CN116220861A

CN116220861A - Motorcycle

Info

Publication number: CN116220861A
Application number: CN202310507146.4A
Authority: CN
Inventors: 李恒; 关力; 韦佳嘉; 娄峰
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2023-03-31
Filing date: 2023-05-08
Publication date: 2023-06-06
Anticipated expiration: 2043-05-08
Also published as: CN116220861B

Abstract

The application discloses a motorcycle, comprising a frame; the exhaust pipe is connected with the muffler at one end of the muffler; the vehicle body panel, the walking assembly, the muffler includes output cavity and input cavity, the exhaust pipe is communicated with input cavity, input the gas of the driving assembly to the muffler; the muffler also comprises a tail pipe, and the tail pipe is connected with the output cavity and is used for discharging gas in the muffler; an intermediate pipe is arranged between the output cavity and the input cavity, and at least part of gas in the input cavity is transmitted to the output cavity through the intermediate pipe; a tuning pipe is further arranged between the output cavity and the input cavity, and gas in the input cavity is at least partially transmitted to the output cavity through the tuning pipe; the tuning tube comprises an air outlet end and an air inlet end, and the cross section area of the air inlet end is larger than that of the air outlet end. The arrangement mode can improve the exhaust tone of the motorcycle under the variable speed working condition with a simple structure, and make the exhaust sound and the engine output consistent.

Description

Motorcycle

Technical Field

The present invention relates to the field of vehicles, and more particularly to a motorcycle.

Background

The motorcycle is used as a large toy deeply favored by young people, and has more playing properties from the simple transportation function, wherein the sound waves generated during riding of the large-displacement locomotive are also used as one of the most obvious marks of the large-displacement locomotive. The related art relates to mainly the exhaust performance of an internal combustion engine, which affects the tone of a vehicle under high power operation, and has been to design a multi-stage expansion type muffler including a plurality of expansion chambers, each of which is connected by a pipe, in which the pressure of exhaust gas of the internal combustion engine is reduced in each expansion chamber, thereby gradually eliminating noise of the exhaust gas, discharging the depressurized muffler to the outside,

further, in order to further control the tone of noise, and adjust the quality of exhaust gas during driving, a specific noise adjusting device is added to the exhaust pipe to control the opening and closing degree of the airflow path, and the noise adjusting device is generally configured as an exhaust active valve structure (CN 111336021 a) that changes the opening and closing degree of the exhaust pipe by an electrical signal of the ECU. However, the above mode requires a new set of devices in the compact space, which is expensive, and the effect is general due to the influence of exhaust temperature and airflow resistance in actual use.

Disclosure of Invention

In order to solve the defects in the prior art, the invention aims to provide a motorcycle, wherein the muffler of the motorcycle can realize the adjustment of the exhaust tone of the motorcycle in a low-cost manner.

In order to achieve the above object, the present invention adopts the following technical scheme:

a motorcycle includes a frame; the driving assembly is at least partially arranged on the frame; the exhaust assembly comprises an exhaust pipe and a silencer, one end of the exhaust pipe is connected with the driving assembly, and the other end of the exhaust pipe is connected with the silencer; a body panel at least partially disposed on the frame; the walking assembly is at least partially connected to the frame; the muffler comprises an output cavity and an input cavity, the exhaust pipe is communicated with the input cavity, and the gas of the driving assembly is input into the muffler; the muffler also comprises a tail pipe, and the tail pipe is connected with the output cavity and is used for discharging gas in the muffler; an intermediate pipe is arranged between the output cavity and the input cavity, and at least part of gas in the input cavity is transmitted to the output cavity through the intermediate pipe; a tuning pipe is further arranged between the output cavity and the input cavity, and gas in the input cavity is at least partially transmitted to the output cavity through the tuning pipe; the tuning tube comprises an air outlet end and an air inlet end, and the cross section area of the air inlet end is larger than that of the air outlet end.

Further, the muffler further comprises an intermediate chamber, a partition plate is arranged among the input chamber, the intermediate chamber and the output chamber, the intermediate pipe is at least partially arranged on the partition plate, and gas in the muffler is at least arranged to flow through the input chamber, the intermediate chamber and the output chamber in sequence.

Further, the sectional area of the air inlet end is defined as an air inlet area, the area of the air outlet end is defined as an air outlet area, and the ratio of the air inlet area to the air outlet area is set to be 4 or more and 100 or less.

