GB2330870A - I.c. engine exhaust system - Google Patents

Abstract

The system includes a main air intake tube 12 leading to an air box 10 from which feedertubes 11 lead to plugs 3 fitted in each exhaust port (13, fig.2) for the supply of air and moisture to the exhaust gases. The hot gases ejected into the manifold 2 pass around a cowl on each air inlet plug 3 to cause suction to pull air and moisture, which turns to steam and expands, into the exhaust gases. The exhaust gases with added air and steam then pass through a vaned twister device 4 which creates a vortex causing pollutants to separate as an oily condensate. The gas, air and condensate mix then passes through a flow straightener 5 and a downwardly-directed sound-deadering rubber end-cap 7. A conventional silencer box and catalytic converter are not needed.

Description

Exhaust System Enclosed, is the general layout, and items required for an exhaust system for internal combustion engines, that, has a straight through exit from the exhaust port's in the engine block, to the end of the exhaust pipe, and is fully environmental. See Fig 1.

Now, look at Fig 2 "The manifold" and follow this arithmatic.

In the diagram rve drilled and tapped to 13mm the 4 holes, UNF threads, as close as possible to the exhaust port attached to the engine block, where those micro particles, (that disperse outside the exhaust pipe,) first appear to enter the environment and that's where this system will deal with them.

Now look at Fig 3, "the air inlet plug".

The body of the plug is screwed down to protrude 3mm inside the manifold port, the side away from the engine block is ground away to show in profile a 3 to 1 lmm cowl nearest the engine block. The end of the plastic 1/211 bore tube is pushed on to the plug and secured with a jubilee clip.

The 4 plastic tubes are then serviced by a box with 4 extensions, the tubes are secured with jubilee clips.

The box is itself, serviced with 1 V4, bore tubing run out from the front left corner of the engine compartment, pop rivited to the sides, Joints will take it into and out of corner's.

Now for Figs 4a and 4b. "A Twister" The twister, "when the vane's are prepared", is rolled into a circular form and inserted into the manifold exit, secured with outer lug's hammered flat, we can attach the exhaust pipe with the straightener fitted "as shown in graphs" we can then pop inside the manifold and watch what happens next, because from this point on, you are about to use technology straight out of "MOTHER NATURE'S OWN WORKSHOP" You are going to make your very first "purpose built cloud" In 1983 I sent away for some plant's and the leaves had to be dried. With the plants I also received a leaflet refering to the moisture levels I could expect in the air, it read The lowest moisture content recorded, taken on a hot summers day was 8%.

An average moisture level was between 11% and 14%.

I could expect rain when it reached 18% - "saturation point".

The highest level recorded during a tropical type downpour has read a little over 80%.

If you fill a pint glass with 100% moisture and pour it into a barrel and put the lid on, that water, if flash heated to steam, would blow the lid off a 90 gallon barrel. 8% will be no problem, this system will work on less.

But we are still in the manifold and the air is at atmospheric pressure, the firing order is 1-3-4-2.

No 1 fires, the first thing we see is a flash as the top of the piston show's and the hot gasses rip along the roof and wrap around the side's of that little cowl we left hanging down to deflect the pressure from the hole in the plug.

As the edge's of the first flash pass'es the plug it will begin the suction and the moisture content in the air will turn to stearn, as it expand's, the only place it can go is in the body of the shot.

The leading point of the flash will be pulled down from the roof by the still air underneath and curled under into the main body and strength of the shot that will be out of the cylinder by the time the piston is halfway down, pulling the rest of the gasses out of the cylinder to form a sort of tail.

From the head, down it's back to it's tail, will be air and steam moving at the speed of a bullet.

Although each shot is directed toward's - "the manifold exit" the sides of the shot are still in the expansion mode and this first shot into the still air will give the remaining 3 channel's to the air valve's their only test, but only from the side of the main body.

