WO1985000853A1 - Procede et dispositif de commande de fluides et d'amortissement du bruit emis par des gaz d'echappement ou en explosion - Google Patents

Procede et dispositif de commande de fluides et d'amortissement du bruit emis par des gaz d'echappement ou en explosion Download PDF

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Publication number
WO1985000853A1
WO1985000853A1 PCT/US1984/001313 US8401313W WO8500853A1 WO 1985000853 A1 WO1985000853 A1 WO 1985000853A1 US 8401313 W US8401313 W US 8401313W WO 8500853 A1 WO8500853 A1 WO 8500853A1
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WIPO (PCT)
Prior art keywords
fluid
housing
gases
channel
flow
Prior art date
Application number
PCT/US1984/001313
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English (en)
Inventor
Lincoln A. Burstein
Roy Burstein
Original Assignee
Burstein Lincoln A
Roy Burstein
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 Burstein Lincoln A, Roy Burstein filed Critical Burstein Lincoln A
Publication of WO1985000853A1 publication Critical patent/WO1985000853A1/fr

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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
    • 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
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1838—Construction facilitating manufacture, assembly, or disassembly characterised by the type of connection between parts of exhaust or silencing apparatus, e.g. between housing and tubes, between tubes and baffles
    • 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
    • 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
    • F01N1/06—Silencing apparatus characterised by method of silencing by using interference effect
    • 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
    • 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
    • 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
    • F01N13/16—Selection of particular materials
    • 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
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1838—Construction facilitating manufacture, assembly, or disassembly characterised by the type of connection between parts of exhaust or silencing apparatus, e.g. between housing and tubes, between tubes and baffles
    • F01N13/1844—Mechanical joints
    • 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
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1888—Construction facilitating manufacture, assembly, or disassembly the housing of the assembly consisting of two or more parts, e.g. two half-shells
    • F01N13/1894—Construction facilitating manufacture, assembly, or disassembly the housing of the assembly consisting of two or more parts, e.g. two half-shells the parts being assembled in longitudinal direction
    • 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
    • F01N2450/00—Methods or apparatus for fitting, inserting or repairing different elements
    • F01N2450/22—Methods or apparatus for fitting, inserting or repairing different elements by welding or brazing
    • 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
    • F01N2470/00—Structure or shape of gas passages, pipes or tubes
    • F01N2470/02—Tubes being perforated

Definitions

  • Any pressurized flowing gas such as that exhausting frcm the operation of any type of fuel-burning or using engine - such as an internal cc ⁇ bustion piston engine, jet or turbojet, diesel or turbine engine - will create sound at high decibels (volume) as it either flows past sharp edges, bec ⁇ res turbulent, or rapidly expands into still air.
  • engine - such as an internal cc ⁇ bustion piston engine, jet or turbojet, diesel or turbine engine - will create sound at high decibels (volume) as it either flows past sharp edges, bec ⁇ res turbulent, or rapidly expands into still air.
  • exhaust gases resulting from operation of any type of fuel-consuming engine are known to contain products and by-products of inco ⁇ plete ⁇ c ⁇ bustion of fuels, such as carbon monoxide, lead, sulfuric acid and hydrocarbons, to mention only a few.
  • total amounts of hydrocarbons present in the exhaust from an automobile may be as much as 1.2% by volume (that is, 12,000 parts per million) or more, while carbon monoxide concentrations may vary in amounts ranging from a fraction of one percent (1%) by volume, to as high as 10% by volume or more.
  • the inventors have noted several methods usually employed in dealing with either the _win problems of noise and back-pressure or the treating of exhaust gases, in general, from any type of engine.
  • One method has been either to exhaust the gaseous products of cc ⁇ bustion through short stacks or conduits opening directly into a slipstream (as in fast-moving propeller-driven aircraft, using internal co ⁇ fcustion engines) or through larger central conduits opening to discharge directly into the atmosphere (as done with jet, turbojet or rocket engines) .
  • Another method is to route exhaust gases through an internally polished and "ported" manifold (one in which the passageways have been made large in size as practical and made free of sharp bends which could cause turbulence) in order to reduce resistance to flow of burned gases fr ⁇ ti the engine exhaust ports to which a manifold of this type (usually called a "header" by hot rodders) is bolted.
  • gases are routed into a pipe leading into one of the various types of straight-through "mufflers", resonators or other apparati claimed to reduce back-pressure, which are usually filled with scund-deadening materials (as in glass-packed or steel wool-packed automobile mufflers for higher performance engines) , and from there the gases are discharged through a tailpipe into the atmosphere as directly as possible.
  • Such turbulence adds seme back pressure from the exhaust system and appreciably reduces developed engine horsepower output as well as combustive efficiency.
  • All of these components are designed to conduct the burned exhaust gases away frcm the engine and toward the rear of the vehicle for discharge into the outer atmosphere, while at the same time atte ⁇ pting to reduce the noise of combustion, expansion and rapid emission of gases before they enter the at ⁇ osphere. Ihis is the standard "muffler" system.
  • mufflers are so designed that exhaust gases are forced through a series of baffles (designed to slow the speed of flow of the gases) and expansion chairbers (designed to help partially cool the gases) and usually through some type of sound-absorbing material with which the "muffler" is packed, before they are discharged through a tailpipe into the atmosphere.
  • mufflers or resonators consist of a cha ⁇ ber or series of chambers having a larger cross-section and a larger volumetric capacity than those of the inlet pipes.
  • cha ⁇ bers there may be a series of baffles designed to trap exhaust gases in a maze while they expand into the cha ⁇ bers.
  • Exhaust noise is thus attenpted to be reduced i ⁇ rough application of two laws of physics, namely that hot gases at high speeds make noise by expanding rapidly (called “explosion”) and by making contact directly with a hearer through atmosphere continuous with the listener and the source of the sound, and within an auditory range.
  • Mufflers or resonators are therefore designed to counteract 1) the high speeds of exhaust gases, 2) their heat, necessitating e3-pansion in order to cool, 3) potentiality of cr ⁇ itinu ⁇ us atmospheric contact with anyone within an auditory range of distance, and 4) disturbing soundwave frequencies produced by motion of such gases.
  • the baffles in a muffler unit are designed to slow down the high speeds of exhaust gases (applying principle 1) which, though noise-reducing, creates turbulence in the muffler deliberately—deadening sound thereby, but adding considerably to total back-pressure.
  • the baffles also function as a "heat sink” absorbing some of the heat from the gases, and thus reducing their need to expand somewhat, in order to cool.
  • the "straight-through" type of system does ' not well eliminate back-pressure since some gas pressure is required even in these systems to force the gases through the packing and also to overc ⁇ ne the pulse-effect in the mainfold, heretofore described.
  • any device attached to any engine to suppress its sound which causes back-pressure to develop is less than ⁇ ptim___ ⁇ .
  • the outflowing exhaust gases are forced back into the engine, it must compete against itself (as when in an internal co ⁇ bustion engine, exhausted gases are forced back, some may remain in the cylinder on a following intake and co ⁇ pression stroke, weakening the c ⁇ position of the fuel/air mixture), thus preventing cc ⁇ plete exhaustion frcm the engine, and diluting incoming com ⁇ bustibles.
