U.S. patent number 3,884,655 [Application Number 05/462,934] was granted by the patent office on 1975-05-20 for spark arrester and silencer.
Invention is credited to Jeffrey W. Coop.
United States Patent |
3,884,655 |
Coop |
May 20, 1975 |
Spark arrester and silencer
Abstract
A two-section spark arrester and muffler for an internal
combustion engine includes a core which has a tube open at one end
for the outlet of gases and provided with longitudinally and
annularly spaced openings covered by screens. The opposite end of
the tube is closed against entry of gases. Longitudinally spaced
cylindrical conduits, each having an open end, are concentrically
disposed about the tube and screened openings. The opposite ends of
the conduits are connected to the tube and a conical deflector is
connected to the end of the conduit covering the openings in the
closed end portion of the tube. A shell concentrically disposed
about the conduits has an inlet opening adjacent the deflector and
is connected to the tube at its open end thereby providing coacting
muffler sections for the exhaust gas.
Inventors: |
Coop; Jeffrey W. (Santa Fe
Springs, CA) |
Family
ID: |
23838288 |
Appl.
No.: |
05/462,934 |
Filed: |
April 22, 1974 |
Current U.S.
Class: |
96/380;
55/DIG.20; 55/463; 55/331; 55/414; 181/231; 96/386 |
Current CPC
Class: |
F01N
3/06 (20130101); F01N 1/08 (20130101); Y10S
55/20 (20130101) |
Current International
Class: |
F01N
3/00 (20060101); F01N 3/06 (20060101); F01N
1/08 (20060101); B01d 050/00 () |
Field of
Search: |
;55/276,321,324,325,328,331,332,414,418,422,DIG.20,DIG.21,DIG.30,463,482,484
;181/36R,36B,36C,41,42,46,47R,49,60,63 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
|
759,686 |
|
Feb 1934 |
|
FR |
|
1,415,161 |
|
Nov 1964 |
|
FR |
|
Primary Examiner: Lutter; Frank W.
Assistant Examiner: Lacey; David L.
Attorney, Agent or Firm: Baisch; J. Carroll
Claims
I claim:
1. A spark arrester and silencer comprising:
a core comprising a tube having an upstream portion and a
downstream portion, the tube being open at its downstream end for
the outlet of gas, said tube having a plurality of sets of
longitudinally spaced openings, said sets being annularly spaced
apart, at least one set of said openings being positioned in said
upstream portion of said tube, and at least one set of said
openings being positioned in said downstream portion of said
tube;
means closing the upstream end of said tube against the entrance of
gases;
a fine mesh screen disposed about said tube to cover said
openings;
a first cylindrical conduit about said upstream portion of said
tube, said first conduit having a greater interior diameter than
the exterior diameter of said tube and screen, to form a first
annular passageway between the upstream portion of said tube and
said first conduit, the downstream end of said first conduit being
open, and terminating adjacent the downstream portion of said
tube;
said means closing the upstream end of said tube further comprises
a generally conical deflector connected to the end of the first
conduit adjacent said closed end of said tube, the apex of said
deflector being adjacent the inlet of the spark arrester and
silencer;
a shell in which the core is disposed, said shell having an
upstream portion and a downstream portion, the inside diameter of
said shell being substantially greater than the outside diameter of
said first conduit of the core, to form a second annular passageway
between the upstream portion of said shell and said first conduit,
said shell extending beyond the open end of the first conduit to
substantially the downstream end of said tube;
whereby said upstream portion of said tube, said first conduit, and
said upstream portion of said shell coact to define a first
upstream muffler section, said first muffler section and said
deflector causing gas to flow longitudinally along said second
annular passageway, to reverse flow along said first annular
passageway, to traverse said screen and openings of said upstream
portion of said tube, to flow in the original direction along said
tube, and to exit at the downstream end of the said tube;
a second cylindrical conduit positioned about said downstream
portion of said tube, said second conduit having a greater interior
diameter than the exterior diameter of said tube and screen, to
form a third annular passageway between the downstream portion of
said tube and said second conduit, the downstream end of said
second conduit being open, and terminating at substantially the
downstream end of said tube, said second conduit having its
upstream end closed by attachment to the exterior of said tube at
said upstream portion thereof;
the inside diameter of said shell being substantially greater than
the outside diameter of said second conduit, to form a fourth
annular passageway between the downstream portion of said shell and
said second conduit;
the upstream end of said shell tapering inwardly and terminating in
an inlet for gases, the tapered portion of said shell forming a
chamber;
means providing a seal between the downstream end of said shell and
the downstream end of said tube, said sealing means being spaced
from the downstream end of said second conduit;
whereby said downstream portion of said tube, said second conduit,
and said downstream portion of said shell coact to define a second
downstream muffler section, said second muffler section, said
deflector, and said sealing means causing gas to flow
longitudinally along said fourth annular passageway, to reverse
flow along said third annular passageway, to traverse said screen
and openings of said downstream portion of said tube, to flow in
the original direction along said tube, to comingle with the gas
from said first muffler section, and to exit at said downstream end
of said tube;
said first and second muffler sections being similar in structure
and function, being longitudinally separated, and being
substantially aligned and coaxial.
