US1049433A - Muffler. - Google Patents

Description

W. H WINSLOW.

MUFFLER.

APPLIUATION FILED MAY15,1909.

Patented Jan. 7, 1913.

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MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented Jan. 7, 1913.

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MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented J an. 7, 1913.

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W. H. WINSLOW.

MUFFLER.

APPLICATION FILED MAY 15, 1909.

1,049,433. Patented Jan. 7, 1913.

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W. H. WINSLOW.

MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented J an. 7, 1913.

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'WILLIAIM-H. WINSLOW, OF CHICAGO, ILLINOIS, ASSIGN'OE TO THE STEAM POWER DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

MUFFLER.

To all whom it may concern Be itknown that I, VILLLUI II. "138- row, a citizen of the United States, residing at Chicago. in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Mulilers, of which the following is a full, clear, concise, and exact description, reference-being had to the accompanying drawings, forming a partof this specification. Y

My invention relates to an improved mufller construction for receiving the exhaust gases from engines, and while it is designed particularly for use with internal combustion engines, it may also be effectively used in conneetionwith steam engines for eliminating the noise due to the exhaust -without placing an excessive back pressure uponthe engine as is commonlythe result with mufflers of previous constructions.

In carrying out my invention I provide a first receptacle or chamber for receiving the gases exhausted from the engine, which gases are led from said first chamber into a second chamber concentric therewith. In passing from onechamber to the other, the gases are so directed'as to receive a whirling motion in a path ofpractically no resistance, which path, however, has a considerablelengthas a result of passing many times around the re ceivingchaniber, which is circular in crosssection, In this way, therefore, I provide a means forconverting the energy contained para't-ivelylow in the exhaust gases from a condition of high compression and comparatively small velocity, in which condition thefigases leave the engine cylinder, to a condition of compressure and high velocity. By my invention I also provide a. means by which the high velocity gases described above are discharged into the atmosphere at a practically constant rate, as a resnlt of which the noise usually incidentto the (lischarge of exhaust gases .from engines into the atmosphere iseliminated. It is to be noted that the results described above are secured without .materially retarding the flow of exhaust gases from the engine to the to make a multiplicity of sharp turns, but

Specification of Letters Patent.

are on the other hand directed in such a- Patented Jam-7,1913.

Application filed May 15, 1909. Serial No. 496,109.

manner. as to move continuously in paths of comparatively low resistance.

My invention further provides for initially releasing the pressure upon the exhaust gases as they enter the muffler, by providing a first or receiving member of a cross-section larger than the exhaust pipe. In this modification the means used to direct the gases into the second chamber extend somewhat into the first chamber, in'order to necessitate a. breaking up of the exhaust gases. to a certain extent before they are acted upon by the directing means. This results in equalizing the flow of gases into the second chamber, and yet as a result of the cross-section of the first chamber beinglarger than that of the exhaust pipe no considerable resistance is exerted upon the exhaust gases.

The several drawings illustrating my invention are as follows:

Figure 'l. is a side view of my mutlier in its assembled condition, a portion of the side wall of the outer casing being removed to show 'the inside of the outer chamber; Fig. 2 is a vertical longitudinal section through the parts shown in Fig, 1, taken along the line 2, 2in Fig. 3; Fig. 3 is a left-hand end view of the parts shown in Fig. 1; Fig. 4 is a transverse sectional view of the parts shown in Fig. 1, taken along the line 4, 4;

Fig. 5 isa view similar to Fig. 1, showinga gases from one chamber. to the other of the. murder:

I Fig.'- 8 is a transverse sectional vlew'of the parts shown in Fig. 7, taken along the line 8, 8; Fig.9 is a view similar to Fig. .2, showing a modified forrnof con-.

struction in iwhich .the first or receiving ,chamberls of larger cross-section than the cross-section of the exhaust pipe extending from the mutller to the engine; Fig. 10.is atransverse sectional'view of the parts shown in Fig. 9, taken along the line 10,10 Fig. 11 isv a view similar to. Fig. 2, showing amodified form of niulller construction in which the first or receiving chamber sur- 7 partially in sectional view a throttling valve mechanism for restricting, as desired, the normal outlet opening to atmosphere from the muffler; Fig. 16 is an end view of the parts shown in Fig. 15; Fig. 17 is a View of a modified form of t-hrottlin arrangement; Fig. 18 is an end view partlally in section of the parts shown in Fig. 17.

