SI22014A - Exhaust tube with silencer - Google Patents

Abstract

An exhaust tube with a silencer is applied as a component or independent part of exhaust systems for internal combustion engines. It is used for additional noise reduction of internal combustion engines, increase of output and torque of internal combustion engines and increase of linearity of output and torque with revolutions of internal combustion engines. It consists of a main straight or bent tube having a round or oval cross-section (5), which is connected to a silencer (6) via two or several straight or bent tubes (7, 8) with a round or oval cross-section. The silencer consists of a straight or bent tube of a round of oval cross-section, whose ends are tightly closed.

Description

IZPUŠNA CEV Z DUŠILNO KOMOROEXHAUST CHAMBER EXHAUST PIPE

Predmet izuma je izpušna cev z dušilno komoro oz. natančneje cev okroglega preseka, ki je preko dveh ali več cevi okroglega preseka povezana z cevjo okroglega preseka, katere konca sta zaprta. Cev okroglega preseka, katere konca sta zaprta, predstavlja dušilno komoro.The subject of the invention is an exhaust pipe with a damping chamber or. more specifically, a circular cross-section tube connected via two or more circular cross-section tubes to a circular cross-section tube whose ends are closed. The circular tube, whose ends are closed, is a damping chamber.

Izpušna cev z dušilno komoro se uporablja kot sestavni ali samostojni del izpušnih sistemov motorjev z notranjim izgorevanjem.The choke chamber exhaust pipe is used as an integral or separate part of the exhaust systems of internal combustion engines.

Pri motorjih z notranjim izgorevanjem prihaja zaradi tehnične narave delovanja samega motorja do velike glasnosti. Za znižanje glasnosti se uporabljajo različni dušiini elementi oz. dušilci zvoka, katerih slaba stran uporabe je zmanjšanje moči in navora motorja. Moč in navor motorja se zmanjšata zaradi neenakomernega pretoka izpušnih plinov, ki se odvajajo v izpušni sistem med posameznimi izpušnimi takti motorja. Posamezen pretok izpušnih plinov, ki se odvedejo v izpušni sistem iz izgorevalnega prostora motorja pri enem izpušnem taktu motorja, se obravnava kot en pulz. Zaželeno je, da se frekvenca pulzov izpušnih plinov čimbolj ujame s frekvenco pulzov polnilnega takta motorja, pri katerem se dovaja zmes goriva in kisika v izgorevalni prostor. Problem se pojavi pri spreminjanju števila vrtljajev motorja, saj se s spreminjanjem le teh spreminja tudi frekvenca pulzov izpušnega in polnilnega takta in posledično lahko pride do frekvenčnega zamika. Neustrezen frekvenčni zamik med pulzi izpušnega in polnilnega takta lahko povzroči zmanjšanje moči in navora motorja. Poleg tega je pri motorjih z notranjim izgorevanjem zaželen čimbolj linearen potek krivulj moči in navora motorja v odvisnosti od števila vrtljajev motorja, saj se s tem izboljšajo delovne karakteristike motorja. Linearnost krivulje moči in navora motorja v odvisnosti od števila vrtljajev motorja sta odvisni od konstrukcije motorja in konstrukcije izpušnega sistema ter se ju kasneje z dodatnimi elementi zelo težko doseže.Due to the technical nature of the internal combustion engine, the internal combustion engine has a high volume. To reduce the volume, different lengths or elements are used. silencers whose downside is to reduce engine power and torque. Engine power and torque are reduced by the uneven flow of exhaust gases that are discharged into the exhaust system between the engine exhaust cycles. The individual flow of exhaust gases that are discharged into the exhaust system from the combustion chamber at one engine exhaust stroke is treated as one pulse. It is desirable that the pulse frequency of the exhaust gas is as closely as possible matched to the pulse rate of the engine charging stroke, in which the mixture of fuel and oxygen is introduced into the combustion chamber. The problem arises when changing the engine speed, since changing them also changes the frequency of the pulses of the exhaust and the charging clock, and as a consequence, there can be a frequency delay. Improper frequency delay between the exhaust pulses and the charging pulses can lead to a reduction in engine power and torque. In addition, in the case of internal combustion engines, it is desirable to have as linear a curve as possible of the power curves and the torque of the engine, depending on the engine speed, as this improves the performance of the engine. The linearity of the power curve and the torque of the engine, depending on the engine speed, depend on the engine design and the design of the exhaust system and are difficult to reach later with additional elements.

