and surrounding pipelines, thus solving the problem that it is difficult to arrange two sets of intake pipes 2 in traditional new energy vehicles. The multiple high-speed exhaust pipes 4 of the high-speed exhaust assembly have the same length, and the multiple low-speed exhaust pipes 3 of the low-speed exhaust assembly have the same length, which ensures that the airflow silencing frequency in the multiple high-speed exhaust pipes 4 and the airflow silencing frequency in the multiple low-speed exhaust pipes 3 remain uniform. At low speeds, only the low-speed exhaust assembly operates. Its meandering low-speed intake section 301, positioned within the muffler cavity, extends the exhaust path. Combined with the consistent length resulting in a uniform muffler frequency, this further enhances the muffler effect, effectively attenuating the exhaust noise of large-displacement engines and meeting vehicle NVH requirements. At high speeds, the high-speed exhaust assembly operates synchronously with the low-speed exhaust assembly. Multiple high-speed exhaust pipes 4 of uniform length reduce exhaust resistance and ensure efficient exhaust gas removal to avoid power loss. The uniform muffler frequency, working in conjunction with the low-speed exhaust assembly, improves exhaust efficiency while maintaining stable noise reduction. Furthermore, the coordinated operation of the high-speed and low-speed exhaust assemblies balances airflow distribution. Additionally, the active valve 6 connected to the high-speed exhaust pipe 4 controls its on / off state, adapting to different driving conditions. Within a limited space, it integrates multiple functions such as exhaust gas removal, efficient muffler operation, and condition adaptation.

[0035] As a specific embodiment of the high-speed exhaust assembly and the low-speed exhaust assembly, multiple low-speed exhaust sections 302 are located on opposite sides of the muffler housing 1 along a first path, with the lengths of the multiple low-speed exhaust sections 302 on the same side being consistent. Similarly, multiple high-speed exhaust pipes are located on opposite sides of the muffler housing 1 along the first path, with the lengths of the multiple high-speed exhaust sections 402 on the same side being consistent. The consistency of the lengths of the high-speed exhaust sections 402 and the low-speed exhaust sections 302 on the same side ensures a uniform silencing frequency for the exhaust airflow on the corresponding sides, avoiding the dispersion of silencing frequencies due to length differences. This enhances the synergy of unilateral silencing, making the noise reduction effect more stable and uniform, further adapting to the noise attenuation requirements of large-displacement engines, and meeting the NVH performance requirements of vehicles.

[0036] It should be noted that, in this application, the intake pipe 2 is located on one side (left or right) of the battery pack, and the muffler housing 1 and the intake pipe 2 are located on the same side of the battery pack. The high-speed exhaust section 402 and the low-speed exhaust section 302, which are located on the same side of the battery pack as the intake pipe 2, extend directly along the front-rear direction of the vehicle. However, the high-speed exhaust section 402 and the low-speed exhaust section 302, located on the other side of the battery pack, need to first extend along the left-right direction to the other side of the vehicle, and then extend along the front-rear direction to the rear of the vehicle to achieve exhaust emission. Therefore, the lengths of the high-speed exhaust section 402 on opposite sides of the muffler housing 1 are inconsistent, and the lengths of the low-speed exhaust section 302 on opposite sides of the muffler housing 1 are inconsistent, which in turn leads to inconsistent lengths of the corresponding high-speed intake section 402 and low-speed intake section 302 on both sides of the muffler housing 1.

[0037] Optionally, the silencing shell 1 includes a shell and a partition plate 101 disposed within the shell, the partition plate 101 dividing the shell into multiple silencing cavities along a first path.

[0038] Optionally, there are two low-speed exhaust pipes 3 and two high-speed exhaust pipes 4.

[0039] Please see Figures 1 to 3 In some embodiments, the outlet end of the intake pipe 2, the intake end of at least one high-speed exhaust pipe 4, and the intake end of at least one low-speed exhaust pipe 3 are connected to the same silencer cavity.

[0040] The design of connecting the intake pipe 2, high-speed exhaust pipe 4, and low-speed exhaust pipe 3 within the same muffler cavity allows for a smoother airflow transition when switching between the high-speed and low-speed exhaust components during vehicle operation. This avoids airflow impacts and sudden noise changes caused by the switching of the high-speed exhaust pipe 4 between on and off states, thus improving the stability of the vehicle's NVH performance. Although multiple mufflers are interconnected, connecting the intake pipe 2, at least one high-speed exhaust pipe 4, and at least one low-speed exhaust pipe 3 within the same muffler cavity allows exhaust gases to quickly enter the low-speed exhaust pipe 3 and / or the high-speed exhaust pipe 4, avoiding airflow turbulence caused by the dispersion of multiple cavities and reducing local pressure loss.

