US1577775A - Muffler - Google Patents

Description

March 23 ,1926. 1,577,775

J- D. TEMPLIETON MUFFLER Filed March 6, 1924 ATTORNEY.

Patented Mar. 1926,

UNITED STATES PATENT DFFICE.

JOHN D. TEJtIPLETQN', OF DETROIT, MICHIGAN.

MUFFLER.

Application filed March 6, 1924. Serial No. 697,174.

{from internal combustion engines to-be retarded and to be elongated in such amanner that they will 'join so that instead of escaping from the ultimate discharge aper-n ture as individual amounts under considerable pressure, these gases will issue therefrom in. a c jtinuousstream under very light pressure, the usual noise incident'to the explosions and-explosive discharges of the gases being eliminatedyand' the object of this inventionisto produce a simple and effective mechanism of this character which can be mounteddirectly in the exhaust pipe of an internal combustion engine and thus reduce the expense incident to the construe- 'tion of inufliers now in use.

This invention consists im. combination with a cylindrical tube through which the exhaust of aninternal combustion engine escapes,'of an. insert formed of sheet metal adapted to constitute a central diaphragm extending longitudinally of the exhaust pipe and wings extending laterally from the central diaphragm-along lines which are di- 'agonal'to' the edges of said diaphragm, said wings being so spaced and positioned that i the exhaust'gases passing a ongwsaid diaphragmwill-be caused to whirl or follow helical paths, thereby being thrown 017 pressed against;the outer casing by centrifu'gal force, resulting inthe giving up to this outer casing'of' a. large percentage of the, heat;'units,and further resulting in a-redum tion-of 'pressure' within the muffler portion of said exhaust pipe and' therebyal'so reduc- 5 ing the back pressure of the engine. i

This invention further consists in the de'- tails. of construction illustrated in the accompanying drawings ,and particularly pointed out in theclaims.

i I Inthe drawings, Fig. I is'an elevation of F an internal combustion engine indicating my improved sound reducing mechanism installed inthe' exhaustpipe thereof. Fig. 2.

' is an elevation of an intake. manifold where+. in the same mechanism isinstalled to cause;

a thorough mixture of the fuel with the air.

Fig. 3 is a blank for the insert embodying my lnvention. Fig. 4 is a plan thereof after the wings .have been brought into proper position. Fig. 5 is an end elevation and Fig. 6 a side "elevation of the same. Fig.

7 is a view similar to Fig. 5 with the wings perforated. v

Similar reference characters refer to like parts throughout the several views. The fundamental idea of, all mufliers-for internal combustion engines ,is to provide means to cause the individual discharges of gases resulting from the explosions of the fuel to blend or join before passing into the .open air so as to eliminate the noises'incident tothe exhaust of these gases. The ord nary Way to obtain this result is to pro vide a container of sufficient size to hold a number of these discharges, and baflles and other obstructions are usually provided to retard the flow of the burnt gases through .the mufiier. The larger sizes of these muffiers make for large radiating surfaces whlch in turn cause the gasesto c'ool rapidly and reduce in pressure and so avoid exces sive back pressures.

These mufflers weigh from six to twenty-. five poundsand cost from forty-five cents up to nearly three dollars. The present inventionprovides a small strip of sheet metal weighm only a few ounces and costing very little, w ich can be slippedinto the exhaust pipe 'of the engine, which effectively eliminates the noise ofthe explosions,-and which causes very little back pressure.

, When gases under rapidly varying pres-- sures pass through a conduit and portions of the gases under higher pressures are mixed with portions under lower pressures, a stream of gas under practically uniform pressure is obtained; engases impinge upon surfaces which are 'atcbliqne angles to the path of the gases, the. speed of the gases is only moderately reduced."

Referring nowto Figsil and 3 to 7 'inelusive, an engine lis shownconventionally provided with an intake manifold 2 and an exhaust anifold 3 connecting to an exhaust pipe 4 having. a horizontal portion 5.

This exhaust conduit is-shown to be cylindrical but the present invention is not lim-r ited to conduits of cylindrical, form but may be used with those of anyrother desired cross section. Inordinary automobile co'nstructions amulfler is connected to the portion 5 of the exhaust conduit for the purpose of causing theseparate discharges of exhaust gases to unite, but I have found that such construct'onis unnecessary asit is'possible to use any desired portion of'the ex- 6 haust conduit for this purpose. I have found that by-inserting a properl sheared and 'bentstrip of sheet metal avin a len h of from eighteen to twentyour .inc es in" the exhaust conduit of the smaller 1, types of engines used'on automob les which are provided with exhaust conduits of one and three-eighths' inches internal diameters, that th desired effect is produced. A longer s rip 'may be used with larger engines in' order to obtain the same degree of noiselessness of operation. It must be understood that shorter strips do not havethe same desirable effects as the longer strips. In Fig. 3 I have shown a blank 6 of sheet metal which: is slitted along the lines/7 at right anglesto the general line of the blank and wings 8 are thereby v wings are bent upward'in 1g. 4,wh1le other Wings 9 are bent downward so as to'produce a structure such as shown in Figs. 4, 5 andfi, wherein wings- '8 extend upwardly all parallel to each other from the edges of a zig-za central strip .6 and other win s 9 exten downwardly, again all paralle to 39 each other and preferably at right angles to' the planes ,of the upwardly extending tongues 8. .The. words upwardl and downwardly are. usedhere mere y relative to each other as it is absolutely immaterial whether the central portion 6 of the insert ishorizontal orovertical oratany desired angle to the horizontal or-vertical. I wish further to point out that while I prefer the wings 8 and 9 to be at substantially right 40 angles to the central plate 6', that the'corfners between the wings andthe plate may be sharp or rounded, as may be deslre a rounded corner being preferred although the radius of the roundness should besmall.