Tehnični problem, ki ga rešuje izum, je izredno dobro dodatno dušenje zvoka motorjev z notranjim izgorevanjem, povečanje moči in navora motorjev z notranjim izgorevanjem in linearna oblika krivulj moči in navora motorjev v odvisnosti od števila vrtljajev motorjev z notranjim izgorevanjem.A technical problem solved by the invention is the extremely good additional damping of internal combustion engines, the increase in the power and torque of the internal combustion engines, and the linear shape of the curves of the power and torque of the engines depending on the speed of the internal combustion engines.

Dobro dodatno dušenje zvoka motorjev z izpušnim sistemom z dušilno komoro se pokaže pri merjenju glasnosti, saj se glasnost zniža v povprečju za 2 dB v primerjavi z glasnostjo motorjev z izpušnim sistemom brez dušilne komore. Povečanje moči in navora motorjev ter večja linearnost krivulj moči in navora motorjev v odvisnosti od števila vrtljajev motorjev se pokaže pri merjenju moči in navora motorjev, kar je razvidno iz diagramov krivulj moči in navora motorjev v odvisnosti od števila vrtljajev motorjev, ki se izrišejo pri meritvah. Višina krivulje naraščanja moči v odvisnosti od števila vrtljajev motorja z izpušnim sistemom z dušilno komoro (1) je v povprečju za 2 do 3% višja od krivulje naraščanja moči v odvisnosti od števila vrtljajev motorja z izpušnim sistemom brez dušilne komore (2), kar pomeni v povprečju za 2 do 3% večjo moč motorja z izpušnim sistemom z dušilno komoro v celotnem območju vrtljajev. Prav tako je višina krivulje navora v odvisnosti od števila vrtljajev motorja z izpušnim sistemom z dušilno komoro (3) v povprečju za 2 do 3% višja od krivulje navora v odvisnosti od števila vrtljajev motorja z izpušnim sistemom brez dušilne komore (4), kar pomeni povprečju za 2 do 3% večji navor motorja z izpušnim sistemom z dušilno komoro v celotnem območju vrtljajev. Oblika krivulj naraščanja moči (1) in navora (3) v odvisnosti od števila vrtljajev motorja z izpušnim sistemom z dušilno komoro je v primerjavi s krivuljami naraščanja moči (2) in navora (4) v odvisnosti od števila vrtljajev motorja z izpušnim sistemom brez dušilne komore bolj linearna.A good additional damping of the sound of the engines with an exhaust system with a damping chamber is shown when measuring the volume, since the volume is reduced by an average of 2 dB compared to the volume of the engines with an exhaust system without the damping chamber. Increasing the power and torque of the engines and increasing the linearity of the power and torque curves as a function of engine speed is reflected in the measurement of engine power and torque, as evidenced by the diagrams of power curves and engine torque depending on the number of engine speeds that are plotted in the measurements. . The height of the power curve as a function of engine speed with an exhaust system with a throttle chamber (1) is on average 2 to 3% higher than the curve of a power increase depending on the speed of the engine with the exhaust system without the throttle chamber (2), which means on average by 2 to 3% more engine power with an exhaust system with a damping chamber over the entire rev range. Also, the height of the torque curve depending on the speed of the engine with the exhaust system with the throttle chamber (3) is on average 2 to 3% higher than the torque curve depending on the speed of the engine with the exhaust system without the throttle chamber (4), which means an average of 2 to 3% more engine torque with an exhaust system with a damping chamber over the entire rev range. The shape of the curves of increase of power (1) and of torque (3) depending on the speed of the engine with an exhaust system with a choke chamber is in comparison with the curves of increase of power (2) and of a torque (4) depending on the speed of the engine with the exhaust system without the throttle chambers more linear.