  • Stainless steel is being used, or a ceramic coating applied to interiors of mufflers and pipes. Even so, muffler and tailpipe replacement remain major factors in auto ⁇ aintenance costs. It is because muffler design principles remain basically the same.
  • Some auto makers may use resonators as optional equipment to reduce vibrations and sound caused by the explosion and flow of gases.
  • resonators may be used as optional equipment to reduce vibrations and sound caused by the explosion and flow of gases.
  • Sophisticated acoustical science still has had no better basic material to work with than the "muffling" concept of sound or vibration treatment.
  • most types of modern mufflers include either (1) a Hel ⁇ nholtz tuning chamber, (2) a high-frequency tuning cha ⁇ faer, (3) a reversing-unit crossover passageway, or (4) combinations of the above.
  • the Helmholtz tuning chambers are designed to absorb resonance and reduce the noise level of exhaust gases in the system, but in practice are believed to primarily affect the lower frequency sounds. Nonetheless any closed cha ⁇ ber or partially closed chamber acts as a source of turbulence, ultimately generating back pressure, and may trap gases and residues, no natter how precisely designed to other purposes.
  • High frequencies can be generated by venturi noise, such as is developed in a carburetor, or by exhaust flow passing over a sharp edge in the exhaust train, or by surface frictions between the forceful exhaust flow and the pipes.
  • venturi noise such as is developed in a carburetor
  • high frequencies show up as a whistling noise
  • high frequency tuning cha ⁇ bers are engineered with inner tubes and perforations so that each perforation in the inner tube acts as a small tuning tube ⁇ .
  • Reversing unit crossovers are most effective in reducing mid-range frequencies missed by the high and the low-frequency cha ⁇ bers.
  • the amount of crossover is determined by the size and the amount of holes in the adjacent tubes.
  • merely having holes and tubes plus the reversal of the gases in their travel through the system requires much pressure to accomplish such transit through the maze deliberately so designed. The result by now should be clear - and need not be repeated here.
  • Loss in engine power due to back-pressure has been well charted.
  • the loss in power increases very rapidly with the increase in back-pressure, so that with a 2 lb. back pressure at 70 ⁇ ph, the power loss is 4 hp.
  • power loss With a back-pressure of 4 lb., power loss has increased 59.8 hp.
  • fuel comsu ⁇ ption is " increased as "muffler” back-pressure increases, such that at 75 nph, back-pressure of 3 lb. will cause gasoline use of .116 gallons per brake horsepower per hour, but a pressure of 5 lb. will use .123 gallons, and at 9 lb. use will soar to .129.
  • a fluid is a state of matter in which only a uniform isotropic pressure can be supported without indefinite distortion; so, a gas or a liquid.
  • Fluids may be described in various ways.
  • a perfect fluid is frictionless offering no resistance to flow except through inertial reaction.
  • a hcmogenous fluid has the same properties at all points.
  • An isotropic fluid has local properties that are independant of rotation of the axis of reference along which those properties are measured.
  • An incc ⁇ pressible fluid is a fluid whose density is substantially unaffected by change of pressure. The behavior of a real fluid is similar to that of an inco ⁇ pressible fluid only if the pressure variations in the flow are small compared with the bulk modulus of elasticity. / ⁇ RE
  • An elastic fluid is a fluid for which elastic stresses and hydrostatic pressures are large co ⁇ pared with viscous stresses.
  • a viscous fluid has an appreciable fluid friction.
  • a Newtonian fluid is a viscous fluid in which the viscous stresses are a multiple of the rate of strain. The contact of proportionality is the measure of the fluid viscousity.
  • Viscosity is a property of fluids which appears as a dissipative resistance to flow.
  • the term dissipation has three related uses in physics, as follows: 1. The interaction between natter and energy incident upon it, such that the portion of the energy used up in the interaction is no longer available for conversion into useful work.
  • Uniform flow is steady in time, or the same at all points in space.
  • Steady flow is flow of which the velocity at a point fixed with respect to a fixed system of coordinates is independant of time.
  • Turbulent flow is flow in which the fluid velocity at a fixed point fluctuates with time in a nearly random way.
  • the motion is essentially rotational, and is characterized by rates of momentum and irass transfer considerably larger than in corresponding laminar flow.
  • Laminar flow is flow in which the mass of fluid may be considered as advancing in separate laminae (sheets) with si ⁇ ple shear existing at the surface of contact of laminae should there be any difference in mean speed of the separate laminae. If turbulence exists, its effect is confined to a lamina, and there is no exchange of ⁇ entum between laminae.
  • Streamline flow is flow in which fluid particles move along the streamlines. This motion is characteristic
  • Secondary flow in curved pipes or channels being a motion outwards near the flow center and inwards near the walls.
  • Secondary flow in straight pipes and channels of non-circular section being a motion along the walls toward corners or places of large curvature and from there to the center of the flow. This only occurs in turbulent flew.
  • Secondary flow in pulsating flow This is due to second order effects and is particularly striking with ultrasonic waves.
  • a particular type of laminar flow which deserves special attention when observing fluid flew is called the boundary layer.
  • a fluid of low viscosity the ability of a fluid to conform or resist elastic distortion stresses, its dissipative resistance to flow
  • motion of such fluid around a stationary body or through a stationary conduit possesses the free velocity of an ideal fluid everywhere except in an extremely thin layer i ⁇ ediately next to the stationary body.
  • a laminar flew of a fluid, or gas with fluid properties would be one in which layers of the fluid slide upon one another in a direction parallel to the axis of flow. This effect, and the force which produces it, is called shear.
  • a force that lies in the plane of an area or a parallel plane is called a shearing force. It is the force which tends to cause the plane of the area to slide on the adjacent planes.
  • a boundary layer is a particular type of laminar flew only existing in a very thin layer (usually a fe» thousandths of an inch) immediately next to the stationary body or surface in a moving fluid, several of the factors which may alter its pattern must be considered, in order to evaluate its effect in relation to our device.
  • Compressibility of a gas is defined as the rate of volume decrease with increasing pressure, per unit of volume of the gas. Compressibility depends not only on the state of the gas but also on the conditions under which the compression is achieved. For exa ⁇ ple, if te ⁇ perature is kept constant during co ⁇ pression, the compressibility so defined is called isothermal compressibility. If the co ⁇ pression is carried out reversibly (without heat exchange with the surrounding gases) then adiabatic c ⁇ rpressibility is obtained.
  • the degree of turbulent flew ⁇ ust also be considered in any device designed to treat flowing gases or fluids.
  • the inc ⁇ pressible fluid, or an intrinsically compressible fluid such as exhaust gases which are not subject to co ⁇ pressive circumstances in a particular exa ⁇ ple, has velocity components abnormal to as well as parallel to the axis of the conduit in which it flows.
  • Turbulent flow has been likened in appearance to that of a large railway station during the commuter rush hour; people skirt about in a all different directions, but the general flow is tcward the gate which leads to the train.
  • this effect illustrates that there is a difference in velocity and direction between particles of an inco ⁇ pressible fluid (or intrinsically compressible fluid, under circumstances as described above) which are stressed by cert i conditions.
  • any undulant laminar flow pattern, or shear pattern, existing in a fluid under conditions as described above one must take into account any stress factors affecting it along at least two length dimensions: those along its axis of travel and those at angle to that axis.
