TW201721009A - Exhaust system of internal combustion engine for enhancing power and fuel efficiency of internal combustion engine and reducing exhaust noise - Google Patents
Exhaust system of internal combustion engine for enhancing power and fuel efficiency of internal combustion engine and reducing exhaust noise Download PDFInfo
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Description
本發明，是關於內燃機之排氣系統的發明，該內燃機的排氣系統是藉由「被安裝於排氣消音管之排氣管的內燃機側的艙室」與「安裝於排氣管之排氣側端部的尾管」的組合，在內燃機馬力提升的同時，達成燃料效率(fuel efficiency)的提升，並具有降低排氣噪音的效果。 The present invention relates to an exhaust system of an internal combustion engine, which is an exhaust system mounted on an exhaust pipe by a "chamber on an internal combustion engine side of an exhaust pipe attached to an exhaust muffler" The combination of the tailpipes at the side ends achieves an increase in fuel efficiency and an effect of reducing exhaust noise while improving the horsepower of the internal combustion engine.
傳統上，藉由在物體的表面形成凹坑(dimple)，而以被稱為麥格納斯效應(Magnus effect)的低速產生亂流(使物體的臨界雷諾數(critical Reynolds number)下降)的效果、和抑制抗力的效果等，已廣為大眾所知悉。這種凹坑的效果，主要是作為「使高爾夫球的飛行距離延伸的效果」而實際地應用。另外，在專利文獻1~3中記載著：藉由在內燃機的排氣構造採用凹坑狀的凹凸，而達成內燃機的馬力提升和燃料效率的提高、或者降低排氣噪音的排氣構造。 Conventionally, by forming a dimple on the surface of an object, a turbulent flow is generated at a low speed called a Magnus effect (the critical Reynolds number of the object is lowered). And the effect of suppressing resistance, etc., has been widely known to the public. The effect of such a pit is mainly applied as "the effect of extending the flying distance of the golf ball". Further, in Patent Literatures 1 to 3, an exhaust structure in which the horsepower is increased and the fuel efficiency is improved or the exhaust noise is reduced by using the concave-convex irregularities in the exhaust structure of the internal combustion engine is described.
在專利文獻1所記載的車輛引擎用的排氣管中，記載了在排氣管的內壁面形成有複數個突起的構造。 為了形成該突起，使鋼球撞擊管的外側面而在管外周面形成半球狀的凹部，而該凹部在排氣管的內壁面成為複數個突起。專利文獻1，是利用該突起來加速排放氣體的流速，降低排氣管內的背壓，而提高引擎輸出及燃料效率的技術。 In the exhaust pipe for a vehicle engine described in Patent Document 1, a structure in which a plurality of protrusions are formed on the inner wall surface of the exhaust pipe is described. In order to form the projection, the steel ball is struck against the outer surface of the tube to form a hemispherical recess on the outer circumferential surface of the tube, and the recess has a plurality of projections on the inner wall surface of the exhaust pipe. Patent Document 1 is a technique for accelerating the flow rate of exhaust gas by using the protrusions and reducing the back pressure in the exhaust pipe to improve engine output and fuel efficiency.
此外，在專利文獻2所記載的引擎排氣裝置中，記載了在排放氣體流通管的內壁面設有大量小凹凸的構造。該小凹凸，組合了凹坑狀的凹部、與利用丘狀***所形成的凸部。接著，一旦在排放氣體流通管形成該小凹凸，排放氣體的流通抵抗將變小，引擎的背壓下降，是所謂：對引擎輸出及燃料效率帶來良好影響的技術。 Further, in the engine exhaust device described in Patent Document 2, a structure in which a large number of small irregularities are provided on the inner wall surface of the exhaust gas flow pipe is described. The small unevenness combines a concave portion having a pit shape and a convex portion formed by a hill-like ridge. Then, once the small irregularities are formed in the exhaust gas flow pipe, the flow resistance of the exhaust gas becomes small, and the back pressure of the engine is lowered, which is a technique that has a good influence on engine output and fuel efficiency.
除此之外，在專利文獻3所記載之內燃機的排氣系統構造中，展示了在排氣管的內面形成有複數個凹凸部的排氣系統構造。該形成於排氣管內面的凹凸部，是藉由壓花加工而形成凹坑狀之凹部的構造。藉由該凹部，使排氣噪音的音波與排氣管內側面之間的壁面摩擦增大，而成為「在排氣管內也能吸音」，是所謂：傳統以來未被執行之「可降低排氣管內部之排氣噪音」的技術。 In addition, in the exhaust system structure of the internal combustion engine described in Patent Document 3, an exhaust system structure in which a plurality of concavo-convex portions are formed on the inner surface of the exhaust pipe is shown. The uneven portion formed on the inner surface of the exhaust pipe has a structure in which a concave portion having a pit shape is formed by embossing. By the concave portion, the friction between the sound wave of the exhaust noise and the inner surface of the exhaust pipe is increased, and "the sound can be absorbed in the exhaust pipe", which is called "can be reduced since the conventional operation." The technology of exhaust noise inside the exhaust pipe.
另外，本案的申請人，如專利文獻4所記載，開發出具有尾管的排氣消音管，針對排氣消音管的性能提升，留下實用的研究成果。該排氣消音管，將「被安裝於消音器之內燃機側的艙室」與「被安裝於消音器之排氣側端部的尾管」予以組合使用，實際證明了可藉由在艙室的擴散用排氣管設置擴散用孔，並在尾管的內部設置鰭 片，而提高內燃機的馬力值及扭力值的效果。 Further, the applicant of the present application, as described in Patent Document 4, has developed an exhaust muffler having a tail pipe, and has made practical research results for the performance improvement of the exhaust muffler. The exhaust muffler is used in combination with the "chamber that is mounted on the internal combustion engine side of the muffler" and the "tail pipe that is attached to the exhaust side end of the muffler", which actually proves that it can be diffused in the cabin. Use a exhaust pipe to set the diffusion hole and set the fin inside the tail pipe The effect of improving the horsepower value and torque value of the internal combustion engine.
