JP3134510U - Vehicle silencer - Google Patents
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- JP3134510U JP3134510U JP2007004209U JP2007004209U JP3134510U JP 3134510 U JP3134510 U JP 3134510U JP 2007004209 U JP2007004209 U JP 2007004209U JP 2007004209 U JP2007004209 U JP 2007004209U JP 3134510 U JP3134510 U JP 3134510U
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Abstract
【課題】排気速度の加速に応じて抵抗レベルを低減し、かつ消音効果にも優れているという機能を備える車両用消音器を提供する。
【解決手段】エンジンからの排気ガスが内部導管（５０）の複数の通気孔（５１１）を通って内側の吸音室（６１ｄ）、（６１ｅ）まで膨張し、さらに内管（４０）の複数の通気孔（４１１）から外側の吸音室（６１ａ）、（６１ｂ）、（６１ｃ）にまで膨張して排気圧力を下げるとともに、吸音材（６２）で排気音を吸収する。
【選択図】図３A muffler for a vehicle having a function of reducing a resistance level in accordance with acceleration of an exhaust speed and having an excellent silencing effect is provided.
Exhaust gas from an engine passes through a plurality of vent holes (511) of an internal conduit (50) and expands to an inner sound absorbing chamber (61d), (61e), and further, a plurality of exhaust pipes of an inner pipe (40). While expanding from the vent hole (411) to the outer sound absorbing chambers (61a), (61b), (61c) to lower the exhaust pressure, the sound absorbing material (62) absorbs the exhaust sound.
[Selection] Figure 3
Description
本考案は車両用消音器に関するものであって、特に、多段膨張式消音器とストレート構造式消音器の消音特性を合わせ持ち、かつエンジン出力を増強可能な設計に関するものである。 The present invention relates to a vehicle silencer, and more particularly, to a design that can combine the silencing characteristics of a multi-stage expansion silencer and a straight structure silencer and can enhance engine output.
燃料の燃焼によってエンジンから発生する排気ガスが、もし直接大気中へと排出されてしまえば、排気ガスの圧力が高圧から大気圧にまで急激に低下するため、たいへん耳障りな騒音が発生することになる。そこで、消音器に排気ガスを通過させ、排気ガスの圧力と周波数を小さくすることで、排気騒音を効果的に低減させることが必要である。 If the exhaust gas generated from the engine due to the combustion of the fuel is directly discharged into the atmosphere, the exhaust gas pressure will drop rapidly from high pressure to atmospheric pressure, resulting in very annoying noise. Become. Therefore, it is necessary to effectively reduce the exhaust noise by passing the exhaust gas through the silencer and reducing the pressure and frequency of the exhaust gas.
一般的な車両用消音器は、図１に示すような多段膨張式消音器（１０）であって、一の筒状本体（１１）内部をしきり（１２）で複数のガス室（１３）に分割し、所定の多段膨張式設計にしたがって複数の通気管（１４）を複数のガス室（１３）に直列に貫設し、必要に応じて各通気管（１４）に複数の通気孔（１４１）を形成し、排気ガスを通気孔（１４１）に通過させることによって膨張させる。また、エンジから排出された高圧排気ガスは、図中の矢印が示すように、各通気管（１４）を通って各ガス室（１３）内に膨張することで圧力を下げ消音される。 A general vehicle silencer is a multistage expansion silencer (10) as shown in FIG. 1, and the inside of one cylindrical main body (11) is closed (12) into a plurality of gas chambers (13). A plurality of ventilation pipes (14) are provided in series in a plurality of gas chambers (13) according to a predetermined multistage expansion design, and a plurality of ventilation holes (141) are provided in each ventilation pipe (14) as necessary. ) And inflated by passing the exhaust gas through the vent (141). Further, as indicated by the arrows in the figure, the high-pressure exhaust gas discharged from the engine expands into the gas chambers (13) through the vent pipes (14), thereby reducing the pressure and muting.
