JP7503441B2 - Silencers and rail vehicles - Google Patents

Description

The present invention relates to a silencer connected to the exhaust system of a diesel engine, which has a hollow cylindrical portion with a central axis along the direction of exhaust gas flow, and the internal space of the hollow cylindrical portion is divided into multiple silencing chambers by partition plates arranged perpendicular to the central axis and connected to the inner peripheral surface of the hollow cylindrical portion, and to a silencer and a railway vehicle.

Traditionally, railroad vehicles equipped with diesel engines as their internal combustion engines have used mufflers to muffle the explosion and exhaust noise of the diesel engine, as shown in Patent Document 1.

The silencer has a configuration, for example, as shown in Figure 5. Figure 5 is a diagram showing the configuration of a silencer 6 according to conventional technology, with a portion shown in cross section to visualize the internal configuration. The silencer 6 is connected to the exhaust system of a diesel engine in a railway vehicle, and is used to silence explosion sounds and exhaust sounds of the diesel engine.

The silencer 6 has a hollow cylindrical section 61 formed into a cylindrical shape by a body plate 611 and side plates 612A, 612B that close both ends of the body plate 611. A sound absorbing material (e.g., glass wool) 65 is attached to the entire inner periphery of the body plate 611 so as to be pressed down by punching metal 67.

The internal space of the hollow cylindrical section 61 is divided into a first silencing chamber 614, a second silencing chamber 615, and a third silencing chamber 616 by disk-shaped partition plates 613A and 613B attached to the inner peripheral surface of the body plate 611.

The muffler 6 is equipped with an inlet pipe 62 that allows exhaust gas discharged from the diesel engine to flow into the muffler 6. The inlet pipe 62 penetrates the side plate 612A and is inserted into the first muffler chamber 614, and the outer peripheral surface 621 of the portion inserted into the first muffler chamber 614 is provided with a number of exhaust holes (not shown). This allows communication between the outside of the muffler 6 and the first muffler chamber 614.

The muffler 6 further has three communication pipes 64 that penetrate the two partition plates 613A, 613B and connect the first muffler chamber 614, the second muffler chamber 615, and the third muffler chamber 616. The communication pipes 64 have a number of exhaust holes (not shown) on the outer circumferential surface 641, and the first muffler chamber 614, the second muffler chamber 615, and the third muffler chamber 616 are connected to each other by the communication pipes 64.

Furthermore, the muffler 6 is equipped with an outlet pipe 63 that discharges the exhaust gas that has flowed into the muffler 6. The outlet pipe 63 penetrates the side plate 612B and is inserted into the third muffler chamber 616, and the outer peripheral surface 631 of the portion inserted into the third muffler chamber 616 is provided with a number of exhaust holes (not shown). This allows communication between the outside of the muffler 6 and the third muffler chamber 616.

The muffler 6 has the above-mentioned configuration, so that exhaust gas flows from the inlet pipe 62 into the first muffler chamber 614. The exhaust gas that flows into the first muffler chamber 614 passes through the second muffler chamber 615, flows to the third muffler chamber 616, and is discharged to the outside of the muffler 6 through the outlet pipe 63.

Japanese Patent Application Laid-Open No. 59-50857

However, the above-mentioned conventional techniques have the following problems.
When a railway vehicle accelerates or travels up a long slope, and the load on the diesel engine increases, the temperature of the exhaust gas discharged from the diesel engine reaches a maximum of 450 to 500 degrees Celsius. When such high-temperature exhaust gas flows into the muffler 6, the partition plates 613A and 613B are heated and expand. In particular, the radial expansion of the partition plates 613A and 613B applies an excessive load to the trunk plate 611, generating excessive stress, which may cause cracks in the trunk plate 611. If the trunk plate 611 cracks, exhaust gas may leak and cause a fire. Therefore, in order to ensure the safety of the railway vehicle while it is traveling, there is a demand for a muffler that can prevent cracks in the trunk plate 611 and a railway vehicle equipped with such a muffler.

The present invention is intended to solve the above problems, and aims to provide a silencer that can prevent cracks in the body panel and ensure the safety of railway vehicles while they are running, and a railway vehicle equipped with such a silencer.