2. The invention defined by claim 1, wherein there is a space
between the open downstream end of the first mentioned conduit and
the adjacent closed upstream end of said second conduit, the
upstream end of said second conduit being tapered where it is
attached to the exterior of said tube;
whereby said space between said conduits facilitates the flow of
gas from said second annular passageway into said first annular
passageway of said first muffler section, and whereby the space
provided by said sealing means positioned between said downstream
ends of said shell and said tube facilitates the flow of gas from
said fourth annular passageway into said third annular passageway
of said second muffler section.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates generally to spark arresting and sound
muffling devices for internal combustion engines.
2. Description of the Prior Art
Various spark arresting and silencing devices for internal
combustion engines and the like are known but for various reasons
are not entirely satisfactory.
SUMMARY OF THE INVENTION
A spark arrester and muffler or silencer for internal combustion
engines and the like, comprising a tube having an outlet end, the
opposite end being closed to the entrance of exhaust gases.
The tube has a plurality of longitudinally spaced openings in rows
that are annularly spaced in an outlet end portion of the tube and
there are louvers for said openings facing the outlet end. There
are also a plurality of annularly spaced elongated openings
adjacent the closed end of the tube. Screens with a mesh of 0.020
or less cover those portions of the tube having the louvered
openings and the elongated slotted openings respectively, these
screens having a snug fit on the tube. There is a shell about the
tube which is of greater diameter than the tube throughout most of
its length but which tapers at the inlet end to define an inlet
chamber and an inlet pipe communicating with said chamber. A
cone-shaped deflector is positioned in the inlet chamber with its
apex facing the inlet pipe. The diameter of the deflector is
smaller than the diameter of the shell thereby leaving arcuate
openings at the periphery of the large end of the deflector for the
pass of gases into the shell. About the closed end portion of the
tube is a cylindrical conduit secured to the large end of the
deflector by brazing or the like and having inturned flanges
secured to the closed end of the shell by brazing or welding or
other suitable means. The conduit is of greater diameter than the
tube but of smaller diameter than the interior diameter of the
shell and there is a second cylindrical conduit of substantially
the same diameter of the first mentioned conduit in alignment
therewith and having a frusto-conical part extending toward the
slotted part of the tube and sealingly secured thereto so that
there is an annular space between the frusto-conical part of the
second conduit and the open end of the first mentioned conduit. The
opposite end of the second conduit is open and is spaced
longitudinally from the end of the shell opposite the inlet end, an
annular plate being secured to said end of the shell and the outlet
end of the tube to thereby provide a seal between the outlet end of
the tube and the adjacent end of the shell. Thus, exhaust gases
entering the inlet chamber by way of the inlet pipe are caused by
the deflector to enter the annular space between the inlet end of
the shell and the cylindrical conduits. A portion of these gases
pass into the space between the first mentioned conduit and the
closed end of the tube and pass through the screen and into the
elongated slots, thence through the tube into the atmosphere by way
of the outlet of the tube. The remaining portion of the gases pass
around the free end of the second conduit and into the space
between the second conduit and the tube, thence through the screen
and into the louvered openings to join the gases from the slotted
end of the tube and into the atmosphere by way of the exhaust
outlet of the tube. The screens capture and pulverise carbon
entrained in the gases thereby arresting any sparks that might
otherwise pass into the atmosphere and the assembly also serves as
a silencer or muffler.
OBJECTS AND ADVANTAGES OF THE INVENTION
It is an object of the present invention to provide a spark
arresting and sound muffling device for internal combustion engines
and the like, that is effective in capturing carbon and sparks in
the exhaust of internal combustion engines.
It is another object of the invention to provide a device of this
character having a plurality of air flow paths with means for each
of said paths to capture or filter out sparks, carbon particles and
the like.