Further, the ratio of the inlet area to the outlet area is set to 9 or more and 36 or less.

Further, a transmission path of the gas in the muffler flowing through the tuning pipe is defined as a second transmission path, and a transmission path of the gas in the muffler flowing through the intermediate pipe is defined as a first transmission path; the motorcycle comprises a first state and a second state, when the motorcycle is in the first state, the gas in the muffler is mainly transmitted to the tail pipe through the first transmission path, and when the motorcycle is in the second state, the gas in the muffler is transmitted to the tail pipe through the second transmission path and the first transmission path.

Further, a distance between a cross section of the air outlet end and a cross section of the air inlet end is defined as a tuning length, and a ratio of a difference between an equivalent diameter of the air inlet end and an equivalent diameter of the air outlet end to the tuning length is set to be 0.1 or more and 4.0 or less.

Further, the output end is arranged in the output cavity, and the input end is arranged in the middle cavity and/or the input cavity.

Further, an extension tube is further arranged on the tuning tube, and the extension tube is arranged at the air outlet end and/or the air inlet end.

Further, the cross-sectional area of the extension pipe arranged at the air outlet end is set to be larger than or equal to the cross-sectional area of the air outlet end; the cross-sectional area of the extension pipe disposed at the air inlet end is set to be greater than or equal to the cross-sectional area of the air inlet end.

Further, the middle pipe and/or the tuning pipe are/is provided with a vent hole.

The sound tuning pipe is arranged in the silencer, and parameters of the sound tuning pipe are reasonably controlled, so that the sound tuning pipe responds to the exhaust requirement of the silencer under corresponding working conditions, and the exhaust noise of the silencer is adjusted; the arrangement mode can improve the exhaust tone of the motorcycle under the variable speed working condition with a simple structure, and make the exhaust sound and the engine output consistent.

Drawings

FIG. 1 is a rear axle side perspective view of a motorcycle;

FIG. 2 is a schematic cross-sectional view of a first embodiment of a muffler;

fig. 3 is a partial enlarged view at a in fig. 2;

FIG. 4 is a schematic cross-sectional view of a second embodiment of a muffler;

fig. 5 is a schematic cross-sectional view of a second implementation of a second embodiment of a muffler.

Detailed Description

In order to clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are required to be used in the description of the embodiments or the prior art are briefly introduced below, and it is obvious that the drawings described below are only one embodiment of the present invention, and all other embodiments obtained without the inventive effort by those skilled in the art are within the scope of protection of the present invention.

As shown in fig. 1, the present application provides a motorcycle 100, the motorcycle 100 including a frame 11, a drive assembly 12 supported by the frame 11, an exhaust assembly 13 connected to the drive assembly 12, a body cover 14 at least partially disposed on the frame 11, and a travel assembly 15. Further, a body panel 14 is at least partially disposed on the drive assembly 12 for protecting the drive assembly 12 and other electronic components of the motorcycle 100. The traveling assembly 15 drives the motorcycle 100 to travel under the drive of the drive assembly 12.

The exhaust assembly 13 comprises an exhaust pipe 131 (see fig. 2) and a silencer 132, the exhaust pipe 131 is communicated with the driving assembly 12, exhaust gas generated by the operation in the driving assembly 12 is discharged, and further, the silencer 132 is arranged at one end, far away from the driving assembly 12, of the exhaust pipe 131 and is used for further treating the exhaust gas discharged by the driving assembly 12, so that the high-temperature and high-pressure exhaust gas is depressurized in the silencer 132, and further, the temperature reduction and noise reduction of the exhaust gas are realized. The muffler 132 includes a housing 1321, a connecting portion 1321b is provided on the housing 1321, and the muffler 132 is fastened to the motorcycle 100 by the connecting portion 1321 b.

