US2037692A - Exhaust oxidizing receiver - Google Patents

Description

2&372692 AFTER L 1936 R. A. BARR ET AL I EXHAUST OXIDIZING RECEIVER 2 Sheets-Sheet 1 Filed April 20, 1935 INVENTORS. fiov x4. BARR. /g v 4.LUKE- April 21 1936c R A BARR ET AL '2 037 692 EXHAUST OXIDIZING RECEIVER Filed April 20, 1935 2 Sheets-Sheet 2 INVENTORS. ROY A. BA R R.

BY (JOHN Al ans.

v ATTORNEY.

vPatented Apr. 21, 1936 UNITED STATES EXHAUST OXIDIZING RECEIVER Roy A. Barr and John A. Luke, Whittier, Calif.; said Luke assignor to said Barr Application April 20, 1935, Serial No. 17,513

4 Claims.

This invention relates to improvements in ex haust receivers.

The general object of the invention is to provide an improved exhaust receiver or mufiler for internal combustion engine.

Another object of the invention is to provide an exhaust receiver for internal combustion engines including means to greatly reduce the amount of carbon monoxide passing therefrom.

A further object of the invention is to provide an exhaust receiver including means to mix a fluid, such as air with the exhaust gases to change the chemical properties of the exhaust gases.

Other objects and the advantages of this invention will be apparent from the following description taken in connection with the accompanying drawings, wherein:

Fig. 1 is a fragmentary View of an automobile showing a receiver embodying the features of our invention.

Fig. 2 is an enlarged longitudinal fragmentary section through our improved exhaust receiver or mufiler.

Fig. 3 is a fragmentary bottom view of the receiver shown in Fig. 2.

Fig. 4 is a section taken on line 4-4 of Fig. 2.

Fig. 5 is an enlarged sectional detail of one of the injector devices of the receiver shown in Fig. 2.

Fig. 6 is a fragmentary view of an automobile having an engine embodying a modified form of our invention.

Fig. 7 is a section taken on line of Fig. 6, and

Fig. 8 is an enlarged sectional detail of one of the injector devices of the modification.

Referring to the drawings by reference characters, we have shown our improved exhaust receiver generally at H) and in Fig. 1 we have shown it operatively installed on an automobile l2.

The automobile |2 includes the usual internal combustion engine |3 which includes the usual exhaust manifold I4.

The exhaust receiver comprises a hollow .cylindrical metal housing l which adjacent one end includes an enlarged expansion chamber I6 and an intermediate reduced section ll. At the juncture of the expansion chamber I6 and the intermediate section the housing includes a shoulder l8. The end of the housing l5 opposite the expansion chamber I6 is curved downwardly to form an exhaust section |9 the end of which is open. In the exhaust section I9, we show a plurality of spaced parallel fins which extend transversely across the open end thereof.

The end of the expansion chamber I6 is closed by a cap member 2| which is shown as secured to the housing by threaded engagement therewith as indicated at 22. The cap 2| includes an outwardly extending boss 23 which is externally threaded as indicated at 24 and has a coaxial aperture 25 therethrough.

Positioned in the housing l5 we provide a gas mixing device which is indicated generally at 26. As shown, the mixing device 26 includes a pair of spaced circular metal discs 2'! and 28. The disc 2? is of a diameter to fit snugly within the expansion chamber l6, and rest against the shoulder l8, while the disc 28 is of reduced diameter to fit snugly within the intermediate section 5?. The disc 21 has a central aperture 29 therein in which a metal pipe 30 is positioned. The pipe 30 is welded to the disc 21 and extends out of the housing through the cap aperture 25. Adjacent the outer end of the cap boss 23 the pipe 3!! includes an enlarged circular flange por= tion 3|. Positioned in the end of the pipe 30 adjacent the disc 26 and suitably secured to the pipe we provide a plug member 32 which has a stud member 33 mounted therein. The stud 32 extends towards the disc 28 and is positioned in an aperture 33 in the disc 28.

Surrounding the stud 32 between the discs 21 and 28, we provide a metal sleeve 34 and positioned between the end of the sleeve 34 and the disc 21 we provide a metal washer 35 and between the disc 28 and the sleeve we provide a metal washer 36. Adjacent the disc 28 the stud 33 includes a threaded section 31 on which a nut 38 is positioned. When the nut 38 is tightened it clamps the disc 22 to the sleeve 34.