  • Viscous effects at the boundary or walls of the conduit can also retard the fluid motion and, in fact, when measured at the molecular level, the velocity of a fluid in motion is zero i ⁇ mediately adjacent the walls of a conduit.. This is the result of friction of the fluid molecules with those of the conduit wall. The distance into the fluid stream in which the decelerating effects of wall friction are evident is what co ⁇ prises the boundary layer.
  • Velocity differences in related laminae and layers of any f owing fluid mass is affected by the character of the conduit. I ⁇ portant factors are its size and dimensions along the flew path, its shape and the character of the surface with which the fluids must come into contact and therefore friction.
  • the thickness of the boundary layer also increases, since turbulence builds geometrically as more molecular particles are i ⁇ obilized as they are crowded along the succeeding areas of the walls of the conduit. Again, it is very much like the railway station where, as the crowd enlarges, more milling about may be seen as more would-be passengers are pinned against the station walls. With sufficient length of the flew path, or sufficient friction against the walls of the conduit, the boundary layer will fill the conduit completely. In other words, in cur railway station analogy, there will be Standing Room only. The entire crowd will be standing still, ja ⁇ packed, immobile.
  • a similar effect is produced where particles of an in ⁇ o ⁇ pressible fluid mist flow through a smaller aperture than that flowing through a larger volumetric area and contiguous contact exists between the main mass or body of fluid and the sub-body flowing t_hrough the samller aperture. Difference in velocity between the two masses is proportionately higher relative to the relative size difference between the smaller aperture and the larger area, factored by the total amount of mass which must flew through the smaller apperture at
  • the boundary layer may thus extend into the main flow more in a smaller aperture while friction against the walls of that aperture increases; since in a flowing homogenous mass (one of more or less constant volume and density) such as exhaust gases after their ejection from an engine's c ⁇ rbustion chamber, the velocity or rate-of-flow increases proportionately to the decrease in size of aperture through-which the ⁇ ass mist flow, relative to the total volume/density ratio of the homogenous mass that flews through it, according to Bernoulli's well known ⁇ athe ⁇ atics.
  • the apparatus must be at least large enough for the particles or molecules of ⁇ ass to pass through it, the law may be stated si ⁇ ply: the smaller the hole, the faster the flew (of a homogenous fluid mass) .
  • the basic features of the different flew regions in a Newtonian tui ⁇ ulent boundary layer along a sicoth surface are: a viscous sublayer, a transition layer and a portion of the turbulent layer, which together form an inner or wall region.
  • the flew in this region is determined by the fluid density and viscosity (ability to resist alterations induced by stresses from its ideal free flow pattern) as well as the wall shea_r stress, or coefficient of drag: the capacity of the wall character to induce drag on the fluid.
  • Bernoulli's law therefore, in its usual form, and in vie* of the foregoing definitions, applies to the steady flow of an inco ⁇ pressible fluid, and applies to the law of conservation of momentum as expressed in fluid flews. It can be expressed in and obtained by integrating the Navier-Stokes equations along a streamline ( a line of flow expressed mathatatically; laminar flow) . The inventors do not include these mathematics herein since it is felt that any competent engineer familiar with the laws of fluid dynamics may compute particular examples as needed for himself. Secondly, the fluid relationship may be expressed verbally quite adequately enough to be well grasped by anyone versed in the art, as we have done above.
  • the reduction of pressure in the body of the straw causes the liquid to be forcibly drawn into it and toward the more rapidly moving stream of air across the tube at the top.
  • the principles are also used in streamlining effects designed into aircraft and automobile bodies such as "spoiler" surfaces, in tool designs such as c ⁇ tpressed-air jet nozzles for such uses as sandblasting, spray-painting and co ⁇ pressed-air cleaning tools for automotive mechanics or auto body repairs, and the high-speed nozzles used by firemen, etc.
  • This invention has been designed to treat any type of liquid, gas or flowing solid, all classed in physics as fluids, with specific ' applications li ⁇ proving the efficiency of all types of ccttbustio ⁇ engines and eliminating noise, vibration and pollution from the exahust gases of cc ⁇ busticn fuel burning engines, products of which are significantly being produced and ejected into the atmosphere by prior types of the .sound-suppression systems new in operation. Additional applications include control of oil flow in drilling operations, explosion silencing apparati, and applying the device as a jet engine with no moving parts or motionless turbine and as a fuel or other compressible fluid c ⁇ tpression device.
  • the operational effect of any type of ⁇ o ⁇ bustion engine can be vastly i ⁇ proved without regard to the variety of operational or driving conditions i ⁇ posed upon the engine, while at the same time decreasing consumption of fuel and improving the engine combustive efficiency.
  • This process and apparatus will protect the environment from both noise and unburned fuel pollution at significant levels as this device becomes widely employed.
  • a salient feature of the applicants' invention is the ⁇ anner in which the exhaust system functions so as to accomplish the above objects and simultaneously therewith actually increase engine horsepower output over that which is developed using priorly disadvantaged methods described herein.
  • this device retains the sound absorptive characteristics formerly achieved by use of internal packing with sound-deadening - but turbulence (and thus back-pressure) creating - material (usually either metal wool or fiber glass packing)
  • this invention offers none of the disadvanages of earlier method types. For instance, in eliminating the need for any type of packing, the device eliminates the breakdown of muffling material itself from heat or moisture buildup within the body of such a packed unit, or corrosion to the body resulting from trapped matter. The device also e__-__minates back-pressure buildup to whatever degree from any turbulence formerly created by gases flowing past surfaces or edges within prior types of exhaust treatment units.
  • this invention absorbs sound in an entirely new way, enploying novel principles of physics and fluid gas dynamics, and creates other entirely new benefits as enumerated herein.
  • deflection cones or a single continuously wound helical deflection surface - in both types, of varying pitch - insure the one-way vector of gas low and acoustic cc ⁇ rrunication between cha ⁇ bers of the device, resulting in sound elimination through the widest range of frequencies and a ⁇ plitude, rendering any type of da ⁇ ping or resonance cha ⁇ ber unnecessary.
  • their absence in this device insures the turbulence-free process of gas treatment and the partial vacuum created by operation of this design creates a negative back-pressure, instead of merely redcuing it, as had been the practice in prior methods of exhaust treatment.
  • the device also eliminates turfaulence-related noises and vibrations otherwise induced by vortices created by and along the surfaces and edges of prior types of naiffling apparati.
  • This device is s-t__racturally designed to eliminate internal gas-flew turbulence and also to eliminate surface-drag turbulence by polishing the interior wall of the outer-shell, where gas-flew velocity is highest, and all other internal surfaces.
  • the present e ⁇ faodiment avoids all obstructive effects upon the freest passage or expansion of exhaust gases, in that it oo ⁇ prises a central longitudinally open conduit with numerous radial perforations polished on all surfaces and edges; expansion cha ⁇ bers aerodynamically designed to be turbulence-free, for unobstructed expansion of incoming gases flowing through the perforate inner conduit; apertures for smooth transfer of gases from the expansion cha ⁇ bers into a jet-flow gas stream, which then creates a suction-effect upon the gases within the transfer cha ⁇ bers; and polished surfaces throughout to eliminate surface-friction turbulence.
  • a final process is included which imparts a spin, torque or vortex-effect to the entirety of exhaust gases flowing through the device (rather than a partial vortex atte ⁇ pted heretofore) .