Now look at these 3 channel's and see, in each channel, an indistructable rubber ball, each one has a little hole in it, say 3mm in diameter, they will give way a little, for the space of about 1/100 of a second, the time it will take for the main body ofthe shot to take the least line of resistance, out of the manifold exit and into the exhaust pipe.

As the pressure in the 3 channel's turn's from push, to pull, instead of vacuuming the manifold as in the present system's to create the condition's for air to squeese back through the silencer and clap back as far as the exhaust port's in the engine block, the main body leaving the manifold will activate those three inlet plug's, once started thay won't stop until the last shot is out of the end of the exhaust pipe. Now let's recap before the second shot goe's off in the No 3 cylinder. We shall only need to follow the second one as all the rest will follow a similar pattern.

When the first header from the No 1 cylinder passed under and around the inlet plug it sucked the air and moisture in that would run down and into the backbone of the fireball, the steam inside the head and body acting with the moisture in the still air ahead of the shot that would attract the hot little micron's developed from the fuel and oily additive's"some of which may be reconstituted by the initial steam" and held in the oily condensation even when dried out.

By resisting the spreading ofthe shot in the Nos 2-3 and 4 cylinder's until the body of the shot had got out of the manifold we had checked it. As it went through the "twister" we were making it work for us, using it's remaining power, spread 360" in a clockwise direction to clean it's self out.

Before we did all this, the understanding was, if you put a hole in the exhaust system anywhere between the manifold and the silencer, you would cause it to bang.

We have put 4 hole's in and, in stopping the banging, we have effectively buried that "Holy Cow".

We have also got rid ofthe silencer - (100 year old technology). They admit the catalytic system is only 90% effective at present, but they hope to increase it to 95% by the year 2000, the fishnet shading I've done in the diagram's indicate we are going fishing for 100% catchment, especially those highflyer's, the most minute, ("Mother nature" has clouds (cirrus) at 7 miles to catch them.) This system will prove they are the easiest to get.

Now, No 3 cylinder has fired but now the condition's has changed, where-as, when No 1 fired into still air, and we had to make arrangement's for that there is now moving air and cloud on both side's of the fireball directing it to the "twister", it too being pulled by the first header and subsequently that, and all the rest will be travelling much faster. As this one whip's around the exhaust pipe, it will lash out anything with atornical weight from the middle to the side's of the pipe where it will condense. It will create it's own vortex, the contents will be a clean afterburn and the cleanest air on this planet, the mix being, air and carbon-monoxide, as this, and the oily condensation come up against the linear vane's forming a cross there will be some chaos in front of it until pressure pushes it through to the end of the pipe and out. The rubber deflecter at the end of the pipe will dull the sound of escaping gas and air.

Figure 1 shows a silencer-free, environmental exhaust system for internal combustion engines.

Figure 2 shows a manifold.

Figure 3 shows an air inlet plug.

Figures 4A to 4D show a twister. Referring to figure 4B, lift the top four panels first, with pliers twist to the right 45 degrees then repeat with bottom four panels; when finished will look something like figure 4C.

Figure 5 shows the circular motion stopper for gas and air mix.

Figure 6A, 6B show proposed location for factory assembly. Figure 6A shows the front of the exhaust pipe with the "twister" (to spin gas and air mix) shown in location; figure 6B shows the end of the exhaust pipe with the "circular motion stopper shown in sits with lugs in retention grooves. Fitted to the right hand end of figure 6B is the rubber deflector end cap - see figure 7.

Figures 7A to 7C show the exhaust pipe end deflection cap. Figure 7A is a front view, this fits on pipe end; figure 7B is a side view and figure 7C is a view from underneath.