[0041] It should be noted that although multiple silencers are interconnected, it takes time for airflow to flow into other silencers. Connecting the intake end of the high-speed exhaust pipe 4, the intake end of the low-speed exhaust pipe 3, and the exhaust end of the intake pipe 2 to the same silencer can avoid the problem of inconsistent silencer frequencies caused by the delay in airflow within the silencer.

[0042] Please see Figures 1 to 3 In some embodiments, the high-speed air intake 401 extends along a first path within the muffler housing 1, forming a straight tubular structure.

[0043] The straight tubular structure of the high-speed intake section 401 reduces the flow resistance of the exhaust airflow. Under high engine speed and high-speed driving conditions, in conjunction with the opening of the active valve 6, a large amount of exhaust gas can be quickly discharged, effectively reducing exhaust back pressure and preventing power loss due to poor exhaust flow, thus ensuring the power output efficiency of the large-displacement engine. At the same time, the straight tubular structure also reduces airflow turbulence and impact within the pipe, reducing exhaust noise. Combined with the uniform silencing frequency resulting from the consistent length of the high-speed exhaust pipe 4, the overall NVH performance of the vehicle is further optimized.

[0044] Please see Figures 1 to 3 In some embodiments, the low-speed air intake 301 includes at least one "U"-shaped curved section, which causes the low-speed air intake 301 to meander within the muffler housing 1.

[0045] The U-shaped bend extends the length of the low-speed intake section 301 within the limited space of the muffler housing 1. When the engine is in the low-speed range, the active valve 6 is closed, and only the low-speed exhaust assembly operates. The extended low-speed intake section 301 allows airflow to fully pass through the muffler cavity, working in conjunction with the muffler structure within the cavity to effectively attenuate low-frequency exhaust noise. This adapts to the noise characteristics of large-displacement engines under low-speed conditions, meeting the stringent NVH performance requirements of high-end models. Furthermore, the bend disrupts the exhaust airflow, reducing high-frequency noise generated by airflow turbulence, which synergizes with low-frequency noise attenuation to achieve optimized noise control across the entire frequency range.

[0046] Please see Figures 1 to 3 In some embodiments, the exhaust system also includes a hoisting assembly 5 connected to the outside of the muffler housing 1. The hoisting assembly 5 includes a fixing member 501 and a hoisting rod 502. The fixing member 501 has a fixing groove and is connected to the muffler housing 1. The muffler housing 1 covers the opening of the fixing groove, so that a fixing cavity is formed between the fixing member 501 and the muffler housing 1. The hoisting rod 502 is connected to the fixing member 501 and is used to connect to the vehicle body.

[0047] The fixed cavity effectively buffers the transmission of vibration force between the vehicle body and the muffler shell 1, reducing the impact of vehicle body vibration on the muffler shell 1 and internal pipelines during driving, and preventing noise amplification caused by vibration. At the same time, the lifting rod 502 is indirectly connected to the muffler shell 1 through the fixing member 501, avoiding direct connection between the lifting rod 502 and the muffler shell 1. When the lifting rod 502 bears the weight load of the vehicle body or the impact force during driving, the fixing member 501 can disperse stress and buffer the force, effectively preventing the muffler shell 1 from being directly transmitted to it and causing damage.

[0048] Optionally, the fastener 501 has a recessed mounting groove into the fixing cavity, and the lifting rod 502 is disposed in the mounting groove and fits against the fastener 501. The mounting groove increases the contact area between the lifting rod 502 and the fastener 501, improving the reliability and stability of the installation.

[0049] Optionally, the lifting rod 502 has a flat lifting section with lifting holes. Bolts are inserted into the lifting holes to connect to the vehicle body. Since most high-end vehicles are made of aluminum alloy, welding is difficult; therefore, the lifting section of the lifting rod 502 is designed as a flat structure to facilitate the creation of lifting holes.

[0050] Optionally, the lifting rod 502 includes a first lifting section 5021 and a second lifting section 5022, and the lifting assembly 5 also includes a buffer block 503. The first lifting section 5021 and the second lifting section 5022 are separate components and are respectively connected to the buffer block 503. The buffer block 503 can effectively reduce the vibration force between the vehicle body and the muffler shell 1. The buffer block 503 can be a rubber component.

[0051] Please see Figures 1 to 3 In some embodiments, the exhaust system also includes a heat insulation plate 7 disposed outside the muffler housing 1. The heat insulation plate 7 is connected to the intake pipe 2 and is used to reduce the heat transfer efficiency between the intake pipe 2 and surrounding components.