  • This effect is accc ⁇ plished by means of a helically finned and aero ⁇ ynamically-designed "torpedo" which is also fully surface-polished. This causes and permits free conduction and circulation of gases through and out of the device without creating added resonance within the device itself, and permits rapid and soundless discharge of gases to the surrounding atmosphere.
  • Fig. 1 is a perspective view depicting a typical e ⁇ bodiment of the entire exhaust silencer, shewing the outer protective shell which houses the inside assembly.
  • the outer shell and inside asse ⁇ bly together carry out the exhaust handling functions of our invention.
  • Fig. 2 is an end view of the exhaust end of the device, depicting the exhaust-end tunnel through which is seen the torpedo and its vanes in their action upon exhausting gases as they exit through the tunnel formed by the inner and cuter shells, and thence into the atmosphere or tailpipe (not shown) .
  • TYP I is a schematic illustration shewing the internal constrction details of one of the preferred embodiments of the invention, herein entitled TYP I, depicting the paths taken by exhausting gases as they are conducted through the device and illustrating the sucticn-effeet and Bernoulli-effect which are unique and novel to this invention.
  • TYP II is a similar schematic illustration of the details of the second of the preferred embodiments of the silencer, herein entitled TYP II, depicting similar gaseous travel paths as they are affected by the helical design of this e ⁇ bodiment, illustrating the vortical effect upon the entire mass of gases within the body of the device, which increases the Bernoulli and suction-effect upon them before they reach the final end vortical-motlon-_l ⁇ parting torpedo- and-vane arrangement carmen to both embodiments.
  • Fig. 5 is a diagra ⁇ matic longitudinal cross-sectional view of TYP
  • Fig. 6 is a diagra ⁇ matic longitudinal cross-sectional view of TYP
  • OMP are constructed in accordance with and incorporate the features and principles as described herein.
  • Fig. 7 is a diagrammatical vertical cross-section elevaticnal view of the silencer detail c ⁇ tmon to both TYP I and II at their exhaust ends, taken as indicated by the line A-B as shown in Fig. 5, TYP I.
  • This view is shewn by sectioning away the outer protective jacket and inner tubular gas-conduction housing (hereinafter called the inner shell) which allows detailing the exhaust end torpedo and its vanes intersecting the inner pipe and gas-deflection cones, as in TYP I, or the helix, as in TYP II.
  • This detail is understood to be common in both TYP I and II.
  • Fig. 8 is an enlarged detail of one of the joinings in TYP I, as encircled and shown in numeral 22 of Fig. 5, TYP I, depicting the method of sectional construction and joining of the several inner elements which give this e__ ⁇ bodiment its unique advantages.
  • Fig. 9 is a detail of the angle of slope and double parabolic curve carman to both conical and helical methods of gas deflection and conduction in TYP I and TYP II. Angle and curve A will be found constant in the main body cones or main body helix portions in both TYP I and II, while angle and curve B will be found constant in both TYP I and II at the intake and exhaust-end cones or both end helical sections.
  • Fig. 10 is an enlarged detail of any one of the hole-type perforations employed in the e ⁇ bodiments depicted herein and c ⁇ mon to both TYP I and II, detailing the angle of drilling and methods of edge and shoulder shaping and chamfering, and detailing with line 11-11 and 12-12 the directions for viewing the appearance of any perforation at either the inside or outside surf ce of the inner tubular me ⁇ ber as shown in either e ⁇ bodiment in Figs. 3,4,5 and 6.
  • Fig.11 is an enlarged, outside diameter view of any of the perforations, taken along the line 11-11, as shown in Fig. 10, and shewing the nature of drilling the angled and chamfered perforation into the surface of the inner tubular me ⁇ ber.
  • Fig. 12 is an enlarged, inside diameter view of any of the perforations, taken along line 12-12, as shown in Fig. 10, and showing the nature of drilling the angled and chamfered perforation into the surface of the inner tubular me ⁇ ber.
  • OM Fig. 13 is a longitudinal, cross-sectional view of the helically running surface annulations in the helically-rifled final exhausting gas conduction channel, which final channel may function as an exhaust pipe and attach to the exhaust end of the entire device as depicted in Fig. 1, for exa ⁇ ple, as in automotive applications, or may function as a co ⁇ plete and independent silencing device by itself, for exa ⁇ ple, in producing vortical notion in exploding gases flowing through the rifled channel.
  • the two models to be explained herein (TYP I and II) are identical in their outer appearance, as shewn in Fig. 1, illustrating an outer protective shell body 1 or housing, cylindrical -through its major longitudinal portion, of circular cross-section, narrowing longitudinal in a double curve at each end to approximate the outside diameter of centrally placed and longitdunally extending tubular bushings formed at both ends.
  • the outer housing is bound to the bushings, thus forming the characteristic appearance of the entire unit. Though it is circular in cross-section in the preferred e ⁇ bodiments, the device shall not be limited to this outward shape alone.
  • the unit may, for exa ⁇ ple, be ovular in such particular or specialized applications as in an automotive exhaust system for a low-slung small car, etc., or altered for other uses, so long as it does not depart from the spirit and principles as embodied in this application.
  • the outer housing serves as a means for protecting the internal assembly parts of either TYP I and II of the device. Its integral form is designed to house the internal asse ⁇ bly parts and to both enclose and form a dead-air and partial vacuum space, as a means to i ⁇ pl ⁇ nent the sound-elimination purposes of the invention.
  • Figs. 3,4,5and 6 show the cuter protective shell or jacket to be co ⁇ prised of two layers of material, the inner of which may be either heavy-gauge steel or any other type of rigid, i ⁇ pact-resistant material such as spun-filament and spin-layered fiberglass or other synthetics recently developed to meet similar needs by the aerospace industry and others, and an outer layer formed by coating and bonding to the inner rigid layer portion of the shell of a nu ⁇ ber of recently developed non-rigid, adhesive, weather, acid and corrosion-resistant materials, which also contain the property of resiliency, or of "giving" against an impacting force.
  • the inner of which may be either heavy-gauge steel or any other type of rigid, i ⁇ pact-resistant material such as spun-filament and spin-layered fiberglass or other synthetics recently developed to meet similar needs by the aerospace industry and others
  • the outer layer will thus absorb and return any random impact, "bouncing" it away from the inner rigid layer and redirecting any iirpact sustained by the device, as a means of preventing any denting or distortion of the shape of the inner layer or any impact damage to the inner assembly parts.
  • the outermost coating material, as well as the inner more rigid layer of the shell shall also be variable as to thickness and material, thus allowing durability and resiliency characteristic of the entire protective housing to be altered to fit anticipations of likely stresses to be encountered in particular applications to which the device will be adpated by its users or manufacturers.
  • the thickness and/or material of either or both the coating comprising the outer layer and/or the rigid inner layer the widest range of applications and needs are feasibly met.
  • Internal assembly parts of the device are comprised of an intermediate imperforate housing, tubular through most of its longitudinal portion, of circular cross-section, with its end portions integrally narrowing through double parabolically curved slopes (concave-to-convex at the intake end and convex-to-concave at the exhaust end) toward the outside diameter of a central tubular member and affixed thereto at the intake end. of the device.
  • the outer surface of the intermediate housing is bound to the outer housing at their intake ends, forming a circular opening as a.means to permit a pressure fitted insertion of the intake extension of a central tubular member which forms an intake end bushing which may serve as attachment means to an engine.
