Locomotive silencer with noise reduction function

Abstract

The utility model discloses a locomotive silencer with a noise reduction function, and relates to the technical field of locomotive silencers. The locomotive silencer with the noise reduction function comprises a shell, an inner pipe arranged in the shell, a plurality of groups of cavities formed in the shell, an exhaust pipe and a tail pipe, wherein the exhaust pipe and the tail pipe are arranged at the two ends of the inner pipe; and a plurality of groups of first silencing pipes and second silencing pipes for airflow rotary silencing are arranged among the plurality of groups of cavities. According to the device, the sound absorption and noise reduction cover is arranged at the end, located in the silencer cavity, of the pipe body, and the sound absorption cotton plates distributed in a staggered mode are arranged in the sound absorption and noise reduction cover, so that after tail gas flowing at a high speed enters the sound absorption and noise reduction cover, the flowing speed is decreased, full contact between the tail gas and a sound absorption material is effectively increased, and the noise reduction effect is improved. Effective noise reduction in the tail gas emission process is achieved, meanwhile, the situation that a high-speed flowing position directly collides with the inner wall of the silencer cavity can be avoided, and therefore the stability of the silencer structure in the using process is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field of locomotive mufflers, in particular to a locomotive muffler with a noise reduction function. Background Technique

[0002] The muffler is one of the important components on a motorcycle. It discharges the exhaust gas generated after the engine combustion into the atmosphere after noise reduction, temperature reduction, and elimination of sparks. The muffler mainly uses structures such as sudden expansion, contraction of the pipe cross-section, or side-connected resonance cavities to reflect and interfere with sound waves, thereby reducing the noise of specific frequencies. It is also possible to set sound-absorbing materials inside the muffler, such as fiberglass, rock wool, etc. When sound waves pass through, the sound-absorbing materials convert sound energy into heat energy, thereby reducing the intensity of the noise.

[0003] The interior of the muffler is divided into multiple chambers, and the chambers are connected by sound-absorbing pipes. The ends of the sound-absorbing pipes do not directly contact the inner surface of the chambers. Since the exhaust gas flows at a high speed and the ends of the sound-absorbing pipes are in a smooth state, when the exhaust gas enters the chamber through the sound-absorbing pipe, the exhaust gas flowing at a high speed will first directly contact the inner wall of the chamber, causing the inner wall of the chamber to be impacted by a certain external force, affecting the structural stability of the muffler. The contact time between the exhaust gas flowing relatively fast and the sound-absorbing material is short, affecting the effective noise reduction during the exhaust gas emission process. Aiming at the deficiencies of the existing technology, we propose a locomotive muffler with a noise reduction function to solve the above problems. Content of the Utility Model

[0004] Aiming at the deficiencies of the existing technology, the utility model provides a locomotive muffler with a noise reduction function, which solves the problems that since the exhaust gas flows at a high speed and the ends of the sound-absorbing pipes are in a smooth state, when the exhaust gas enters the chamber through the sound-absorbing pipe, the exhaust gas flowing at a high speed will first directly contact the inner wall of the chamber, causing the inner wall of the chamber to be impacted by a certain external force, affecting the structural stability of the muffler, and the contact time between the exhaust gas flowing relatively fast and the sound-absorbing material is short, affecting the effective noise reduction during the exhaust gas emission process.

[0005] To achieve the above object, the utility model is realized through the following technical solutions: A locomotive muffler with a noise reduction function includes a housing, an inner pipe arranged inside the housing, and an exhaust pipe and a tail pipe arranged at both ends of the inner pipe. A plurality of groups of first sound-absorbing pipes and second sound-absorbing pipes for rotary flow noise reduction of the air flow are arranged inside the inner pipe. Sound-absorbing buffer mechanisms are arranged at the ends of the exhaust pipe, the tail pipe, the first sound-absorbing pipe, and the second sound-absorbing pipe located inside the inner pipe. The sound-absorbing buffer mechanism includes:

[0006] A sound-absorbing and noise-reducing cover, which covers the ends of the exhaust pipe, the tail pipe, the first sound-absorbing pipe, and the second sound-absorbing pipe located inside the inner pipe;

[0007] A threaded ring, which is fixedly connected to the inner wall of one end of the sound-absorbing and noise-reducing cover;

[0008] A threaded pipe, which is arranged at the ends of the exhaust pipe, the tail pipe, the first silencing pipe and the second silencing pipe located inside the inner pipe, and locks the installation position of the sound-absorbing and noise-reducing cover through the threaded connection between the threaded ring and the threaded pipe;

[0009] A sound-absorbing cotton board, which is arranged on the inner wall of the sound-absorbing and noise-reducing cover.