[0052] Because the exhaust pipe operates at extremely high temperatures, the heat shield 7 prevents heat from the intake pipe 2 from radiating and spreading to surrounding components. This avoids aging, deformation, or even damage to components such as the battery pack, high-voltage wiring harness, and cooling pipes due to high-temperature baking, and is suitable for the compact layout of new energy vehicle chassis where the battery pack and various pipelines are densely packed. The heat shield 7 also reduces the formation of localized high-temperature areas on the chassis, preventing heat accumulation from placing an additional burden on the vehicle's thermal management system, further improving the operational safety and reliability of large-displacement new energy vehicles, and safeguarding the overall performance of the vehicle. In addition, the heat shield 7 also reduces the direct impact of gravel and foreign objects on the intake pipe 2, lowering the risk of the exhaust pipe being scratched or deformed.

[0053] Please see Figures 1 to 3In some embodiments, in one possible implementation, the heat insulation plate 7 has a plurality of corrugated sections 701 distributed along the axis of the intake pipe 2, the corrugated sections 701 being used to reduce wind noise generated by airflow impacting the intake pipe 2 during driving.

[0054] The corrugated joint 701 disperses airflow disturbances across the surface of the intake pipe 2 during high-speed driving, reducing wind noise generated by direct airflow impact on the pipe body. It also reduces the direct force exerted on the intake pipe 2 by external components, extending its service life. This solution integrates heat insulation and noise suppression functions without occupying additional chassis space or interfering with the exhaust gas discharge function of the intake pipe 2, making it suitable for use in densely packed chassis configurations in new energy vehicles.

[0055] Please see Figures 1 to 3 In some embodiments, the exhaust system further includes a fixing plate 9 disposed in the muffler cavity, the fixing plate 9 being connected to the muffler shell 1 and used to fix the intake pipe 2.

[0056] The fixing plate 9 can limit the displacement and shaking of the intake pipe 2 under engine vibration and airflow impact, preventing the intake pipe 2 from colliding and rubbing against the muffler shell 1, thus improving the stability of the intake pipe 2. At the same time, the fixing plate 9 can also reduce fatigue damage caused by long-term vibration of the intake pipe 2, improving the structural stability and service life of the intake pipe 2 and the entire exhaust system. In addition, this fixing method makes full use of the internal space of the muffler cavity, without occupying additional chassis external layout area, adapting to the compact layout of new energy vehicle chassis occupied by battery packs and various pipelines, and does not interfere with the airflow path and muffler function within the muffler cavity.

[0057] Please see Figures 1 to 3 In some embodiments, the exhaust system also includes a protective plate 8 disposed outside the muffler housing 1, which reduces heat transfer between the muffler housing 1 and the outside.

[0058] The protective plate 8 prevents the high temperature generated by the muffler shell 1 during operation from radiating outwards, reducing heat transfer between the muffler shell 1 and surrounding components. This prevents critical components such as the battery pack, high-voltage wiring harness, and cooling pipes from aging, deforming, or failing due to high-temperature baking, especially in the compact chassis layout of new energy vehicles. Simultaneously, the protective plate 8 reduces the formation of localized high-temperature areas on the chassis, preventing heat accumulation from placing an additional burden on the vehicle's thermal management system, and requires minimal additional installation space. Furthermore, the protective plate 8 reduces the direct impact of the external environment on the muffler shell 1, minimizing structural damage caused by gravel, foreign object impacts, or dust erosion, further improving the service life and operational reliability of the exhaust system.

[0059] Optionally, the protective plate 8 is attached to the sound-absorbing shell 1 and has a clearance hole adapted to the air intake pipe 2.

[0060] Optionally, the protective plate 8 is attached to one side of the sound-absorbing shell 1.

[0061] Based on the same inventive concept, this application also provides a vehicle. The vehicle includes the exhaust system described above.