  • the silencer system Fig. 1 in its preferred embodiments comprises: an outer protective shell 1, an intermediate shell or tubular housing 2 narrowing at both ends and for ⁇ iing a silencing chamber 2a, a central perforate (or porous) tubular member 3, either a series of double parabolically formed conical deflection surfaces 4 (Figs. 3 and 5) or a single continuously wound helix double parabolically formed and rearwardly angled deflection surface 4' (Figs 4 and 6) which in both models (TYP I and II) are attached at their innermost edges to the inner tubular member 3, a helically finned 19 final gas-deflecting "torpedo" 18 (Figs. 3, 4, 5 and 6) placed at the exhaust end 10 of the device.
  • the central tube 3 extends longitudinally to form a bushing 17 connection to an engine, while at the exhaust end 10 of the device, the intermediate housing 2 longitudinally extends forming both a tunnel 16 for conducting vortexing gases exiting the device and an exhaust end bushing 16 adaptable for connection to other standard means for exhausting gases into the atmosphere (such as a tailpipe in automotive applications, for exa ⁇ ple, but not limited only to such adaptation) .
  • the apparatus is assembled as follows:
  • the outer protective shell 1 surrounds and encloses the intermediate housing 2 and is so formed as to create a dead-air space la between the inner surface of the outer shell 1 and the outer surface of the intermediate housing 2.
  • the outer shell 1 is separatable into two halves (Figs. 3, 4, 5 and 6) which are joined by means of fitted and matched compression grooves 28 cut into the rigid material comprising the impact-resistant layer 29 of the outer shell 19.
  • Sealant 28a is then applied to a hemispheric channel 28b circumferencing the outer diameter of the shell 1 and formed by partially cutting ' into the harder inner layer 29 of the outer shell material and molding the channel into the outer corrosion and impact-resistant ⁇ ating 29, as shown in Figs. 3, 4, 5 and 6-.
  • a vacuumrexhausting valve 30 is fitted in the outer shell 1 as a means for exhausting the air between the intermediate housing 2 and the outer shell 1 to create the partial vacuum effect or dead-air space la as a means of eliminating conducted sound generated within the interior of the device when assembly is complete and the apparatus is in operation.
  • An inlet-end bushing 17 is formed by longitudinally extending the central tube 3 and an outlet-end bushing 16 is formed longitudinally extending the intermediate housing 2 as a means for attaching, at each end, the two separating halves of the outer protective shell or jacket 1 (Figs. 3, 4, 5 and 6).
  • the outer jacket 1 intake-end half or section (Figs. 3, 4, 5 and 6) is attached to the central tube bushing 17 and the intermediate housing 2 by means of integral forming of the outer jacket 1 narrowing to an opening which fits flush with the intermediate housing 2 intake end and the outside diameter of the central tube 3 and then compression fitting it over the central tube 3 and against a shoulder 21 formed on the outside diameter at the intake end of the central tube 3. This permits gas-tight coupling of the two shells at the intake end 9 and evacuation of the dead air space la at that end to remain intact.
  • the outer surface of the gas-conducting tunnel or bushing 16 is threaded 25 to acc ⁇ rmodate matching threading 26 cut into the inner surface of the exhaust-end half or section of the outer shell 1, which also narrows in similar fashion to its intake end. This joining permits gas-tight coupling of the two shells at the exhaust end 10.
  • the intermediate tubular housing or inner shell 2 is an imperforate cylinder of larger diameter throughout most of its axial length, narrows in a double parabolic curve at both ends 14,15 to approach or approximate the outside diameter of the inner tubular member 3, is attached at the intake end 9 by means of a compression-fitted opening formed integrally at its intake end 14 and compressed over the central tube 3 to rest against the gas-coupling shoulder 21 formed on the outside surface of the central tube 3.
  • the intermediate housing 2 forms integrally the final exhaust tunnel and bushing 16 and serves as a means to house and affix the final "torpedo" 18 by compression against its helical fins 19.
  • the intermediate housing 2 has an aercdynamicallly designed inner surface polished to facilitate smooth, non-turbulent gas flow, and forms integrally the silencing cha ⁇ ber 2a whose walls diverge from convex to concave at the interior of the intake 14 and converge from concave to convex at the interior of the exhaust end 15 to approximate at either end the diameter of the central tubular member 3.
  • the exhuast end tunnel and bushing 16 of the intermediate shell 2 may vary in proportions to fit individual applications, as makers and users may determine, or to fit connection to exhaust systems of the various types of engines for which this invention is designed to universally apply.
  • the intermediate housing 2 in both TYP I and II (Figs. 3, 4, 5 and 6) is formed in three sections consisting of an i perforate cylindrical or tubular enlarged mid-portion 2b co ⁇ prising its main body and two end portions 2c reducing in diameter through compound curves as described above toward each end to approximate the diameter of the central tubular exhaust end 10, an exhausting gas conduction
  • OMPI channel 16 as an integral formation of the exhaust end section 2c to direct the vortical gas flow exiting the devices.
  • Assembly of the intermediate housing 2 is accomplished by threading the inner surfaces of the middle portion 2b at both intake and exhaust facing edges 25 and the outer surfaces of the centrally facing edges 25 of both intake and exhaust end sections 2c of the intermediate housing 2, as a means to accccrmodate installation, servicing or replacement of the enclosed inner working parts of the device.
  • the three parts of the intermediate housing 2, 2b, 2c can thus be assembled in the same fashion in both TYP I and II and are universally interchangeable in both models.
  • Figs. 3, 4, 5 and 6 show that disposed radially about the internal gas-conducting central channel 3 and affixed to it at their centrally disposed or inner edges axe either a series of axially diverging and angled cones 4 (Figs. 3 and 5, TYP I) expanding radially in diameter from their bases affixed to the central tubular member 3 and extending toward the inner surface of the intermediate housing 2 which angle posteriorly toward the exhaust end 10 of the device, or a single axially diverging and angled continuously wound helix 4' (Figs. 4 and 6, TYP II) similarly diametered. Cones 4 and helix 4* in both TYP I and II are unfixed at their radially outer edges.
  • Each cone 4 or the helix 4' extends radially frcm the central tube 3 so as to approach closely the inner surface of the intermediate shell 2 as a means of forming either a series of gradually narrowing apertures 6 between the outer edges of the cones 4 and the intermediate housing 2 or a single continuously running graduatedly narrowing aperture 6 between the outer edge of the helix 4' and the inner surface of the intermediate tubular housing 2 in TYP II.
  • Both the series of cones 4 or single helix 4' (TYP I and II, Figs. 3, 4, 5 and 6) are formed so that their surfaces present a double parabolic curve expanding radially from concave to convex from the base affixed to the central tube 3 and angled axially toward the exhaust end 10 of the device, as a means to direct the flew of exhaust gases in accordance with the priniciples embodied within the device and described herein.
  • the deflector(s) 4,4* act as a means for conducting exhaust gases toward the inner wall of the intermeidate housing 2 and radially away frcm the central tube 3.
  • the diminishing passages 5,5' toward which the gases are conducted then act as a means for increasing the velocity of combining gases entering the passages 5,5' and thus creating the Bernoulli and suction effects characteristic to the device.
  • a series of gas-expansion cha ⁇ bers 6 (Figs. 4 and 6, TYP I) .