As shown in Figs. 1 to 4, inclusive, my mufller consists in a tube 1 closed at. its lefthand end and adapted to be connected at its right-hand end to an exhaust pipe of practically the same internal diameter, by which the exhaust gases from the engine are directed to the' pipe 1. A plurality of bent tubes 3 of small bore are threaded into the pipe 1 at intervals along its length and extend outward radially from the pipe 1 in all directions from such pipe. These tubes are all bent in the same direction at their outer ends, as indicated at 5,.so as toimpart to the gases passing through such tubes motion in a direction practically tangential to a circle of a diameter sufficient to just surround the tubes. directed strike against the inner wall of the inclosing casing 7, as a result of which they have imparted thereto a whirling motion within the casing 7. The casing 7 is supported at its right-hand end by a head 9,

which is held in place by a nutll screwed onto the pipe 1. The other end of the casing 7 is closed by a head 13 screwed on the closed end of the pipe 1. The head 13 has a plurality of small openings 14 formed there in to permit the gases discharged into the casing 7 to flow from the mufller into the atmosphere. A shield 15, which consists in a disk of somewhat smaller diameter than the boreof the casing 7, is located between the left-hand tubes 3 and the head 13 in such a way as to leave a clearance opening between the disk 15'and the head 13 of considerably larger cross-section than the cross- 1, is formed by the casing? and the heads- 9 and 13, and the gases directed by. the tubes 3 into the second chamber are caused to move many times around the inside of the casing 7 before they finally pass along in the chai'i'lber to the outlet opening between the disk 15 and the chamber 7. As the The exhaust gases thusgas is communicated to the receiving chamber- 1 1t is under a comparatively high pressure and has a comparatlvely low velocity.

very rapidly through the tubes 3, which are provided in suflicient number so that the entire area of discharge represented bytheir combined openings is as great or slightly in excess of the cross-sectional area of the bore of the pipe 1. As the gases leave the pipes 3 and enter the second chamber, the pressure is at once reduced, and the directional tendency given the gases by the tubes 3 causes them to receive an extremely high velocity in a. circular direction inside of the casing 7. In this way the-energy represented by the hi 'h pressure is dissipated and converted into high velocity, and by the time ing between the disk 15 and the casing 7, the excess of pressure upon the gases is very small. After passing the disk 15 the gases pass between such disk and the head 13 and through the openin s' 14: in such head into struction described is that the'whirling gases within the casing 7. effectively equalize the shock of the explosion resulting from exhausting the gases from an internal combusgas issuing from the openings 14 does so with practically no impulse, but on the other hand flows out almost at uniform velocity.

The construction shown in Figs. 5 and 6 is similar to that already described in connection with Figs. 1 and 2, the difference being that the directing tubes 3 are differently disposed and that in addition to these tubes, directing vanes 16 are provided to keep the gases in a path along the inner surface of the. casing 7 after they are discharged from the tubes 3. The vanes 16 effectually prevent local circulation of the exhaust gases at'or near the outer surface of the pipe 1, which circulation, if it took place, would in a measure interfere with the efficient operation of the mufller.

The modification shown in Figs. 7 and 8 accomplishes the result described in connection with the modification shown in Figs. 5 and 6 wholly by the use of directing vanes 18 are secured to the outside of the pipe 1 in such a manner that a longitudinal series of openings 19 formed in the pipe 1 open between the vanes 17 and 18. These vanes extend outward and are curved in a direction to discharge gases passing between them from the openings 19 in adirection practically tangential to the inside of the casing 7. As a result, therefore. the gases receive the same whirling motion as already described for the other modifications and the The-high pressure causes the gases to flow tion engine into the first chamber, and' the the gases finally reach the discharge open- I the atmosphere. A urther result of the con instead of by'the use of the tubes 3. In this modification two longitudinal vanes 17 and vanes 17 serve thesame purpose as the vanes 16 shown inconnection with Figs. 5 and 6.

