CA2220858A1 - A precise, controlled exhaust/intake system for the internal combustion engine - Google Patents

Abstract

This invention consists of the necessary parts such as a transducer, amplifier, generator and accompanying sensors, hardware, software to create a precisely timed sonic/sound wave/pulse capable of compressing and influencing the movement of gasses within the confines of an internal combustion engine - especially its exhaust/intake system.

Description

A Precise, Dynamic, Controlled (PDC) Exhaust / Intake System for the Internal Combustion Engine Inventor: Lloyd W. Taylor Raleigh, Nfld. Canada Date: Dec. 16/97 Development of the two-stroke Engine The two-stroke motor, when first invented, was beautiful in its simplicity, both for its small number of moving parts as well as its function. It's high power to weight ratio made it ideal for a large number of applications.
Although not recognized at the time, the stub exhaust was an avenue of efficiency waiting to be tapped. The first improvement came when racers tried a megaphone or taper on the end of the pipe.
The next step occurred when someone placed a reverse megaphone, separated by a straight section into the exhaust system.
Since that time there have been changes made to the dimensions of this "pipe" including lengths, angles as well as header, centre and stinger diameters.
This version of "pipe" has created tremendous improvements due to the timing of the reflected wave which acted as a supercharger by stuffing excess air/fuel mixture back into the cylinder to be burnt. Depending on the length of pipe and the temperature of gasses within the pipe, a manufacturer could design a motor / exhaust system for maximum power or torque at a specific engine speed ( RPM).

A Precise, Dynamic, Controlled (PDC) Exhaust / Intake System for the Internal Combustion Engine Inventor: Lloyd W. Taylor Raleigh, Nfld. Canada Date: Dec. 16/97 The Problem The major problem with this type of exhaust system lies in the fact that it is basically "static", while certain parameters such as gas temperature, needs of the driver or application of the vehicle are subject to change within minutes. Although manufacturers have made every effort to build the best possible system, it is at best quite a compromise.
Due to the static, welded pipe, a two - stroke motor can be efficient over a three to ten percent of its RPM range. This range is invariably at the maximum operating RPM of the motor - also limited by the desired level of warranty claims.
The above figures (approximations) point out that over the remaining ninety to ninety - seven percent of its operating range, tremendous inefficiencies exist - often caused by the same wave harmonics that created the desired power at higher rpm levels. For example, it is quite common at lower engine speeds, for sound waves/pulses to travel into the combustion chamber, through the transfer ports, into the crankcase and out the intake port. This is obviously a tremendous impediment to the flow of gasses through the motor.
For the vast majority of machines, except those designed specifically for racing, over ninety-nine percent of their service life is spent operating at medium rpm. If a more efficient and dynamic exhaust system could be developed, more torque would be developed at lower rpm which would in turn permit operation at even lower rpm and result in a tremendous gain in fuel efficiency, a reduction in sound emissions, exhaust emissions and less wear in the motor.

How it Works Fig. 1 As the piston (A), moving down on its power stroke, approaches the top of the exhaust port (B), a pulse/wave is fired from the transducer (C) located down the exhaust pipe. This wave (D) moves rapidly up the pipe, reflects off the piston and heads back down the pipe toward the muffler.
As the wave/pulse (D) moves away it creates a low pressure behind it at the cylinderlpipe boundary(B) that may be considered a small vacuum.
This will help the gasses from the cylinder(H) move quickly into the exhaust pipe.
This aid to accelerating the spent gasses plus the inertia of these gasses will help pull the air/fuel through the transfer ports to the cylinder in a shorter time frame. It has been observed that proper scavenging of the cylinder can result in the air/fuel mixture being pulled into the exhaust system for up to a distance of eighteen inches from the exhaust port (B).

A Precise, Dynamic, Controlled (PDC) Exhaust / Intake System for the Internal Combustion Engine Inventor: Lloyd W. Taylor Raleigh, Nfld. Canada Date: Dec. 16/97 Fig. 2 As the crank pin swings past bottom dead centre and the piston (A) starts its way back up the cylinder (H), at the appropriate time, another pulse (E) is fired. This will cause a reversal and compression of the unburned air/fuel mixture leaving the cylinder (H). The mixture will be effectively stuffed back into the cylinder just before the piston (A) closes the exhaust port (B), providing a supercharging effect and quite a boost in performance.
A11 of the above events are controlled by the onboard computer (E), which gathers information from sensors such as the temperature sensor (J), the Tachometer drive, etc.. Depending on need, the controller (E) will direct the generator (F) to create the signal which is amplified by (G) and sent to the transducer (C). Timing can be tied to a signal generated at the flywheel as with the present ignition system , which is then advanced or retarded as required.
The Advantage of this Invention This system provides an opportunity to control breathing through the internal combustion engine to a degree heretofore undreamed of. By using inputs from various sensors such as exhaust temperature, RPM, etc., we can calculate, using a small onboard computer, the precise timing of pulses/waves to provide the desired effect. Then based on a pre-determined map, a pulse/wave (single or multiple) can be introduced into the exhaust/intake tract. This will provide optimum efficiencies from idle, across the entire RPM range, to the maximum engine speed possible. No longer will engineers or owners have to worry about waves/pulses bouncing throughout the system causing peaks and valleys in the A Precise, Dynamic, Controlled (PDC) Exhaust / Intake System for the Internal Combustion Engine Inventor: Lloyd W. Taylor Raleigh, Nfld. Canada Date: Dec. 16/97 power/torque curve and causing problems. The power/torque curve will be flatter and therefore much higher at lower RPM . This is where most of our efficiencies will be found. The latter point is significant since one of the reasons why two-stroke motors have not been widely used in the automotive world is their lack of low speed torque, low speed driveability, poor fuel economy and excessive pollution caused by poor combustion efficiency at speeds below the rpm for which the exhaust was designed. All present applications of the two-stroke, from snowmobiles, motorcycles and outboard motors will also benefit immensely from this invention.
Claims I do hereby make claim that the above system/device as sketched and described Applications Although the above illustrations refer specifically to the exhaust of the two-stroke engine, there are other applications where efficiencies may be realized. As already suggested, the intake side of either a two-stroke or four-stroke engine may benefit from such timed pulses. The exhaust side of the four-stroke engine may also see improvement in efficiencies.
One more area which I see as an obvious beneficiary of this system is with the Wankel or Rotary engine. Its design has some remarkable similarities to that of the two-stroke engine. I feel that an exhaust/intake system using the above controlled breathing system would provide tremendous improvements in power, torque, fuel economy, and exhaust emissions, as well as sound reduction.
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Claims

Claims I do hereby make claim that the above system/device as sketched and described Applications Although the above illustrations refer specifically to the exhaust of the two-stroke engine, there are other applications where efficiencies may be realized. As already suggested, the intake side of either a two-stroke or four-stroke engine may benefit from such timed pulses. The exhaust side of the four-stroke engine may also see improvement in efficiencies.
One more area which I see as an obvious beneficiary of this system is with the Wankel or Rotary engine. Its design has some remarkable similarities to that of the two-stroke engine. I feel that an exhaust/intake system using the above controlled breathing system would provide tremendous improvements in power, torque, fuel economy, and exhaust emissions, as well as sound reduction.