Surrounding the pipe 3!], we provide a coupling nut 39 which includes a threaded portion 40 which engages the cap boss threads 24 and a shoulder portion which engages the pipe flange 3|. Thus when the coupling nut 39 is tightened it forces the pipe 3|! towards the exhaust end of the housing thereby forcing the disc 21 into tight engagement with the shoulder l8 of the housing.

Intermediate the disc 21 and the cap 2| the pipe 33 has a plurality of rows of spaced apertures 43 therein. The disc '28 has a plurality of apertures 43 therein in each of which a nozzle member .4 is positioned. As shown in detail in Fig. 5 each of the nozzle members 44 includes a straight section 45 and an outwardly flared section 46. The nozzle sections 45 are positioned in the apertures 43 of the disc 28 and are suitably secured to the disc as by welding or brazing and the flared section 46 of the nozzles face the disc 21.

The disc 21 has a plurality of apertures 41 therein in each of which a tube 48 is positioned and suitably secured to the disc as by welding or brazing. The outer diameters of tubes 48 are less than the interior diameter of the reduced sections 45 of the nozzle members 44. The tubes 48 extend towards the disc 28 and are each positioned in an associated nozzle member 44. As clearly shown in Fig.5 the tubes extend into the nozzle members to a location slightly beyond the juncture of the flared portion and the reduced portion thereof.

Adjacent the flared ends of the nozzle members 44 the housing |5 has a plurality of apertures 49 therein and adjacent the opposite ends of the nozzles the housing has a plurality of apertures 50 therein and intermediate the apertures 49 and the expansion chamber the housing has a plurality of apertures 5| therein.

When our improved muffier device It) is installed on an automobile as shown in Fig. 1 it is suitably secured thereto as by brackets 52 and the pipe 36 is connected to an exhaust pipe 53 by a suitable coupling member 54 and the exhaust pipe 53 is connected to the exhaust manifold I4 in the usual manner.

In operation when the engine I3 is operating, the exhaust gases therefrom enter the manifold I4 and are conveyed through the pipe 53 into the pipe 30 of the device II] from which they exhaust through the apertures 42 therein into the expansion chamber l6. From the expansion chamber |6 the exhaust gases pass through the tubes 48 and exhaust into the nozzles 44 from which they pass into the section I! beyond the disc 28. As the exhaust gases pass from the tubes into the nozzles a partial vacuum is formed in the nozzles which draws atmospheric air from the exterior of the housing through the apertures 49 and 5| into nozzles. This cool incoming, atmospheric, air mixes with the exhaust gases thereby changing the chemical composition of the exhaust gases and greatly reducing the monoxide quantities of the exhaust gases.

After the exhaust gases and atmospheric air pass through the nozzle they travel towards the exhaust end 9 of the housing and pass out of the 7 housing. As the exhaust gases and the atmospheric air travel towards the exhaust end [9 of the housing, additional atmospheric air is drawn into the housing through the apertures 59 therein thereby further reducing the monoxide quantities of the exhaust gases from the engine.

In Figs. 6 to 8 inclusive, we have shown a modified form of our invention operatively installed on .an automobile 55. As shown the automobile 55 includes a combination water and air cooled internal combustion engine 56 which includes a plurality of the usually finned cylinders 51. The engine 56 further includes an exhaust manifold 58 into which the exhaust gases from the engine 56 are directed in the usual manner. Forward of the engine 56 we provide a closed housing 59 having an aperture 60 in the rear wall thereof which communicates with the interior of the exhaust manifold 58. Forward of the housing 59 we provide a housing 59 which forms a container for water and is operatively connected to the water cooling system of the engine 56 in the usual manner. Positioned in the housings 59 and 59 we provide a plurality of tubes 6| which are arranged in horizontal rows and the forward ends of which open through the front wall of the housing 59 and the rear ends of which open through the rear wall of the housing to allow free passage of atmospheric air through the tubes.

Each of the tubes 6| includes a hollow injector nozzle member 62, the intake end 63 of which opens into the interior of the housing 59. The exhaust end 64 of the nozzle opens into the interior of the tube 6| and is directed towards the rear end of the tube. (See Fig. 8.) The nozzle members 62 are of less diameter than the internal diameter of the tubes 6| and the exhaust ends 64 of the nozzles are spaced forward from the rear ends of the tubes 6|.

Suitably secured to the rear of the housing 59 we provide a casing 65 which forms a conduit 66 which is arranged to direct air exhausting from the tubes 6| to one side of the engine 56 and the casing 65 is suitably connected to the engine to direct air past the cylinders 51 from one side to the other.

