JP2009168009A - Flame jetting preventive trap device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase flame offset efficiency in a trap device for preventing the jetting of flame flowing out to the outside of a crank case of a large internal combustion engine. <P>SOLUTION: This flame jetting preventive trap device includes a primary flame lead-out duct 10 arranged on the outer periphery of an opening of the crank case, having a structure of superposing a large number of straps of arranging a projection and a recess in a radial shape on a plate surface, absorbing the flame via a lead-out hole arranged between the straps and discharging the flame in an upsparked state in an unburning state caused by the lack of oxygen, a pressure-reduced diffusion space 20 for reducing the pressure of the flame dispersed and weakened while passing through the primary flame lead-out duct, and a secondary flame lead-out duct 30 arranged outside the pressure-reduced diffusion space and finally absorbing residual flame by arranging a large number of lead-out holes 10b for forming a flame moving passage to the inside and to the outside, and has at least one of a flame heat absorbing net having a net structure superposed by crossing a large number of metallic wire rods, arranged in the pressure-reduced diffusion space 20 and absorbing and dispersing the flame flowing out to the pressure-reduced diffusion space 20 side. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a trap device for preventing flame ejection of an internal combustion engine, and more particularly, maintains the performance of absorbing and depressurizing a flame released to the outside in the event of an erroneous explosion in an internal combustion engine of a large ship. In addition, the present invention relates to a trap device for preventing flame ejection of an internal combustion engine, which can minimize deformation of internal components due to impact of explosion pressure.

  Ships use an internal combustion engine that burns fuel in the engine and converts the generated high-temperature and high-pressure gas directly into work energy. The structure of a normal internal combustion engine is a system in which power is generated from an engine section having a large number of cylinder devices and the power is converted into mechanical kinetic energy.

A crank part, which is a transmission device, is connected to the engine part, and the crank part is surrounded by the crank case, so that the crank case maintains a relatively high temperature and pressure by the high-temperature high-pressure gas of the engine. When the internal pressure of the case rises above a predetermined pressure (usually 0.03 to 0.06 kg / cm ² ), the internal gas is allowed to flow out to the outside by an excessive amount of pressure so that the inside of the crankcase is always kept at a steady pressure. To be able to.

  When a flame is generated due to an accidental explosion inside the crankcase, the flame flows out to the outside, causing fatal damage not only to various mechanical devices around the crankcase but also to the human body.

  In order to prevent this, a flame ejection preventing trap device capable of blocking the ejection of flame to the outside during an explosion is required around the engine portion of the internal combustion engine.

  As a result, the applicant has proposed a “trap device for preventing flame ejection of an internal combustion engine” in Patent Document 1, and has been continuously developed for improving performance.

  FIG. 1 is a longitudinal sectional view showing a conventional flame ejection preventing trap apparatus.

As shown in FIG. 1, a trap device for preventing flame ejection is attached to the opening of the crankcase so that when a flame is generated due to an accidental explosion inside the crankcase, the flame can be shut off. It has become.
Specifically, the conventional flame ejection preventing trap device sequentially absorbs primary flame heat from the inside adjacent to the opening of the crankcase so that multiple flames released to the outside can be absorbed and depressurized. A flame derivation having a structure in which a flame heat absorption network part composed of a net part 10, a decompression diffusion space part 20 and a secondary flame heat absorption network part 30 and a large number of straps 61 each having a radial unevenness on a plate surface are overlapped. In the existing flame ejection preventing trap device provided with the duct portion 60, a structure further comprising a high-strength deformation preventing portion 40 and a deformation preventing space portion 50 between the flame heat absorbing net portion and the flame outlet duct portion 60. have.
The secondary flame heat absorption network 30 absorbs and disperses the flame primarily absorbed and depressurized by the primary flame heat absorption network 10 and the reduced pressure diffusion space 20 secondarily.
The primary flame heat absorption net 10 and the secondary flame heat absorption net 30 have a net structure in which a large number of metal wires intersect and overlap each other, and the metal net has a width of about 15 mm to 20 mm. Therefore, there is only a resistance effect due to the small flame absorption space at the time of the explosion, and recently, it has reached a situation where it cannot withstand the heat canceling efficiency in the internal combustion engine of a large ship.
Further, a high-strength deformation preventing part 40 and a deformation preventing space part 50 are formed between the flame heat absorption net part and the flame lead-out duct part 60. However, such a hollow structure has the advantage that while maintaining the performance of absorbing and depressurizing the flame as it is, it is possible to effectively prevent the metal net or a large number of straps from being deformed by the impact of the explosion pressure. There is a problem that the manufacturing process becomes complicated, and since it is a separated structure having a hollow on the moving distance of the flame, when the gap is large or the distance is long, the pressure is attenuated, but the flame is further moved during the moving. There is a problem that since the spark is generated and the spark does not decrease, the offset efficiency of the flame is lowered.

