EP1929132A1 - Silencieux d'echappement - Google Patents

Silencieux d'echappement

Info

Publication number
EP1929132A1
EP1929132A1 EP05794344A EP05794344A EP1929132A1 EP 1929132 A1 EP1929132 A1 EP 1929132A1 EP 05794344 A EP05794344 A EP 05794344A EP 05794344 A EP05794344 A EP 05794344A EP 1929132 A1 EP1929132 A1 EP 1929132A1
Authority
EP
European Patent Office
Prior art keywords
exhaust
present
engine
bores
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05794344A
Other languages
German (de)
English (en)
Other versions
EP1929132A4 (fr
Inventor
Bob A. Seastrom
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1929132A1 publication Critical patent/EP1929132A1/fr
Publication of EP1929132A4 publication Critical patent/EP1929132A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/12—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling using spirally or helically shaped channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
    • F01N1/086—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling having means to impart whirling motion to the gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/082—Other arrangements or adaptations of exhaust conduits of tailpipe, e.g. with means for mixing air with exhaust for exhaust cooling, dilution or evacuation

Definitions

  • the present invention relates to an improvement in exhaust silencers. More particularly, the present invention relates to an exhaust silencer that quiets vehicles to 96 decibels or less, and is designed to be attached to a standard muffler, as stock or after market, and fits in a mount that has a spark arrestor.
  • exhaust silencers are devices capable of reducing unwanted noise. Many motorized vehicles produce unwanted noise, and exhaust silencers are the conventional way to prevent such noise from reaching undesirable levels.
  • Piccaluga's device recognizes that there are many silencers that try to reduce Shockwaves associated with sound nuisance.
  • Piccaluga's device claims to go beyond such silencers by reducing the speed differential between the combustion chamber and the exhaust, acting as a piston, with modified pressure by preventing the gas from the combustion chamber to strike violently against the stationary air, by allowing the gas to expand in an expansion chamber attached to a cylinder block. The pressure is exerted on different axes which cancel the Shockwave.
  • Piccaluga's device forces the air in multiple internal directions before exhausting it through one port.
  • U.S. Patent No. 5,441,023 issued to Ma on August 15, 1995 is quite similar to Piccaluga's device because it also forces the air in multiple internal directions.
  • Ma's device also has an acoustic reflector to reflect sound waves propagating along a branch section leading to an engine port. Unlike the present invention, Ma's device does not separate the exhaust upon its release from the vehicle into the atmosphere.
  • a silencer that forces exhaust air through rifled passages.
  • the rifled passages cause the exhaust air to spin at high velocity.
  • the spinning air in each rifled passage leaves the present invention via an angled end of each rifled passage.
  • the angled ends force the exhaust air stream to bend outward and away from a line directly behind the present invention. The bending outward and away helps to quickly dissipate any loud sound in various trajectories.
  • the spinning air in each rifled passage forces hot air exhaust and particulate matter exhaust to separate from cooler air exhaust.
  • a stream of cooler air exhaust fires out, contained within a hot air exhaust and particulate matter exhaust "cylinder” - the "cylinder” formed by the hot air exhaust and the particulate matter exhaust.
  • Sound from the engine exhaust is also contained by the cylinder, such that the hot air exhaust and particulate matter exhaust cylinder around the cooler air and engine exhaust sound packages noise leaving the present invention.
  • the engine exhaust sound is dissipated in various trajectories because of the angled ends above, but moreover, the engine exhaust sound remains contained within the cylinder well after leaving the present invention. Because the engine exhaust sound remains contained so, unless someone is in the direct path of the trajectory of the engine exhaust sound contained within the cylinder, that someone will not perceive the engine exhaust sound.
  • One object of the present invention is to lower the noise output from an engine while increasing performance and fitting easily with a spark arrestor. There is nothing known that accomplishes these three goals together as well as the present invention.
  • the present invention's shape allows bored passages to push exhaust away from a motorized device without combining hot and cold air streams.
  • the rifling of the bored passages creates a vortex of exhaust stream within each bored passage, further lowering the decibels and increasing engine performance.
  • the roughness of the surface of the bored passages forms a boundary layer lowering wind friction and increasing efficiency.
  • the internal formation of the present invention provides a space for a vacuum to form that increases engine efficiency while sound reduction is achieved.
  • the present invention also has baffling that increases the sound reduction.
  • Figure 1 is an environmental view drawing of the present invention.
  • Figure 2 is an environmental view photograph.
  • Figure 3 is a side cross sectional view.
  • Figure 4 is a bottom cross section cut away view drawing.
  • Figure 5 is a Dyno Comparison Test.
  • the present invention (10) is shown in its preferred embodiment having eight bores (20) through a cone (22).
  • the bores (20) are arranged so that they open into the surface of cone (22).
  • the bores (20) end at an angle as they intersect the surface of cone (22), and this is important because as exhaust flows from bores (20), the exhaust encounters a longer sidewall (27) of each of bores (20) that is medial and a shorter sidewall (28) of each of bores (20).
  • the longer sidewall (27) for ensures that exhaust moves in a straight line out of each of bores (20), while the shorter sidewall (28) of each of bores (20) ensures that exhaust moves out laterally away from a straight line out of each of bores (20).