As shown in fig. 2, the muffler 131 further includes a tail pipe 1327, one end of the muffler 131 is connected to the exhaust pipe 131, and the other end of the exhaust pipe 131 is connected to the tail pipe 1327 for outputting the gas inputted from the exhaust pipe 131 to the outside of the muffler 131. Alternatively, the interior of the muffler 132 may be composed of a plurality of substantially independent chambers, and as an alternative embodiment, the muffler 132 may be provided with three chambers, the three chambers of the muffler 132 being defined as an input chamber 1322, an intermediate chamber 1323 and an output chamber 1324, the chamber communicating with the exhaust pipe 131 being defined as an input chamber 1322, and further the chamber communicating with the tail pipe 1327 being defined as an output chamber 1324, according to the functions and connection relation of the respective chambers. A divider 1325 is disposed between the input chamber 1322 and the intermediate chamber 1323 and between the intermediate chamber 1323 and the output chamber 1324 to provide a substantially independent chamber between the input chamber 1322, the intermediate chamber 1323 and the output chamber 1324. Further, a middle tube 1326 is provided on the baffle 1325 to enable the gas exhausted from the driving assembly 12 to flow between the chambers. As an alternative embodiment, muffler 132 includes a first intermediate pipe 1326a and a second intermediate pipe 1326b, one end of first intermediate pipe 1326a being in communication with input chamber 1322, the other end of first intermediate pipe 1326a being in communication with intermediate chamber 1323, and delivering gas from input chamber 1322 further to intermediate chamber 1323. Further, a second intermediate pipe 1326b is provided to communicate with the intermediate chamber 1323 and the output chamber 1324, one end of the second intermediate pipe 1326b is connected to the intermediate chamber 1323, the other end of the second intermediate pipe 1326b is connected to the output chamber 1324, the gas in the intermediate chamber 1323 is further transferred to the output chamber 1324, and the treated gas in the muffler 132 is finally discharged through a tail pipe 1327. It is appreciated that the intermediate chamber 1323 may be disposed between the output chamber 1324 and the input chamber 1322 and may also be disposed proximate to one side of the output chamber 1324, as an alternative embodiment, the intermediate chamber 1323 may also be disposed proximate to one side of the input chamber 1322. When the intermediate tube 1326 is disposed between the output chamber 1324 and the input chamber 1322, the first intermediate tube 1326a is disposed between the input chamber 1322 and the output chamber 1324 and the second intermediate tube 1326b is disposed between the intermediate chamber 1323 and the output chamber 1324; when the intermediate chamber 1323 is disposed on a side adjacent to the input chamber 1322, the first intermediate tube 1326a is disposed between the input chamber 1322 and the intermediate chamber 1323 to communicate the input chamber 1322 with the intermediate chamber 1323, but the second intermediate tube 1326b needs to be disposed through the input chamber 1322 to communicate the intermediate chamber 1323 with the output chamber 1324; similarly, when the intermediate chamber 1323 is disposed on a side adjacent to the output chamber 1324, the second intermediate tube 1326b needs to be disposed through the output chamber 1324 to communicate the input chamber 1322 with the intermediate chamber 1323. It will be appreciated that any of the arrangements described above may be used to communicate the output chamber 1324 with the input chamber 1322. As one implementation, the intermediate cavity 1323 is disposed on a side proximate to the input cavity 1322.

As described above, that is, the main transmission path of the exhaust gas in the muffler 132 is set as: optionally, for ease of reference, the transmission paths including the above transmission paths, which are mainly through the intermediate pipe 1326, are defined as the first transmission path in this application, the exhaust pipe 131, the input chamber 1322, the first intermediate pipe 1326a, the intermediate chamber 1323, the second intermediate pipe 1326b, the output chamber 1324, and the tail pipe 1327.

As shown in fig. 2, the muffler 132 also includes a tuning tube 1328. As an alternative embodiment, a tuning tube 1328 may be disposed between the output chamber 1324 and the input chamber 1322 and communicate the output chamber 1324 and the input chamber 1322, and the tuning tube 1328 may be further disposed between the output chamber 1324 and the intermediate chamber 1323 and communicate the output chamber 1324 and the intermediate chamber 1323 for transmitting the gas in the exhaust pipe 131 to the output chamber 1324 through the tuning tube and finally to the outside of the muffler 131 through the tail pipe 1327. It will be appreciated that in the above arrangement, the gas within muffler 132 includes the following transmission paths in addition to the aforementioned transmission paths: the exhaust pipe 131-the input chamber 1322-the first intermediate pipe 1326 a-the intermediate chamber 1323-the second intermediate pipe 1326 b-the output chamber 1324-the tailpipe 1327. That is, when the tuning tube 1328 is provided in communication with the intermediate chamber 1323 and the output chamber 1324, after the gas enters the input chamber 1322 from the exhaust pipe 131, both the first intermediate tube 1326a is transferred to the intermediate chamber 1323, then a portion of the gas is transferred from the second intermediate tube 1326b to the output chamber 1324, and also a portion of the gas is transferred from the tuning tube 1328 to the output chamber 1324, then the gas is further exhausted through the tailpipe 1327. When the tuning tube 1328 is disposed in communication with the output chamber 1324 and the input chamber 1322, a portion of the gas within the input chamber 1322 enters the output chamber 1324 through between the tuning tube 1328 and exits the muffler 131 through the tailpipe 1327, and at least a portion of the gas flows through the intermediate chamber 1323 through the first intermediate tube 1326a and the second intermediate tube 1326b before further flowing into the output chamber 1324 and exiting through the tailpipe 1327. At this time, the transmission path of part of the gas in the muffler 131 is: the exhaust pipe 131-the input chamber 1322-the tuning pipe 1328-the output chamber 1324-the tailpipe 1327. In this application, a tuning tube 1328 is provided in communication with the intermediate chamber 1323 and the output chamber 1324. Accordingly, in the present application, the above transmission paths required to pass through the tuning tube 1328 are each defined as the second transmission path.