[0010] Preferably, a positioning ring is fixedly arranged on the outer wall of one end of the threaded pipe, and one side of the sound-absorbing and noise-reducing cover abuts against one side of the positioning ring.

[0011] Preferably, a support plate is fixedly arranged on the inner wall of the inner pipe, and one end of the sound-absorbing and noise-reducing cover is rotatably arranged inside the support plate.

[0012] Preferably, a plurality of sound-absorbing holes are formed in the outer wall of the support plate.

[0013] Preferably, a noise-reducing layer is arranged inside the housing.

[0014] Preferably, a first chamber, a second chamber and a third chamber are formed inside the inner pipe, and the first chamber, the second chamber and the third chamber are filled with sound-absorbing fillers.

[0015] Preferably, the air outlet end of the exhaust pipe is communicated with the inside of the first chamber, and the air inlet pipe of the tail pipe is communicated with the inside of the second chamber.

[0016] The utility model discloses a locomotive muffler with a noise reduction function, and the beneficial effects thereof are as follows: for this locomotive muffler with a noise reduction function, by arranging a sound-absorbing and noise-reducing cover at the end of the pipe body located inside the muffler chamber, and arranging sound-absorbing cotton boards distributed in a staggered manner inside the sound-absorbing and noise-reducing cover, the exhaust gas under high-speed flow slows down after entering the sound-absorbing and noise-reducing cover, effectively increasing the full contact between the exhaust gas and the sound-absorbing material, realizing effective noise reduction during the exhaust gas emission process, and at the same time being able to avoid the direct collision between the position of high-speed flow and the inner wall of the muffler chamber, thereby ensuring the stability of the muffler structure during use. Description of the Drawings

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present utility model, and for those of ordinary skill in the art, other drawings can be obtained according to these drawings without creative efforts.

[0018] Figure 1Schematic diagram of the overall structure of the present utility model;

[0019] Figure 2 Sectional view of the internal structure of the housing and the inner tube of the present utility model;

[0020] Figure 3 Schematic diagram of the multi - chamber structure of the present utility model;

[0021] Figure 4 Schematic diagram of the sound - absorbing buffer mechanism of the present utility model;

[0022] Figure 5 Schematic diagram of the sound - absorbing and noise - reducing cover and the sound - absorbing cotton board of the present utility model;

[0023] Figure 6 Schematic diagram of the internal structure of the housing of the present utility model.

[0024] In the figure: 1. Housing; 2. Inner tube; 21. First chamber; 22. Second chamber; 23. Third chamber; 3. Exhaust pipe; 4. Tail pipe; 5. First silencing pipe; 51. Second silencing pipe; 6. Sound - absorbing buffer mechanism; 61. Sound - absorbing and noise - reducing cover; 62. Threaded ring; 63. Threaded pipe; 64. Sound - absorbing cotton board; 65. Positioning ring; 66. Support plate; 7. Noise - reducing layer. Detailed implementation manners

[0025] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model are described clearly and completely. Obviously, the described embodiments are some, but not all, of the embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0026] By providing a locomotive muffler with a noise - reduction function in the embodiments of the present application, the problems are solved that since the exhaust gas flows at a high speed and the end of the silencing pipe is in an unobstructed state, when the exhaust gas enters the chamber through the silencing pipe, the exhaust gas flowing at a high speed will first directly contact the inner wall of the chamber, causing the inner wall of the chamber to be impacted by a certain external force, affecting the structural stability of the muffler, and the contact time between the exhaust gas flowing relatively fast and the sound - absorbing material is short, affecting the effective noise reduction during the exhaust gas emission process. The speed of the exhaust gas flow is reduced and the internal structure of the locomotive muffler is protected.

[0027] To better understand the above - mentioned technical solutions, the above - mentioned technical solutions will be described in detail below in conjunction with the accompanying drawings of the specification and specific implementation manners.

[0028] The embodiments of the present utility model disclose a locomotive muffler with a noise - reduction function.