また、図２に示すストレート構造式消音器（２０）は、一の外部被覆（２１）に一の内部ストレート管（２２）を貫設し、内部ストレート管（２２）のうち外部被覆（２１）内部に位置して外部被覆（２１）に覆われている部分には、複数の通気孔（２２１）が形成され、内部ストレート管（２２）のうち外部被覆（２１）に覆われた部分の外縁と外部被覆（２１）内部とで構成される吸音室には吸音材（２３）が充填されるので、内部ストレート管（２２）を通過したエンジンからの排気ガスは、複数の通気孔（２２１）によって膨張効果を得て排気圧力が低下するとともに、吸音室に充填された吸音材（２３）で排気騒音が吸収され、消音の目的を達成する。 Moreover, the straight structure type silencer (20) shown in FIG. 2 has one inner straight pipe (22) penetrated through one outer covering (21), and the outer covering (21) of the inner straight pipe (22). A plurality of vent holes (221) are formed in the portion located inside and covered with the outer covering (21), and the outer edge of the portion covered with the outer covering (21) in the inner straight tube (22) And the inside of the outer cover (21) are filled with the sound absorbing material (23), so that the exhaust gas from the engine that has passed through the inner straight pipe (22) has a plurality of vent holes (221). As a result, an expansion effect is obtained, the exhaust pressure is reduced, and the sound absorption material (23) filled in the sound absorption chamber absorbs the exhaust noise, thereby achieving the purpose of silencing.
しかしながら、上記の車両用消音器にはそれぞれ短所と長所があり、多段膨張式消音器（１０）は、排気ガスの流動路が複雑であるため抵抗が大きくなるという問題がある反面、消音効果には優れており、一方、ストレート構造式消音器（２０）は、排気ガスの流動路が単純で通過しやすいため抵抗が小さく高速排気に優れているが、排気音の吸収能力が低く騒音が大きいという問題がある。 However, the above-mentioned vehicle silencer has its own disadvantages and advantages, and the multistage expansion silencer (10) has a problem of increased resistance due to the complicated flow path of the exhaust gas. On the other hand, the straight structure silencer (20) is excellent in high-speed exhaust with low resistance because the flow path of exhaust gas is simple and easy to pass through, but noise absorption is low and noise is high There is a problem.
エンジンとはエアポンプであるため、その効率の大部分はシリンダーへの空気の吸排気しやすさ、つまりシリンダーへの吸排気抵抗で決まるのだが、これを吸排気損失（ポンピングロス：Ｐｕｍｐｉｎｇ ｌｏｓｓ）と呼ぶ。障害となるものを最少とすればポンピングロスを低減することができ、エンジン出力が増強可能であることは明らかであり、エンジン出力を最大とするためには、排気システムは排気ガスの流れに対して障害を最小に維持する必要がある。こういった障害はエンジンからの排気ガスの排出を妨げ、後からエンジンに吸入される新鮮なガスを希釈してしまう（ガスの一部がシリンダー内に残留して新鮮なガスと混合してしまう）ため、当然のことながら性能を低下させ、障害が大きいほど抵抗が発生して、エンジンが排気ガスをシリンダーに排出するためにさらに大きな力を必要とすることとなり、これがすなわちポンピングロスの原因の一つである。 Since the engine is an air pump, most of its efficiency is determined by the ease of air intake and exhaust to the cylinder, that is, the intake and exhaust resistance to the cylinder. This is called the pumping loss. Call. Obviously, pumping loss can be reduced if the obstacles are minimized, and the engine output can be increased. To maximize the engine output, the exhaust system must Need to keep obstacles to a minimum. These obstacles prevent exhaust emissions from the engine and dilute the fresh gas that is later drawn into the engine (part of the gas remains in the cylinder and mixes with the fresh gas) Therefore, naturally, the performance is reduced, the greater the obstacle, the more resistance is generated, and the engine needs more force to exhaust the exhaust gas into the cylinder, which is the cause of the pumping loss. One.
従来の多段膨張式消音器およびストレート構造式消音器にはそれぞれ長所と短所があるが、低騒音と最大エンジン出力という二つの要求を叶えることは未だできておらず、改善の余地がある。 Conventional multistage expansion silencers and straight structure silencers have advantages and disadvantages, respectively, but they have not yet been able to fulfill the two requirements of low noise and maximum engine output, and there is room for improvement.
本考案は、抵抗レベルと消音効果を両立できないという従来技術における問題を解決するためになされたものであって、排気速度の加速に応じて抵抗レベルを低減し、かつ消音効果にも優れているという機能を備えることを目的とする。
また、本考案は、多段膨張式の消音効果を有すとともに、排気ガスの流れが受ける障害を最小に保つことでエンジン効率を最適に維持し、エンジン出力を２０％以上増強することが可能な車両用消音器を提供することを他の目的とする。
The present invention was made to solve the problem in the prior art that the resistance level and the silencing effect cannot be achieved at the same time. The resistance level is reduced according to the acceleration of the exhaust speed, and the silencing effect is excellent. It aims at having the function.