In order to solve the above problems, the silencer of the present invention has the following configuration.
(1) A silencer connected to an exhaust system of a diesel engine, comprising a hollow cylindrical portion having a central axis along the flow direction of exhaust gas, and an internal space of the hollow cylindrical portion being divided into a plurality of silencing chambers by partition plates arranged perpendicular to the central axis and joined to the inner surface of the hollow cylindrical portion, the silencer being characterized in that the diesel engine is for a railway vehicle, and that an insulating material is attached to the partition plate so as to cover the entire surface of both side end faces of the partition plate that form the silencing chamber, thereby suppressing the transfer of heat to the partition plate and suppressing expansion of the partition plate .

According to the muffler described in (1), since a heat insulating material (e.g., glass wool) is attached to the partition plate, even if exhaust gas at 450 to 500 degrees Celsius flows into the muffler, the transfer of heat to the partition plate can be suppressed. If the transfer of heat to the partition plate can be suppressed, the expansion of the partition plate can be suppressed. If the expansion of the partition plate can be suppressed, the load on the body plate due to expansion can be suppressed, and the generation of excessive stress in the body plate can be prevented. Therefore, the risk of cracks occurring in the body plate and the risk of exhaust gas leaking due to cracks in the body plate can be reduced, and it is possible to ensure the safety of the railway vehicle when it is running.

(2) In the muffler described in (1), the insulation material is fixed by being sandwiched between the partition plate and a mesh member , and the insulation material has a thickness sufficient to suppress the transfer of heat from the exhaust gas to the partition plate during continuous periods when the load on the diesel engine is at its maximum .

According to the muffler described in (2), the insulation material is fixed by a mesh member (e.g., punched metal), so that the explosion noise and exhaust noise of the diesel engine that enter the muffler can pass through the mesh member and reach the insulation material. Therefore, the insulation material attached to the partition plate can be used as a sound absorbing material.

(3) In the silencer described in (1) or (2), the heat insulating material is glass wool having a thickness of 15 mm or more.

After the railway vehicle accelerates and reaches its maximum speed, the diesel engine idles, so the continuous time during which the diesel engine is at its maximum load for acceleration is about 10 minutes at most. In other words, the partition plate is exposed to exhaust gas at 450 to 500 degrees Celsius for a maximum of about 10 minutes. When the diesel engine idles, the temperature of the exhaust gas drops to about 200 degrees Celsius, so the partition plate is rapidly cooled from the state in which it was exposed to exhaust gas at 450 to 500 degrees Celsius. Here, if the thickness of the insulation material attached to the partition plate is less than 15 mm, when it is exposed to exhaust gas at 450 to 500 degrees Celsius, the heat of the exhaust gas will be transferred to the partition plate within 10 minutes, and there is a risk that the expansion cannot be sufficiently suppressed. Therefore, in order to suppress the transfer of heat to the partition plate as much as possible, it is preferable that the insulation material be glass wool with a thickness of 15 mm or more.

Moreover, the railway vehicle of the present invention has the following configuration.
(4) The present invention is characterized by comprising a silencer according to any one of (1) to (3).

The muffler and railway vehicle of the present invention can prevent cracks in the body plate and ensure the safety of the railway vehicle while it is running.

FIG. 2 is a side view of the railway vehicle according to the embodiment. FIG. 2 is a perspective view illustrating an external appearance of the silencer. FIG. 2 is a partial cross-sectional view showing the internal configuration of the silencer. 2 is a side cross-sectional view of the silencer taken along a line parallel to the central axis of the hollow cylindrical portion. FIG. FIG. 1 is a diagram illustrating a configuration of a silencer according to a conventional technique. FIG. 5 is a partially enlarged view of a portion X in FIG. 4, showing the analysis results (deformation state and stress distribution) assuming that the partition plate is heated by exhaust gas. FIG. 7 is a view corresponding to FIG. 6 of a silencer according to the prior art. FIG. 13 is a diagram showing the analysis results (temperature distribution) assuming that the partition plate is heated by exhaust gas. FIG. 9 is a view corresponding to FIG. 8 of a silencer 6 according to the prior art.

Embodiments of the silencer and railway vehicle according to the present invention will be described in detail with reference to the drawings.