  • the overall effect of longer sidewall (27) and shorter sidewall (28) is that exhaust moving out of each of bores (20) moves at an angle lateral from a direct line behind cone (22).
  • the overall effect of longer sidewall (27) and shorter sidewall (28) is that each stream of exhaust moving out of each of bores (20) moves so as not to intersect another stream of exhaust, and therefore the exhaust streams do not combine their sound nor lower the efficiency of the engine. If the exhaust streams were allowed to combine, then unintended resistance would be transferred back to an engine because the exhaust streams would repel one another with force against the force of the exhaust stream.
  • Each bore (20) has preferably four rifles (30) cut into the interior wall of each bore (20).
  • the rifles (30) are 0.02 inches deep and form a helix; each helix, if allowed to continue long enough to complete, would be three inches. In other words, the rifles (30) have a 3 inch pitch.
  • Each bore (20) is preferably 0.312 inches in diameter. It should be further noted that the machining inside each bore (20) is specifically designed to be rough such that the interior wall of each bore (20) is rough between the rifles (30). Bore sizes will vary depending on the displacement of the engine.
  • Cone (22) has a tip (40) that is preferably flat with a diameter of 0.61 inches.
  • the surface of cone (22) depends from tip (40) at a 36 degree angle from the horizontal plane. It is the surface of cone (22) with its 36 degree angle that makes each of bores (20) have a longer sidewall (27) that is medial and a shorter sidewall (28) that is lateral.
  • the largest diameter of the surface of cone (22), and this includes tip (40), is 2.73 inches.
  • Lower sidewall (24) of cone (22) depends from the surface of cone (22) at a 15 degree angle from the vertical plane.
  • Threads (50) allow the present invention (10) to attach to a conventional exhaust pipe (200), shown in Figure 2.
  • a conventional spark arrestor (71) fits conventionally inside exhaust pipe (200) so that arrestor lip (72) will touch threads (50) when the present invention (10) is attached to exhaust pipe (200).
  • Figure 1 shows the outside plate (60), depending roughly 15 degrees from the horizontal plane, with three screw holes (70), which are used to attach the present invention (10) to exhaust pipe (200) (seen in figure 6). It is believed that three screw holes (70) are necessary to keep the present invention (10) attached to the exhaust pipe (200), however more screw holes (70) would certainly work.
  • the present invention (10) will take on whatever characteristics are necessary as conventionally available with exhaust systems to make sure the present invention (10) fastens securely to exhaust systems.
  • the present invention (10) may also be integrated straight into or as a part of an exhaust system.
  • Spark arrestor (71) is attached to the inside of the present invention (10) and extending into the exhaust pipe (200) and is spark arrestor (71). Spark arrestor (71) is conventional and known and is often used in the woods when off-roading in order to protect from the danger of fire.
  • Figure 3 is a side cross section view of the present invention (10).
  • Figure 3 shows the bore (20) going straight down into the body of the present invention (10) and opening into the main chamber (160).
  • Conventional baffling can be present at the bottom of each bore (20) and within each bore (20). It should be understood that the baffling is not necessary for the present invention (10) to function, and that it merely adds sound deadening capabilities, and is present in the current embodiment.
  • Figure 4 is a bottom cross section cut away view of the present invention (10).
  • the bores (20) are placed evenly around the tip (40), which in this embodiment, does not contain a bore (20); but in one of the alternative embodiments of the present invention, tip (40) might contain a bore. Additionally the screw holes (70) are also placed evenly around the center in the plate (60).
  • Each of the rifles (30) forces the exhaust stream into a vortex motion.
  • Gaseous substances (such as the exhaust in the case at hand) being ejected from a device in a vortex motion has many effects which are known, though the vortex has never before been used in this manner and for this purpose.
  • the stream consists of a core of cold air surrounded by a rim of compressed hot air.
  • This compressed stream of hot air creates a sort of air tube around the colder internal air even after it has left the bore (20). The affect of this air tube is that it holds the sound internal to it with the cold air allowing said sound to be dispersed more slowly and therefore at a lower decibel. Further, the creation of a vortex coming out of an engine sucks the gasses away from the engine.
  • the rough surface (not shown) in each bore (20) is also designed to allow ease of airflow.
  • the influence of surface structure on airflow has been the subject of considerable discussion and research.
  • the surface is not so rough as to create substantial obstructions in the airflow such as the rifling (30) but is sufficient to create a boundary-layer on the outside of the vortex while still inside the bore (20).
  • a boundary layer is where a layer of air is created by the movement of a gaseous substance over an uneven surface. This layer allows all other gasses to pass over an object with less (in fact almost no) friction then if in direct contact with said object.
  • FIG. 5 A review of Figure 5 shows four Dyno tests comparing the horse power, torque and RPM's of a straight pipe (100), a stock silencer (110), the present invention (10) as the embodiment shown in Figure 1, and an alternative embodiment of the present invention (120) with a ninth bore (20) placed in the tip (40).
  • horsepower for the present invention (10) and alternative embodiment of the present invention (120) — with a ninth bore (20) ⁇ is greater than a straight pipe (100) and substantially more the stock silencer (110) with similar results on torque.