As shown in fig. 3, the tuning tube 1328 is provided in a tubular structure that is symmetrical about the center of the intermediate shaft, and further, the tuning tube 1328 includes an inlet end 1328a, an outlet end 1328b, and a tube body. The cross-sectional area of the tuning tube 1328 is set to gradually decrease with the air outlet direction, i.e., the cross-sectional area of the air outlet end 1328b of the tuning tube 1328 is different from the cross-sectional area of the air inlet end 1328a, specifically, the cross-sectional area of the air outlet end 1328b of the tuning tube 1328 is set to be smaller than the cross-sectional area of the air inlet end 1328 a. When the gas input into the cavity 1322 passes through the tuning pipe 1328, the gas outlet end 1328b with a relatively smaller cross-sectional area can rapidly increase the flow velocity of the gas flow, and further, along with the increase of the flow velocity, the frequency and the energy of the exhaust noise can be significantly improved, so that the exhaust sound of the exhaust pipe 131 can be constructed into obvious sound quality of the gas flow, and the tone color of the silencer 132 can be controlled.

It will be appreciated that the tuning tube 1328 and the intermediate tube 1326 are configured to communicate the output chamber 1324 with the input chamber 1322 and/or to communicate the output chamber 1324 with the intermediate chamber 1323, and that gas may flow from the intermediate tube 1326 into the output chamber 1324 or from the tuning tube 1328 into the output chamber 1324. Specifically, the operation state of the motorcycle 100 is defined as a first state and a second state, when the motorcycle 100 is in the first state, the motorcycle 100 is in a stable running condition, that is, the motorcycle 100 is in a constant running condition, and at this time, the operation of the driving assembly 12 is also in a relatively stable state, and accordingly, the air pressure and the flow rate of the exhaust gas output to the exhaust assembly 13 are relatively stable. At this time, since the intermediate pipe 1326 has a small resistance, the gas is mainly transmitted from the intermediate pipe 1326, and thus the gas in the exhaust assembly 13 is basically transmitted in the muffler 132 through the first transmission path. That is, the gas is mainly transmitted through the intermediate pipe 1326, little gas passes through the tuning pipe 1328, and the flow rate of the gas flowing through the tuning pipe 1328 is small, without causing a change in the tone of exhaust noise. When the motorcycle 100 is in the second state, the air pressure and flow rate of the air output from the driving assembly 12 to the exhaust assembly 13 will increase instantaneously, and the flow performance requirement in the muffler 132 is high, and the intermediate pipe 1326 cannot meet the transmission requirement in the case of sudden increase of air pressure in a short time, so that the air in the muffler 132 will be transmitted in the muffler 132 using the first transmission path and the second transmission path at the same time. That is, the gas at least partially flows through the tuning tube 1328, and the air pressure and flow rate at this time can be adjusted in frequency and energy by the exhaust noise through the exhaust tuning tube 1328, and finally, the exhaust sound quality is adjusted.