[專利文獻1]日本實開昭63-110618號公報 [Patent Document 1] Japanese Unexamined Publication No. SHO 63-110618
[專利文獻2]日本實開平1-174514號公報 [Patent Document 2] Japanese Unexamined Publication No. 1-174514
[專利文獻3]日本特開平11-324667號公報 [Patent Document 3] Japanese Patent Laid-Open No. Hei 11-324667
[專利文獻4]日本特許第5046171號公報 [Patent Document 4] Japanese Patent No. 50416171
然而，在專利文獻1~3所記載的排氣構造中，形成凹凸的位置，皆被配置在「位於消音器之前後的排氣管內部」。在本案申請人的實驗中，一旦在該位置形成凹坑狀的凹部，排氣管的長度不變，排氣效率將因為消音器的構造改變和排出量的差異而明顯地不同，故得知無法獲得穩定之有效的效果。根據該結果，專利文獻1~3記載之排氣構造所主張的引擎輸出等效果，僅限於實驗上的效果，並無法獲得「實際安裝於車輛時所能獲得的實際效果」。 However, in the exhaust structure described in Patent Documents 1 to 3, the positions where the irregularities are formed are placed in the "inside of the exhaust pipe before and after the muffler". In the experiment of the applicant of the present application, once the pit-shaped recess is formed at the position, the length of the exhaust pipe is constant, and the exhaust efficiency will be significantly different due to the structural change of the muffler and the difference in the discharge amount, so that it is known Unable to achieve a stable and effective effect. According to the results, the effects such as the engine output proposed by the exhaust structure described in Patent Documents 1 to 3 are limited to the experimental effects, and the actual effect that can be obtained when actually mounted on the vehicle cannot be obtained.
另外，倘若依據專利文獻4記載之具有尾管的排氣消音管，藉由組合「具有擴散用孔的艙室」與「具有鰭片的尾管」，可提高內燃機的馬力值及扭力值，能證實「提升燃料效率的效果」而達成製品化。不僅如此，該製品 的各種效果，也獲得使用者的高度評價。 In addition, according to the exhaust muffler having the tail pipe described in Patent Document 4, by combining the "cabin having a diffusion hole" and the "tail pipe having fins", the horsepower value and the torque value of the internal combustion engine can be improved. Confirmed that "the effect of improving fuel efficiency" was achieved. Not only that, the product The various effects are also highly valued by the user.
話雖如此，現今的車輛，除了往復式引擎(reciprocating engine)和柴油引擎之外，伴隨著油電混合引擎等的普及，排氣系統的構造日益多樣化，車輛種類的型態也形成各式各樣的變化，因此期待能提供一種：以盡可能小型的構造，適應多種內燃機和車輛型態，能使引擎馬力和燃料效率等效果較現今更為提高的排氣系統。 Having said that, today's vehicles, in addition to reciprocating engines and diesel engines, are accompanied by the spread of hybrid electric oil engines, etc., and the structure of exhaust systems is increasingly diversified, and the types of vehicle types are also various. With all the changes, it is expected to provide an exhaust system that can be adapted to a variety of internal combustion engines and vehicle types with as small a structure as possible, and which can improve engine horsepower and fuel efficiency more than today.
有鑑於此，本發明藉由著眼於「傳統上被設在排氣管內側面之凹凸所帶來排氣效率」，朝「更進一步改良現有製品的排氣構造」的研究開發邁進，本發明的目的是提供一種：能以小型的構造對應更多的內燃機及車種，可提高馬力值及扭力值並能提高燃料效率，並且也能獲得消音效果的內燃機排氣系統。 In view of the above, the present invention advances in research and development of "further improving the exhaust structure of conventional products" by focusing on "exhaust efficiency which is conventionally provided by the unevenness of the inner side surface of the exhaust pipe", and the present invention is made. The purpose of the present invention is to provide an exhaust system for an internal combustion engine that can increase the horsepower value and the torque value and improve the fuel efficiency with a small structure, and can also obtain a noise reduction effect.
為了達成上述的目的，本發明的第1手段，是具備「被安裝於排氣管1之內燃機側的艙室20」、及「被安裝於排氣管1之排氣側端部的尾管10」之內燃機的排氣系統，其特徵在於：將被設成使該尾管10內的排放氣體一邊旋轉一邊排出的複數個鰭片11，在尾管10內配置成放射狀，並在尾管10內之排放氣體接觸面的局部或者全面，形成凹坑狀的凹部10A。 In order to achieve the above object, the first means of the present invention includes "the compartment 20 attached to the internal combustion engine side of the exhaust pipe 1" and "the tail pipe 10 attached to the exhaust side end of the exhaust pipe 1" The exhaust system of the internal combustion engine is characterized in that a plurality of fins 11 that are arranged to discharge the exhaust gas in the tail pipe 10 are radially arranged in the tail pipe 10 and are disposed in the tail pipe. Part or all of the exhaust gas contact surface in 10 forms a recessed recess 10A.
在第2手段中，前述尾管10，設有「可供排放氣體直線地通過的中央流通路P1」、及「配置有圍繞該中 央流通路P1的複數個鰭片11，可供排放氣體一邊螺旋狀地旋轉並一邊通過的外周流通路P2」，前述凹部10A，至少形成於該鰭片11的其中一面或者兩面。 In the second aspect, the tail pipe 10 is provided with a "central flow path P1 through which the exhaust gas can pass linearly", and "the surrounding portion is disposed." The plurality of fins 11 of the central flow path P1 are provided with an outer peripheral flow path P2" through which the exhaust gas is spirally rotated and passed, and the concave portion 10A is formed at least on one or both sides of the fin 11.
在第3手段中，前述尾管10形成：到達排氣方向的直徑為相同的圓筒形、或者到達排氣方向的直徑為擴大的圓錐形、或者到達排氣方向的直徑為變窄的逆圓錐形。 In the third means, the tail pipe 10 is formed in a cylindrical shape having the same diameter in the exhaust direction, or a conical shape having an enlarged diameter in the exhaust gas direction, or a narrowed diameter in the exhaust gas direction. Conical.