Abstract

La présente invention réduit l'émission sonore d'un moteur tout en en augmentant les performances. La forme du silencieux de la présente invention permet à des alésages (20) de repousser des gaz d'échappement du dispositif motorisé sans combiner les flux d'air. La rayure (30) des alésages (20) crée un tourbillon de chaque flux d'échappement, réduisant en outre les décibels et améliorant les performances du moteur.
EP05794344A 2005-09-02 2005-09-02 Silencieux d'echappement Withdrawn EP1929132A4 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2005/031408 WO2007030099A1 (fr) 2005-09-02 2005-09-02 Silencieux d'echappement

Publications (2)

Publication Number Publication Date
EP1929132A1 true EP1929132A1 (fr) 2008-06-11
EP1929132A4 EP1929132A4 (fr) 2009-11-11

Family

ID=37836130

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05794344A Withdrawn EP1929132A4 (fr) 2005-09-02 2005-09-02 Silencieux d'echappement

Country Status (2)

Country Link
EP (1) EP1929132A4 (fr)
WO (1) WO2007030099A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191226560A (en) * 1912-11-19 1913-11-19 Claude Charles Atkinson Improvements in Silencers for the Exhaust of Internal Combustion Engines.
GB428257A (en) * 1934-05-14 1935-05-09 Einar Olof Eugen Tyden Silencer for internal combustion engines
GB656552A (en) * 1938-12-10 1951-08-29 Gustave Plasse Improvements relating to internal combustion engine exhaust silencers
US4354573A (en) * 1980-02-21 1982-10-19 Sankei Giken Kogyo Kabushiki Kaisha Silencer for motorcycle
DE3237417A1 (de) * 1982-10-08 1984-04-12 Laszlo 8000 München Levay Rohrfoermiges auspuff-endstueck fuer kraftfahrzeuge
CN2240616Y (zh) * 1994-10-28 1996-11-20 曾志成 改进型车辆排气管

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4085774A (en) * 1976-07-19 1978-04-25 Baumann Hans D Anticavitation and low noise means for rotary valves
US5437305A (en) * 1992-09-22 1995-08-01 Forward Spin Technologies, Inc. Flow control valve

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191226560A (en) * 1912-11-19 1913-11-19 Claude Charles Atkinson Improvements in Silencers for the Exhaust of Internal Combustion Engines.
GB428257A (en) * 1934-05-14 1935-05-09 Einar Olof Eugen Tyden Silencer for internal combustion engines
GB656552A (en) * 1938-12-10 1951-08-29 Gustave Plasse Improvements relating to internal combustion engine exhaust silencers
US4354573A (en) * 1980-02-21 1982-10-19 Sankei Giken Kogyo Kabushiki Kaisha Silencer for motorcycle
DE3237417A1 (de) * 1982-10-08 1984-04-12 Laszlo 8000 München Levay Rohrfoermiges auspuff-endstueck fuer kraftfahrzeuge
CN2240616Y (zh) * 1994-10-28 1996-11-20 曾志成 改进型车辆排气管

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2007030099A1 *

Also Published As

Publication number Publication date
EP1929132A4 (fr) 2009-11-11
WO2007030099A1 (fr) 2007-03-15

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