U.S. patent number 3,859,965 [Application Number 05/358,337] was granted by the patent office on 1975-01-14 for internal combustion engine with silencing means.
This patent grant is currently assigned to Motorenfabrik Hatz KG. Invention is credited to Ernst Hatz, Johann Schmuck.
United States Patent |
3,859,965 |
Hatz , et al. |
January 14, 1975 |
INTERNAL COMBUSTION ENGINE WITH SILENCING MEANS
Abstract
In an internal combustion engine of the type having a closed
cooling air conducting system associated with the engine cylinder
or cylinders, a cooling air blower in the system, sound muffling
means associated with the system, and an air filter through which
combustion air is introduced to the cylinder or cylinders, long
sound deadening channels are provided without a simultaneous
increase in the overall constructional size of the engine. The
inlet side of the conducting system is made of a maximum length
utilizing the free-space which is available at the outer side of
the engine, the filter is fastened from the exterior to a wall of
the conducting system to receive air from the interior of the
conducting system, the suction tube of the cylinder or cylinders is
arranged within the conducting system to communicate with the
discharge of the air filter, and the exit side of the conducting
system is made of maximum length by utilizing the free space
available at the outer side of the engine, and surrounds the
exhaust conduit of the cylinder or cylinders.
Inventors: |
Hatz; Ernst (Ruhstorf,
DT), Schmuck; Johann (Feilnbach, DT) |
Assignee: |
Motorenfabrik Hatz KG
(Ruhstorf, DT)
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Family
ID: |
25763227 |
Appl.
No.: |
05/358,337 |
Filed: |
May 8, 1973 |
Foreign Application Priority Data
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May 8, 1972 [DT] |
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2222556 |
Jun 15, 1972 [DT] |
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7222447 |
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Current U.S.
Class: |
123/41.7;
123/41.66; 123/41.62 |
Current CPC
Class: |
F02M
35/1227 (20130101); F02M 35/14 (20130101); F02B
77/13 (20130101); F01P 1/02 (20130101) |
Current International
Class: |
F02M
35/12 (20060101); F02B 77/11 (20060101); F01P
1/00 (20060101); F02B 77/13 (20060101); F01P
1/02 (20060101); F01p 001/02 () |
Field of
Search: |
;123/41.7,41.62,41.66,41.68,41.79,41.75,41.72 ;181/.5NC |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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219,481 |
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May 1942 |
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CH |
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70,808 |
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Aug 1952 |
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NL |
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70,786 |
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Aug 1952 |
|
NL |
|
876,179 |
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May 1953 |
|
DT |
|
885,274 |
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Dec 1961 |
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GB |
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883,052 |
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Mar 1943 |
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FR |
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Other References
AP.C. Application of E. Schnetzer, Ser. No. 296,469, published May
11, 1943..
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Primary Examiner: Antonakas; Manuel A.
Assistant Examiner: O'Connor; Daniel J.
Attorney, Agent or Firm: Larson, Taylor & Hinds
Claims
What we claim is:
1. In an internal combusion engine having a row of cylinders,
combustion air intake and discharge pipes, and a closed coolant air
conduit system that includes an air fan, with which conduit system
noise damping means are associated, the combustion air being
introduced via an air filter, the improvements wherein the intake
side of the conduit system includes a relatively long duct arranged
along, laterally of and above the cylinder heads of the row of
cylinders, the intake opening of the duct being at a first end of
the row and the discharge end of the duct leading to the fan, said
fan being arranged at the other end of said row and being connected
with the air filter at the first end of the row by a passage
defined by a guide plate lying laterally beside and along the row
of cylinders, said filter receiving coolant air and leading it to
the combustion air intake pipe of the engine, whereby the damping
length on said intake side is at least as long as the row of
cylinders, the discharge side of the conduit system including a
flat channel disposed closely adjacent and along the row of
cylinders and cylinder heads and extending downwardly along and
adjacent the crankcase of the engine, said flat channel also
surrounding the combustion exhaust pipe of the engine, such that
the damping passage on the discharge side is approximately of the
height of the engine.
2. A combustion engine as claimed in claim 1, further including a
flywheel seated on the crankshaft of the engine, the intake opening
of said relatively long duct being provided on the flywheel end of
the engine, and the air filter being removably fixed from the
outside on a wall of the conduit system.
3. A combustion engine as claimed in claim 1, wherein noise damping
means comprising at least one layer of rock wool is disposed on all
inner walls of said conduit system.
4. A combustion engine as claimed in claim 3, wherein said air fan
is enclosed by the conduit system and is also covered on its
housing walls with a layer of rock wool for additional noise
damping.
Description
This invention relates to internal combustion engines which have a
closed cooling air conducting system including a cooling air
blower, which have sound-muffling means associated therewith, and
in which incoming air is passed through an air filter.