在第4手段中，前述艙室20是由「安裝成包覆排氣管1之外側面的蓋體21」及「在該蓋體21內部形成開口，並連結於排氣管1的內部排氣管22」所構成，該內部排氣管22，其「被設在排放氣體流入側的擴散用排氣管22A」及「被設在排放氣體排出側的壓縮用排氣管22B」的各開口部，被配置成在蓋體21的內部分離，且該擴散用排氣管22A及壓縮用排氣管22B的數量為1支或者2支，而構成可對應於內燃機和車種，自由地選擇前述擴散用排氣管22A及壓縮用排氣管22B的數量。 In the fourth aspect, the compartment 20 is "the cover 21 that is attached to cover the outer surface of the exhaust pipe 1" and "the opening is formed inside the cover 21, and is connected to the internal exhaust of the exhaust pipe 1. In the internal exhaust pipe 22, the internal exhaust pipe 22 has openings "the diffusion exhaust pipe 22A provided on the exhaust gas inflow side" and the "compression exhaust pipe 22B provided on the exhaust gas discharge side". The portion is disposed to be separated inside the lid body 21, and the number of the diffusion exhaust pipe 22A and the compression exhaust pipe 22B is one or two, and the configuration can be freely selected in accordance with the internal combustion engine and the vehicle type. The number of the diffusion exhaust pipe 22A and the compression exhaust pipe 22B.
使第5手段之前述擴散用排氣管22A的開口部的直徑，相較於前述壓縮用排氣管22B之開口部的直徑，口徑變得更寬，且各開口部的至少一部分配置成相對向。 The diameter of the opening of the diffusion exhaust pipe 22A of the fifth means is larger than the diameter of the opening of the compression exhaust pipe 22B, and at least a part of each opening is disposed to be relatively to.
根據本發明的請求項1，藉由在具備「被安裝於排氣管1之內燃機側的艙室20」、及「被安裝於排氣管1 之排氣側端部的尾管10」之內燃機的排氣系統中，將被設成使該尾管10內的排放氣體一邊旋轉一邊排出的複數個鰭片11，在尾管10內配置成放射狀，並在尾管10內之排放氣體接觸面的局部或者全面，形成凹坑狀的凹部10A，可提高成：傳統上在排氣管內部形成凹凸的排氣構造所無法獲得並且具有實效性的馬力值及扭力值。此外，伴隨著排氣效率的提升，燃料效率也隨之提升。不僅如此，藉由設在尾管10之排放氣體接觸面的凹部10A，在尾管10的內部能獲得消音效果。 The request item 1 according to the present invention is provided with "a compartment 20 mounted on the side of the internal combustion engine of the exhaust pipe 1" and "mounted on the exhaust pipe 1" In the exhaust system of the internal combustion engine of the tail pipe 10" of the exhaust side end portion, a plurality of fins 11 that are discharged while rotating the exhaust gas in the tail pipe 10 are disposed, and are disposed in the tail pipe 10 Radially, and partially or completely in the exhaust gas contact surface in the tail pipe 10, the concave-shaped recess 10A is formed, which can be improved: an exhaust structure which conventionally forms irregularities inside the exhaust pipe cannot be obtained and is effective. Sexual horsepower and torque values. In addition, with the improvement of exhaust efficiency, fuel efficiency also increases. Moreover, the muffling effect can be obtained inside the tail pipe 10 by the recess 10A provided in the discharge gas contact surface of the tail pipe 10.
如同請求項2所記載，尾管10，設有「可供排放氣體直線地通過的中央流通路P1」、及「配置有圍繞該中央流通路P1的複數個鰭片11來供排放氣體一邊螺旋狀地旋轉並一邊通過的外周流通路P2」，前述凹部10A，至少形成於該鰭片11的其中一面或者兩面，藉此，排放氣體可藉由配置有鰭片11的中央流通路P1及外周流通路P2，而極有效率地排出。其結果，能以小型的構造對應更多的內燃機和車種。 As described in the claim 2, the tail pipe 10 is provided with a "central flow passage P1 through which the exhaust gas can pass linearly" and "a plurality of fins 11 arranged around the central flow passage P1 to provide a discharge gas side spiral The recessed portion 10A is formed at least on one or both sides of the fin 11 so as to be rotatably passed through the outer peripheral flow path P2", whereby the exhaust gas can be circulated through the central flow path P1 and the periphery of the fin 11 The flow path P2 is discharged very efficiently. As a result, more internal combustion engines and vehicle types can be matched with a small structure.
如請求項3所記載，尾管10形成：到達排氣方向的直徑為相同的圓筒形、或者到達排氣方向的直徑為擴大的圓錐形、或者到達排氣方向的直徑為變窄的逆圓錐形，藉此，除了能選擇上述的形狀來對應內燃機的種類，還能構成對應於不同排氣量和車輛之車身尺寸的尾管10。 As described in the claim 3, the tail pipe 10 is formed in a cylindrical shape having the same diameter in the exhaust direction, or a conical shape having an enlarged diameter reaching the exhaust direction or a narrowed diameter reaching the exhaust direction. The conical shape, in addition to the above-described shape, can be selected to correspond to the type of the internal combustion engine, and the tail pipe 10 corresponding to different exhaust amounts and the size of the vehicle body can be constructed.
如請求項4所記載，艙室20是由「安裝成包 覆排氣管1之外側面的蓋體21」及「在該蓋體21內部形成開口，並連結於排氣管1的內部排氣管22」所構成，該內部排氣管22，其「被設在排放氣體流入側的擴散用排氣管22A」及「被設在排放氣體排出側的壓縮用排氣管22B」的各開口部，被配置成在蓋體21的內部分離，且該擴散用排氣管22A及壓縮用排氣管22B的數量為1支或者2支，而構成可對應於內燃機和車種，自由地選擇該擴散用排氣管22A及壓縮用排氣管22B的數量，藉此，艙室20的形狀並不會從傳統形狀產生大量的變化，不僅是內燃機的種類和型式，還能對應於因各車輛而異的引擎到排氣消音管的排氣條件，達成小型(緊緻)的搭載。 As described in claim 4, the compartment 20 is "installed into a package" a cover 21" on the outer side of the exhaust pipe 1 and a "opening inside the cover 21 and connected to the internal exhaust pipe 22 of the exhaust pipe 1", the internal exhaust pipe 22, The openings of the diffusion exhaust pipe 22A" and the "compression exhaust pipe 22B provided on the exhaust gas discharge side" provided on the exhaust gas inflow side are disposed to be separated inside the cover 21, and The number of the diffusion exhaust pipe 22A and the compression exhaust pipe 22B is one or two, and the number of the diffusion exhaust pipe 22A and the compression exhaust pipe 22B can be freely selected in accordance with the internal combustion engine and the vehicle type. Thereby, the shape of the cabin 20 does not cause a large amount of change from the conventional shape, not only the type and type of the internal combustion engine, but also the size of the engine to the exhaust muffler depending on each vehicle, achieving a small size. (tight) carrying.