[0029] According to the attached Figure 1-6 shown, it includes a housing 1, an inner tube 2 disposed inside the housing 1, and an exhaust pipe 3 and a tail pipe 4 disposed at both ends of the inner tube 2. Referring to the attached Figure 6 , a noise reduction layer 7 is provided inside the housing 1, so that by providing the noise reduction layer 7, the noise reduction effect of the locomotive muffler is enhanced. Multiple groups of first muffler pipes 5 and second muffler pipes 51 for rotary airflow noise reduction are provided inside the inner tube 2. Referring to the attached Figure 2-3 , a first chamber 21, a second chamber 22, and a third chamber 23 are opened inside the inner tube 2. The first chamber 21, the second chamber 22, and the third chamber 23 are filled with sound absorption fillers, and the first chamber 21, the second chamber 22, and the third chamber 23 are all in an independent state. The first muffler pipe 5 and the second muffler pipe 51 are fixedly connected to the inner walls of multiple groups of chambers. The air outlet end of the exhaust pipe 3 is communicated with the inside of the first chamber 21. The air inlet end of the first muffler pipe 5 is located inside the first chamber 21, and the air outlet end of the first muffler pipe 5 is located inside the third chamber 23. The air inlet end of the second muffler pipe 51 is located inside the third chamber 23, and the air outlet end of the second muffler pipe 51 is located inside the second chamber 22. The intake pipe of the tail pipe 4 is communicated with the inside of the second chamber 22. Therefore, when the locomotive muffler is operating, the exhaust gas emitted by the locomotive first enters the inside of the first chamber 21 through the exhaust pipe 3, then enters the inside of the first muffler pipe 5, and the exhaust gas flows through the first muffler pipe 5 to the inside of the third chamber 23. Then, the exhaust gas enters the second muffler pipe 51 and enters the second chamber 22 through the second muffler pipe 51. Finally, the exhaust gas is discharged into the external environment through the tail pipe 4. During this process, the exhaust gas flows in a rotary manner between multiple groups of chambers and multiple groups of muffler pipes. When the exhaust gas enters the inside of multiple groups of chambers, the flow range of the exhaust gas gradually increases, so that the exhaust gas airflow expands and the flow velocity decreases, thereby attenuating the strong pulsating noise. When the exhaust gas continues to flow through other chambers, due to the obstruction of the inner wall of the chamber, the exhaust gas can only pass through the muffler pipe. After the exhaust gas enters the muffler pipe, the exhaust gas airflow is suddenly compressed, divided into many fine streams, and then suddenly expands. After many such mutations, the exhaust noise is reduced.

[0030] Referring to the attached Figure 3-5 , sound absorption buffer mechanisms 6 are provided at the ends of the exhaust pipe 3, the tail pipe 4, the first muffler pipe 5, and the second muffler pipe 51 located inside the inner tube 2. By providing the sound absorption buffer mechanisms 6, the flow velocity of the exhaust gas airflow in multiple groups of chambers is slowed down, and the direct collision of the high-speed flowing exhaust gas airflow with the inner walls of multiple groups of chambers is reduced. The sound absorption buffer mechanism 6 includes a sound absorption and noise reduction cover 61. Multiple groups of sound absorption and noise reduction covers 61 are respectively sleeved on the ends of the exhaust pipe 3, the tail pipe 4, the first muffler pipe 5, and the second muffler pipe 51 located inside the inner tube 2. The sound absorption and noise reduction cover 61 can be made of materials such as fiberglass and low-carbon steel wire mesh. Referring to the attached Figure 5, the thread ring 62 is fixedly connected to the inner wall of one end of the sound-absorbing and noise-reducing cover 61. A plurality of threaded pipes 63 are respectively arranged at the ends of the exhaust pipe 3, the tail pipe 4, the first silencing pipe 5 and the second silencing pipe 51 located inside the inner pipe 2. The thread ring 62 is threadedly sleeved on the outer wall of the threaded pipe 63. The installation position of the sound-absorbing and noise-reducing cover 61 is locked through the threaded connection between the thread ring 62 and the threaded pipe 63. A positioning ring 65 is fixedly arranged on the outer wall of one end of the threaded pipe 63. One side of the sound-absorbing and noise-reducing cover 61 abuts against one side of the positioning ring 65, so as to position the installation position of the sound-absorbing and noise-reducing cover 61. The sound-absorbing cotton board 64 is arranged on the inner wall of the sound-absorbing and noise-reducing cover 61. A plurality of sound-absorbing cotton boards 64 are fixedly installed in a staggered manner inside the sound-absorbing and noise-reducing cover 61. And an outlet is opened at one end of the sound-absorbing and noise-reducing cover 61 away from the thread ring 62. For example, when the high-speed flowing exhaust gas flows through the exhaust pipe 3 into the interior of the first chamber 21, the high-speed flowing exhaust gas will first enter the interior of the sound-absorbing and noise-reducing cover 61. At this time, blocked by the plurality of staggered sound-absorbing cotton boards 64, the flow velocity of the exhaust gas flow is slowed down, thereby increasing the contact time between the exhaust gas flow and the sound-absorbing cotton boards 64, so that the sound-absorbing cotton boards 64 perform a certain sound-absorbing and noise-reducing treatment on the gas flow. Thus, the exhaust gas flow that has undergone a certain amount of noise reduction and has its flow velocity slowed down enters the interior of the first chamber 21 through the outlet at one end of the sound-absorbing and noise-reducing cover 61, so that the sound-absorbing filler in the first chamber 21 can continue to perform sound-absorbing and noise-reducing treatment on the exhaust gas flow.