Korean Patent Application No. 2005-112691 Specification

  Accordingly, the present invention has been made to solve the above-described problems, and the object of the present invention is to make the flame flowing out of the crankcase out of the primary flame outlet duct section and the secondary flame outlet duct section. The flame of the internal combustion engine which has been enlarged by being further provided with at least one flame heat absorption network part that absorbs and disperses in the first and second order, and absorbs and disperses the flame flowing out to the decompression diffusion space side. It is an object of the present invention to provide a trap device for preventing flame ejection of an internal combustion engine that completely absorbs sparks.

  In order to achieve the above object, a trap device for preventing flame injection of an internal combustion engine according to a preferred embodiment of the present invention is installed on the outer periphery of an opening of a crankcase from which a flame is jetted, and has a radially uneven surface on a plate surface. A primary flame lead-out duct portion having a structure in which a number of provided straps are stacked, absorbing a flame through a lead-out hole provided between the straps, and discharging the flame as unburned due to non-combustion due to oxygen deficiency; A decompression diffusion space part that provides an empty space part extended outside the primary flame lead-out duct part and reduces the pressure of the dispersed and weakened flame while passing through the primary flame lead-out duct part; Similar to the primary flame lead-out duct part, it has a structure in which a large number of straps are stacked, and a number of lead-out holes that provide a flame movement path to the inside and outside are provided. A secondary flame lead-out duct part that finally absorbs the remaining flame, has a net structure in which a number of metal wires intersect and overlap each other, and is installed inside the vacuum diffusion space part, and the vacuum diffusion At least one flame heat absorption net that absorbs and disperses the flame flowing out toward the space is provided.

  Further, in the trap apparatus for preventing flame ejection of the internal combustion engine according to the first preferred embodiment of the present invention, the flame heat absorption net portion is installed on the side close to the primary flame outlet duct portion in the decompression diffusion space portion. It is preferable.

  Further, in the trap apparatus for preventing flame ejection of the internal combustion engine according to the second preferred embodiment of the present invention, the flame heat absorption net part is installed on the side close to the secondary flame lead-out duct part in the decompression diffusion space part. It is preferable.

  Also, in the trap apparatus for preventing flame ejection of the internal combustion engine according to the third preferred embodiment of the present invention, the flame heat absorption net portion is close to the primary flame outlet duct portion in the decompression diffusion space portion and the secondary flame. It is preferable to install on the side close to the lead-out duct part.

  In addition, the trap apparatus for preventing flame ejection of the internal combustion engine according to preferred fourth, fifth, and sixth embodiments of the present invention includes a second flame heat between the opening of the crankcase and the primary flame outlet duct portion. It is preferable that an absorption net part is further installed.

  In the internal combustion engine flame ejection preventing trap device according to the seventh preferred embodiment of the present invention, it is preferable that a second flame heat absorption net is further provided outside the secondary flame lead-out duct.

  On the other hand, the secondary flame lead-out duct portion according to the present invention has a thickness that is the same as or thicker than the primary flame lead-out duct portion, and has a width that is the same as or wider than the width of the primary flame lead-out duct portion. It is preferable.