如請求項5所記載，擴散用排氣管22A的開口部的直徑，相較於壓縮用排氣管22B之開口部的直徑，口徑變得更寬，且各開口部的至少一部分配置成相對向，藉此，與各種型式的尾管10之間的配合性(相容性)也變得良好，能對應更多的內燃機和車種。 As described in the claim 5, the diameter of the opening of the diffusion exhaust pipe 22A is wider than the diameter of the opening of the compression exhaust pipe 22B, and at least a part of each opening is disposed to be relatively Thereby, the compatibility (compatibility) with the various types of tail pipes 10 is also improved, and it is possible to cope with more internal combustion engines and vehicle types.
根據上述的本發明，可對應於譬如往復式引擎和柴油引擎、油電混合引擎等之內燃機的種類和車輛，不僅如此，可提高馬力值和扭力值，並能提升燃料效率，還能提高性能直到更進一步達成消音效果，而達成發明之初的目的。 According to the present invention as described above, it is possible to correspond to the type of an internal combustion engine such as a reciprocating engine and a diesel engine, a hybrid electric engine, and the like, and not only the horsepower value and the torque value but also the fuel efficiency and the performance can be improved. Until the noise reduction effect is further achieved, the purpose of the invention is reached.
1‧‧‧排氣管 1‧‧‧Exhaust pipe
10‧‧‧尾管 10‧‧‧ tail pipe
10A‧‧‧凹部 10A‧‧‧ recess
11‧‧‧鰭片 11‧‧‧Fins
12‧‧‧筒體 12‧‧‧Cylinder
12A‧‧‧外筒體 12A‧‧‧Outer cylinder
12B‧‧‧內筒體 12B‧‧‧ inner cylinder
12Ba‧‧‧調整筒 12Ba‧‧‧Adjustment tube
12Bb‧‧‧排出筒 12Bb‧‧‧ discharge tube
20‧‧‧艙室 20‧‧‧ cabin
21‧‧‧蓋體 21‧‧‧ cover
22‧‧‧內部排氣管 22‧‧‧Internal exhaust pipe
22A‧‧‧擴散用排氣管 22A‧‧‧Exhaust pipe for diffusion
22B‧‧‧壓縮用排氣管 22B‧‧‧Compressed exhaust pipe
第1圖：是顯示本發明之其中一個實施例的立體圖。 Fig. 1 is a perspective view showing one of the embodiments of the present invention.
第2圖：是顯示本發明中尾管之其中一個實施例的側剖面圖。 Fig. 2 is a side sectional view showing one of the embodiments of the tail pipe of the present invention.
第3圖：是顯示本發明中尾管之其中一個實施例的俯視剖面圖。 Fig. 3 is a plan sectional view showing one of the embodiments of the tail pipe of the present invention.
第4圖：是顯示本發明中尾管之其中一個實施例的前視圖。 Figure 4 is a front elevational view showing one of the embodiments of the tail pipe of the present invention.
第5圖：顯示本發明的凹部，其中(a)為凹部形成於「構成鰭片之構件」的側視圖，(b)為凹部形成於調整筒之內側面的重點部分剖面圖。 Fig. 5 is a view showing a concave portion of the present invention, wherein (a) is a side view in which a concave portion is formed in "a member constituting a fin", and (b) is a cross-sectional view of a key portion in which a concave portion is formed on an inner side surface of the adjustment cylinder.
第6圖：(a)~(c)是顯示本發明中尾管之例子的側剖面圖。 Fig. 6: (a) to (c) are side sectional views showing an example of a tail pipe in the present invention.
第7圖：是顯示本發明中艙室之其中一個實施例的側剖面圖。 Figure 7 is a side cross-sectional view showing one of the embodiments of the cabin of the present invention.
第8圖：是第7圖之艙室的俯視剖面圖。 Figure 8 is a top cross-sectional view of the cabin of Figure 7.
本發明排氣系統的基本構造，是藉由選擇「在內部具備鰭片11的排放氣體接觸面，形成凹坑狀之凹部10A」的尾管10、與對應於各種內燃機和車種的艙室20並加以組合，而構成高輸出、燃料消耗量(Fuel consumption)低的排氣系統。 The basic structure of the exhaust system of the present invention is a tail pipe 10 in which a recessed portion 10A is formed by providing an exhaust gas contact surface of the fin 11 therein, and a chamber 20 corresponding to various internal combustion engines and vehicle types. Combined, it constitutes an exhaust system with high output and low fuel consumption.
尾管10，呈現連結於排氣消音管之排氣管1的排氣口端部的筒狀構造(請參考第1圖)。該尾管 10，在筒體12的內部，將複數個鰭片11朝向排放氣體的排出方向配設成放射狀(請參考第4圖)。並設有：藉由該鰭片11，使排放氣體通過筒部12之中心部的中央流通路P1；及使排放氣體螺旋狀地旋轉並通過的外周流通路P2。 The tail pipe 10 has a tubular structure connected to the end of the exhaust port of the exhaust pipe 1 of the exhaust muffler (refer to Fig. 1). The tail pipe 10. In the inside of the cylindrical body 12, a plurality of fins 11 are arranged in a radial direction toward the discharge direction of the exhaust gas (please refer to FIG. 4). Further, the fin 11 allows the exhaust gas to pass through the central flow path P1 at the center of the tubular portion 12, and the outer peripheral flow passage P2 through which the exhaust gas is spirally rotated.