[0031] Refer to the appendix Figure 3-4 , a support plate 66 is fixedly arranged on the inner wall of the inner pipe 2. One end of the sound-absorbing and noise-reducing cover 61 is rotatably arranged inside the support plate 66. A plurality of sound-absorbing holes are opened on the outer wall of the support plate 66. The plurality of support plates 66 are distributed inside a plurality of chambers. On the one hand, it can support the sound-absorbing and noise-reducing cover 61, and on the other hand, it performs sound-absorbing and noise-reducing treatment on the exhaust gas flow through the sound-absorbing holes at its position, so that the overall noise reduction function of the locomotive muffler is better.

[0032] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. A locomotive muffler with a noise reduction function, comprising a housing (1), an inner tube (2) arranged inside the housing (1), and an exhaust pipe (3) and a tail pipe (4) arranged at both ends of the inner tube (2). A plurality of first silencing pipes (5) and second silencing pipes (51) for rotary airflow silencing are arranged inside the inner tube (2), and it is characterized in that, The end parts of the exhaust pipe (3), tail pipe (4), first muffler pipe (5) and second muffler pipe (51) located inside the inner pipe (2) are provided with a sound absorption and buffering mechanism (6), and the sound absorption and buffering mechanism (6) includes: A sound absorption and noise reduction cover (61) which covers the end parts of the exhaust pipe (3), tail pipe (4), first muffler pipe (5) and second muffler pipe (51) located inside the inner pipe (2); A threaded ring (62) which is fixedly connected to the inner wall of one end of the sound absorption and noise reduction cover (61); A threaded pipe (63) which is arranged at the end parts of the exhaust pipe (3), tail pipe (4), first muffler pipe (5) and second muffler pipe (51) located inside the inner pipe (2), and the installation position of the sound absorption and noise reduction cover (61) is locked through the threaded connection between the threaded ring (62) and the threaded pipe (63); A sound absorption cotton board (64) which is arranged on the inner wall of the sound absorption and noise reduction cover (61).

2. The locomotive muffler with a noise reduction function according to claim 1, characterized in that: A positioning ring (65) is fixedly arranged on the outer wall of one end of the threaded pipe (63), and one side of the sound absorption and noise reduction cover (61) abuts against one side of the positioning ring (65).

3. The locomotive muffler with a noise reduction function according to claim 2, characterized in that: A support plate (66) is fixedly arranged on the inner wall of the inner pipe (2), and one end of the sound absorption and noise reduction cover (61) is rotatably arranged inside the support plate (66).

4. The locomotive muffler with a noise reduction function according to claim 3, characterized in that: A plurality of sound absorption holes are formed in the outer wall of the support plate (66).

5. The locomotive muffler with a noise reduction function according to claim 1, wherein: A noise reduction layer (7) is arranged inside the housing (1).

6. The locomotive muffler with a noise reduction function according to claim 1, characterized in that: A first chamber (21), a second chamber (22) and a third chamber (23) are formed inside the inner pipe (2), and sound absorption fillers are filled in the first chamber (21), the second chamber (22) and the third chamber (23).

7. The locomotive muffler with a noise reduction function according to claim 6, characterized in that: The air outlet end of the exhaust pipe (3) is communicated with the inside of the first chamber (21), and the air inlet pipe of the tail pipe (4) is communicated with the inside of the second chamber (22).

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