Znanih rešitev izpušnih cevi z dušilno komoro v enaki konstrukcijski zasnovi ni.There are no known solutions to the exhaust pipe with the damper chamber in the same design.

Izum je sestavljen iz osnovne ravne ali ukrivljene cevi okroglega ali ovalnega preseka (5), ki je preko dveh ali več ravnih ali ukrivljenih cevi okroglega ali ovalnega preseka (7,8) povezana z dušilno komoro (6). Dušilna komora je sestavljena iz ravne ali ukrivljene cevi okroglega ali ovalnega preseka, katere konca sta nepredušno zaprta. Osnovna cev izuma (5) predstavlja osnovno cev celotnega izpušnega sistema. Premeri osnovne cevi (5), povezovalnih cevi (7,8) in dušilne komore (6) so poljubni in so lahko v različnih medsebojnih razmerjih. Dolžina osnovne cevi (5) in dušilne komore (6) je poljubna. Število povezovalnih cevi (3,4) je dva ali več. Notranji premer cevi (7,8), ki povezujejo osnovno cev in dušilno komoro, je enak ali večji od premera izvrtin na osnovni cevi in dušilni komori. Mesto spoja povezovalnih cevi (7,8) z osnovno cevjo (5) in dušilno komoro (6) je poljubno in je prilagojeno konfiguraciji izpušnega sistema. V primeru uporabe ukrivljene osnovne cevi (5) in ukrivljene dušilne komore (6) je kot ukrivljenosti in radij ukrivljenosti poljuben.The invention consists of a basic straight or curved tube of circular or oval section (5) which is connected to a damping chamber (6) via two or more straight or curved pipes of circular or oval section (7,8). The damping chamber consists of a straight or curved tube of circular or oval cross-section, the ends of which are airtight. The base pipe of the invention (5) represents the base pipe of the entire exhaust system. The diameters of the base pipe (5), the connecting pipes (7,8) and the damping chambers (6) are arbitrary and can be in different mutual relations. The length of the base tube (5) and the damping chamber (6) is optional. The number of connecting pipes (3,4) is two or more. The inside diameter of the pipes (7,8) connecting the base pipe and the damping chamber is equal to or larger than the diameter of the holes at the base pipe and damping chamber. The junction point of the connecting pipes (7,8) with the base pipe (5) and the damping chamber (6) is optional and is adapted to the configuration of the exhaust system. In the case of using a curved base tube (5) and a curved damping chamber (6), the angle of curvature and radius of curvature are optional.

Izum deluje na ta način, da se s pomočjo dušilne komore (5) in povezav (7,8) med dušilno komoro (5) in osnovno cevjo (6) zmanjšuje vpliv frekvenčnega zamika pulzov izpušnega in polnilnega takta, ki lahko nastane pri spreminjanju števila obratov motorja. Posamezen pulz, ki se odvede v izpušni sistem, se pri prvi povezavi (7) razdeli na primarni in sekundarni pulz. Po osnovni cevi (5) potuje primarni pulz, skozi dušilno komoro (6) in drugo povezavo (8) pa potuje sekundarni pulz. Pri spreminjanju števila obratov motorja pride pri sekundarnem pulzu do frekvenčnega zamika. Pri ponovnem združenju sekundarnega pulza s primarnim pulzom, kateri je običajno že pulz naslednjega izpušnega takta, pride do medsebojnega učinkovanja in izravnave razlik. Posledica je manjši fazni zamik pulzov izpušnega in polnilnega takta in bolj konstantni pretoki izpušnih plinov skozi izpušni sistem.The invention works in such a way that, by means of a damping chamber (5) and connections (7,8) between the damping chamber (5) and the base tube (6), the influence of the frequency delay of the pulses of the exhaust and filling clock, which can be produced by changing the number, is reduced. engine speed. The individual pulse discharged into the exhaust system is divided into primary and secondary pulses at the first connection (7). A primary pulse travels through the base tube (5) and a secondary pulse travels through the damping chamber (6) and the second connection (8). Frequency delay occurs when changing the engine speed. Re-combining the secondary pulse with the primary pulse, which is usually already the pulse of the next exhaust clock, results in the interaction and equalization of differences. This results in a smaller phase shift of the exhaust and filling pulses and a more constant exhaust flow through the exhaust system.