尾管10，對應於車輛的車體尺寸和排氣量等，準備了3個種類的型式(請參考第6圖)。第6圖(a)，顯示到達排氣方向的直徑為擴大之圓錐形的型式，第6圖(b)，顯示到達排氣方向的直徑為一致之圓筒形的型式，第6圖(c)，顯示到達排氣方向的直徑為變窄之逆圓錐形的型式。藉由從上述的型式中選擇尾管10，能適應於車輛的車體尺寸和排氣量、或者內燃機的種類和車輛的型態等。 The tail pipe 10 is prepared in three types depending on the size of the vehicle body and the amount of exhaust gas (please refer to FIG. 6). Fig. 6(a) shows a conical shape in which the diameter in the exhaust direction is enlarged, and Fig. 6(b) shows a cylindrical shape in which the diameter in the exhaust direction is uniform, Fig. 6 (c) ), showing a reverse conical shape in which the diameter reaching the exhaust direction is narrowed. By selecting the tail pipe 10 from the above-described type, it is possible to adapt to the vehicle body size and the exhaust amount of the vehicle, or the type of the internal combustion engine, the type of the vehicle, and the like.
在第2圖所示的尾管10中，構成尾管10的筒體12，採用外筒體12A與內筒體12B的雙重構造。此外，就該內筒體12B而言，是將排出筒12Bb連結於調整筒12Ba的排出側而構成內筒體12B(請參考第3圖)。而筒體12的構造，並不侷限於圖面所示的例子。舉例來說，除了能將排出筒12Bb省略而僅由調整筒12Ba構成內筒體12B之外，也能構成非雙重構造的筒體12。 In the tail pipe 10 shown in Fig. 2, the tubular body 12 constituting the tail pipe 10 has a double structure of the outer cylinder 12A and the inner cylinder 12B. In the inner cylinder 12B, the discharge cylinder 12Bb is coupled to the discharge side of the adjustment cylinder 12Ba to constitute the inner cylinder 12B (please refer to FIG. 3). The configuration of the cylinder 12 is not limited to the example shown in the drawings. For example, in addition to the fact that the discharge cylinder 12Bb can be omitted and only the adjustment cylinder 12Ba constitutes the inner cylinder 12B, the cylinder 12 of the non-double structure can be constructed.
其中一個的調整筒12Ba，在內部具備鰭片11，在該調整筒12Ba的內側面及鰭片11的排放氣體接觸面，大量形成凹坑狀的凹部10A(請參考第3圖、第4圖)。該調整筒12Ba，在相當於尾管10之基本構造的筒 體12的部位，可適當地選擇：到達排氣方向的直徑為相同(一致)的圓筒形、或者到達排氣方向的直徑為擴大的圓錐形狀、或者到達排氣方向的直徑為變窄的逆圓錐形狀。圖示例的調整筒12Ba，是形成「到達排氣方向的直徑為變窄的逆圓錐形狀」(請參考第2圖、第3圖)。 One of the adjustment cylinders 12Ba is provided with fins 11 therein, and a large number of concave recesses 10A are formed on the inner side surface of the adjustment cylinder 12Ba and the exhaust gas contact surface of the fins 11 (refer to Figs. 3 and 4). ). The adjustment cylinder 12Ba is in a cylinder corresponding to the basic structure of the tail pipe 10. The portion of the body 12 can be appropriately selected such that the diameter reaching the exhaust direction is the same (consistent) cylindrical shape, or the diameter reaching the exhaust direction is an enlarged conical shape, or the diameter reaching the exhaust direction is narrowed. Reverse cone shape. In the adjustment cylinder 12Ba of the illustrated example, the reverse cone shape in which the diameter in the exhaust direction is narrowed is formed (refer to Figs. 2 and 3).
另一個排出筒12Bb，形成於用來排出排放氣體的最終端部(請參考第3圖)。圖示例的排出筒12Bb，是形成「到達排氣方向的直徑為擴大的圓錐形狀」。該排出筒12Bb之形狀的變更，也和調整筒12Ba相同，可任意地設計變更，亦可省略排出筒12Bb而形成僅有調整筒12Ba的構造。 The other discharge cylinder 12Bb is formed at the end portion for discharging the exhaust gas (refer to Fig. 3). In the discharge cylinder 12Bb of the illustrated example, the "conical shape in which the diameter reaching the exhaust direction is expanded" is formed. The shape of the discharge cylinder 12Bb is also changed in the same manner as the adjustment cylinder 12Ba, and can be arbitrarily designed and changed, and the discharge cylinder 12Bb can be omitted to form a structure in which only the adjustment cylinder 12Ba is formed.
圖示的鰭片11構成：將複數個突起***「形成於筒體12之內側面的缺口」並加以固定(請參考第5圖(a))。此外，該鰭片11，也能採用「形成筒體12的材質」而與筒體12形成一體。形成於該鰭片11的凹部10A，是使鰭片11的其中一面側形成凹陷的構造，在鰭片11的兩面形成凹部10A的場合中，則利用鰭片11的厚度使兩面形成凹陷。 The fin 11 shown in the figure is configured such that a plurality of protrusions are inserted into the "notch formed on the inner side surface of the cylindrical body 12" and fixed (refer to Fig. 5 (a)). Further, the fins 11 can be integrally formed with the tubular body 12 by "forming the material of the tubular body 12". The concave portion 10A formed in the fin 11 has a structure in which one surface side of the fin 11 is recessed. When the concave portion 10A is formed on both surfaces of the fin 11, the both surfaces are recessed by the thickness of the fin 11.
此外，除了在鰭片11形成凹坑狀的凹部10A之外，亦可在筒體12的內部形成凹部10A。在該場合中，是對應於內燃機的種類和車種，於筒體12之排放氣體接觸面的局部或者全面形成凹部10A。在圖示的例子中，是在內筒體12B之調整筒12Ba的整體，形成凹部10A(請參考第3圖)。該凹部10A的位置，可限定於調 整筒12Ba之鰭片11的周圍，或者可形成凹部10A直到筒體12之排出筒12Bb。除此之外，形成於調整筒12Ba之內側面的凹部10A，雖是從調整筒12Ba的內側面側按壓而形成(請參考第5圖(b))，卻不侷限於該形成手段，亦可利用其他的形成手段來形成凹部10A。 Further, in addition to the recessed portion 10A in which the fin 11 is formed, the recess 10A may be formed inside the cylindrical body 12. In this case, the recess 10A is partially or completely formed on the exhaust gas contact surface of the cylinder 12 in accordance with the type and type of the internal combustion engine. In the illustrated example, the entire circumference of the adjustment cylinder 12Ba of the inner cylinder 12B is formed with a recess 10A (please refer to FIG. 3). The position of the recess 10A can be limited to Around the fins 11 of the full cylinder 12Ba, the recess 10A may be formed up to the discharge cylinder 12Bb of the cylinder 12. In addition, the concave portion 10A formed on the inner side surface of the adjustment cylinder 12Ba is formed by being pressed from the inner side surface side of the adjustment cylinder 12Ba (please refer to FIG. 5(b)), but is not limited to the formation means. The recess 10A can be formed by other forming means.