  In addition, it is preferable that the primary flame lead-out duct portion and the secondary flame lead-out duct portion according to the present invention are shape-maintained and fixed by a large number of support bolts in contact with the inner and outer sides.

  According to the present invention having the above-described configuration, the primary flame derivation duct portion and the secondary flame derivation duct portion are used to detect the hot air and impact of the flame released to the outside in the event of an erroneous explosion of a large-sized internal combustion engine. Allows the flame heat absorption space to be maximized and significantly reduced, and is absorbed and attenuated by the primary, secondary or multiple flame heat absorption nets to minimize the release of the flame to the outside. There is an effect that can be done.

  In addition, according to the present invention, the secondary flame derivation duct is arranged in the primary flame in order to cancel out the gap space increased compared to the contact area of the flame in the secondary flame derivation duct according to the enlarged internal combustion engine. There is an effect that all the flames can be finally extinguished by making the thickness the same or thicker than that of the flame lead-out duct and making the width the same or wider.

  In addition, according to the present invention, the primary and secondary flame lead-out duct portions are installed adjacent to and supported by the outer peripheral surfaces of a large number of support bolts with the deformation prevention space portion interposed therebetween, and do not hinder the flame discharge path. It has the effect of sufficiently resisting the explosion pressure of an enlarged internal combustion engine and preventing damage.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol. The terminology used in this description is used in conjunction with the detailed description of certain specific embodiments of the invention and is not to be construed as merely limiting or limiting. In addition, the embodiments of the present invention can be included as various new features, and are not merely applied exclusively to the required characteristics, but are basic contents in carrying out the present invention.

  FIG. 2 is a longitudinal sectional view showing a trap device for preventing flame ejection of an internal combustion engine according to a preferred first embodiment of the present invention.

  As shown in FIG. 2, the trap device for preventing flame ejection of the internal combustion engine according to the first preferred embodiment of the present invention includes a primary flame lead-out duct portion 10 and a decompression diffusion space from the inside adjacent to the opening of the crankcase. The part 20 and the secondary flame lead-out duct part 30 are sequentially installed, and the flame heat absorption network part 40 is further installed inside the decompression diffusion space part 20, thereby absorbing and reducing the pressure of the flame released outside. Have a configuration that allows you to.

  First, the said primary flame derivation | leading-out duct part 10 which concerns on this invention is demonstrated.

  The primary flame lead-out duct portion 10 has a structure in which a large number of straps 10a each having a radially uneven plate surface are overlapped so as to form a number of lead-out holes 10b that provide a flame moving path to the inside and outside. And it is a component installed most adjacent to the outer periphery of the opening part of the crankcase from which a flame is ejected. In the lead-out hole 10b of the primary flame lead-out duct portion 10, the unevenness of the strap 10a forms upper and lower side walls to provide a large surface area and expand the contact area with cold air inside, thereby The flame passing through the opening is effectively cooled. Then, an oxygen deficiency phenomenon occurs instantaneously while a flame having a high flow rate passes through each long path formed by each outlet hole 10b, and the flame can be significantly reduced by oxygen deficiency.

  The primary flame lead-out duct portion 10 has a structure in which a large number of straps 10a and lead-out holes 10b are overlapped, and the width thereof is 20 nm to 30 nm. The flame passes through the strap 10a and the lead-out holes 10b. Due to the high resistance to air flow, deformation due to impact of explosion pressure occurs little. Therefore, the present invention has an advantage that a high-strength deformation preventing portion is not required, unlike the prior art.

  Next, the decompression diffusion space 20 according to the present invention will be described.

  The decompression diffusion space portion 20 is a component that provides an empty space portion that is expanded outside the primary flame derivation duct portion 10, and the flame that has passed through the primary flame derivation duct portion 10 As the pressure is introduced into the expanded space, the pressure rapidly decreases, and the pressure is uniformly absorbed by the entire decompression diffusion space portion 20 and introduced into the secondary flame lead-out duct portion 30 described later. . At this time, a flame heat absorption net 40 is further provided in the decompression diffusion space 20, and the flame heat absorption net 40 will be described in detail later.