In addition, the present invention has a multistage expansion type silencing effect, and can maintain engine efficiency optimally by keeping the obstacle to the exhaust gas flow to a minimum, and can increase the engine output by 20% or more. Another object is to provide a silencer for a vehicle.
本考案で用いられる原理として、エンジンの排出した排気ガスが消音管に吸入されると、排気ガスの流れは複数の管を軸方向に貫設し組み合わすことによって形成される複数の異なる吸音室にまで膨張し、かつ、各管は吸気端の孔径が大きく、排気端の孔径は小さくなるよう設計されており、いわゆる「ベンチュリ管」（Ｖｅｎｔｕｒｉ ｔｕｂｅ）の形体で「ベンチュリ管効果」を生じさる。また、ガスの流速変化を計算するにあたっては、ベルヌーイの定理（Ｂｅｒｎｏｕｌｌｉ‘ｓ ｅｑｕａｔｉｏｎ）に基づく以下の公式が用いられる。
Ｑ=Φ1×Ｖ1＝Φ2×Ｖ2
As a principle used in the present invention, when exhaust gas exhausted from the engine is sucked into the muffler pipe, the flow of the exhaust gas is formed by a plurality of different pipes extending in the axial direction and combined with each other. In addition, each pipe is designed to have a large diameter at the intake end and a small diameter at the exhaust end, and the so-called “Venturi tube” shape produces a “Venturi tube effect”. . The following formula based on Bernoulli's equation is used to calculate the change in gas flow velocity.
Q = Φ 1 × V 1 = Φ 2 × V 2
よって、流量（Ｑ）が同じである排気ガスが前部および後部の貫通孔を通る際には、後部の貫通孔（Φ2）の孔径が小さくなっているため、必然的にＶ2（流速）は大きくなり、消音管内に「流速加速」効果が生まれることとなり、かつ、この流速はノズル（Ｆｌｏｗ ｎｏｚｚｌｅ）の周囲に「吸引効果」を発生させるので外管内部の排気ガスの流れを動かすことが可能であって、複数の管内の排気ガスが膨張・消音した後であっても急速に排出されて「ドラフト」作用を生じさせる。このようにしてエンジンの吸排気損失（Ｐｕｍｐｉｎｇ ｌｏｓｓ）を低減させ、騒音を増大させないという前提のもとに、エンジン出力を増強させるという効果を上げることができる。 Accordingly, since the exhaust gas flow rate (Q) is the same is when passing through the front and rear of the through hole, the hole diameter of the rear portion of the through-hole ([Phi 2) is smaller, inevitably V 2 (flow rate ) Will increase, and a “flow velocity acceleration” effect will be created in the muffler tube, and this flow velocity will generate a “suction effect” around the nozzle (Flow nozzle), thus moving the flow of exhaust gas inside the outer tube The exhaust gas in the plurality of pipes is rapidly exhausted even after being expanded and silenced, causing a “draft” action. In this way, it is possible to increase the engine output under the premise that the pumping loss of the engine is reduced and the noise is not increased.
前記効果を得るために、本考案の構造は、頭端部が貫通孔を有する密封面である第一胴部と第一収縮部と第一狭端部とにより構成される一の外管と、管壁に複数の通気孔が形成される第二胴部と第二収縮部と第二狭端部とから構成され、かつ外管の内部に設置されることによって、第二胴部の頭端部を前記密封面上に外接させ、第二狭端部の末端部を前記第一狭端部内に挿入させる一の内管と、前記内管内部に位置する部分の管壁に複数の通気孔が形成される第三胴部と第三収縮部と第三狭端部とから構成され、かつ内管の内部に設置されることによって、第三胴部の頭端部を前記密封面の貫通孔に貫設し、第三狭端部の末端部を前記第二狭端部内に挿入させる一の内部導管と、第一胴部と第二胴部の間および第二胴部と第三胴部の間に設置され、内外の大きさが異なる複数の吸音室を形成する複数のしきりとを備えることを特徴とする。 In order to obtain the above-described effect, the structure of the present invention includes a first outer tube including a first trunk portion, a first contraction portion, and a first narrow end portion whose head end portion is a sealing surface having a through hole. The head of the second body portion is configured by a second body portion, a second contraction portion, and a second narrow end portion, in which a plurality of air holes are formed in the tube wall, and installed in the outer tube. A plurality of passages are provided in the inner wall of the inner tube, the end portion of which is circumscribed on the sealing surface and the end portion of the second narrow end portion is inserted into the first narrow end portion, and the portion of the tube wall located inside the inner tube. It is composed of a third body part, a third contraction part, and a third narrow end part in which pores are formed, and is installed inside the inner tube so that the head end part of the third body part is connected to the sealing surface. One internal conduit penetrating through the through-hole and allowing the end of the third narrow end to be inserted into the second narrow end; between the first barrel and the second barrel and between the second barrel and the third Installed between the torso Is characterized by comprising a plurality of partitions size of inside and outside to form a plurality of different acoustic chamber.