As can be seen from the discussion above, tuning tube 1328 provides for the adjustment of the frequency and energy of the airflow sound by adjusting the cross-sectional area of air outlet end 1328b and/or air inlet end 1328 a. The cross-sectional area of the inlet end 1328a is defined as the inlet area S1, and the cross-sectional area of the outlet end 1328b is defined as the outlet area S2. As an alternative embodiment, the ratio between the air inlet area S1 and the air outlet area S2 is set to be greater than or equal to 4 and less than or equal to 100, and the arrangement mode can effectively adjust the exhaust noise under the variable speed working condition. Too small a ratio between the inlet area S1 and the outlet area S2 will result in too small a resistance of the tuning tube 1328, insignificant tone change to exhaust noise, and easy resulting in a low tone that appears, and difficult to achieve effective adjustment of exhaust noise. However, too large a ratio between the inlet area S1 and the outlet area S2 will cause too large air resistance in the tuning tube 1328, possibly resulting in too sharp tone color, and difficult to exhibit the corresponding effect. Preferably, the ratio between the inlet area S1 and the outlet area S2 may also be set to 9 or more and 36 or less. Through the arrangement, the exhaust noise of the motorcycle 100 under the limiting working condition can be converted into the tone within the preset range, and the tone of the motorcycle 100 can be effectively adjusted, however, in order to enable the exhaust noise of the motorcycle 100 to form a unique and controllable specific tone, the ratio between the air inlet area S1 and the air outlet area S2 can be set to be 16, 25 or 36 according to requirements.

Further, as shown in fig. 3, a tuning length H is defined, which is set as a distance between a cross section where the cross sectional area of the tuning tube 1328 is largest and a cross section where the cross sectional area of the tuning tube 1328 is smallest. When the difference between the equivalent diameter of the inlet end 1328a and the equivalent diameter of the outlet end 1328b is constant, the longer the tuning length H, the slower the change in the cross-sectional area in the tuning tube 1328, and the smaller the resistance in the tuning tube 1328. Correspondingly, too short a tuning length H tends to result in too much resistance to gas within the tuning tube 1328, and therefore, under the same conditions, longer tuning lengths H are more responsive to the shift conditions of the motorcycle 100. Thus, as an alternative embodiment, the ratio between the difference between the equivalent diameter of the air inlet end 1328a (4 times the cross-sectional area of the pipe divided by the wet circumferential length, de=4a/L) and the equivalent diameter of the air outlet end 1328b and the tuning length H is set to 0.1 or more and 4 or less, and the ratio between the difference between the equivalent diameter of the air inlet end 1328a and the equivalent diameter of the air outlet end 1328b and the tuning length H may also be set to 0.2 or more and 1.5 or less. This arrangement is further effective in controlling the sensitivity of muffler 132 to response under extreme conditions of motorcycle 100.

As shown in fig. 2, the intermediate pipe 1326 may be provided with a vent hole 1321c, and the back pressure in a certain chamber may be finely adjusted by the vent hole 1321c, or alternatively, the second intermediate pipe 1326b may be provided with the vent hole 1321c at a portion located in the input chamber 1322, and the back pressure in the intermediate chamber 1323 may be finely adjusted by the above arrangement. Further, a vent 1321c may be provided on the tuning tube 1328 for fine tuning the back pressure of the input chamber 1322. A vent 1321c may be provided in the partition 1325 to fine tune the back pressure between the chambers. It will be appreciated that the number and arrangement of the intermediate tube 1326 and tuning tube 1328 is not limited to the solution presented in this embodiment, and therefore, the number of intermediate tubes 1326 and tuning tubes 1328 may also be set to two, three or more. The intermediate tube 1326 enables communication between the chambers and controls the flow of gas through the chambers and ultimately to the tailpipe 1327. In other embodiments, the inlet end 1328a of the tuning tube 1328 may be disposed in any other chamber, as long as the outlet end 1328b of the tuning tube 1328 is disposed in the outlet chamber 1324. It will be appreciated that the tuning tube 1328 may be configured as a tapered tubular body, or may be configured in other shapes, as long as the ratio between the inlet area S1 and the outlet area S2 is satisfied.

As shown in fig. 2, the muffler 132 is further provided with a sound insulation layer 1321a, where the sound insulation layer 1321a is at least partially disposed between the housing 1321 and the chamber, for further isolating noise in the muffler 132, and a filler is disposed in the sound insulation layer 1321 a. Alternatively, the filler may be provided as a combination of one or more of glass wool, mineral wool board, foam, aluminum silicate needled blanket, and the like.