[0062] The vehicle provided by this utility model adopts the exhaust system described above. By arranging the intake pipe 2 along the left-right direction on one side of the battery pack, it adapts to the compact space layout of the new energy vehicle chassis, avoids the area occupied by the battery pack and surrounding pipelines, and solves the problem that it is difficult to arrange two sets of intake pipes 2 in traditional new energy vehicles. The multiple high-speed exhaust pipes 4 of the high-speed exhaust assembly have the same length, and the multiple low-speed exhaust pipes 3 of the low-speed exhaust assembly have the same length, which can keep the airflow silencing frequency in the multiple high-speed exhaust pipes 4 uniform, and keep the airflow silencing frequency in the multiple low-speed exhaust pipes 3 uniform. At low speeds, only the low-speed exhaust assembly operates. Its meandering low-speed intake section 301, positioned within the muffler cavity, extends the exhaust path. Combined with the consistent length resulting in a uniform muffler frequency, this further enhances the muffler effect, effectively attenuating exhaust noise from large-displacement engines and meeting the stringent NVH requirements of high-end models. At high speeds, the high-speed exhaust assembly operates synchronously with the low-speed exhaust assembly. Multiple high-speed exhaust pipes 4 of uniform length reduce exhaust resistance and ensure efficient exhaust gas removal to avoid power loss. The uniform muffler frequency, working in conjunction with the low-speed exhaust assembly, improves exhaust efficiency while maintaining stable noise reduction. Furthermore, the coordinated operation of the high-speed and low-speed exhaust assemblies balances airflow distribution. Additionally, the active valve 6 connected to the high-speed exhaust pipe 4 controls its on / off state, adapting to different driving conditions and integrating multiple functions such as exhaust gas removal, efficient muffler operation, and condition adaptation within a limited space.

[0063] 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. An exhaust system, characterized in that, include: The sound-absorbing shell (1) has a plurality of sound-absorbing cavities distributed along a first path, and the plurality of sound-absorbing cavities are interconnected; An air intake pipe (2) is arranged on one side of the battery pack in a left-right direction, and the air intake pipe (2) is connected to one of the silencers. The high-speed exhaust assembly includes multiple high-speed exhaust pipes (4) of uniform length, and an active valve (6) corresponding to each of the high-speed exhaust pipes (4). Each high-speed exhaust pipe (4) includes a high-speed intake section (401) located within the muffler housing (1) and a high-speed exhaust section (402) located outside the muffler housing (1). The low-speed exhaust assembly includes multiple low-speed exhaust pipes (3) of the same length. The low-speed exhaust pipe (3) includes a low-speed air intake (301) located inside the muffler shell (1) and a low-speed air outlet (302) located outside the muffler shell (1). The low-speed air intake (301) is meandering inside the muffler cavity. When the driving speed is below the threshold, the low-speed exhaust assembly operates and the high-speed exhaust assembly stops operating; when the driving speed is above or equal to the threshold, both the low-speed exhaust pipe (3) and the high-speed exhaust pipe (4) operate.

2. The exhaust system as described in claim 1, characterized in that, The outlet end of the intake pipe (2), the intake end of at least one of the high-speed exhaust pipes (4), and the intake end of at least one of the low-speed exhaust pipes (3) are connected to the same silencer cavity.

3. The exhaust system as described in claim 1, characterized in that, The high-speed air intake (401) extends along the first path inside the sound-absorbing shell (1) to form a straight tubular structure.

4. The exhaust system as described in claim 1, characterized in that, The low-speed air intake (301) includes at least one "U"-shaped curved section, which causes the low-speed air intake (301) to meander within the muffler housing (1).

5. The exhaust system as described in claim 1, characterized in that, The exhaust system also includes a hoisting assembly (5) connected to the outside of the muffler housing (1), the hoisting assembly (5) comprising: A fixing member (501) having a fixing groove is connected to the sound-absorbing shell (1), the sound-absorbing shell (1) sealing the opening of the fixing groove, thereby forming a fixing cavity between the fixing member (501) and the sound-absorbing shell (1); and A lifting rod (502) is connected to the fixing member (501) and is used to connect to the vehicle body.

6. The exhaust system as claimed in claim 1, characterized in that, The exhaust system also includes a heat insulation plate (7) disposed outside the muffler shell (1), the heat insulation plate (7) being connected to the intake pipe (2) to reduce the heat transfer efficiency between the intake pipe (2) and surrounding components.

7. The exhaust system as described in claim 6, characterized in that, The heat insulation plate (7) has a plurality of corrugated sections (701) distributed along the axis of the air intake pipe (2), the corrugated sections (701) being used to reduce wind noise generated by airflow impacting the air intake pipe (2) during driving.

8. The exhaust system as claimed in claim 1, characterized in that, The exhaust system also includes a fixing plate (9) disposed in the muffler cavity. The fixing plate (9) is connected to the muffler shell (1) and is used to fix the intake pipe (2).

9. The exhaust system as claimed in claim 1, characterized in that, The exhaust system also includes a protective plate (8) disposed outside the muffler shell (1), the protective plate (8) reducing the heat transfer between the muffler shell (1) and the outside.

10. A vehicle, characterized in that, An exhaust system having any one of claims 1-9.

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