In the modification shown in Fig. 9 the receiving chamber-1 has a bore considerably larger than the bore of .the exhaust pipe 20,

as a result of which the gases on entering the receiving chamber expand to a considerable extent and .lose some of the pressure to which they were subjected. The tubes 3 in this modification project into the chamber 1 in such a manner that the gases contained within .the chamber 1 upon expanding, coming into contact with the inner surface of such chamber,will notfind a ready outlet,

but must necessarily move toward the center of the chamber 1 before they aredischarged' through thetubes 3. This results in breaking up] to a considerable extent the impact exerted upon the exhaust gases and in therefore facilitating the uniform rate of discharge of the gases from the mufiler, which is effected by the directing tubes 3 and casing. 7 in the manner above described.

I In the modification shown in Fig. 11 the exhaust pipe 20 is connected through one head. 21 of a receiving chamber 22 of .con-

.' eter than the pipe 24. Thering 23-is set in from the left-hand end of the-pipe 22 a suflicient distance so that aclearance opening isleft between such ring and-a head 27 used to close the end of the pipe. 22. The head'27 bias a plurality of small openings 28 formed t erethrough. The plpe 24 has secured therein auplurality of short tubes 29 of small bone, such tubes being obliquely disposed in similar directions around the tube 24, im-

parting to the exhaust gases cominunicated to the receiving chamber 22 motion in a direction tangential to the bore of the pipe 24. Sufficient space is provided between the pipe 24 and the pipe 26, which is concentric therewith, to permit the gases passing from the tubes 29 to circulate freely around the pipe 26, which serves to maintain the motion of the" gases in a circular path adjacent to the'inside surface of the pipe 24. As a re- 1 sult of the construction described in this tively slow velocity characterizing the, (EX-1 modification the exhaust gases have imparted thereto a high velocity whirling motion in the pipe 24, and the energy represented by the high pressure and comparahaustgases as they leave the engine is converted into liigh'v'elocity and comparatively small pressure, the effect being to equalize the flow of exhaust gases from the second chamber 24 into the atmosphere through the openings 28 in the head 27.

In the construction shown in Figs. 13 an 14, the tube 1, adapted to'receive the exhaust gases from the engine by means of the exhaust pipe 20, is made comparatively large, and, in fact, in practice maybe made of a sufliciently large diameter to form in connection with the inclosing shell 7 the circular path in which the exhaust gases are caused to'rotate after leaving theshort bent tubes 3, which in this modification extend into the pipe- 1 nearly to the center thereof. The result of this construction is that the exhaust gases delivered through the pipe 20 into the pipe 1 expand immediately to a much, increased volume, and the escape of the gases-from the tube 1 is made as diflicult as possible without seriously interfering with the flow of such gases by placing the openings of the outlet tubes in the central portion. of the pipe 1. While in Figfl4 the screen or restricting plate 15 is omitted, it is to be understood that this may be used or not as desired. The operation of this modification is similar to that'already shown and described for the modifications above referred to.

As shown in Figs. 15 and 16, the end wall 13 of the outer compartmentof the muflier has centrallypivoted thereto a disk 30 in which openings 31,. registermg wlth the openings 14, are formed. The disk 30 has circular slots 32 formed therein, through which pass screws 33 threaded into the end piece 13. The screws 33 and slots .32 perform the double function of limiting the. motionof' the disk 30 r elatively to the end 13, and of clamping the disk'30 in any desired-position. I have found it desirable to 10%? make use of the constructionjust referred to for the purpose of securing the best working condition for the engine with which the mufiler is to be used. For instance, an engine of comparatively large. capacity and working under conditions requiring a large volume of gas for each explosion would re-..