在本發明中，形成於筒體12內部和鰭片11之凹部10A的位置，除了筒體12型式的選擇之外，也能根據後述艙室20的選擇等，適當地選擇排放氣體接觸面。 In the present invention, the position of the inside of the cylindrical body 12 and the recessed portion 10A of the fin 11 can be appropriately selected in accordance with the selection of the type of the cylinder 12, and the exhaust gas contact surface can be appropriately selected according to the selection of the cabin 20 to be described later.
艙室20是安裝於排氣管1之內燃機側的構件(請參考第1圖)，並由「圍繞排氣管1之側面周圍的蓋體21」與「被配設於該蓋體21內部的內部排氣管22」所形成(請參考第7圖)。內部排氣管22是由以下所構成：被設於排放氣體流入側的擴散用排氣管22A、及被設在排放氣體排出側的壓縮用排氣管22B。 The cabin 20 is a member attached to the internal combustion engine side of the exhaust pipe 1 (please refer to FIG. 1), and is provided with "the cover 21 around the side of the exhaust pipe 1" and "the inside of the cover 21". The internal exhaust pipe 22" is formed (please refer to Figure 7). The internal exhaust pipe 22 is configured by a diffusion exhaust pipe 22A provided on the exhaust gas inflow side and a compression exhaust pipe 22B provided on the exhaust gas discharge side.
這些擴散用排氣管22A及壓縮用排氣管22B，是在蓋體21的內部被配置成分離，且各開口部彼此之間具有間隙的構件(請參考第7圖、第8圖)。這些擴散用排氣管22A及壓縮用排氣管22B的數量，形成1支或者並排2支。然後，對應於內燃機的種類和排氣條件等，組合這些擴散用排氣管22A及壓縮用排氣管22B。 The diffusion exhaust pipe 22A and the compression exhaust pipe 22B are members that are disposed to be separated inside the cover 21 and have gaps between the openings (please refer to FIGS. 7 and 8). The number of the diffusion exhaust pipe 22A and the compression exhaust pipe 22B is one or two in parallel. Then, the diffusion exhaust pipe 22A and the compression exhaust pipe 22B are combined in accordance with the type of the internal combustion engine, the exhaust conditions, and the like.
此時，擴散用排氣管22A之開口部的直徑，相較於壓縮用排氣管22B之開口部的直徑，口徑變得更寬，且各開口部的至少一部分配置成相對向，藉此，與尾 管10之筒體12的各種型式間的配合性(相容性)變得良好，尾管10與艙室20之間的裝配(設定)變得容易。 At this time, the diameter of the opening of the diffusion exhaust pipe 22A is wider than the diameter of the opening of the compression exhaust pipe 22B, and at least a part of each opening is disposed to face each other. And tail The compatibility (compatibility) between the various types of the tubular body 12 of the tube 10 becomes good, and the assembly (setting) between the tail pipe 10 and the cabin 20 becomes easy.
圖示例的艙室20，顯示1支擴散用排氣管22A與2支壓縮用排氣管22B的組合(請參考第8圖)。擴散用排氣管22A，形成開口部擴張的圓錐筒狀。壓縮用排氣管22B，形成開口部與本體為同一直徑的筒狀。此時，也可以形成「開口變窄之逆圓錐筒狀」的壓縮用排氣管22B。 The cabin 20 of the illustrated example shows a combination of one diffusion exhaust pipe 22A and two compression exhaust pipes 22B (please refer to Fig. 8). The diffusion exhaust pipe 22A has a conical tubular shape in which the opening portion is expanded. The compression exhaust pipe 22B has a cylindrical shape in which the opening portion and the body have the same diameter. At this time, a compression exhaust pipe 22B having a "reversely conical tubular shape in which the opening is narrowed" may be formed.
根據本發明，排放氣體如以下所述地排出。一旦排放氣體從艙室20進入尾管10內，已進入外周流通路P2側的排放氣體，將形成螺旋狀地旋轉並通過(請參考第4圖)。此時，對排放氣體作用離心力與慣性，受到尾管10內側面壓縮的同時被排出。一旦如此，通過中央流通路P1之排放氣體的壓力(氣壓)，成為較外周流通路P2側的壓力(氣壓)更低的壓力(負壓)。 According to the present invention, the exhaust gas is discharged as described below. Once the exhaust gas enters the tail pipe 10 from the cabin 20, the exhaust gas that has entered the side of the peripheral flow passage P2 will spirally rotate and pass (refer to Fig. 4). At this time, centrifugal force and inertia are applied to the exhaust gas, and are discharged while being compressed by the inner side surface of the tail pipe 10. As a result, the pressure (air pressure) of the exhaust gas passing through the center flow path P1 becomes a pressure (negative pressure) lower than the pressure (air pressure) on the side of the outer peripheral flow path P2.
因此形成：從艙室20連續地送往尾管10內的後續排放氣體，被強力地吸入外周流通路P2內。此外，通過中央流通路P1而被排出至尾管10外的排放氣體，藉由離心力與慣性，於外部呈螺旋狀地擴開並且旋轉擴散，被該排放氣體所圍繞之中央部分的壓力(氣壓)變低。一旦如此，經由中央流通路P1而排出至尾管10外的排放氣體，將如同加速度地抽出線般，順暢地朝後方排出。其結果，從艙室20連續地送往尾管10內的後續排放氣體，可順暢地排出，可提高排氣效率。 Therefore, it is formed that the subsequent exhaust gas continuously sent from the cabin 20 to the tail pipe 10 is strongly sucked into the peripheral flow passage P2. Further, the exhaust gas discharged to the outside of the tail pipe 10 through the central flow path P1 is spirally expanded and rotated in the outside by centrifugal force and inertia, and the pressure of the central portion surrounded by the exhaust gas (pressure ) becomes lower. In this case, the exhaust gas discharged to the outside of the tail pipe 10 via the central flow path P1 is smoothly discharged toward the rear like a line of acceleration. As a result, the subsequent exhaust gas continuously sent from the cabin 20 to the tail pipe 10 can be smoothly discharged, and the exhaust efficiency can be improved.