本考案の実施の形態を図３および４の基づいて説明する。本考案の実施形態は、頭部が貫通孔（３４１）を有する密封面（３４）である第一胴部（３１）と第一収縮部（３２）と第一狭端部（３３）とにより構成される一の外管（３０）と、管壁に複数の通気孔（４１１）が形成される第二胴部（４１）と第二収縮部（４２）と第二狭端部（４３）とから構成され、かつ外管（３０）の内部に設置されることによって、第二胴部（４１）の頭端部を前記密封面（３４）上に外接させ、第二狭端部（４３）の末端部を前記第一狭端部（３３）内に挿入させる一の内管（４０）と、前記内管（４０）内部に位置する部分の管壁に複数の通気孔（５１１）が形成される第三胴部（５１）と第三収縮部（５２）と第三狭端部（５３）とから構成され、かつ内管（４０）の内部に設置されることによって、第三胴部（５１）の頭端部を前記密封面（３４）の貫通孔（３４１）に貫設し、第三狭端部（５３）の末端部を前記第二狭端部（４３）内に挿入させる一の内部導管（５０）と、第一胴部（３１）と第二胴部（４１）の間および第二胴部（４１）と第三胴部（５１）の間に設置され、消音フォームあるいはスチールウールあるいはこれらの組み合わせである吸音材（６２）を選択的に充填した内外の大きさが異なる複数の吸音室（６１ａ）、（６１ｂ）、（６１ｃ）、（６１ｄ）、（６１ｅ）を形成する複数のしきり（６０）とを備える。
前記内管（４０）は必要に応じて増減可能であって、大型車のように比較的大量に排気が必要な場合には、一層あるいは二層になっていてもよい。当然、排気量が比較的少ない機関車については、前記内部導管（５０）は外管（３０）あるいは内管（４０）のいずれか一つと協調していれば実現可能である。
An embodiment of the present invention will be described with reference to FIGS. The embodiment of the present invention includes a first body part (31), a first contraction part (32), and a first narrow end part (33) whose head part is a sealing surface (34) having a through hole (341). One outer pipe (30) configured, a second body part (41), a second contraction part (42), and a second narrow end part (43) in which a plurality of vent holes (411) are formed in the pipe wall. And the head end portion of the second body (41) is circumscribed on the sealing surface (34), and the second narrow end portion (43 ) And a plurality of vent holes (511) on the tube wall of the portion located inside the inner tube (40). The inner tube (40) is inserted into the first narrow end portion (33). The third barrel portion (51), the third contraction portion (52), and the third narrow end portion (53) that are formed are installed in the inner tube (40), and thereby the third The head end of the portion (51) is inserted through the through hole (341) of the sealing surface (34), and the terminal end of the third narrow end (53) is inserted into the second narrow end (43). One internal conduit (50), between the first body (31) and the second body (41) and between the second body (41) and the third body (51) A plurality of sound absorbing chambers (61a), (61b), (61c), (61d), (61e) of different sizes inside and outside that are selectively filled with a sound absorbing material (62) that is foam, steel wool, or a combination thereof. And a plurality of thresholds (60).
The inner pipe (40) can be increased / decreased as necessary, and may be one or two layers when a relatively large amount of exhaust is required as in a large vehicle. Naturally, for a locomotive with a relatively small displacement, this can be realized if the internal conduit (50) cooperates with either the outer pipe (30) or the inner pipe (40).