- quire an adjustment of the disk 30- to efi'ect a comparatively large tot-a1 outlet opening from the outer compartment of the muffler shown in Fig. 15, while a smaller engine" working under conditions requiring a comparatively small quantity of gas for each explosion would have a tendency to race if the outlet opening were as large as found desirable for the condition just mentioned. For the smaller engine, therefore, it is desirable to reduce, to a slight extent, the'total;

outlet opening, to a 0rd a nominal back I pressure for the engine to work ,agamstm 1 order to prevent its running af't ooi-high a speed. experiment, the amountpf 5 pressure required for has f without lost motion, upon the outer surface of the tube 7, has openings formed therein, which register with the openings 36 formed in the tube 7. Slots 37 are provided in the ring 34 through which pass screws 38 into the tube 7. The screws 38 serve to limit the amount of motion thatinay be'imparted to the ring 34;, and serve also to clamp the ring in any desired angular position. By means of the arrangement just described, the total outlet opening from the outer compartment of the muffler shown may be regulated as already explained in connection with Figs. 15 and 16.

\Vhile I have shown my invention in the particular embodiments herein described, I do not, however, limit myself to these arrangements, but desire to claim broadly any equivalent modifications that may suggest themselves to those skilled in the art.

What I claim is:

1. In a muffler for engines, the combination of a first chamber having restricted outlet openings and adapted to receive the exhaust gases, a second chamber for receiving the gases as they pass from the first chamber, and means between the chambers for imparting a whirling motion to the gases in but one direction as they enter the second chamber.

2. In a mufiler for engines, the combination of two concentric cylindrical chambers, one of such chambers having restricted outlet openings and adapted to receive the exhaust gases from the engine and the other adapted to discharge the exhaust gases from the mufller, and means for directing the exhaust gases into said other chamber and for imparting to such gases a high velocity rotary motion against the inside of the outer wall of such other chamber.

3. In a mufiler for engines, the combination of two concentric cylindrical chambers, one of such chambers having restricted outlet openings and adapted to receive the exhaust gases from the engine and the other chamber adapted'to discharge the exhaust gases from the muffler, and curved deflectors extending from such first chamber into such other chamber to gradually change the direction of motion of the exhaust gases as they enter the other chamber to impart to such gases as they leave the deflectors a circular motion within the wall of such other chamber.

14. In a mufller for engines, the combination of two concentric cylindrical chambers,

one of such chambers having restricted outlet openings and adapted to receive the exhaust gases from the engine and the other chamber adapted to discharge the exhaust gases from the mulller, and a plurality of similarly disposed curved deflectors extending from such first chamber into such other chamber to gradually change the direction of motion of the exhaust gases as-they enter the other chamber to impart to such gases as they leave the deflectors a circular motion within the wall of such other chamber.

5. In a mufiier for engines, the combination of two concentric cylindrical chambers. one of such chambers adapted to receive the exhaust gases from the engine and the other chamber adapted to discharge the exhaust gases from the niufiler and a plurality of curved tubes of small bore extending from such first chamber into such other chamber to gradually change the direction of motion of theexhaust gases as they enter the other chamber to impart to such gases as they leave the tubes a circular motion within the wall of such other chamber.

6. In a mufller for engines, the combination of two concentric cylindrical chambers, one of such chambers adapted to receive the exhaust gases from the engine and the other chamber adapted to discharge the exhaust gases from the muffler, a plurality of curved tubes of small bore extending from such first chamber into such other chamber to gradually change the direction of motion of the exhaust gases as they enter the other chamber to impart to such gases as they leave-the tubes a circular motion within the wall of such other chamber, and a disk for in part closing the end of such other chamber to form an annular outlet from such other chamber.

7. In a mufiler for engines, the combination of a first tube of large bore, a second ,into the first tube, such first tube provided with an outlet opening to the atmosphere.

8. In a mufiier for engines, the combination of a first tube of large bore, a second tube of smaller bore disposed within the first tube, suchsecond tube adapted to be connected with the exhaust pipe of the engine, and aplurality of curved pipes of small bore similarly disposed and extending into the first tube from holes through the secondtube, such first tube provided with an outlet opening to the atmosphere.