Another embodiment of a muffler 232 in the present application is shown in fig. 4, and only the portions different from the previous embodiment are described below. In this embodiment, the muffler 232 includes four substantially independent chambers in total, the chamber communicating with the exhaust pipe 231 is defined as an input chamber 2322, the chamber communicating with the tail pipe 2327 is defined as an output chamber 2324, and the chambers through which the gas flows first as a first intermediate chamber 2323a and second intermediate chamber 2323b in a flow-through front-to-back relationship of the gas in a normal transmission path, and the chamber through which the gas flows second as a second intermediate chamber 2323b. Accordingly, a partition 2325 is provided between the input chamber 2322, the first intermediate chamber 2323a, the second intermediate chamber 2323b, and the output chamber 2324 for partitioning each chamber into substantially independent spaces. Further, an intermediate pipe 2326 for communicating the respective chambers is also provided in the muffler 232, the intermediate pipe 2326.

As an alternative embodiment, muffler 232 includes three intermediate pipes 2326, and the above intermediate pipes 2326 are defined as a first intermediate pipe 2326a, a second intermediate pipe 2326b, and a third intermediate pipe 2326c, respectively, in the order in which the gas flows. The exhaust pipe 231 is provided in communication with the input chamber 2322, and further, is provided in communication between the input chamber 2322 and the first intermediate chamber 2323a through the first intermediate pipe 2326 a; further, a second intermediate tube 2326b is provided between the first intermediate chamber 2323a and the second intermediate chamber 2323b, connecting the first intermediate chamber 2323a and the second intermediate chamber 2323b via the second intermediate tube 2326 b; subsequently, a third intermediate tube 2326c is provided between the second intermediate chamber 2323b and the output chamber 2324, and communication between the second intermediate chamber 2323b and the output chamber 2324 is achieved through the third intermediate tube 2326c, and further transmitted to the outside through a tail tube 2327. That is, the flow path of the gas in the muffler 232 is: exhaust pipe 231-input chamber 2322-first intermediate chamber 2326 a-first intermediate chamber 2323 a-second intermediate chamber 2326 b-second intermediate chamber 2323 b-third intermediate chamber 2326 c-output chamber 2324-tailpipe 2327.

The muffler 232 further includes a tuning tube 2328, as shown in fig. 4, in which, as an alternative embodiment, the outlet end 2328b of the tuning tube 2328 is disposed in the output chamber 2324, and the inlet end 2328a of the tuning tube 2328 is disposed in the first intermediate chamber 2323a, that is, when the motorcycle 200 is in the variable speed working condition, the flow rate of the gas in the first intermediate chamber 2323a is increased, and the gas is output from the tuning tube 2328, so as to be able to adjust the tone of the exhaust noise. It is appreciated that the outlet end 2328b of the tuning tube 2328 may be disposed in the second intermediate chamber 2323b, and may also be disposed in the input chamber 2322. Further, the first intermediate chamber 2323a and the second intermediate chamber 2323b may be disposed between the output chamber 2324 and the input chamber 2322, or may be disposed in other arrangements, and calculated according to a permutation and combination, and those skilled in the art will understand that in this embodiment, the input chamber 2322, the first intermediate chamber 2323a, the second intermediate chamber 2323b, and the output chamber 2324 may have several arrangements, which all fall within the protection scope of the present application. When one of the output chamber 2324 or the input chamber 2322 is disposed between the first intermediate chamber 2323a and the second intermediate chamber 2323b, the tuning tube 2328 needs to be disposed through one of the first intermediate chamber 2323a, the second intermediate chamber 2323b, the output chamber 2324, and the input chamber 2322, and the tuning tube 2328 needs to be disposed a longer length to enable longer-distance communication. As shown in fig. 5, an extension pipe 2329 may be disposed at one side of the tuning pipe 2328, the extension pipe 2329 may be disposed at the air outlet end 2328b or the air inlet end 2328a, and when the extension pipe 2329 is disposed at the air inlet end 2328a, a sectional area of the extension pipe 2329 is set to be greater than or equal to a sectional area of the air inlet end 2328 a. Accordingly, when the extension pipe 2329 is disposed at the gas outlet end 2328b, the cross-sectional area of the extension pipe 2329 is set to be greater than or equal to the cross-sectional area of the gas outlet end 2328 b. Preferably, the cross-sectional areas of the extension pipes 2329 are arranged to be uniformly distributed and are arranged to be equal to the cross-sectional area of the air outlet end 2328b or the cross-sectional area of the air inlet end 2328 a. The arrangement mode can avoid uncontrollable frequency change or energy change of exhaust noise in the area with changed sectional area in the extension pipe 2329, and influence the tuning effect of the tuning pipe 2328; the continuous reduction or expansion of the sectional area can be effectively avoided, the tuning length of the tuning pipe 2328 is changed, and the preset tuning tone is changed.