  Next, the secondary flame lead-out duct portion 30 according to the present invention will be described.

  The secondary flame lead-out duct portion 30 is a component that finally absorbs and attenuates the flame, and like the primary flame lead-out duct portion 10, a number of straps 30 a that are provided with unevenness radially on the plate surface. Are stacked so as to form a large number of lead-out holes 30b that provide a flame moving path to the inside and outside, so that the decompression diffusion space portion 20 is formed outside the flame heat absorption network portion 40. It is installed apart.

  The lead-out hole 30b of the secondary flame lead-out duct portion 30 provides a large surface area by forming the upper and lower sidewalls of the unevenness of the strap 30a, and also expands the contact area with cold air inside, thereby increasing the secondary hole. The flame passing through the flame outlet duct portion 30 is effectively cooled, and the oxygen deficiency phenomenon occurs instantaneously while the flame having a high flow velocity passes through the long paths formed by the respective outlet holes 30b. Due to the deficiency, the flame changes into a smoke state instead of a spark and is expelled to the outside.

  Here, the secondary flame lead-out duct portion 30 has the same thickness as the primary flame lead-out duct portion 10 or a thickness greater than that of the primary flame lead-out duct portion 10. . That is, the area of the cylindrical secondary flame lead-out duct portion 30 installed outside the primary flame lead-out duct portion 10 increases even in the same height space. As the area increases in this way, the space also increases. Therefore, in the secondary flame lead-out duct portion 30, in order to cancel out the gap space increased compared to the contact area of the flame, the thickness is made the same or thicker, and the width is made the same or wider, and finally The flame is completely extinguished. For example, if the thickness of the primary flame lead-out duct portion 10 is 0.5 t, the thickness of the secondary flame lead-out duct portion 30 is preferably about 0.5 t to 1.0 t, and the primary flame If the width of the outlet duct 10 is 30 mm, the width of the secondary flame outlet duct 30 is preferably about 35 mm to 40 mm. Such a numerical value of the thickness can be adjusted in any number according to various internal combustion engines, and can be used in the same range in any range.

  On the other hand, the primary and secondary flame lead-out duct portions 10 and 30 are supported so that the inner and outer portions thereof are adjacent to and supported by the outer peripheral surfaces of a large number of inner support bolts 11 and outer support bolts 12 with the decompression diffusion space portion 20 interposed therebetween. It is installed in a cylindrical shape and is supported in a cylindrical shape so that the flame discharge path is not obstructed while keeping a certain distance between them.

  Next, the flame heat absorption net | network part 40 which concerns on this invention is demonstrated.

  The flame heat absorption mesh part 40 is installed inside the decompression diffusion space part 20 to absorb and disperse the flame flowing out to the decompression diffusion space part 20 side, and has a net structure in which a large number of metal wires intersect and overlap each other. Formed with. That is, while the flame passes through the metal wire, the air flow hits a large number of metal wires, the air flow is stagnated, the energy is consumed while being dispersed in the gaps of the metal wire, and the impact is reduced. Hot air is cooled by contact, and the power of the spark weakens. Therefore, by providing the flame heat absorption net part 40 inside the decompression diffusion space part 20, it is possible to enhance flame absorption and impact prevention capability. At this time, the metal wire constituting the flame heat absorption mesh part 40 is easy to process into a wire or mesh, and is made of a wire material having an excellent heat absorption rate.

  According to the first embodiment of the present invention having such a structure, first, the flame primarily flows into the lead-out hole 10b, which is the flame movement space of the primary flame lead-out duct part 10, and the primary flame lead-out duct part 10 Then, the flame passing through the outlet hole 10b is cooled. The flame that has passed through the primary flame lead-out duct portion 10 is secondarily passed between a large number of metal wires of the flame heat absorption network portion 40 installed inside the decompression diffusion space portion 20, and the flow of air flows therethrough. It collides with a large number of metal wires, stagnates, dissipates energy while being dispersed in the gaps of the metal wires, the pressure decreases, and hot air is secondarily cooled by contact with the metal wires, weakening the power of the spark To do. In particular, in the decompression diffusion space 20, the pressure due to the explosion is uniformly formed in the entire space to rapidly reduce the pressure, and finally through the secondary flame derivation duct 30, the same principle as the primary flame derivation duct 10. This makes it possible to shut off the hot air of the flame that has been significantly weakened in order to effectively prevent the flame from being released to the outside even if an explosion occurs inside the crankcase.