1 is a side view of a railway vehicle 1 according to an embodiment of the present invention. As shown in FIG. 1, the car body 2 of the railway vehicle 1 is configured to form a hexahedron with an underframe 11 forming a floor surface, a front end structure 12 that is erected at one end of the underframe 11 in the track direction and forms the front end of the car body 2, a tandem structure 15 that is erected at the other end of the underframe 11 and forms the connecting part of the car body 2, side structures 13 that are erected at both ends of the underframe 11 in the sleeper direction and form the side surfaces of the car body 2, and a roof structure 14 that is disposed at the upper end of the front end structure 12, the tandem structure 15 and the side structure 13 and forms the roof of the car body 2. The car body 2 is supported by a bogie 16 equipped with wheels 17 via a bolster spring 18. The side structure 13 is provided with a driver's entrance 20A leading to the driver's room, a passenger entrance 20B leading to the passenger compartment, and a window 20C. In addition, couplers 19 are provided at both ends of the underframe 11 in the track direction so as to protrude outward in the longitudinal direction of the vehicle beyond the front end structure 12 and the end structure 15, making it possible to couple adjacent railway cars together.

The railway vehicle 1 also has a diesel engine 3 as a driving source, and the diesel engine 3 is suspended from the underframe 11. Furthermore, the diesel engine 3 has a silencer 4, and the silencer 4 is suspended from the underframe 11 by a fixing member 5 adjacent to the end of the diesel engine 3 in the sleeper direction.

Figure 2 is a perspective view showing the external appearance of the silencer 4. Figure 3 is a partial cross-sectional view showing the internal structure of the silencer 4. Figure 4 is a side cross-sectional view of the silencer 4 cut parallel to the central axis of the hollow cylindrical portion 41.

The silencer 4 is connected to the exhaust system of the diesel engine 3 in the railway vehicle 1 and is used to silence the explosion noise and exhaust noise of the diesel engine 3.

The muffler 4 has a hollow cylindrical portion 41, an inlet pipe 42, and an outlet pipe 43. Exhaust gas discharged from the diesel engine 3 flows through the inside of the muffler 4 from the inlet pipe 42 to the outlet pipe 43 (in Figure 4, the exhaust gas flows from the left end to the right end of the muffler 4).

The hollow cylindrical section 41 is formed into a cylinder with a diameter of 500 mm by a body plate 411 and side plates 412A and 412B that close both ends of the body plate 411, and its central axis is parallel to the direction in which the exhaust gas flows. The body plate 411 and the side plates 412A and 412B are joined by welding.

A 20 mm thick piece of glass wool 45 is attached to the entire inner periphery of the trunk panel 411, pressed down by punched metal 47. This glass wool 45 is also used as a sound absorbing material.

The silencer 4 also includes disk-shaped partition plates 413A and 413B inside the hollow cylindrical portion 41. The partition plates 413A and 413B are arranged opposite each other and perpendicular to the central axis of the hollow cylindrical portion 41, dividing the internal space of the hollow cylindrical portion 41 into three silencing chambers. The three silencing chambers are arranged in the order of the first silencing chamber 414, the second silencing chamber 415, and the third silencing chamber 416 from the upstream side of the silencer 4. The outer peripheral ends of the partition plates 413A and 413B are joined to the inner peripheral surface of the hollow cylindrical portion 41 by welding.

One end face of the partition plate 413A forms the first silencing chamber 414, and the other end face forms the second silencing chamber 415. One end face of the partition plate 413B forms the second silencing chamber 415, and the other end face forms the third silencing chamber 416. Glass wool (an example of a thermal insulating material) 46 having a thickness of 20 mm is attached to the end faces (i.e. both sides) of the partition plates 413A and 413B that form the respective silencing chambers, so as to completely cover both sides of the partition plates 413A and 413B.

The glass wool 46 is sandwiched between the partition plates 413A, 413B and the punched metal (an example of a mesh member) 48, and is fixed so as to be in close contact with the entire surfaces of the partition plates 413A, 413B. The punched metal 48 is fixed by being connected to the partition plates 413A, 413B with rivets (not shown).

The inlet pipe 42 is formed in a hollow cylindrical shape, penetrates the side plate 412A, and is inserted into the first silencing chamber 414. The end of the inlet pipe 42 that protrudes outside the muffler 4 has a flange portion 422 and is connected to the exhaust pipe extending from the diesel engine 3. The outer peripheral surface 421 of the inlet pipe 42 on the side inserted into the first silencing chamber 414 is provided with a number of exhaust holes (not shown) that penetrate to the inner peripheral surface. Furthermore, the end 423 on the side inserted into the first silencing chamber 414 is closed. Therefore, when the exhaust gas exhausted from the diesel engine 3 flows into the inlet pipe 42, it flows into the first silencing chamber 414 from the exhaust holes provided on the outer peripheral surface 421.