このような構成によると、本考案の消音作用は次の二つの部分に分けることが可能である。一つは、エンジンからの排気ガスが内部導管（５０）の複数の通気孔（５１１）を通って内側の吸音室（６１ｄ）、（６１ｅ）まで膨張し、さらに内管（４０）の複数の通気孔（４１１）から外側の吸音室（６１ａ）、（６１ｂ）、（６１ｃ）にまで膨張して排気圧力を下げるとともに、吸音材（６２）で排気音を吸収するという部分である。そして他の一つは、内部導管（５０）の複数の通気孔（５１１）を通らなかったエンジンからの排気ガスが内部導管（５０）の第三狭端部（５３）から内管（４０）の第二狭端部（４３）に排出され、さらに外管（３０）の第一狭端部（３３）に排出されるという部分であって、排気管の口径が拡大することよって排気圧力の膨張作用が低減されるとともに、後部吸音室（６１ｃ）、（６１ｅ）へ膨張した排気ガスを導引することが可能である。 According to such a configuration, the silencing effect of the present invention can be divided into the following two parts. One is that the exhaust gas from the engine expands to the inner sound absorbing chambers (61d) and (61e) through the plurality of vent holes (511) of the inner conduit (50), and further to the plurality of inner pipes (40). This part expands from the vent hole (411) to the outer sound absorbing chambers (61a), (61b), (61c) to lower the exhaust pressure, and the sound absorbing material (62) absorbs the exhaust sound. The other is that the exhaust gas from the engine that has not passed through the plurality of vent holes (511) of the internal conduit (50) passes from the third narrow end (53) of the internal conduit (50) to the inner tube (40). The second narrow end portion (43) of the exhaust pipe is further discharged to the first narrow end portion (33) of the outer pipe (30). While the expansion effect is reduced, the expanded exhaust gas can be guided to the rear sound absorbing chambers (61c) and (61e).
よって、図４の矢印が示す排気ガスの流れからわかるように、本考案は多段膨張式の消音方法とストレート構造式の消音方法とを兼ね備える。エンジンが低速で排気する際には、後部吸音室（６１ｃ）、（６１ｅ）まで膨張した排気ガスが低速で導引されるため、比較的高い多段膨張式効果が生じ、大抵抗が発生してねじり力を増強させることが可能である。エンジンが高速で排気する際には、後部吸音室（６１ｃ）、（６１ｅ）まで膨張した排気ガスが高速で導引されるため、ストレート構造における小抵抗に近い効果が生じる。一方、複数のしきり（６０）が内外の大きさが異なる複数の吸音室（６１ａ）、（６１ｂ）、（６１ｃ）、（６１ｄ）、（６１ｅ）を形成し、充填されている吸音材と協調して異なる音域の排気音を吸収する。よって、本考案は排気速度の加速に従って抵抗レベルを増減させ、かつ消音効果にも優れているという機能を備える。 Therefore, as can be seen from the flow of the exhaust gas indicated by the arrow in FIG. 4, the present invention combines the multistage expansion type silencing method and the straight structure type silencing method. When the engine exhausts at a low speed, the exhaust gas expanded to the rear sound absorption chambers (61c) and (61e) is guided at a low speed, resulting in a relatively high multistage expansion effect and a large resistance. It is possible to increase the twisting force. When the engine exhausts at high speed, the exhaust gas expanded to the rear sound absorbing chambers (61c) and (61e) is guided at high speed, so that an effect close to a small resistance in the straight structure occurs. On the other hand, a plurality of thresholds (60) form a plurality of sound absorbing chambers (61a), (61b), (61c), (61d), (61e) having different sizes inside and outside, and cooperate with the filled sound absorbing material. To absorb the exhaust sound of different sound ranges. Therefore, the present invention has a function of increasing and decreasing the resistance level according to the acceleration of the exhaust speed and being excellent in the silencing effect.