  Hereinafter, the flame heat absorption network part 40 in the second to sixth examples is the “inner flame heat absorption network” that is installed on the side close to the primary flame derivation duct part 10 in the decompression diffusion space part 20. Part 40a ", the part installed near the secondary flame lead-out duct part 30 in the decompression diffusion space part 20 is named" outer flame heat absorption network part 40b ", and the opening of the crankcase And the primary flame lead-out duct portion 10 will be described as “second flame heat absorption net portion 41”.

  FIG. 3 is a longitudinal sectional view of a trap device for preventing flame ejection of an internal combustion engine according to a second preferred embodiment of the present invention.

  As shown in FIG. 3, the trap apparatus for preventing flame ejection of the internal combustion engine according to the second preferred embodiment of the present invention includes a primary flame lead-out duct section 10 and a decompression diffusion space from the inside adjacent to the opening of the crankcase. The part 20 and the secondary flame lead-out duct part 30 are sequentially installed, and the outer flame heat absorption net part 40b is installed on the side close to the secondary flame lead-out duct part 30 in the decompression diffusion space part 20.

  According to the second embodiment of the present invention having such a configuration, first, the flame primarily flows into the lead-out hole 10b which is the flame movement space of the primary flame lead-out duct portion 10, and the primary flame lead-out duct portion 10 Then, the flame passing through the outlet hole 10b is cooled.

  The flame that has passed through the primary flame lead-out duct portion 10 causes the pressure due to the explosion to be uniformly formed in the entire space portion in the decompression diffusion space portion 20 to rapidly reduce the pressure, and a large number of tertiary outer flame heat absorption network portions 40b. While passing between the metal wires, the air flow hits a large number of metal wires and stagnates, dissipating energy while dispersing in the gaps of the metal wires, the pressure decreases, and hot air is brought into contact with the metal wires. Is cooled and the power of the spark is weakened.

  Finally, the secondary flame lead-out duct part 30 is quaternarily passed to block the release of the hot air and pressure of the flame that is significantly weakened by the same principle as the primary flame lead-out duct part 10. be able to.

  FIG. 4 is a longitudinal sectional view of a trap device for preventing flame ejection of an internal combustion engine according to a third preferred embodiment of the present invention.

  As shown in FIG. 4, the trap apparatus for preventing flame ejection of the internal combustion engine according to the third preferred embodiment of the present invention includes a primary flame lead-out duct section 10 and a decompression diffusion space from the inside adjacent to the opening of the crankcase. Part 20 and secondary flame lead-out duct part 30 are sequentially installed, and inner flame heat absorption net part 40a is installed on the side close to primary flame lead-out duct part 10 in the reduced-pressure diffusion space part 20, and the reduced-pressure diffusion space part The outer flame heat absorption net part 40b is further installed on the side close to the secondary flame lead-out duct part 30 in 20.

  According to the third embodiment of the present invention having such a structure, first, the flame primarily flows into the lead-out hole 10b which is the flame movement space of the primary flame lead-out duct portion 10, and the primary flame lead-out duct portion 10 Then, the flame passing through the outlet hole 10b is cooled.

The flame that has passed through the primary flame lead-out duct portion 10 secondarily passes between a large number of metal wires of the inner flame heat absorption network portion 40a, and the flow of air strikes a large number of metal wires and stagnates. The energy is consumed while being dispersed in the gaps between the wires, the pressure is reduced, and the contact with the metal wire cools the hot air and weakens the spark force.
And the pressure by explosion is uniformly formed in the whole space part in the decompression diffusion space part 20, the pressure is rapidly reduced, and the outer flame heat absorption net | network part 40b is made to pass through 4th. The flame that has passed through the outer flame heat absorption net 40b further consumes energy on the same principle as the inner flame heat absorption net 40a and the pressure is reduced. Power is further weakened.