接著，展示配合車輛組裝之本發明的安裝例。第1圖，顯示「適合豐田製PRIUS 30車系HYBRID車(油電混合車)之型式的尾管10」與艙室20的組合例。亦即，尾管10選擇逆圓錐型式(請參考第2圖、第3圖)。此外，凹部10A的位置為：凹部10A形成於內筒體12B的整個調整筒12Ba、與鰭片11的其中一面。另外，艙室20選擇：對1支擴散用排氣管22A，組合2支壓縮用排氣管22B的型式(請參考第8圖)。 Next, a mounting example of the present invention incorporating vehicle assembly is shown. Fig. 1 shows an example of a combination of a tail pipe 10 of a type suitable for a Toyota PRIUS 30 car HYBRID car (a hybrid electric vehicle) and a cabin 20. That is, the tail pipe 10 is selected to have a reverse cone type (please refer to FIG. 2 and FIG. 3). Further, the position of the recess 10A is such that the recess 10A is formed on one of the entire adjustment cylinder 12Ba of the inner cylinder 12B and the fin 11 . In addition, the compartment 20 selects a type in which two compression exhaust pipes 22B are combined for one diffusion exhaust pipe 22A (please refer to FIG. 8).
表1，是分別將原廠消音器、與對比消音器安裝於測試車輛(豐田製PRIUS：型式DAA-ZVW30；引擎型式2ZR-FXE)，而顯示由各對比消音器所獲得之馬力數據及扭力數據的比較，就對比消音器而言，採用本案申請人先前所開發的市售之「具有尾管的排氣消音管」、及本發明的排氣系統。使用車體底盤動力計(Chassis dynamometer)(BOSCH(登錄商標)FLA206)，作為上述的測量器。 Table 1 shows the original silencer and contrast silencer installed in the test vehicle (PRIUS: Type DAA-ZVW30; engine type 2ZR-FXE), and the horsepower data and torque obtained by each contrast silencer are displayed. For comparison of the data, in contrast to the muffler, the commercially available "exhaust muffler with tail pipe" previously developed by the applicant of the present invention, and the exhaust system of the present invention. A Chassis dynamometer (BOSCH (registered trademark) FLA206) was used as the above-mentioned measuring device.
在表中，符號(1)表示原廠消音器，符號(2)表示市售之具有尾管的排氣消音管(GD消音器(PAE-31量產品))，符號(3)表示本發明排氣系統(GD消音器(靜音艙室型/凹坑/鰭片、內襯))。 In the table, the symbol (1) represents the original silencer, the symbol (2) represents a commercially available exhaust muffler with a tail pipe (GD muffler (PAE-31 quantity product)), and the symbol (3) represents the present invention. Exhaust system (GD silencer (silent compartment type / pit / fin, lining)).
此外，①②③分別表示各對比消音器的數據，黑色的為扭力數據，①②③則是馬力數據。 In addition, 123 respectively represents the data of each contrast silencer, black For torque data, 123 is horsepower data.
從表1可清楚得知，本發明排氣系統(3)的馬力③及扭力(黑色的)，相較於原廠消音器(1)，可確認在馬力值、扭力值上具有優勢。除此之外，本發明排氣系統(3)的馬力及扭力，相較於傳統市售之具有尾管的排氣消音管(2)的馬力及扭力，可確認具有極高的效果。 As can be clearly seen from Table 1, the horsepower 3 and the torsion of the exhaust system (3) of the present invention (black ), compared to the original silencer (1), it can be confirmed that there is an advantage in horsepower value and torque value. In addition, the horsepower and torsion of the exhaust system (3) of the present invention can be confirmed to have an extremely high effect compared to the horsepower and torsion of a conventional commercially available exhaust muffler (2) having a tail pipe.
表2顯示表1的具體性數值。亦即，本發明消音器於使用時的馬力③為147.2ps，相較於原廠消音器使用時的馬力133.4ps，可確認+13.7ps的馬力提升。另外，即便是引擎扭力，相較於原廠消音器(黑色的)的25.8kg/m，本發明(黑色的)則為28.4kg/m，可確認+2.6kg/m的顯著性提升。 Table 2 shows the specific values of Table 1. That is, the horsepower 3 of the muffler of the present invention is 147.2 ps when in use, and the horsepower of +13.7 ps can be confirmed as compared with the horsepower of 133.4 ps when the original muffler is used. In addition, even the engine torque, compared to the original silencer (black 25.8 kg/m, the present invention (black ) is 28.4 kg / m, which can confirm the significant increase of +2.6 kg / m.
表3，是使分別安裝有原廠消音器、本案申請人先前開發之市售具有尾管的排氣消音管、本發明排氣系統的測試車輛(豐田製PRIUS：安裝輪胎固特異(goodyear) GT3 185/65R15 88S)實際行駛，並顯示基於驗證平均燃料消耗量，亦即被稱為滿桶(油箱加滿)油耗實驗的燃料消耗量數據。 Table 3 is a test vehicle for the exhaust muffler having the tail pipe, which was previously developed by the applicant of the present application, and the exhaust system of the present invention (Poriusa PRIUS: Mounted tire Goodyear) The GT3 185/65R15 88S) is actually driven and displays fuel consumption data based on the verified average fuel consumption, also known as the full barrel (tank full) fuel consumption test.