9. In a muflier for engines, the combination of a first tube of large bore, a second connected with the exhaust pipe'of the englue, and a plurality of curved pipes of small bore similarly disposed and extending intothe-first tube from holes through the second tube, such pipes so disposed inthe holes in the secon'd tube as to project into such second tube, such first tubeprovided with an outlet opening to the atmosphere.

10. In a muflier for engines, the combination of a first tube of large .bore, a second tube of smaller bore disposed within the first tube, such second tube adapted to be connected with the exhaust pipe of the engine, curved deflectors similarly disposed extending from openings in the second tube into the first tube,and an end wall for the first tube of a diameterv sufliciently smaller than the bore of such first tube to form an outlet opening therefrom constituting practically a continuation of the clearance space between the deflectors and the first tube.

11. In amufller for engines, the combination of a first tube of large bore, a second. tube of smaller bore disposed within the first tube, such second tube adapted to be, connected with the exhaust pipe of the engine, aplurality of curved pipes of small bore similarly disposed and extending into the first tube" from holes through the second tube, and an end wall for the first tube of a diameter sufficiently smaller than the bore of such first tube to form an outlet opening therefrom constituting practically a continuation of the clearance space between the curved pipes and the first tube.

12. In a muliier for engines, the combina- .tion ofa first tube of large bore, asecond tube of smaller. bore disposed. within the first tube, such second tube-adapted to be connected with the exhaust pipe' ofthe engine, curved deflectors similarly disposed extending from openings in the second tube into 'the first tube, an end wall for the first tube of a diameter sufficiently smaller than the bore of suchfirst tube to form an outlet opening therefrom constituting practi cally a continuation of the clearance space between the deflectors and the first tube, and

. a compartment for receiving the'gases discharged from such outlet opening, such compartment being provided with outlet openings to the atmosphere.

13. Ina mufiierfor engines, the combina-- tion of a first tube of large bore, a second tube of smaller bore disposed within the first tube, such second tube adapted to be connected with the exhaust pipe of the engine, curved deflectors similarly. disposed extend- "ing from openings in the second tube into the first tube, an end wall for the first tube gases discharged from such outletopening,

such compartment being provided with outlet openings to the atmosphere. I

14. In a muffler for engines, the combination of a first tube of large bore, a.- second tube of smaller bore disposed within the'first tube, such second tube adapted to be connected with the exhaust pipe of the engine, a plurality of curved pipes of small bore similarly disposed and extending into the first tube from holes through the second tube, an end wallfor the first tube of a diameter sufiicient-ly smaller than the bore of such first tube to form an outlet opening therefrom constituting practically a continuation of the clearance space between the curved pipes and the first tube, and a compartment for receiving the gases discharged from suchoutlet opening, such compartment having a perforated end wall.

15. In a muffler for engines, the combination of a first chamber for receiving the'ex- "haust gases, an exhaust pipe of smaller cross-section than such chamber for delivers ing the. gases thereto, a second chamber, directing means between the two chambers for conducting the exhaust gases from the first chamber to the second chamber andfor imparting a circular motion to such gases in the second chamber, and tubes extending into such first chamber having curved ends extending into the second chamber.

16. In a muffler for engines, the combination of a first chamber for receiving the exhaust gases, a second chamber for receiving the gases as they pass from the first chamber, me ans' between the chambers for imparting a whirling motion to the gases as they enterthe second chamber, and means for adjustably restricting the size of the out-.

let opening fromthe second chamber.

17. In asmuflier for engines, the combination of a first chamber for receiving the exhaust gases, a second chamber for receiving the gases as they pass from the first chamber', directing me'ansbetween the two chamhere for causing the exhaust gases contained in the second chamber to prevent the ready escape from the second chamber of additional exhaust gases communicated thereto, and means for adjustably restricting the size of the outlet opening. from the second chamber. k

18. In a 'muliier. for engines, the combination of a first chamber for receiving the exhaust, gases, a second chamber for receiving the gases as they pass from the first chamber, means between the chambers for imof a diameter sufliciently .smaller than the parting a w irling motion to the gases as bore of such, first tube to form an outlet they .enter the second chamber, such second chamber having an outlet opening substantially parallel with the path of the moving gases thus produced in the second chamber, and means for ad justably restricting the size of the outlet opening from the second chaminto the first tube, such first tube provided with an outlet opening to the atmosphere, a valve for adjustably restricting the size of the outletopening from the first tube, and means for securing such valve in any desired adjustment.