  Finally, the hot flame and pressure of the flame that is significantly weakened by the same principle as the primary flame derivation duct portion 10 can be completely cut off by passing through the secondary flame derivation duct portion 5 5th.

  FIG. 5 is a longitudinal sectional view showing a trap device for preventing flame ejection of an internal combustion engine according to a fourth preferred embodiment of the present invention.

As shown in FIG. 5, the trap device for preventing flame ejection of the internal combustion engine according to the fourth embodiment of the present invention includes a primary flame lead-out duct portion 10 and a decompression diffusion space portion 20 from the inside adjacent to the opening of the crankcase. And a secondary flame outlet duct portion 30 are sequentially installed, a second flame heat absorption net portion 41 is installed between the opening of the crankcase and the primary flame outlet duct portion 10, and the decompression diffusion space portion 20. It has the structure which installed the inner flame heat absorption net | network part 40a in the side near the primary flame derivation | leading-out duct part 10 inside.
According to the fourth embodiment of the present invention having such a structure, first, a flame primarily passes between a plurality of metal wires of the second flame heat absorption net 41, and a flow of air is a large number of metals. While striking against the wire rod, it stagnates, dissipates energy while dispersing in the gaps of the metal wire rod, the pressure decreases, and the hot air is primarily cooled by contact with the metal wire rod.
The flame that has passed through the second flame heat absorption network portion 41 secondarily flows into the lead-out hole 10b that is the flame movement space of the primary flame lead-out duct portion 10, and in the primary flame lead-out duct portion 10, the lead-out hole 10b. The flame passing through is further cooled secondarily.
The flame that has passed through the primary flame lead-out duct portion 10 is further exhausted with pressure on the same principle as the second flame heat absorption net portion 41 while passing through the inner flame heat absorption net portion 40a in a tertiary manner. Is further reduced, and the hot air is cooled by the contact with the metal wire, and the spark force is further weakened.
In particular, the pressure generated by the explosion in the decompression diffusion space portion 20 is uniformly formed in the entire space portion to rapidly reduce the pressure, and finally, through the secondary flame derivation duct portion 30, the same principle as the primary flame derivation duct portion 10. It is possible to completely shut off the hot air of the flame that has been significantly weakened.

  FIG. 6 is a longitudinal sectional view showing a trap device for preventing flame ejection of an internal combustion engine according to a fifth preferred embodiment of the present invention.

As shown in FIG. 6, the trap device for preventing flame ejection of the internal combustion engine according to the fifth preferred embodiment of the present invention includes a primary flame lead-out duct portion 10 and a decompression diffusion space from the inside adjacent to the opening of the crankcase. Part 20 and a secondary flame lead-out duct part 30 are installed in sequence, a second flame heat absorption net part 41 is installed between the opening of the crankcase and the primary flame lead-out duct part 10, and the decompression diffusion space The outer flame heat absorption net 40a is installed on the side close to the secondary flame lead-out duct 30 in the section 20.
According to the fifth embodiment of the present invention having such a structure, first, a flame primarily passes between a plurality of metal wires of the second flame heat absorption net 41, and a flow of air is a large number of metals. While striking against the wire rod, it stagnates, dissipates energy while dispersing in the gaps of the metal wire rod, the pressure decreases, and the hot air is primarily cooled by contact with the metal wire rod.
The flame that has passed through the second flame heat absorption net 41 flows into the lead-out hole 10b, which is the flame movement space of the primary flame lead-out duct 10, and the primary flame lead-out duct 10 receives the flame that passes through the lead-out hole 10b. Secondary cooling is further performed.
The flame that has passed through the primary flame lead-out duct portion 10 causes the pressure due to the explosion to be uniformly formed in the entire space portion in the decompression diffusion space portion 20 to rapidly decrease the pressure, and the second flame heat absorption network portion 40b causes the second flame heat to be reduced. The energy is further consumed and the pressure is further reduced by the same principle as that of the absorption net 41, and the hot air is further cooled by the contact with the metal wire, and the spark force is further weakened.
Finally, the hot air of the flame that has been significantly weakened on the same principle as the primary flame derivation duct portion 10 can be completely blocked through the secondary flame derivation duct portion 30.