Furthermore, the muffler 4 has three communication pipes 44 that penetrate the two partition plates 413A, 413B and cross the first muffler chamber 414, the second muffler chamber 415, and the third muffler chamber 416. The communication pipe 44 is formed in a hollow cylindrical shape, and the outer peripheral surface 441 is provided with a number of exhaust holes (not shown) that penetrate to the inner peripheral surface. The first muffler chamber 414, the second muffler chamber 415, and the third muffler chamber 416 are connected by the exhaust holes provided in the hollow part and the outer peripheral surface 441 of the communication pipe 44. This allows the exhaust gas that flows into the first muffler chamber 414 to flow through the second muffler chamber 415 to the third muffler chamber 416.

The outlet pipe 43 is formed in a hollow cylindrical shape, penetrates the side plate 412B, and is inserted into the third silencing chamber 416. The outer peripheral surface 431 of the outlet pipe 43 on the side inserted into the third silencing chamber 416 is provided with a number of exhaust holes (not shown) that penetrate to the inner peripheral surface. Furthermore, the end 433 on the side inserted into the third silencing chamber 416 is closed. In addition, the end of the outlet pipe 43 on the side protruding outside the silencer 4 is provided with a flange portion 432, and an exhaust pipe is connected to it. Therefore, the exhaust gas that flows into the silencer 4 and flows to the third silencing chamber 416 is discharged from the exhaust holes provided on the outer peripheral surface 431 into the hollow part of the outlet pipe 43, and is further discharged to the outside of the silencer 4.

Next, the action and effect of attaching glass wool 46 to partition plates 413A and 413B will be described with reference to Figs. 6 to 9. Fig. 6 is a partially enlarged view of part X in Fig. 4, and shows the analysis results (deformation state and stress distribution) assuming that partition plate 413A is heated by exhaust gas. Note that glass wool 45 and 46 and punched metals 47 and 48 are omitted. Fig. 7 is a view corresponding to Fig. 6 of a silencer 6 according to the prior art. Fig. 8 is a view showing the analysis results (temperature distribution) assuming that partition plate 413A is heated by exhaust gas. Fig. 9 is a view corresponding to Fig. 8 of a silencer 6 according to the prior art.

When the load on the diesel engine 3 increases, such as when the railcar 1 accelerates, the temperature of the exhaust gas discharged from the diesel engine 3 reaches a maximum of 450 to 500 degrees Celsius. In addition, after the railcar 1 accelerates and reaches its maximum speed, the diesel engine 3 is put into an idling state, so the continuous time during which the load on the diesel engine is at its maximum for acceleration is approximately 10 minutes at most. Therefore, the following description is based on the assumption that exhaust gas at 500 degrees Celsius flows into the muffler 4 according to this embodiment or the muffler 6 according to the conventional technology for 10 minutes, and the partition plates 413A and 413B of the muffler 4 or the partition plates 613A and 613B of the muffler 6 are heated. Note that the partition plates 413A and 413B are the same, and the partition plates 613A and 613B are the same, so the following description will be based on only the partition plates 413A and 613A as examples.

When exhaust gas at 500 degrees Celsius flows into the silencer 6 according to the conventional technology, the partition plate 613A heats up and expands. The radial expansion of the partition plate 613A spreads the body plate 611 radially, deforming it, as shown in FIG. 7. The partition plate 613A shown in FIG. 7 shows a bent state in which it bulges out to the left side of the figure due to expansion. The dashed line shows the partition plate 613A in its state before it is bent.

The expanded partition plate 613A pushes the trunk plate 611 apart in the radial direction, causing excessive stress in the trunk plate 611. As shown in the stress distribution in Figure 7, high stress is generated around the partition plate 613A in the trunk plate 611, and it can be seen that the highest stress is generated on the outer circumferential surface of the trunk plate 611, opposite the part where the partition plate 613A is joined. This stress is about 460 MPa. In this way, excessive stress may cause the trunk plate 611 to crack. If the trunk plate 611 cracks, exhaust gas may leak and cause a fire, so it is necessary to prevent the trunk plate from cracking in order to ensure safety when the railway vehicle is running.