As described in the first embodiment, the number of the intermediate pipes 2326 may be set to four or more as long as the circulation of the gas between the respective chambers can be achieved, and therefore, in the present embodiment, the number of the intermediate pipes 2326 is set to not less than three. The arrangement of the middle pipe 2326 is not limited to the arrangement manner presented in the above embodiment, and the arrangement manner of the middle pipe 2326 may be adjusted accordingly according to the communication chamber of the exhaust pipe 231, so long as the air circulation of the muffler 232 can be satisfied, which falls within the protection scope of the present application. The number of tuning tubes 2328 may be two, three, or more, as long as the outlet end 2328b is provided in the output chamber 2324. The intake end 2328a of the tuning tube 2328 may be disposed in any of the chambers other than the output chamber 2324.

The foregoing has shown and described the basic principles, principal features and advantages of the invention. It will be appreciated by persons skilled in the art that the above embodiments are not intended to limit the invention in any way, and that all technical solutions obtained by means of equivalent substitutions or equivalent transformations fall within the scope of the invention.

Claims

1. A motorcycle, comprising a main body and a pair of wheels,

a frame;

a drive assembly configured to be supported by the frame;

the exhaust assembly comprises an exhaust pipe and a silencer, one end of the exhaust pipe is connected with the driving assembly, and the other end of the exhaust pipe is connected with the silencer;

a body panel disposed at least partially on the frame;

a walking assembly at least partially connected to the frame;

characterized in that the muffler comprises:

the exhaust pipe is communicated with the input cavity;

an output cavity arranged in communication with the input cavity;

a tail pipe communicated with the output cavity and used for discharging the gas in the silencer;

the intermediate pipe is arranged between the output cavity and the input cavity, and the input cavity is at least partially communicated to the output cavity through the intermediate pipe; a kind of electronic device with high-pressure air-conditioning system

The tuning pipe is arranged between the output cavity and the input cavity, the input cavity is at least partially communicated to the output cavity through the tuning pipe, the tuning pipe comprises an air outlet end and an air inlet end, and the sectional area of the air inlet end is larger than that of the air outlet end.

2. The motorcycle of claim 1 wherein the muffler further comprises an intermediate chamber, a partition is disposed between the input chamber, the intermediate chamber and the output chamber, the intermediate tube is at least partially disposed on the partition, and the gas within the muffler is at least configured to flow through the input chamber, the intermediate chamber and the output chamber in that order.

3. The motorcycle according to claim 1, wherein a sectional area of the air inlet end is defined as an air inlet area, an area of the air outlet end is defined as an air outlet area, and a ratio of the air inlet area to the air outlet area is set to 4 or more and 100 or less.

4. A motorcycle according to claim 3, wherein a ratio of the inlet area to the outlet area is set to 9 or more and 36 or less.

5. The motorcycle of claim 1, wherein a transmission path of the gas in the muffler through the intermediate pipe is defined as a first transmission path, and a transmission path of the gas in the muffler through the tuning pipe is defined as a second transmission path; the motorcycle comprises a first state and a second state, when the motorcycle is in the first state, the gas in the silencer is mainly transmitted to the tail pipe through the first transmission path, and when the motorcycle is in the second state, the gas in the silencer is transmitted to the tail pipe through the second transmission path and the first transmission path.

6. The motorcycle according to claim 1, wherein a distance between a cross section of the air outlet end and a cross section of the air inlet end is set to a tuning length, and a ratio of a difference between an equivalent diameter of the air inlet end and an equivalent diameter of the air outlet end to the tuning length is set to 0.1 or more and 4 or less.

7. A motorcycle according to claim 1, wherein the output is provided in the output chamber and the input is provided in the intermediate chamber and/or the input chamber.

8. The motorcycle of claim 7, wherein the tuning tube is further provided with an extension tube, the extension tube being provided at the air outlet end and/or the air inlet end.

9. The motorcycle of claim 8, wherein a cross-sectional area of the extension pipe provided at the air outlet end is set to be greater than or equal to a cross-sectional area of the air outlet end; the cross-sectional area of the extension pipe provided at the air inlet end is set to be greater than or equal to the cross-sectional area of the air inlet end.

10. A motorcycle according to claim 1, wherein the intermediate pipe and/or the tuning pipe is provided with a vent hole.