  FIG. 7 is a longitudinal sectional view showing a trap device for preventing flame ejection of an internal combustion engine according to a sixth preferred embodiment of the present invention.

As shown in FIG. 7, the trap device for preventing flame ejection of the internal combustion engine according to the sixth preferred embodiment of the present invention includes a primary flame lead-out duct portion 10 and a decompression diffusion space from the inside adjacent to the opening of the crankcase. Part 20 and a secondary flame lead-out duct part 30 are installed in sequence, a second flame heat absorption net part 41 is installed between the opening of the crankcase and the primary flame lead-out duct part 10, and the decompression diffusion space An inner flame heat absorption network part 40a is installed on the side close to the primary flame derivation duct part 10 in the part 20, and an outer flame heat absorption network is located on the side near the secondary flame derivation duct part 30 in the decompression diffusion space part 20. The unit 40b is further installed.
According to the sixth embodiment of the present invention having such a structure, first, a flame primarily passes between a plurality of metal wires of the second flame heat absorption net 41, and a flow of air is a large number of metals. While striking against the wire rod, it stagnates, dissipates energy while dispersing in the gaps of the metal wire rod, the pressure decreases, and the hot air is primarily cooled by contact with the metal wire rod.
The flame that has passed through the second flame heat absorption net 41 flows into the lead-out hole 10b, which is the flame movement space of the primary flame lead-out duct 10, and the primary flame lead-out duct 10 receives the flame that passes through the lead-out hole 10b. Secondary cooling is further performed.
The flame that has passed through the primary flame lead-out duct portion 10 is further exhausted with pressure on the same principle as the second flame heat absorption net portion 41 while passing through the inner flame heat absorption net portion 40a in a tertiary manner. Is further reduced, and the hot air is cooled by the contact with the metal wire, and the spark force is further weakened.
In particular, the pressure due to the explosion is uniformly formed in the entire space portion in the decompression diffusion space portion 20 to rapidly reduce the pressure and pass through the outer flame heat absorption net portion 40b. The flame that has passed through the outer flame heat absorption net 40b further consumes energy on the same principle as the second flame heat absorption net 41 and the inner flame heat absorption net 40a, and the pressure is further reduced. The hot air is further cooled by the contact, and the spark force is further weakened.
Finally, the hot air of the flame that has been significantly weakened on the same principle as the primary flame derivation duct portion 10 can be completely blocked through the secondary flame derivation duct portion 30.

  On the other hand, although not shown, the trap device for preventing flame ejection of the internal combustion engine according to the seventh preferred embodiment of the present invention is also provided on the outside of the secondary flame derivation duct 30 and the second flame heat absorption net 41. It is natural that more can be installed.

  Although the present invention has been described above centering on specific embodiments, various modifications and equivalent embodiments can be made without departing from the technical spirit described in the claims of the present invention. You will understand. Therefore, the true technical protection scope of the present invention should be defined by the claims, and the detailed description of the present invention and the accompanying drawings shall not limit the technical idea of the present invention, but shall be exemplified. Should be interpreted.