  • a continuosly running helical gas expansion cha ⁇ ber 6 circumferencing helically and running axially the entire length of the inner tubular member 3.
  • the expansion chambers 6 graduately increase in capacity firm their bases at the central tube 3 and expand as they approach the Bernoulli-effect apertures 5,5'.
  • the cavities or expansion chambers 6 so formed as above described are contiguous to and (communicate with the central tube 3 by means of its perforations (or porosities) 20 which act as a means to outlet gases into the expansion chambers 6 allowing free expansion of gases throughout the entire system from the central channel 3 through the expansion cha ⁇ bers 6 and thence into the Bernoulli and suction-effect-producing apertures 5,5' in following their natural axial and radially designed direction of travel from the point of entry into the device at the intake end 9.
  • the restricted apertures 6 in both TYP I and II are a means for forcing the gases which enter the expansion cha ⁇ bers 6 from the central tube 3 to increase in velocity in order to enter and crowd
  • exhaust gases passing through the helical aperture 5' are additionally deflected into a vortical combined flow direction which continuously increases in velocity and adds to the suction-effect by increased vortical moment, as gases travel not only axially but vortically and circrumferentially around and through the system.
  • the reinforcing effect and continuously increasing accelerating effect created upon the combining mass of gases travelling through the device by successively posterior Bernoulli apertures 5' in TYP I, and by the helically positioned Bernoulli aperture 5 in TYP II, together with the increased kinetic moment i ⁇ parted by the vortically spinning motion of the entire gaseous masses ccmbining in TYP II, are uniquely embodied in this apparatus.
  • the Jetstream apperture(s) 5, expansion chamber(s) 6 and the central sound and gas-conducting channel 3 are all acoustically coupled so all gases are smoothly drawn into the Jetstream and so that a maximum of sound is absorbed and dissipated fcy expansion and being drawn into the laminar flow or boundary layer well before reaching the exhaust end of the unit. Additionally, individualized proportions of surfaces, edges, apertures 5 and perforations (or porosities) 20 in the central tube 3 are computed and engineered to correspond best with individual acoustic and gas-density varying characteristics of the sound frequencies, type and densities of the gases propogated by co ⁇ bustion operation of the different types of engines to which the device may be applied.
  • Fig. 9 shows that cones 4 or helix 4' sections may vary in their angle of pitch or slope, in that angle A of 30° is found in the cones 4 or helix 4' section enclosed by the main or enlarged central portion 2 of the intermediate housing 2 of each of TYP I or II models, and Angle B of 27° is found at the either progressively increasing pitches and diameters of cone and helix sections housed by the intake end 9 of the intermediate shell 2 in TYP I and II or the progressively decreasing pitches and diameters of cone and helix sections housed by the exhaust end 10 of the intermediate shell 2 in both TYP I and II.
  • the cones 4 are separate although partially nested, while in TYP II the conical helix 4' winds continuously around the axial length of the inner tubular member 3.
  • the cones 4 or helix 4 1 sections at both intake 9 and exhaust ends 10 are altered in diameter and pitch as a means to smoothly either initiate at the intake end 9 or continue at the exhaust end 10 the laminar flow characteristcis of all gases directed toward the parabolically sloping entrance 14 and exit walls 15 of the intermediate housing 2 in both TYP I and II.
  • angles of cones 4 or helix 4' are specific, such angles and proportions will vary, for exa ⁇ ple in porosity or uses of ceramic or other coatings and
  • the inner tubular member 3 which serves as a main sound and exhaust gas-conducting channel comprises a centrally positioned open or unobstructed longitudinally extending or straight-through gas-permeable perforate (or porous) tubular channel of uniform diameter throughout most of its length and of circular cross-section.
  • the central tube 3 extends -longitudinally through an opening 14 in the intermediate housing 2 and through a similar gas-sealing opening 27 in the protective outer jacket 1 to form an intake-end connection bushing 17 or intake channel, such as might connect with an engine manifold or other means of direct engine outlet, in other types of engines.
  • the periphery of the central tube 3 at its inlet end just inside the intermediate housing 2 inner wall at its intake end 14 is enlarged, forming a gas-tight coupling or shoulder 21 which serves as a co ⁇ pression bushing joining the central tube 3 to the intermediate shell 2 and outer jacket 1 and which serves to center the inner tubular member 3 in the device.
  • the central tube 3 At the outlet end of the central tube 3 it is centered and affixed by means of notches or slots 32 cut on a bias into its circumference and matching the helical slant of three torpedo vanes or fins 19 which insert into each slot on an angle perpendicular to and extending radially from a final gas-deflecting torpedo 18 which is affixed, in turn, to the intermediate shell 2 by compression against the outer fitted edges of its torpedo vanes 19.
  • the central tube 3 is held fast at the exhaust end 10 of the device, yet this asse ⁇ bly provides a means for easy replacement or repair of any or all parts internally significant to the operation of the apparatus, or for easy installation within the same intermediate shell 2 and outer shell 1 assembly complex of any other later improved internal developments, so long as they fall within the scope of primary design of this invention and of the principles upon which it was conceived, as herein explained.
  • the inner tubular member 3 has two variations according to models of TYP I and II.
  • the central tube 3 comprises single perforate (or porous) tube to which, on its outer surface is affixed a single continuously wound helical double parabolic deflector 4' previously described.
  • the central tube 3 comprises a series of assembled sections 22 to which, at each joining (see Fig. 8, detail of joinings 22) , is also affixed a double parabolic conical deflector 4, the total of which form a nested series previously described.
  • each perforated (or porous) section 22 couples with a cone 4 to form modular units which may vary in length for assembly together to fit individual engine needs or the requirements of various types of engines.
  • the central tubular member 3 whether integral or nodular, has a plurality of radially disposed and angularly drilled gas-passages 20,20a to insure that a sufficient supply of gases shall escape into the expansion chamber(s) .
  • each asse ⁇ bly or chambered section 22 has perforations 20 axially aligned in series of three longitudinally staggered parallel rows, each radially and angularly drilled. Each row has no more than 6 holes axially staggered with respect to their parallel neighbors(Figs. 3 and 5) , TYP I) so as to .reduce interferential turbulence which might occur if single streams of longitudinally flowing gases were to coincide.
  • perforations 20 are disposed in a single series of three longitudinally staggered parallel rows of radially drilled and angled holes arranged helically around the circumference of the tube 3 and running helically and axially from the inlet 9 toward the exhaust end 10 of the central tube 3 (Figs. 4 and 6, TYP II) .
  • Each row is axially staggered in similar fashion to TYP I.
  • the resultant effect is that of multiple high-speed streams of gases "blending" into a single uniformly smooth sheet of flowing gas, irected radially and axially outward and rearward by the angle of each perforation 20.
  • This method of gas permeability promotes easy unimpeded escape of expanding gases from the central tube 3 while it may retain its integral strength despite a high nu ⁇ ber of perforations. This is considered by the inventors as a factor in lowering the frequency of any need for replacement, and thus extending the life of this major working component of the unit.
  • each perforation 20 is drilled such that its forward edge is on the side of the central tube 3 and its rearward edge is on the inside of the central tube 3 and its rearward edge is on the outside surface, i.e., drilled axially and angularly rearward frcm the inside to outside surface of the inner pipe 3.