該滿桶油耗實驗，是以完全相同的條件反覆行駛相同的路程(行程)，並根據此時的行駛距離與加油量來算出平均燃料消耗量。加油量的記錄，是指定加油機的自動跳停方法，並記錄相同條件下的加油量。行駛距離採用車載里程表(Odometer)的記錄，當加油時歸零，記錄到下一次加油為止的距離。燃料消耗量(Km/l)是行駛距離(Km)除以加油量(l)。 In the full barrel fuel consumption test, the same distance (stroke) is repeatedly traveled under exactly the same conditions, and the average fuel consumption amount is calculated based on the travel distance and the fuel amount at this time. The record of the fuel quantity is the automatic trip method of the specified tanker, and the fuel quantity under the same conditions is recorded. The driving distance is recorded by the Odometer. When refueling, return to zero and record the distance until the next refueling. The fuel consumption (Km/l) is the travel distance (Km) divided by the fuel amount (l).
表3所顯示的燃料消耗量數據，是藉由反覆執行20次行駛測試，合計3100km之實際行駛所測得的平均燃料消耗量數據。 The fuel consumption amount data shown in Table 3 is the average fuel consumption amount data measured by the actual running of 3100 km in total by performing 20 driving tests in succession.
實驗的結果，本發明消音器於使用時的平均燃料消耗量為29.7(Km/l)，相較於原廠消音器於使用時的平均燃料消耗量24.0(Km/l)，可確認燃料消耗量提升率為+23.8%的極佳平均燃料消耗量。 As a result of the experiment, the average fuel consumption of the muffler of the present invention at the time of use is 29.7 (Km/l), and the fuel consumption can be confirmed as compared with the average fuel consumption of the original muffler at the time of use of 24.0 (Km/l). The volume increase rate is an excellent average fuel consumption of +23.8%.
此外，雖然各表的數據顯示本發明的其中一例，但藉由尾管10的變更和艙室20的變更、凹部10A的配置位置、甚至前述各條件的組合，能對應更多的內燃機和車種。不僅如此，不管是哪一種組合，皆能將馬力值及扭力值提高至現狀以上，並能提升燃料效率，可提高性能直到達成消音效果。 Further, although the data of each table shows an example of the present invention, it is possible to cope with more internal combustion engines and vehicle types by the change of the tail pipe 10, the change of the cabin 20, the arrangement position of the recess 10A, and even the combination of the above various conditions. Not only that, but regardless of the combination, the horsepower and torque values can be increased to the current level, and the fuel efficiency can be improved, and the performance can be improved until the noise reduction effect is achieved.
本發明的各構造並不侷限於圖示的例子，舉 例來說，可藉由尾管10和艙室20的形狀變更、凹部10A的配置位置、甚至前述各條件的組合，對應更多的內燃機和車種。此外，除了本發明的尾管10的形狀和艙室20的構造之外，鰭片11和筒體12的形狀和構造、或者凹部10A的配置位置等，只要在不變更本發明要旨的範圍內，可以任意地變更。 The respective configurations of the present invention are not limited to the illustrated examples, For example, the shape of the tail pipe 10 and the cabin 20, the arrangement position of the recess 10A, and even the combination of the foregoing conditions can correspond to more internal combustion engines and vehicle types. Further, in addition to the shape of the tail pipe 10 of the present invention and the configuration of the cabin 20, the shape and configuration of the fins 11 and the cylindrical body 12, or the arrangement position of the recessed portion 10A, and the like are within the scope of not changing the gist of the present invention. It can be changed arbitrarily.
10‧‧‧尾管 10‧‧‧ tail pipe
10A‧‧‧凹部 10A‧‧‧ recess
11‧‧‧鰭片 11‧‧‧Fins
12‧‧‧筒體 12‧‧‧Cylinder
12A‧‧‧外筒體 12A‧‧‧Outer cylinder
12B‧‧‧內筒體 12B‧‧‧ inner cylinder
12Ba‧‧‧調整筒 12Ba‧‧‧Adjustment tube
Claims (5)
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| Application Number | Priority Date | Filing Date | Title |
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| JP2015200773A JP5937740B1 (en) | 2015-10-09 | 2015-10-09 | Exhaust system for internal combustion engine |
| JP2015-200773 | 2015-10-09 |
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| TW201721009A true TW201721009A (en) | 2017-06-16 |
| TWI686532B TWI686532B (en) | 2020-03-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| TW105132575A TWI686532B (en) | 2015-10-09 | 2016-10-07 | Exhaust system of internal combustion engine |
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| JP (1) | JP5937740B1 (en) |
| TW (1) | TWI686532B (en) |
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| CN110487343B (en) * | 2019-09-22 | 2024-04-16 | 安徽安凯汽车股份有限公司 | Simple fuel consumption testing device for passenger car and working method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57151013A (en) * | 1981-02-09 | 1982-09-18 | Esu Moraa Pooru | Resonance type muffler |
| JPH01174514U (en) * | 1988-05-26 | 1989-12-12 | ||
| JP3496405B2 (en) * | 1996-09-13 | 2004-02-09 | スズキ株式会社 | Muffler for internal combustion engine |
| US5947081A (en) * | 1997-08-12 | 1999-09-07 | Kim; Sei Y. | Air flow system for internal combustion engine |
| JPH11324667A (en) * | 1998-05-20 | 1999-11-26 | Calsonic Corp | Exhaust system structure of internal combustion engine and manufacture of exhaust pipe used for its exhaust system structure |
| JP2001012228A (en) * | 1999-06-11 | 2001-01-16 | Shiken Kan | Back pressure adjustable muffler |
| FR2797299B1 (en) * | 1999-08-06 | 2002-10-25 | Mbk Ind Soc Nouvelle Motobecan | MUFFLER FOR EXHAUST, ESPECIALLY FOR MOTORCYCLE |
| JP2001234742A (en) * | 2000-02-24 | 2001-08-31 | Aihou:Kk | Exhaust accelerating device |
| JP4174789B2 (en) * | 2002-02-12 | 2008-11-05 | 株式会社マツ・ショウ | Muffler cutter |
| JP2004003515A (en) * | 2003-08-07 | 2004-01-08 | Suzuki Motor Corp | Muffler for unit swing engine of motor scooter type motorcycle |
| JP5046171B2 (en) * | 2010-09-17 | 2012-10-10 | 株式会社マツ・ショウ | Exhaust muffler with tail pipe |
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| TWI686532B (en) | 2020-03-01 |
| JP2017072106A (en) | 2017-04-13 |
| JP5937740B1 (en) | 2016-06-22 |
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