It is a longitudinal cross-sectional view which shows one Example of the trap apparatus for flame ejection prevention of the internal combustion engine which concerns on a prior art. 1 is a longitudinal sectional view showing a trap device for preventing flame ejection of an internal combustion engine according to a first preferred embodiment of the present invention. It is a longitudinal cross-sectional view which shows the trap apparatus for flame ejection prevention of the internal combustion engine which concerns on 2nd Example of this invention. It is a longitudinal cross-sectional view which shows the trap apparatus for flame ejection prevention of the internal combustion engine which concerns on 3rd Example of this invention. It is a longitudinal cross-sectional view which shows the trap apparatus for the flame ejection prevention of the internal combustion engine which concerns on 4th Example of this invention. It is a longitudinal cross-sectional view which shows the trap apparatus for flame ejection prevention of the internal combustion engine which concerns on 5th Example of this invention. It is a longitudinal cross-sectional view which shows the trap apparatus for the flame injection prevention of the internal combustion engine which concerns on 6th Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Primary flame lead-out duct part 10a Strap 10b Lead-out hole 11 Inner support bolt 12 Outer support bolt 20 Decompression diffusion space part 30 Secondary flame lead-out duct part 30a Strap 30b Lead-out hole 40 Flame heat absorption net | network part 40a Inner flame heat absorption net | network part 40b Outer flame heat absorption net 41 41 Second flame heat absorption net

Claims (10)

It is installed on the outer periphery of the opening of the crankcase from which the flame is ejected, and has a structure in which a large number of straps with radial irregularities are stacked on the plate surface, and the flame is transmitted through the outlet holes provided between the straps. A primary flame lead-out duct that absorbs and discharges as unsparked due to non-combustion due to lack of oxygen;
A reduced-pressure diffusion space part that provides an empty space part extended outside the primary flame lead-out duct part and reduces the pressure of the dispersed and weakened flame while passing through the primary flame lead-out duct part;
Like the primary flame lead-out duct part, it has a structure in which a large number of straps are stacked on the outside of the decompression diffusion space part, and has a number of lead-out holes that provide a flame movement path to the inside and outside. A secondary flame outlet duct that ultimately absorbs the remaining flame,
At least one flame heat absorbing net portion that has a net structure in which a large number of metal wires intersect and overlap each other, is installed inside the decompression diffusion space portion, and absorbs and disperses the flame flowing out to the decompression diffusion space portion side. A trap device for preventing flame ejection of an internal combustion engine, characterized by being provided.   2. The trap apparatus for preventing flame ejection of an internal combustion engine according to claim 1, wherein the flame heat absorption net part is installed on a side near the primary flame lead-out duct part in the decompression diffusion space part. 2. The trap apparatus for preventing flame ejection of an internal combustion engine according to claim 1, wherein the flame heat absorption net part is installed on a side near the secondary flame lead-out duct part in the decompression diffusion space part.   The said flame heat absorption net | network part is installed in the side close | similar to the said primary flame derivation | leading-out duct part and the said secondary flame derivation | leading-out duct part in the said decompression diffusion space part, It is characterized by the above-mentioned. A trap device for preventing jetting of flames in internal combustion engines.   The flame ejection preventing trap of the internal combustion engine according to claim 2, wherein a second flame heat absorption net is further installed between the opening of the crankcase and the primary flame lead-out duct. apparatus.   The flame ejection preventing trap of the internal combustion engine according to claim 3, wherein a second flame heat absorption net is further installed between the opening of the crankcase and the primary flame lead-out duct. apparatus.   5. The flame ejection preventing trap of the internal combustion engine according to claim 4, wherein a second flame heat absorption net is further installed between the opening of the crankcase and the primary flame lead-out duct. apparatus.   8. The trap device for preventing flame ejection of an internal combustion engine according to claim 2, wherein a second flame heat absorption net is further installed outside the secondary flame lead-out duct. 9. . The secondary flame lead-out duct portion has a thickness that is the same as or greater than the thickness of the primary flame lead-out duct portion, and has a width that is the same as or wider than the width of the primary flame lead-out duct portion. A trap device for preventing flame ejection of an internal combustion engine according to any one of claims 1 to 7. The shape of the primary flame lead-out duct portion and the secondary flame lead-out duct portion are maintained and fixed by a large number of support bolts in contact with the inner and outer sides, according to any one of claims 1 to 7. A trap device for preventing flame ejection of an internal combustion engine as described.