In air-cooled internal combustion engines there is always a problem
of reducing the dissemination of noise which is set up in the parts
of the engine, and it has been sought to accomplish this by
noise-deadening expedients, for example by the use of channels
lined with rock wool or the like arranged upstream and downstream
of the noise-engendering parts of the engine. To obtain an
acceptable degree of sound suppression the channels equipped with
noise-deadening expedients (the so-called muffling passages) must
not be below a minimum size. To increase the efficiency the
aforesaid passages are simply extended in length. This, however,
leads to a substantial increase in the constructional size of the
engine.
It is an object of this invention to provide a sound-deadening
arrangement which permits a substantial effective increase in the
length of the sound suppression channels without a simultaneous
increase in the overall constructional size of the engine, and
moreover which simultaneously deadens noise in the cylinders, the
blower, and the suction or exhaust elements of the engine.
In pursuance of this object in accordance with the present
invention we provide an internal combustion engine comprising an
engine block including at least one combustion cylinder with at
least one air admission port and at least one gas exhaust port, a
closed cooling air conducting system associated with said cylinder,
a cooling air blower in said system, sound-muffling means
associated with said system, and an air filter through which
combustion air is introduced to said cylinder, characterised by the
fact that the said conducting system comprises air admission and
air discharge ducting sections arranged respectively upstream and
downstream of said cylinder and externally of the engine block; the
air filter is mounted on the engine block for access from the
exterior of the latter and has an air admission and air discharge
ducting sections and an air discharge port communicating with a
suction tube connected to the admission port of said cylinder; and
the cylinder has an exhaust conduit connected to said exhaust port
and disposed within the air discharge ducting section.
In the case of internal combustion engines with aligned cylinders,
in accordance with a special feature of the invention the free
space available in the engine is utilised to a maximum extent by
making the air admission ducting section in the form of an
elongated tube which is disposed laterally of and along the row of
cylinder heads. If in arrangements of this character a flywheel is
provided on the crankshaft, in accordance with a preferred
embodiment of the invention the said tube has an air admission
opening at the side of the engine block at which the flywheel is
disposed, and an air filter is incorporated in the cooling air
conducting system, being fastened in horizontal disposition to a
wall of the conducting system at the same side of the engine block
as the flywheel.
In single-cylinder internal combustion engines the elongation of
the muffling passage now sought is obtained in accordance with a
feature of the invention in a very satisfactory fashion by making
the air admission section in the form of tubular ducting which is
disposed round said cooling air blower in spiral or volute form. It
is advantageous in this case to arrange that said tubular ducting
is provided with an air admission port substantially at the
uppermost part thereof, and an air filter is disposed upright in
the cooling air conducting system in a wall of the latter adjacent
the head of the cylinder. In this event the air will be drawn in at
an elevated position and, despite the air filter employed, no
installation space is wasted.
A likewise very compact and efficient elongation of the conduit
system at the discharge side is obtained, in conformity with a
further feature of the invention, by making the air discharge
ducting section in the form of a flat channel which extends
approximately parallel to the engine cylinder and is open at the
bottom.
In accordance with a particularly advantageous feature of the
invention, a cyclone separator or other contaminant-removing means
is disposed in the cooling air conducting system upstream of the
air admission port of the air filter. The means for removing
contamination do not then take up additional installation space and
a further favourable compactness is achieved.
Advantageously the inner walls of the cooling air conducting system
are furnished with at least one layer of rock wool as a
sound-deadening medium. This layer is advantageously held in the
requisite position against the wall by means of a covering sheet of
mesh or perforated plate so that these layers will not interfere
with the functioning of the apparatus. Further, the cooling air
blower will likewise be lined with a layer of rock wool for the
purpose of providing additional sound-deadening at the wall of the
housing thereof.
A further and notable increase in the sound-deadening effect is
achieved in accordance with a further feature of the invention if
the air admission ducting section and/or the air discharge ducting
section is or are angled in relation to the cooling air blower to
induce at least one change in direction in the flow of cooling air
therethrough.
Examples of embodiments of the invention are described below with
reference to the accompanying drawings, in which:
FIG. 1 is a side view, partly in section on the line I--I FIG. 2,
of a first embodiment of the invention applied to a multi-cylinder
injection internal combustion engine,
FIG. 2 is a corresponding front view, partly in section on the line
II--II, FIG. 1,
FIG. 3 is a plan view corresponding to FIG. 2,
FIG. 4 shows a detail of this first embodiment on an enlarged
scale,
FIG. 5 is a side view, partly in section on the line V--V FIG. 6,
of a second embodiment of the invention applied to a
single-cylinder internal combustion engine,
FIG. 6 is a front view corresponding to FIG. 5, partly in section
on the line VI--VI of FIG. 5, and
FIG. 7 is a plan view corresponding to FIG. 5.