20. In a mufiier for engines, the combination of a first tube of large bore, a second tube of smaller bore disposed within the first tube, such second tube adapted to be connected with the exhaust ipe of the engine, curved deflectors similarly disposed extending from openings in the second tube into the first tube, an end wall for the first tube of a diameter sufiiciently smaller than the bore of such first tube to form an out let opening therefrom constituting practically a continuation of the clearance space between the deflectors and the first tube, a compartment for receiving the gases discharged from such outlet opening, such compartment being provided with outlet openings to the atmosphere, a valve for adjustably restricting the size of the outlet opening from the first tube, and means for.

securing such valve in any desired adjustment.

21. In a muffler for engines, the combination of a first chamber for receiving the ex? haust gases and havin restricted outlet openings, a second cham er adapted to receive the gases as they pass from the first chamber, and a plurality of deflecting devices betweenthe chambers for imparting a whirling motion to the gases in the second chamber.

22. In a muffler for engines, the combination of a first cylindrical chamber for receiving the exhaust gases and-having restricted outlet openings, a second cylindrical chamber substantially parallel with the first chamber for receiving the exhaust gases as they pass from the first chamber, and means for imparting a whirling motion to the ases in the second chamber.

23. .n a muffler for engines, the combination of a first cylindrical chamber for receiving the exhaust gases and having restricted outlet openings, a second cylindrical chamber forreceiving the exhaust gases as they pass radially from the first chamber, and meansfbetween the chambers for impartinga whirling motion to the gases in the second chamber.

24. In a mufiler for engines, the combinetion-of a first chamber for receiving the exhaust gases and having restricted outlet openings, a second chamber having an end outlet opening, such second chamber adapted to receive the gases as they pass from the first chamber, and deflectors extendin from the first chamber into the secon chamber for directing the gases in a tangential direction as they escape into the second chamber.

25. In a muflier for engines, the combination of a first cylindrical chamber for receivingthe exhaust gases and having re-- stricted outlet openings, a second cylindrical chamber substantially parallel with the first chamber for receivlng the exhaust gases as they pass from the firsttchamber, and deflectors extending from the first chamber into the second chamber for directing the gases in a tangential direction as they escape into the second chamber.

, 26. In a mufiier for engines, the combination of a first cylindrical chamber for receiving the exhaust gases and having restricted outlet openings, a second cylindrical chamber for receiving the exhaust gases as they pass radially from the first chamber, and deflectors extending from the first chamber into the second chamber for directing "the gases in a tangential direction as they escape into the second chamber. I

27. In a muffler for engines, the combination of a first chamber for receiving the exhaust gases and having restricted outlet openings, a second chamber having an end outlet opening, such second chamber adapted to receive. the gases as they, pass from the first chamber, and directing means between the two chambers for converting the energy contained in the compressed exhaust gases into a high tangential velocity component before the gases'pass from the second chamber.

28. Ina mufiier for engines, the combination ofa firstcylindrical chamber for receiving the exhaust gases and having rev stricted outlet openings, a second cylindrical chamber for receiving the exhaust gases as they pass radially from the first cham- I her, and directing means between thetwo chambers for converting the energy contained inthe compressed exhaust gases into a high tangential Velocity component be 30. In anmtfler for engines, the combination of a first chamberhaving restricted outlet openings and adapted to receive the exhaust gases, a second chamber for receiving the gases as they pass from the firstchanlber, andtlneans between the chambers fore the gases pass from the second chamber. i

for imparting af whirling inotien to the gases 1n but one direction as they enter the second chamber, such second chamber ha"- 1.;

ing an outlet opening enbstantially parallel with the path of the moving gases t-hus produced in the second chamber.

In witness whereof, I hereunto subscribe my name this 11th dayzof Mav A. D. 1909. 20

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