On the other hand, in this embodiment, when exhaust gas at 500 degrees Celsius flows into the muffler 4 and heats the partition plate 413A, the partition plate 413A expands and spreads the body plate 411 in the radial direction, but because the amount of expansion of the partition plate 413A is suppressed more than in the past, the amount of deformation of the body plate 411 is reduced compared to the muffler 6 according to the conventional technology, as shown in Figure 6. Note that the partition plate 413A shown in Figure 6 bulges to the left in the figure to represent bending due to expansion, and the dashed line represents the partition plate 413A in its state before bending.

By suppressing the amount of expansion of the partition plate 413A compared to the conventional method, the stress generated in the trunk plate 411 is reduced compared to the conventional method. As the stress distribution shown in Figure 6 shows, the stress generated around the partition plate 413A is greatly reduced compared to the conventional method. The part of the outer surface of the trunk plate 411 opposite the part where the partition plate 413A is joined is the part with the highest stress, but the stress is about 150 MPa, which is a reduction of more than 300 MPa compared to the conventional method.

The amount of expansion of the partition plate 413A is less than in the past because the glass wool 46 makes it difficult for the temperature of the exhaust gas to be transmitted to the partition plate 413A, making it difficult for the temperature of the partition plate 413A to rise.

The partition plate 613A of the silencer 6 according to the conventional technology becomes very hot because it is directly exposed to exhaust gas at 500 degrees Celsius. As shown in FIG. 9, the temperature around the inlet pipe 62 into which the exhaust gas flows is particularly high, rising to approximately 350 to 400 degrees Celsius.

On the other hand, in this embodiment, the partition plate 413A of the muffler 4 is not directly exposed to the exhaust gas due to the glass wool 46, so that as shown in FIG. 8, the temperature rise is suppressed over the entire partition plate 413A.
The area around the inlet pipe 42, which had the highest temperature in the conventional technology, is about 200 to 250 degrees Celsius, which is a temperature increase of about 150 degrees compared to the conventional technology. The three communication pipes 44 through which the exhaust gas flows are in contact with the partition plate 413A, so the area around the communication pipes 44 of the partition plate 413A has the highest temperature, but this temperature is about 250 to 280 degrees Celsius, which is a temperature increase of about 100 degrees compared to the highest temperature of about 350 to 400 degrees Celsius in the conventional technology.

When exhaust gas at 500 degrees Celsius flows into the muffler 4 for 10 consecutive minutes, the heat of the exhaust gas is gradually transferred through the glass wool 46, heating the partition plate 413A. However, since the glass wool 46 has a thickness of 20 mm, as described above, the temperature rise of the partition plate 413A can be suppressed more than in the past. Therefore, it is possible to suppress the expansion of the partition plate 413A to an amount sufficient to prevent cracks from occurring in the body plate 411. The thickness of the glass wool 46 is not limited to 20 mm. If the thickness of the glass wool 46 is less than 15 mm, the heat of the exhaust gas may be transferred to the partition plates 413A and 413B within 10 minutes, and the expansion may not be sufficiently suppressed. Therefore, in order to suppress the transfer of heat to the partition plates 413A and 413B as much as possible, it is preferable that the glass wool 46 has a thickness of 15 mm or more.

As described above, according to the silencer 4 of this embodiment,
(1) A silencer 4 connected to an exhaust system of a diesel engine 3, the silencer 4 comprising a hollow cylindrical portion 41 having a central axis along the direction in which exhaust gas flows, and in which the internal space of the hollow cylindrical portion 41 is divided into a plurality of silencing chambers (e.g., a first silencing chamber 414, a second silencing chamber 415, and a third silencing chamber 416) by partition plates 413A, 413B arranged perpendicular to the central axis and joined to the inner circumferential surface of the hollow cylindrical portion 41, the silencer 4 being characterized in that the diesel engine 3 is for a railway vehicle, and that a heat insulating material (e.g., glass wool 46) is attached to the surfaces of the partition plates 413A, 413B that form the silencing chambers (the first silencing chamber 414, the second silencing chamber 415, and the third silencing chamber 416).