It is still another object of the invention to provide a device of
this character that comprises a combination of elements that is
highly effective in arresting sparks and silencing or muffling the
sound of the exhaust.
A further object of the invention is to provide a device of this
character that is relatively simple in construction and effective
in operation.
The characteristics and advantages of the invention are further
sufficiently referred to in connection with the following detailed
description of the accompanying drawings, which represent one
embodiment. After considering this example, skilled persons will
understand that many variations may be made without departing from
the principles disclosed and I contemplate the employment of any
structures, arrangements or modes of operation that are properly
within the scope of the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
Referring to the drawings, which are for illustrative purposes
only:
FIG. 1 is a longitudinal cross section of a device embodying the
present invention;
FIG. 2 is a traverse sectional view taken on line 2--2 of FIG.
1;
FIG. 3 is a traverse sectional view taken on line 3--3 of FIG. 1;
and
FIG. 4 is a longitudinal section showing an alternative
arrangement.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring more particularly to the drawings, there is shown in
FIGS. 1, 2 and 3, a spark arrester and muffler or silencer,
indicated generally at 10. There is a core, indicated generally at
11 which comprises an elongated tube 12 having an exhuast outlet 14
and a downstream outlet portion 16 having annularly spaced rows of
openings 18, the openings of each row being longitudinally spaced
apart. These openings are formed by cutting the tube
circumferentially in planes normal to the axis of the tube and
pressing or forcing inwardly parts of the tube to form louvers 20
having their free ends 22 at said cuts. Thus, the free ends of the
louvers face the outlet of the tube and have a generally arcuate
shape at said free ends. With this arrangement, gases entering the
openings 18 are directed by the louvers toward the outlet of the
tube. Tube 12 has an upstream end portion 24 upstream of the outlet
end portion 16 in which there are a plurality of longitudinally
extending openings 26 which are annularly spaced apart
circumferentially of the tube.
Tube 12 is disposed or encased within a shell 30 of substantially
greater interior diameter than the exterior diameter of the tube.
Shell 30 has an inlet portion which tapers inwardly at 34 to form
an inlet chamber 36. The smaller end of the tapered portion has an
inlet pipe 32 adapted to be connected to the engine exhaust pipe.
Within the chamber 36 is a cone-shaped deflector 38 with the apex
facing the inlet 32. At its base or greater diameter end, there is
an annular flange 40 which extends longitudinally. A plurality of
generally U-shaped brackets 42 are spot welded or otherwise
suitable secured to the flange 40 but not to the interior of the
shell 30. With this arrangement, the upper end of the core 11 is
properly positioned. Any suitable number of brackets 42 may be
provided but three are shown in equally and annularly spaced
relationship.
Within the cylindrical space defined by the tube 12 and the shell
30, is a cylindrical conduit 44 having the end adjacent the inlet
of the shell turned inwardly to define a wall 46 which has a short
flange 48 normal to the axis of the conduit and extending away from
the deflector 38. Flange 48 is secured to the adjacent end of the
tube 12 by spot welding or the like and wall 46 provides a seal or
closure against the passage of gas into the interior of the
deflector 38 and tube 12 so that this end of the tube is sealed
against the entrance of exhaust gases. This end of the cylindrical
conduit 44 is also welded, spot welded, brazed or the like to the
flange 40 of the deflector 38, the opposite end of the conduit 44
being open.
In the annular space between the tube and the interior of the shell
30, is a second conduit, indicated generally at 50, which has a
cylindrical wall 52 throughout a major portion of its length. The
end of the conduit 50 adjacent the outlet of the tube is open, the
opposite end having a frusto-conical part 54 which tapers inwardly
through the adjacent open end 56 of the conduit 44 and engages the
exterior of the tube 12 to which it is secured by welding, brazing
or the like.
The outlet end portion 16 of the tube is provided with a screen 60
which snugly engages the exterior of this portion of the tube and
covers the openings 18.
The upstream end portion 24 of the tube is similarly covered with a
screen 62 which covers the slots 26. The screens may be welded or
otherwise suitably secured to the tube and should have a mesh of
0.020 or less.
At the outlet end of the device, there is an annular wall or seal
64 which has flanges 66 and 68, a short outlet end portion of the
tube 12 being snugly received in the flange 66 and said flange 66
is welded or otherwise suitably secured thereto. An adjacent end
portion of the shell 30 is disposed within the flange 68 and said
flange 68 slidingly receives said adjacent end portion of the
shell. Screws 69 are received in holes provided therefor in the
flange 68 and in aligned tapped holes to thereby releasably secure
the core in the shell 30. This arrangement makes assembly and
disassembly easy. In assembling the device, the core is slipped
into the shell and the screws installed. To disassemble, the screws
are removed and the core slipped out of the shell.