  • Each perforation 20 is chamfered at leading and trailing edges and corners so as to present an elliptical appearance at both inner and outer surfaces of the central pipe 3 (Figs. 3, 4, 5 and 6 and Fig. 10, detail of perforations) .
  • Each perforation is knuckled, or burnished to a rounded edge, at all leading gas-contact edges to eliminate gas turbulence and any possibility of high-frequency edge-created sound (see Fig. 10 detail) .
  • the angle of drilling of each perforation shall be 35° radially outward with respect to the longitudinal axis of the inner tubular
  • the rows of gas-passages 20 or the single series of passages 20 are placed just adjacent to the rearward or exhaust-side-facing surfaces of the conical deflectors 4 or the continuously running helical deflector 4' , to place the passages in cc ⁇ t ⁇ unication with the interior of the expansion cha ⁇ ber(s) 6 so formed by the deflectors(s) 4,4'.
  • the surrounding open chamber(s) 6 then to serve to cool and expand the gases while conducting them toward the Bernoulli apertures 5,5'.
  • a final gas-deflection torpedo 18 with its attached fins 19 is centered to and held fast at the longitudinal axis of the device and placed just inside the interior wall 15 of the exhaust end 10 of the intermediate housing 2 final assembly section 2a.
  • the fins 19 attached to the torpedo 18 on its outer circumference are placed equidistantly trisecting its surface and attached helically thereto, extending radially outward from the surface of the torpedo 18 until their radially outermost edges butt against the co ⁇ poundly curved interior wall 15 of the intermediate housing 2, to which they are shaped to match.
  • the torpedo fins 19 are fitted into biased notches or slots 32 cut into the exhaust end of the central tubular member 3. Radially outward, the fins 19 are fitted into similar bias-cut notches 33 in the rearwardmost edges of either the final cone 4 in TYP I Figs. 3 and 5, or in the final section of the helix 4 in TYP II, Figs. 4 and 6.
  • the torpedo 18 and fin asseirbly 19 is held fast and centered in the gas stream which flews through the central tube 3 and the fins 19 serve to impart a helical vortex motion to the entire gas flow through the device, whether it is that flowing
  • the torpedo and fins 18 and 19 are designed aerodynamically and rounded at leading and trailing edges (not shown) , so as to impart a final high speed vortical rotation to the entire mass of gases flowing through the device and to eliminate airrush sounds characteristic to gases colliding at differing speeds, such as gases exiting frcm an exhaust system into a relatively slower-moving surrounding atmosphere.
  • the final exhaust end 10 of the apparatus is formed by the intermediate housing 3 extending longitudinally through the outer protective jacket 1 (see detail. Figs. 3, 4, 5 and 6), and serves a dual purpose of forming a gas-conduction tunnel 16 for the final vortically spinned c ⁇ rbined mass of gases 34 to exit through, and at its outer c_trcumference, forming a bushing 16 for connection, if desired to standard exhaust handling means such as _a tailpipe in auto or truck uses, or to a rifled extension conduit (Fig. 13) .
  • the tunnel 16 may serve alone as silent means for gases exiting the device to re-enter the atmosphere directly.
  • An optional vortex-ending conduit Fig. 13 (cross-section) with inner rifled surface annulations may be added at the bushing 16 to avoid breakdown or dissolution of the vortex 34 otherwise possible if ordinary exhaust pipe with its surface variations is used, worsening after corrosion occurs.
  • the conduit Fig. 13 adapts by standard means or butted to the bushing 16, provides a flush surface to prevent enturbulation.
  • the conduit Fig. 13 produces vortical motion by itself, silencing exploding gases in any degree and functions along as superior silencing means. With an added gas-permeable tube at its center, it is a superior projectile weapons silencer with any range weapon.
  • High frequencies can be generated by rapid flow of gases past a sharp edge or roughnesses in a surface with which they may core into contact, such as may exist in an exhaust train, or venturi noise in a carburetor, or friction between a forceful exhaust flow and the surfaces of exhaust conduit channels.
  • high frequencies show up as a whistling noise, which varies in decibel levels or pitch with the speed or volume of the gases lowing past the edge or surface.
  • Figs. 3, 4, 5 and acts as high frequency tuning cha ⁇ ber as a result of its many perforations 20 or porosities, and each perforation 20 in the central tube 3 acts as a small tuning tube. For this reason, all perforations are angled to align aerodynamically with the cpti um direction of gas flow and their leading and trailing edges are smoothed and polished as well as aerodynamically shaped to conform with optimum frictionless gas-flow efficiency principles, Fig. 10, detail of perforations, TYP I and II.
  • perforations 20 in the central pipe 3 are drilled at an angle of thirty-five (35°) degrees from the horizontal axis of the device, and when drilled through present an elliptical appearance on their inner and outer surfaces, when viewed from a point perpendicular to either surface. See Fig. 10, detail of perforations.
  • each perforation 20 shall be chamfered round and smooth, so that the impact of gases under pressure is minimized at the leading edges in the inside surface of the central pipe 3, and the coefficient-of-drag or burble-effect potential of gases streaming from the trailing edges in the outside surface of the central tube 3 is likewise reduced to as near optimum as possible. Because of our attention to the above detail in the design of our apparatus, the flow of gases from the perforations 20 to the walls of the conical deflectors 4 or helical deflector 4' is made turbulence-free regardless of the volume, velocity, viscosity or density of the exhaust gases.
  • OMPI A secondary method of achieving turbulence-free gas flew from the central channel 3 to the expansion cha ⁇ bers 6 presently being researched and implemented by the inventors is that of creating porosity in the central channel 3 by means of electron beam drilling processing of the surfaces in that central conduit.
  • This method also, though not embodied in either TYP I or II, is considered to be within the scope and principles as enumerated within this application, and is reserved for application as a modification by the inventors to this invention, in keeping with the general and specific principles as embodied herein.
  • Other methods of creating porosity are LLksvise reserved, as applied specifically to this invention.
  • Fig. 8 shows clearly the method of joining of each cone 4 to the intake end of each central tube 3 section, and the method of grooving which, when attached by means of threaded connections to the section head, toward the intake end 9, pirovides a joining at the inside and outside surfaces of the central tube 3 which is flush and virtually turbulence-free.
  • the helical conical deflector 4' is bound around the central tube 3 by means of a shallow groove helically cut into the outer surface of the central tube 3, forming a continuous spiral trench into which the helix 4 is continuously strip-welded and the weld then polished and ground flush with the outer surface of the central tube 3.
  • a means of cutting the insertion channel for the helix would be to insert a chuck connected with the rotary shaft of an engine lathe for rotation at constant speed into one end of the inside pipe 3 so as to support it, the other end of the pipe being supported by an arm for holding it on a fixed axial line.
  • a cutting tool is moved along the axial direction of the outside surface of the pipe at a constant speed, in contact with the surface of the pipe, while the pipe is rotated with the axial movement of the cutting edge, so as to make the helical groove a sufficient depth to affix the helix thereinto.
  • perforations 20 are also drilled in a helical pattern of three parallel rows, Figs. 4 and 6 running continuously the length ' ' of the central channel 3, their spiral pattern differing frcm the
  • Both the interior of the smaller portions 2c in intermediate housing 2 at its inlet and outlet ends 9 and 10, and the exterior of the larger-portioned cylindrical central section 2b are threaded 25, so they also may be joined smoothly to eliminate any internal surface turbulence potential.