When the engine 56 is operating and the automobile 55 is motionless the exhaust gases from the engine pass into the exhaust manifold 58 and thence into the housing 59 from which they pass into the injector nozzles 62. From the nozzles 62 the exhaust gases pass into the tubes 6| and thence into the casing 65. As the exhaust gases pass through the tubes into the casing 62 they create a partial vacuum in the tubes 6| which draws atmospheric air into the tubes from the forward end thereof. As the atmospheric air passes the nozzles 62 it mixes with the exhaust gases from the nozzles thereby greatly reducing the monoxide contents of the exhaust gases.

After the exhaust gases and atmospheric air enter the casing 65 they are directed through the conduit 66 to one side of the engine 56 and thence between the cylinders 51 thereof to the opposite side thereby cooling the engine cylinders. As atmospheric air is drawn through the tubes 6| it cools the water in the housing 59*.

When the automobile moves in a forward direction at a speed where the velocity of the atmospheric air passing through the tubes 6| is greater than the velocity of the exhaust gases passing through the nozzles 62 the atmospheric air passing through the tubes 6| will create a partial vacuum in the nozzle 62 thereby drawing the exhaust gases out of the housing into the nozzles and thence into the tubes thus greatly increasing the efilciency of the engine 56 by thoroughly scavaging the cylinders thereof of exhaust gases.

From the foregoing description it will be apparent that we have provided a novel muffier device which is simple in construction and highly efficient in operation.

Having thus described our invention, we claim:

1. In an exhaust treating device, a housing, a pair of spaced partitions in said housing, means to connect said housing to the exhaust line of a motor vehicle, one of said partitions having a plurality of apertures therein, a plurality of nozzles fitted in said apertures, said nozzles being directed towards the other of said partitions, said other partition having a plurality of apertures therein disposed in alignment with the apertures in said first partition, a plurality of cylindrical members fitted in said apertures, said cylindrical members extending into said nozzle members and terminating substantially midway of said nozzle members, said cylindrical members being longer than said nozzle members, said housing having apertures disposed therearound and adjacent said cylindrical members, said housing having other apertures therein disposed directly in the rear of said nozzle members, said nozzle members terminating flush with the rear end of said first partition.

2. In an exhaust treating device, a housing, a pair of spaced partitions in said housing, means to connect said housing to the exhaust line of a motor vehicle, one of said partitions having a plurality of apertures therein, a plurality of nozzles fitted in said apertures, said nozzles being directed towards the other of said partitions, said nozzles each consisting of a cylindrical forward portion and a flared rear portion, said other partition having a plurality of apertures therein disposed in alignment with the apertures in said first partition, a plurality of cylindrical members fitted in said apertures, said cylindrical members extending into said nozzle members and terminating substantially midway of said nozzle members, said cylindrical members being longer than said nozzle members, said housing having rows of apertures disposed therearound and disposed adjacent said cylindrical members, said housing having other apertures therein disposed directly in the rear of said nozzle members, said nozzle members terminating flush with the rear end of said first partition.

3. In an exhaust treating apparatus, a housing, one end of said housing being open and the opposite end of said housing being closed, a partition in said housing adjacent said closed end to form an expansion chamber, a second partition in said housing spaced from said first partition to form an air chamber, a conduit in said expansion chamber adapted to communicate with an exhaust manifold, a plurality of nozzle members on said second partition, each of said nozzle members including a hollow tubular portion having the end thereof remote from said expansion chamber opening through said second partition and having the opposite end disposed within said air chamber, said nozzle members terminating at said second partition, a plurality of tubular members on said first partition, each of said tubular members having one end thereof opening into said expansion chamber and having the opposite end positioned in an associated nozzle member, means to admit air to said air chamber and means in the rear of said second partition to admit air to said housing.

4. In an exhaust treating apparatus, a housing, one end of said housing being open and the opposite end of said housing being closed, a partition in said housing adjacent said closed end to form an expansion chamber, a second partition in said housing spaced from said first partition to form an air chamber, a conduit in said expansion chamber adapted to communicate with an exhaust manifold, said conduit having a plurality of apertures therein in the portion thereof in said expansion chamber, a plurality of nozzle members on said second partition, each of said nozzle members including a hollow tubular portion having the end thereof remote from said expansion chamber and opening through said secnd partition and having the opposite end disposed within said air chamber and outwardly flared, a plurality of tubular members on said first partition, each of said tubular members having one end thereof opening into said expansion chamber and having the opposite end positioned in an associated nozzle member, said housing having a plurality of apertures therein in said air chamber section and having a plurality of apertures therein on the side of said second partition remote from said air chamber.

ROY A. BARR. JOHN A. LUKE.

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