FIGS. 1-4 illustrate a four-cylinder internal combustion engine of
conventional construction. The cylinders 10a, 10b, 10c, 10d, are
arranged upright in a row and are mounted on a common crank case
12. The horizontal crankshaft 14, driven by pistons (not shown) in
the cylinders carries a V-pulley 16 at one projecting end and a
flywheel 18 at the other end. Flywheel 18 is equipped with means,
for example a driving flange, for operation of the units which are
to be driven by the engine.
Secured on each cylinder is a cylinder head 20a, 20b, 20c, 20d
respectively, this head containing valves and associated operating
components, for example injection elements and so on. The elements
in each cylinder head are accessible through a removable cylinder
cover 22a, 22b, 22c, 22d respectively. The cylinders and cylinder
heads, which are subject to very high operating temperatures, have
therearound cooling fins which are exposed to a flow of cooling air
in conventional fashion. This cooling air flow is produced by a
rotary blower wheel 24 with blades 24a arranged at its periphery,
and it is routed by a conducting or baffle plate 26 so as to flow
first along the row of cylinders and then transversely thereto,
that is to say between the individual cylinders, to be collected at
the opposite side and carried away. The arrows in FIGS. 1 and 2
illustrate the path of flow of the cooling air. The blower wheel 24
is arranged on a shaft 24b mounted in the first cylinder 10a, and
it is driven from the wheel 16 through a V-pulley 28.
The channels through which the cooling air flows are lined with
sound-deadening means, and to increase their effective length
without increasing the dimensions of the engine in the present
invention these channels (also referred to as muffling passages)
are installed as illustrated so as to utilise the free outer areas
of the engine. Disposed at the suction side of the blower 24 is a
long tubular duct or channel 30 arranged in the free area between
the conducting plate 26 and the cylinder head covers 22a, 22b, 22c,
22d along the row of cylinders. The admission port 30a of duct 30
is disposed at the flywheel end of the engine so that cooling air
drawn in at 30a is first conducted oppositely to the direction of
flow of the cooling air within the conducting plate 26, is then
given a change of direction of 90.degree. by a band 30w in duct 30,
and finally drawn through blower 24 with another change of
direction of 90.degree..
The discharge end of the cooling air conducting system is in the
form of a flat, downwardly tapering and downwardly open duct or
channel 32 which is substantially parallel to the line of
cylinders. The cooling air from between the cylinders is collected
here and conducted to atmosphere through the bottom gap 32a. The
exhaust conduits 34a, 34b, 34c, 34d of the individual cylinders are
connected to an exhaust manifold in the form of a single tube 34
which opens into channel 32 so that the exhaust or combusted gases
are conducted away with the cooling air at 32a. (The tube 34 might
also have arranged behind it an exhaust cup of a known type for
sound-deadening purposes, and this could also be arranged inside
channel or duct 32).
A change in direction of the air flow through about 90.degree. also
takes place in channel 32. The silencing effect is still further
increased by the changes in direction of flow within the air
conducting system, this having been extended to a maximum at both
sides of the blower to muffle the noise.
The ducts 30 and 32 and also the conducting plate 26 are defined by
shaped components which conform with one another and can be readily
secured to the engine housing by appropriate means, for example
screws. The method of attachment has not been illustrated to avoid
confusion of the remainder of the drawing. As can be seen from the
sectional illustration, the wall of each of these ducts, for
example of sheet metal, can have a carrying function and support
silencing or sound-muffling media, for example a layer or rock
wool, at the side exposed to the flow of cooling air. This layer is
in turn covered by a retaining means, for example a mesh or
perforated sheet.
For the sake of simplicity the ducts 26, 30, and 32 are illustrated
in FIGS. 1-3 in simple section. In practice, however, the wall of
duct 26 will for example have the cross-sectional form illustrated
in FIG. 4. The carrier wall plate 26 is lined internally by a layer
26a of rock wool and this is retained by plate 26b of conforming
shape provided with fine perforations. The perforated plate 26b is
connected to the wall 26 by screws (not shown) and this wall 26 is
anchored in turn to the engine block. The ducts 30 and 32 are
equipped and arranged in the same way.
Arranged in duct 26 is a suction tube 36 with ports 36a, 36b, 36c,
36d connected to the admission ports in the cylinder heads 20a,
20b, 20c, 20d. An air filter 38 disposed upstream of the suction
tube 36 is so arranged that it takes the combustion air from duct
26 and conducts it to the admission port 36t of suction tube 36.