Na sliki 1 je prikazan diagram krivulje moči motorja z izpušnim sistemom z dušilno komoro (1) in krivulje moči motorja z izpušnim sistemom brez dušilne komore (2).Figure 1 shows a diagram of a power curve of an exhaust system with a damping chamber (1) and a curve of a power curve of an engine with an exhaust system without a damping chamber (2).

Na sliki 2 je prikazan diagram krivulje navora motorja z izpušnim sistemom z dušilno komoro (3) in krivulje moči motorja z izpušnim sistemom brez dušilne komore (4).Figure 2 shows a diagram of the torque curve of an engine with an exhaust system with a damping chamber (3) and a curve of the power curve of an engine with an exhaust system without a damping chamber (4).

Na sliki 3 je prikazan 3D model izpušne cevi z dušilno komoro. Izpušna cev je prikazana v ukrivljeni izvedbi.Figure 3 shows a 3D model of an exhaust pipe with a damping chamber. The exhaust pipe is shown in a curved design.

Na sliki 4 je prikazan prečni prerez izpušne cevi z dušilno komoro. Izpušna cev je prikazana v ukrivljeni izvedbi.Figure 4 shows a cross-section of an exhaust pipe with a damping chamber. The exhaust pipe is shown in a curved design.

Na sliki 5 je prikazan 3D model izpušne cevi z dušilno komoro. Izpušna cev je prikazana v ravni izvedbi.Figure 5 shows a 3D model of an exhaust pipe with a damping chamber. The exhaust pipe is shown in straight line.

Na sliki 6 je prikazan prečni prerez izpušne cevi z dušilno komoro. Izpušna cev je prikazana v ravni izvedbi.Figure 6 shows a cross-section of an exhaust pipe with a damping chamber. The exhaust pipe is shown in straight line.

Izum se uporablja kot samostojni ali sestavni del izpušnih sistemov motorjev z notranjim izgorevanjem. Lahko se uporablja na vseh področjih tehnike, kjer se uporabljajo motorji z notranjim izgorevanjem (avtomobilska industrija, letalska industrija, motociklizem,...).The invention is used as a standalone or integral part of the exhaust systems of an internal combustion engine. It can be used in any field of technology where internal combustion engines are used (automotive, aviation, motorcycle, ...).

Claims (1)

PATENTNI ZAHTEVKIPATENT APPLICATIONS 1.1. 1.1. Izpušna cev z dušilno komoro, značilna po tem, da izredno dobro dodatno duši zvok motorjev z notranjim izgorevanjem, poveča moč in navor motorjev z notranjim izgorevanjem in poveča se linearnost krivulj moči in navora v odvisnosti od števila vrtljajev motorjev z notranjim izgorevanjem.A choke chamber exhaust pipe, characterized in that it extremely dampens the sound of internal combustion engines, increases the power and torque of internal combustion engines and increases the linearity of power and torque curves depending on the speed of internal combustion engines. Izpušna cev z dušilno komoro po zahtevku 1, značilna po tem, da je sestavljena iz osnovne ravne ali ukrivljene cevi okroglega ali ovalnega preseka (5), ki je preko dveh ali več ravnih ali ukrivljenih cevi okroglega ali ovalnega preseka (7,8) povezana z dušilno komoro (6), katera je sestavljena iz ravne ali ukrivljene cevi okroglega ali ovalnega preseka in katere konca sta nepredušno zaprta.Throttle chamber exhaust pipe according to claim 1, characterized in that it consists of a basic straight or curved tube of circular or oval section (5) connected via two or more straight or curved pipes of circular or oval section (7,8) with a damping chamber (6) which consists of a straight or curved tube of circular or oval cross-section and the ends of which are airtight.