The device is adapted to be attached to the discharge end of the
exhaust or tail pipe of an internal combustion engine so that
exhaust gases therefrom pass through the lnlet 32 of the shell 30
and into the chamber 36, as shown by the arrows therein. Deflector
38 directs these gases into an annular passage 70 between the shell
and the cylindrical conduit 44 and into an annular passage 72
between the cylindrical part 52 of the conduit 50 and the shell 30.
Some of these gases enter the open end 56 of the conduit 44 and
flow through passage 74 defined by the conduit 44 and the adjacent
part of the tube. These gases pass through the screen 62 and into
the slots or openings 26, then into the interior of the tube and
thence to atmosphere by way of the outlet 14 of said tube. It is to
be noted that the wall 46 prevents gases in the passage 74 from
entering the adjacent end 76 of the tube so that said gases must
flow through the screen 62 and into the openings 26.
Gases flowing through passage 72, enter a passage 80 defined by the
conduit 50 and the discharge end part of the tube. These gases then
flow through the screen 60 and into the openings 18 and are
directed toward the outlet 14 of the tube by the louvers 20. The
gases flowing through the discharge end part of the tube are joined
by the gases flowing through the openings 26 and all of said gases
are discharged from the opening 14. Throughout the arrangement
shown in FIG. 1, the arrows in the various passages and parts of
the tube indicate the flow of the gases.
While a portion of the tube 12 is provided with slots 26, openings
such as those at 18 may be used in place of said slots, or the
openings may be of other shapes or sizes and may or may not have
louvers such as shown at 20 for example. It is also to be
understood that openings in the discharge or outlet end portion of
the tube, may be used without the louvers.
An alternative arrangement of the device is shown in FIG. 4 and
comprises an outer shell 82 which is curved inwardly as at 84 and
terminates in an inlet 86 which is adapted to be connected to the
discharge end of the tail pipe or exhaust pipe of an internal
combustion engine. Within the chamber 88 defined by the part 84 of
the shell, there is a deflector 38 having a flange 40 secured to
the shell by brackets 42. These parts are the same as corresponding
parts in FIGS. 1-3 and hence are given the same reference numerals.
A conduit 90 is disposed within the shell 82 and has one end
disposed within the flange 40 and secured thereto by welding,
brazing or the like. This end of the tube is secured within the
conduit 90 by brackets 96 which have parts welded or brazed to the
adjacent end of the tube and to adjacent parts of the deflector.
The end of the tube opposite the wall 94 is open and comprises the
outlet, exhaust or discharge end 98 of said tube. A wall 100
provides a seal between the discharge end of the tube and the
adjacent end of the conduit 82, said wall having flanges 102 and
104 welded, brazed or otherwise suitably secured to the respective
end portions of the tube 12 and the shell 82.
Tube 92 is provided with openings 18 having louvers 20 as described
above in connection with the outlet end portion 16 of the tube 12.
A screen 106 is disposed over that portion of the tube having the
openings 18, said screen being of the same character as those
described in connection with the arrangement of FIGS. 1-3.
In the arrangement of FIG. 4, exhaust gases enter the device by way
of the inlet 86 and chamber 88. These gases are directed by the
deflector 38 into the annular passage 108 between the shell 82 and
the conduit 90. These gases flow around the open free end of the
conduit 90 and into a passage 110 between said conduit and the
tube. The gases cannot enter the tube upstream of the outlet
thereof because of the wall 94. Hence, these gases must pass
through the screen 106, through the openings 18 and out the
discharge end 98 of the tube. As in the arrangement of FIGS. 1-3,
the louvers direct the gases toward the discharge end of the
tube.
In both arrangements shown and described herein, the screens
capture and pulverize carbon entrained in the gases thereby
arresting any sparks that might otherwise pass into the atmosphere
and cause fires. The assembly also serve as a silencer to muffle
the noise of the engine to which the device is attached.
The invention and its attendant advantages will be understood from
the foregoing description and it will be apparent that various
changes may be made in the form, construction and arrangement of
the parts without departing from the spirit or scope thereof or
sacrificing its material advantages, the arrangement hereinbefore
described being merely by way of example and I do not wish to be
restricted to the specific form shown or uses mentioned except as
defined in the accompanying claims.
* * * * *