The casing of the air filter 38, which is of cup form, is connected
from the exterior to the end 26s of duct 26, for example is screwed
at this end, so that the inlet port to a cylindrical paper insert
36p in this filter communicates with an annular opening 26ss of
duct 26. A contaminant-separator, for example a cyclone separator
40 of known form with blade walls 40a producing a volute effect, is
mounted in duct 26 concentrically in relation to admission port 36t
and upstream of port 26ss. Large particles of contaminant which may
still penetrate into the interior of the duct are picked up by the
cyclone separator 40 and discharged through a discharge opening 40t
in the wall of duct 26.
The combustion air will thus pass from the interior of duct or
channel 26 through the cyclone separator 40 and through port 26ss
into the interior of air filter 38, to be filtered by the insert
38p and conducted to the central admission port 36t of suction tube
36, which in turn takes care of the distribution to the individual
cylinders. With the air filter disposed in this way maintenance
thereof can be performed from the exterior without having to
dismantle any parts of the ducts 26 and 30.
With the form and arrangement of the admission and discharge
ducting sections of the conducting system, i.e., the so-called
muffling passages upstream and downstream of the blower, in
accordance with the present invention, these sections have been
afforded maximum length and maximum cross-sectional area without
making the overall dimensions of the engine larger than would
otherwise be prescribed for it. The muffling passages bring about a
suppression of the noise which occurs in the internal enclosed
elements, or is generated by these, with maximum efficiency, allied
with a conduction of cooling air. The noise referred to is
generated for example at the blower 24, at the means 16, 28 for
driving the same, in cylinders 10a, 10b, 10c, 10d, in cylinder
heads 20a, 20b, 20c, 20d, and in the suction and exhaust parts 36
and 24. (The crankcase 12 is equipped with its own individual
silencing means which have not been shown here, for example
baffles). The changes in direction of flow induced by the shaping
of the ducting or muffling passages confer an advantageous increase
in the silencing effect. The arrangement of the air filter which is
accessible from the exterior, despite taking air from the stream of
cooling air, also caters for very simple servicing.
Reference should also be made to the fact that the air flow is,
with advantage, drawn in at the uppermost part of the engine,
namely at 30a, where it has a higher degree of purity. Thus only a
quite negligible quantity of large contaminating particles passes
into the cooling air conducting system. The downward air discharge
through the gap 32a in the system is also of advantage.
The construction and arrangement of the ducting as used in this
invention for the conduction of cooling air and simultaneous
sound-suppression can also be used in single-cylinder internal
combustion engines, as is illustrated by the second embodiment of
the invention illustrated in FIGS. 5-7. In overall construction the
engine shown here is similar to that of the engine illustrated in
FIGS. 1-4, wherefore like parts in the two cases have been given
the same reference numerals, but in the case of FIGS. 5-7
accompanied by a prime. For this reason a repeated description of
the general construction of the engine is unnecessary.
In FIGS. 5-7 the blower 24' and the cylinder 10', with its cylinder
head 20', are surrounded by a cooling air conducting ducting 126 at
the admission side, and cooling air is conducted through this
ducting between and over the cooling fins at the periphery of the
engine parts 10' and 20' and allowed to pass into the discharge
duct 132. The exhaust air passes to atomsphere through the bottom
gap 132a in this duct 132. Provided at the admission end is a duct
130 upstream of the duct or channel 126, and this takes the form of
a tubular duct or tube which conducts the air in a volute or spiral
path to the blower 24' as clearly seen in FIG. 5. The admission
port 130a of tube 130 again is here at the uppermost part of the
engine.
The air filter 138 is secured to the outer wall of duct 126 from
above, this making it readily accessible for maintenance. The air
passing at 126ss from the cooling air stream into the interior of
air filter 138 passes through the paper filter insert 138p and
through the central port 136t into the suction tube 136. The
exhaust tube 134 here again leads to the air discharge duct
132.
The spiral or volute form of the admission channel 130 here again
provides a form of construction which secures a maximum length and
maximum cross-section of the cooling and sound suppressing passage
at the admission side. In this second embodiment therefore the same
advantages are secured with a single cylinder internal combustion
engine in relation to the sound suppression, cooling, and the
disposal of the air filter, as were obtained in the first example.
It is also to be pointed out that in this second embodiment the
ducts 126, and 130 and 132 are of course also provided with layers
of rock wool for sound-deadening purposes, wherefore the wall
construction will be similar to that illustrated in section in FIG.
4.
Finally, it is to be understood that the invention is not limited
to the particular forms of embodiment which have been specifically
illustrated and described. In particular the ducting system at the
admission end can be installed in the outer free areas of internal
combustion engines of various constructions, and the muffling
passages required can be made of a form other than that actually
illustrated. Moreover other suitable sound-deadening means of known
kind can be used in the ducts or muffling passages instead of the
rock wool described.
* * * * *