[ .5 Theouter ed es of the wings are so cur ved as to fit the inner surface of the condult 5.

and thus compel all of the gases to travel the helical and zlg-z'ag paths. I Referring now to Fig. 4, andconceiving the exhaust gases traveling from the right to the left, and also conceiving this nsert mounted in a tube 5 as indicated m Fig. 5,-

the gases will strike the wing 8 and be de-' flected transversely of the insert against the 5 interior surface of the conduit and be intercepted by the wing ,8. "As these gases can; not easily reverse their direction, they pass over the edge 6 into the space on the other side of the plate 6. Those gases which enter 0 on-the opposite or lower side of the-plate 6 will ,strikela wing 9 and be deflected across the conduit, being guided by the nextwing 9 which is parallel 'tovthe first. These gases, therefore, will movealon the conduit until -3 they reachthe edge. 6? w are they will pass roduced, which to the u per side of the late 6. Other p'or-' tions 0- these gases wi impinge upon-the wing 9-just below the edge 6 and be de-. I flected upwardly thereby. and then will pass along the conduit between the tongues 8" and 8 and again pass down over the edge 6 and under the plate. 6 just below the tongue 8. The gases which rise along the loweredge of the wing 8? and pass above the plate 6 will pass along between the wings 8 and 8, and then dip down over the edge 6. In other words these wings will cause the gasqs which impinge thereon to strike against the interior surface of the conduit and also cause them to'travel along the conduit in a helical path or rather in two helical paths. The lndlvidual amounts of the gases which flow through the exhaust conduit by reason of the explosions of the fuel in the engine are therefore intercepted to some extent, are deflected by not only the wings of the in-- 'sert but also bythe inner surface of. the exhaust conduit, and while a portion of them do not pass from one side oft-he insert to the other and therefore travel faster, the other portions are thus deflected into the .hellcal paths and travel slower, the'result bemg a reduction of the high pressurof-the exhaust impulses and an increase of pressure of the gases between such impulses until at the end' of the insert the pressure of the stream of gas passing through the mufiler is substantially uniform. In Fig. 7 I have shown the wings 8 and '9 provided with openings 10 to permit some of the gases to pass through and thus assist in the mlxing of the gases in this mufller.

In Fig. 2 I have shown the-exhaust manifold 2 provided with an insert 11 and I find that th1s construction is admirably adapted for breaking 'up the small articles of fuel which are carried along by t a air drawn into the engine from the carbureter 12. This result 1s principally attained by the air laden with the fuel particles striklng the .wings against the inner surface of the manifold so that after traveling but very few inches these particles are reduced to an impalpable mist which ls the proper condition for the fuel of an mternalicombustion engine.

The details and proportions of the insert can be widely changed by those skilled .in the art without departing from the s :irit' v of my nvention as set forth in the 0 ow-. mg claims. The'idea of causing the ases to travel in zig-zag and helical paths within the conduit because of the wings which have been sheared up from the central plate 'is the fundamental idea ofthis invention, and 125 because such inserts are sheared up from.

thinsheet metal in themselves formbut very little obstructlon, the ori inal speed of .the'exhau'st gases is but ve I ittle reduced. It will be understood that t e helical paths of the insert and being deflected thereby may be in either direction according to the 7 positions of the wings. The checking down sures. There is therefore very little liability of back pressure due to the insertion of these devices in the exhaust pipes ofengines. The gases travel in the same direction at all times-and for that reason flow more freely through these conduits than if they were doubled back on themselves and caused to change directions entirely, The friction within the muflier is almost negligible.

I claim 1. In a device of the character described, a sheet metal insert for cylindrical conduits comprising a flat central ortion having slits at right angles-to its e ges and win s extending from opposite sides thereo and having their edges adapted to fit the inner surfaces of the conduits said wings being staggered to intercept and deflect gases passing through such conduits, said wings extending from the plane of the sheet at either side of each slit along a line approximately forty-five degrees from said slit.

2. In a device of the character described, a sheet metal insert for cylindrical conduits comprising a flat central (portion having slits at right angles to its e ges and wings extending from opposite sides thereof and having their edges adapted to fit the inner. surfaces of the conduits said wings being staggered to intercept an deflect -gases passing through such conduits, said wings extending from the plane of the sheet at either side of each slit along a line approximately forty-five degrees from said slit, said wings being perforated to permit the passage of gases.

JNO. D. TEMPLETON.

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