Key to items in the figures: 1 engine block 2 manifold - see figure 2 3 suction plugs - see figure 3 4 twister - see figure 4 5 circular motion stopper -see figure 5 6 retention grooves - see figure 6 7 rubber end cap - see figure 7 8 exhaust pipe 9 plastic tubes for air 10 air junction box 11 plastic air feeder tubes 12 main air intake tube 13 exhaust ports 14 holes drilled and tapped for air intake ports 15 jubilee clip required here 16 hexagon lock nut 17 gasket seal 18 air inlet plug tapped to 13mm 19 air inlet hole reamed to 2mm - 8mm variable 20 underside of manifold exhaust port 21 retaining lugs 22 vanes 23 rubber push fit

Claims (4)

1. Claims 1. An exhaust system include's a pipe assembly to supply air and it's content's to the requirment' s of a removable suctioning plug mounted on and into each exhaust port of the exhaust manifold and adjacent the engine block, a radial deflecting device is provided for fitting into or adjacent the manifold exhaust outlet to cause a nonsolid mix to spin to a re-aligning device situated the exhaust pipe end thereof, which end is situated adjacent the rear end of the vehicle chassis a down pointing deflector cap being fitted on the end;
2. 2. An exhaust system as claimed in claim 1 which includes an air-pipe assembly fitted inside the engine compartment to an air junction box with the means to supply two or more suctioning plug's and, may have provision for adding additional moisture into the air supply; 3. An exhaust system as claimed in claim 1 and claim 2 includes a removable suctioning plug including air-inlet plug mounted on, and into, each exhaust port adjacent the engine block that would have a cowl on the bottom, or, adjacent to it when fitted; 4. An exhaust system as claimed in any preceding claim includes a radial deflecting device including a twister to cause a gas, air, and moisture mix to spin through the exhaust pipe; 5. An exhaust system as claimed in any preceding claim includes a realigning device including a straightener situated adjacent the exhaust pipe end to revert a spinning gas, air, and condensation mix to a linear flow; 6. An exhaust system as claimed in any preceding claim includes a down pointing deflector end cap fitted on the exhaust pipe end to release a gas, air, and condensation flow outside the system; 7. An exhaust system as claimed in any preceding claim which is made from metal, plastic material, carbon fibre, ceramic's or rubber, or from a combination of these material's; 8. An exhaust system substantially as herein described and illustrated in the accompanying drawings.

   Amendments to the claims have been filed as follows Claims as amended 22 January 1999 1. An exhaust system includes a pipe assembly to supply air and it's content's to the requirment' s of a removable suctioning plug mounted on and into each exhaust port of the exhaust manifold and adjacent the engine block, a radial deflecting device is provided for fitting into or adjacent the manifold exhaust outlet to cause a non-solid mix to spin to a re-aligning device situated the exhaust pipe end thereof, which end is situated adjacent the rear end of the vehicle chassis a down pointing deflector cap being fitted on the end; 2. An exhaust system as claimed in claim 1 which includes a plastic air-pipe assembly fitted inside the engine compartment to a plastic air junction box with the means to supply two or more suctioning plug's.
3. 3. An exhaust system as claimed in any preceding claim includes a fown pointing deflector end cap fitted on the exhaust pipe end to release a gas, air, and condensation flow outside the system; 4 An exhaust system substantially as herein described and illustrated in the accompanying drawings.

   3. An exhaust system as claimed in any preceding claim includes a rubber down pointing deflector end cap fitted on the exhaust pipe end to release a gas, air, and condensation flow outside the system;
4. 4. An exhaust system as claimed in any preceding claim which is made from an aluminium alloy or high tensile steel, malleable sheet steel, plastic and rubber.

   5. An exhaust system substantially as herein described and illustrated in the accompanying drawings.

   Amendments to the claims have been filed as follows 1. An exhaust system includes a pipe assembly to supply air and it's content's to the requirment's of a removable suctioning plug mounted on and into each exhaust port of the exhaust manifold and adjacent the engine block, a radial deflecting device is provided for fitting into or adjacent the manifold exhaust outlet to cause a non-solid mix to spin to a re-aligning device situated the exhaust pipe end thereof, which end is situated adjacent the rear end of the vehicle chassis a down pointing deflector cap being fitted on the end; 2. An exhaust system as claimed in claim 1 which includes r4s air-pipe assembly fitted inside the engine compartment to AN air junction box with the means to supply two or more suctioning plug's.