次に、図５は図４に示す各管におけるベンチュリ効果を説明する図であって、本図によると、本実施の形態における内部導管（５０）の吸気口（第三胴部５１）の直径Φ1は５０ｍｍであり、外管（３０）の排気口（第一狭端部３３）の直径Φ4はほぼ一様に５０ｍｍであるが、これに限るものではない。また、本考案の最大の特徴を以下に述べる。前記内管（４０）の第二狭端部（４３）の直径Φ3はおよそ１８ｍｍであり前記第一狭端部（３３）に挿入され、前記内部導管（５０）の第三狭端部の直径Φ2は約９ｍｍであり前記第二狭端部（４３）に挿入され、多重「ベンチュリ効果」生じさせる。また、ベルヌーイの定理に基づくＱ（流量）＝Φ1×Ｖ1＝Φ2×Ｖ2という公式から、前記内部導管（５０）の管径がΦ1（５０ｍｍ）からΦ2（９ｍｍ）に減じると、第三狭端部（５３）の流速（Ｖ2）が大きくなり、かつ、第一ノズル（５４）の周囲に吸引効果が生じて負圧状態を発生させ、内管（４０）内部の排気ガスの流れ（Ｓ1）を動かして急速に第二狭端部（４３）内の混合室（４４）内に導引することが可能である。当該混合室（４４）中の排気ガスは第二ノズル（４５）を通って第一狭端部（３３）に進入し、外管（３０）内の排気ガスの流れ（Ｓ2）を動かす。こうして、内部導管（５０）から各吸音室内に進入し消音された排気ガスは、「ドラフト」作用で急速に排出され、エンジンの吸排気損失を低減させてエンジン出力を増強することが可能である。 Next, FIG. 5 is a diagram for explaining the venturi effect in each pipe shown in FIG. 4. According to this figure, the diameter of the intake port (third trunk portion 51) of the internal conduit (50) in the present embodiment. Φ 1 is 50 mm, and the diameter Φ 4 of the exhaust port (first narrow end portion 33) of the outer tube (30) is substantially uniformly 50 mm, but is not limited thereto. The greatest features of the present invention are described below. The diameter Φ 3 of the second narrow end (43) of the inner tube (40) is approximately 18 mm and is inserted into the first narrow end (33), and the third narrow end of the inner conduit (50) The diameter Φ 2 is about 9 mm and is inserted into the second narrow end (43), producing a multiple “venturi effect”. Further, from the formula Q (flow rate) = Φ 1 × V 1 = Φ 2 × V 2 based on Bernoulli's theorem, the pipe diameter of the internal conduit (50) is reduced from Φ 1 (50 mm) to Φ 2 (9 mm). And the flow velocity (V 2 ) of the third narrow end (53) is increased, and a suction effect is generated around the first nozzle (54) to generate a negative pressure state. The flow (S 1 ) of the exhaust gas can be moved and rapidly led into the mixing chamber (44) in the second narrow end (43). The exhaust gas in the mixing chamber (44) enters the first narrow end (33) through the second nozzle (45), and moves the flow (S 2 ) of the exhaust gas in the outer pipe (30). In this way, the exhaust gas that has entered the respective sound absorption chambers from the internal conduit (50) and has been muffled is rapidly exhausted by the “draft” action, and it is possible to reduce engine intake and exhaust loss and increase engine output. .
考案者が２００７年２月６日に桃園県政府環境保護局においておこなった測定データおよび結果を以下に示す。
１．車両データ
メーカー・機種：中華ＦＢ５１１Ｗ、
エンジン型式：Ｌ４
工場出荷年月：１９９６年７月
車両番号（ナンバープレート）：Ｌ５−３５０８
総排気量：２８３５（Ｃ．Ｃ．）
車両総重量：３４９０（ｋｇ）
最大予測エンジン出力および回転速度：９３／４０００（ｈｐ／ｒｐｍ）
温度環境および大気圧：２９４．６、 １００．４（ｋ／ｋｐａ）
The measurement data and results obtained by the inventor on February 6, 2007 at the Taoyuan County Government Environmental Protection Bureau are shown below.
1. Vehicle data Manufacturer / model: Chinese FB511W,
Engine model: L4
Factory shipment date: July 1996 Vehicle number (number plate): L5-3508
Total displacement: 2835 (C.C.)
Total vehicle weight: 3490 (kg)
Maximum predicted engine power and speed: 93/4000 (hp / rpm)
Temperature environment and atmospheric pressure: 294.6, 100.4 (k / kpa)
２．測定結果
（１）従来の消音管を用いたものと本考案の消音管を用いたものについて汚染度測定を行った結果、両者とも合格基準に達していた。
（２）エンジン出力比（％）：従来の消音管を用いたもののエンジン出力比は４１％、本考案の消音管を装着したもののエンジン出力比は６１％であって、エンジン出力比はちょうど２０％増強した。
2. Measurement results (1) As a result of measuring the degree of contamination of a conventional silencer tube and a device using the silencer tube of the present invention, both of them reached the acceptance standard.