According to the muffler 4 described in (1), since the partition plates 413A and 413B are fitted with heat insulating material (glass wool 46), even if exhaust gas at 450 to 500 degrees Celsius flows into the muffler 4, the transfer of heat to the partition plates 413A and 413B can be suppressed. If the transfer of heat to the partition plates 413A and 413B can be suppressed, the expansion of the partition plates 413A and 413B can be suppressed. If the expansion of the partition plates 413A and 413B can be suppressed, the load on the trunk plate 411 due to the expansion can be suppressed, and excessive stress can be prevented from occurring in the trunk plate 411. This reduces the risk of cracks occurring in the trunk plate 411 and the risk of exhaust gas leaking due to cracks in the trunk plate 411, and ultimately makes it possible to ensure the safety of the railway vehicle 1 during its travel.

(2) In the silencer 4 described in (1), the heat insulating material (glass wool 46) is fixed by being sandwiched between the partition plates 413A, 413B and the mesh member (e.g., punched metal 48).

According to the silencer 4 described in (2), the insulating material (glass wool 46) is fixed by the mesh member (punched metal 48), so that the explosion noise and exhaust noise of the diesel engine that enter the silencer 4 can pass through the mesh member (punched metal 48) and reach the insulating material (glass wool 46). Therefore, the insulating material (glass wool 46) attached to the partition plates 413A and 413B can be used as a sound absorbing material.

(3) In the silencer 4 described in (1) or (2), the heat insulating material is glass wool 46 having a thickness of 15 mm or more.

After the railway vehicle accelerates and reaches its maximum speed, the diesel engine 3 goes into an idling state, so the continuous time during which the diesel engine 3 is at its maximum load for acceleration is about 10 minutes at most. In other words, the partition plates 413A and 413B are exposed to exhaust gas at 450 to 500 degrees Celsius for a maximum of about 10 minutes. Then, when the diesel engine 3 goes into an idling state, the temperature of the exhaust gas drops to about 200 degrees Celsius, so the partition plates 413A and 413B are rapidly cooled from the state in which they were exposed to exhaust gas at 450 to 500 degrees Celsius. Here, if the thickness of the heat insulating material attached to the partition plates 413A and 413B is less than 15 mm, when exposed to exhaust gas at 450 to 500 degrees Celsius, the heat of the exhaust gas is transferred to the partition plates within 10 minutes, and there is a risk that the expansion cannot be sufficiently suppressed. Therefore, in order to suppress the transfer of heat to the partition plates as much as possible, it is preferable that the heat insulating material is glass wool 46 with a thickness of 15 mm or more.

Further, according to the railway vehicle 1 according to this embodiment,
(4) Since the vehicle is characterized by being equipped with a silencer 4 described in any one of (1) to (3), it is possible to prevent cracking of the body panel 411 and ensure safety during operation of the railway vehicle 1.

The above embodiment is merely an example and does not limit the present invention in any way. Naturally, the present invention can be improved and modified in various ways without departing from the spirit of the invention. For example, the vehicle may be a hybrid type railcar equipped with an alternator and a battery as well as a diesel engine 3 as a driving source.

1 Railway vehicle 3 Diesel engine 4 Muffler 41 Hollow cylindrical portion 46 Glass wool (an example of a heat insulating material)
413A Partition plate 413B Partition plate 414 First sound-absorbing chamber (an example of a sound-absorbing chamber)
415 Second sound-absorbing chamber (an example of a sound-absorbing chamber)
416 No. 3 sound-absorbing chamber (an example of a sound-absorbing chamber)

Claims (4)

A muffler connected to an exhaust system of a diesel engine, the muffler comprising a hollow cylindrical portion having a central axis along a flow direction of exhaust gas, the internal space of the hollow cylindrical portion being divided into a plurality of muffler chambers by partition plates disposed perpendicular to the central axis and joined to an inner peripheral surface of the hollow cylindrical portion,
The diesel engine is for use in a rail vehicle;
A heat insulating material is attached to cover the entire surface of both end faces of the partition plate that form the sound absorbing chamber, thereby suppressing the transfer of heat to the partition plate and suppressing the expansion of the partition plate ;
A silencer characterized by: 2. The silencer according to claim 1,
the heat insulating material is fixed by being sandwiched between the partition plate and the mesh member;
the heat insulating material has a thickness sufficient to suppress the transfer of heat from the exhaust gas to the partition plate during a continuous period during which the load of the diesel engine is at its maximum;
A silencer characterized by: In the silencer according to claim 1 or 2,
The heat insulating material is glass wool having a thickness of 15 mm or more.
A silencer characterized by: A railway vehicle comprising a silencer according to any one of claims 1 to 3.

Images