(2) Engine output ratio (%): The engine output ratio of the conventional silencer tube is 41%, the engine output ratio of the device equipped with the silencer of the present invention is 61%, and the engine output ratio is just 20 % Increase.
以上の説明および測定結果より、本考案の消音管は騒音と汚染度を増大させないという前提の下で、確実にエンジン出力を増強することが可能であり、エンジン効果を上げることができる。 From the above explanation and measurement results, the muffler of the present invention can surely enhance the engine output under the premise that the noise and the degree of contamination are not increased, and the engine effect can be improved.
１０：多段膨張式消音器、１１：筒状本体、１２：しきり、１３：ガス室、１４：通気管、１４１：通気孔、２０：ストレート構造式消音器、２１：外部被覆、２２：内部ストレート管、２２１：通気孔、２３：吸音材、３０：外管、３１：第一胴部、３２：第一収縮部、３３：第一狭端部、３４：密封面、３４１：貫通孔、４１：第二胴部、４０：内管、４１１：通気孔、４２：第二収縮部、４３：第二狭端部、４４：混合室、４５：第二ノズル、５０：内部導管、５１：第三胴部、５１１：通気孔、５２：第三収縮部、５３：第三狭端部、５４：第一ノズル、６０：複数のしきり６１ａ・６１ｂ・６１ｃ・６１ｄ・６１ｅ：吸音室、６２：吸音材
10: multistage expansion silencer, 11: cylindrical body, 12: full, 13: gas chamber, 14: vent pipe, 14: vent hole, 20: straight structural silencer, 21: external coating, 22: internal straight Pipe, 221: Vent, 23: Sound absorbing material, 30: Outer pipe, 31: First trunk, 32: First contraction, 33: First narrow end, 34: Sealing surface, 341: Through hole, 41 : Second body part, 40: inner pipe, 411: vent hole, 42: second contraction part, 43: second narrow end part, 44: mixing chamber, 45: second nozzle, 50: internal conduit, 51: first Three barrel parts, 511: vent hole, 52: third contraction part, 53: third narrow end part, 54: first nozzle, 60:
Claims (4)
管壁に複数の通気孔が形成される第二胴部と、第二収縮部と、第二狭端部とから構成され、かつ外管の内部に設置されることによって、第二胴部の頭端部を前記密封面上に外接させ、第二狭端部の末端部を前記第一狭端部内に挿入させる一の内管と、
前記内管内部に位置する部分の管壁に複数の通気孔が形成される第三胴部と、第三収縮部と、第三狭端部とから構成され、かつ内管の内部に設置されることによって、第三胴部の頭端部を前記密封面の貫通孔に貫設し、第三狭端部の末端部を前記第二狭端部内に挿入させる一の内部導管と、
第一胴部と第二胴部の間および第二胴部と第三胴部の間に設置され、内外の大きさが異なる複数の吸音室を形成する複数のしきりと、を備える車両用消音器。 One outer tube composed of a first body portion whose head end portion is a sealing surface having a through hole, a first contraction portion, and a first narrow end portion;
It is composed of a second body part in which a plurality of air holes are formed in the tube wall, a second contraction part, and a second narrow end part, and is installed inside the outer tube, thereby An inner tube having a head end circumscribed on the sealing surface and a distal end of a second narrow end inserted into the first narrow end;
It is composed of a third body part, a third contraction part, and a third narrow end part in which a plurality of vent holes are formed in the pipe wall of the part located inside the inner pipe, and is installed inside the inner pipe. An internal conduit for penetrating the head end portion of the third body portion into the through hole of the sealing surface and inserting the terminal end portion of the third narrow end portion into the second narrow end portion;
A muffler for a vehicle comprising: a plurality of squeezes that are installed between the first body part and the second body part and between the second body part and the third body part and form a plurality of sound absorbing chambers having different sizes inside and outside. vessel.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013194700A (en) * | 2012-03-22 | 2013-09-30 | Honda Motor Co Ltd | Muffler for motorcycle |
| CN114876882A (en) * | 2021-02-05 | 2022-08-09 | 宝山钢铁股份有限公司 | Multi-stage compressed air silencer and application |
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2007
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013194700A (en) * | 2012-03-22 | 2013-09-30 | Honda Motor Co Ltd | Muffler for motorcycle |
| CN114876882A (en) * | 2021-02-05 | 2022-08-09 | 宝山钢铁股份有限公司 | Multi-stage compressed air silencer and application |
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