  • all surfaces and curves are designed aerodynamically and treated so as to enhance the natural flow tendencies of expanding gases, and are evenly and curvilinearly shaped as described above in the specifications to conform to natural flow directional patterns. This is specifically done to approach zero coefficient-of-drag as closely as possible.
  • polished surfaces throughout, and the angle of attack of the final torpedo and vane arrangement, 18 and 19, Figs. 3, 4, 5 and 6, on all gases exiting the device insure the utmost reduction of surface-drag or impact turbulence created by fluid friction.
  • the polished final torpedo 18 is designed so that angle of twist or vortical gas flow is induced gradually by varying both the angle and curves of the surfaces of both the torpedo 18 and vanes 19 to cause a
  • the apparatus. Fig. 1 allows exhaust gases flowing from any combustion engine to flow through an unobstructed inlet bushing 21, Figs. 3, 4, 5 and 6, TYP I and II, wherein, in both eiTbcdiments, the gases then expand longitudinally and radially to enter in part through the first set of either succeeding perforations 20, TYP I, Figs. 3 and 5 at the inlet end 9 of the central conduit 3 and remaining gases continue longitudinally until the next axially rearward set of perforations 20, wherein the process is repeated, or in TYP II, Figs. 4 and 6, gases enter through succeeding helically placed perforations 20.
  • the gases expanding into the chamber 6 are thus directed radially outward from the axis toward the first Bernoulli-type aperture 5, TYP I, Figs. 3 and 5, or the first section of a continuous helically and axially running Bernoulli-type aperture 5, TYP II, Figs. 4 and 6.
  • Such apertures are produced by the close approach of the cone or helix section 4,4' in both e ⁇ bodiments to the inside surface of the intermediate housing 2, which creates and causes the expanding gases to increase in velocity as they form into a boundary layer stream against the inner wall 14 of the intermediate housing 2.
  • such interaction is designed to converge exhaust gases frcm the several radially inner and distinct masses entering the main channel 3 and thence into the expansion cha ⁇ bers 6 or continuous helical expansion chamber 6 in TYP II into one radially outer more rapidly moving ⁇ ass 13 travelling longitudinally against the intermediate housing 3 inner wall 14.
  • the effect of this convergence is to create a partial vacuum effect upon the gases issuing from the main conducting channel 3, and upon those expanding in the expansion cha ⁇ ber or cha ⁇ bers 6.
  • the entire production of exhaust gases is thus divided by the invention into three major streams of gases.
  • the first stream is that within the main channel 3, the second is that expanding from the main channel 3 through the apertures 20 and into the expansion cha ⁇ bers 6 and decelerating as well as cooling as they expand within the cha ⁇ bers, while the third stream is the high-velocity boundary layer
  • the action of the torpedo 18 and its vanes 19 creates a torquing effect upon the mixed gases 13 and whatever remains in the final section of the main channel 3 or the final section of the helix 4' or final cone 4, adding a final high velocity vortexing motion to the entire mass of gases seeking exit from the device.
  • the torpedo 18 and vane 19 co ⁇ bination thus treats all gases before they may exit the apparatus.
  • Vortexing gases then must continue through the exit tunnel 16 in a final exhaust-end vortex 34 entering either whatever tailpipe, if any, is affixed to the device or other means of exhaust conduction, or directly into the atmosphere.
  • the tunnelling effect of the spinning gases so created allows their entry at higher axial speeds than the surrounding atmosphere, and in a helically lateral direction from the motion of whatever vehicle, if any, upon which the device may be applied, without any of
  • OMPI the characteristic air "rushing" sound produced normally whenever a straight flowing stream of gases is imposed at marked speed differentials upon a slower surrounding atmosphere, or a still surrounding atmosphere.
  • the passage of gases around the final torpedo 18 and vane 19 asse ⁇ bly is designed to impart a vortical high-speed flow to all gases leaving the final gas conducting tunnel, as differentiated frcm previous attempts cited herein.
  • This treatment insures that exiting gases will all enter vortically, thus virtually silently into the surrounding atmosphere.
  • any source of sound is limited to locations within the device and eliminated there.
  • the absence of any type of resonating cha ⁇ bers in our device precludes the possibility of any -type of sound created by or with the device itself.
  • Exhausting gases are absorbed from the engine in such a way as to improve both the exhausting or scavenging effect and combustion efficiency of an engine, in that the unbuned fuels are not mixed with partially burned fuels as occurs where only partial scavenging exists.
  • Were complete scavenging occurs operating efficiency of an engine is maximized, power output is increases, optimum and complete consumption of fuel occurs, poisonous by-products of incomplete combustion are minimized, and environmental and atmospheric pollution effects from inefficient engine operation are thus eliminated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Abstract

Nouveau procédé et dispositif de traitement de substances en écoulement telles que des solides subdivisés, des colloïdes, des gels, des liquides et des gaz, dans des conditions variables de température, pression et vitesse. Le procédé consiste à former trois types concentriques de courants non turbulents et non obstrués s'écoulant essentiellement dans un sens mais présentant chacun une vitesse différente, le courant le plus externe étant accéléré pour devenir un jet entourant les autres et s'écoulant tangentiellement au delà d'ouvertures réduites (5, 5') reliées avec les deux autres types de courant, à réduire la pression du fluide dans les courants jusqu'à produire un effet d'aspiration au point d'origine (9), et à recombiner finalement les courants pour produire une poussée tourbillonnaire accélérée de sortie en rotation hélicoïdale, pour assurer soit une décharge virtuellement silencieuse de gaz atmosphériques soit un pompage efficace du point de vue énergétique et un passage optimal sans frottement des liquides ou des solides en écoulement au travers de la conduite étendue.
PCT/US1984/001313 1983-08-16 1984-08-15 Procede et dispositif de commande de fluides et d'amortissement du bruit emis par des gaz d'echappement ou en explosion WO1985000853A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US52370983A 1983-08-16 1983-08-16
US523,709 1983-08-16

Publications (1)

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WO1985000853A1 true WO1985000853A1 (fr) 1985-02-28

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Country Status (2)

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EP (1) EP0155320A1 (fr)
WO (1) WO1985000853A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2622632A1 (fr) * 1987-10-28 1989-05-05 Rosi Sa Ets Pot d'echappement catalytique pour gaz brules de moteurs thermiques
KR20150118433A (ko) * 2014-04-14 2015-10-22 박상호 내연기관의 소음저감장치
US10443447B2 (en) 2016-03-14 2019-10-15 General Electric Company Doubler attachment system
WO2021066522A1 (fr) * 2019-10-04 2021-04-08 Samsung Electronics Co., Ltd. Climatiseur

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US981584A (en) * 1910-10-15 1911-01-10 James Madison Miller Silencer.
US3584701A (en) * 1970-04-07 1971-06-15 Michael W Freeman Sound and resonance control device
US3700069A (en) * 1971-05-20 1972-10-24 Gen Motors Corp Wave interference silencer
US4055231A (en) * 1974-10-14 1977-10-25 Ginez Martinez Silencer for internal combustion engines
US4222456A (en) * 1977-04-25 1980-09-16 Kasper Witold A Sound-suppressing and back pressure-reducing apparatus and method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US981584A (en) * 1910-10-15 1911-01-10 James Madison Miller Silencer.
US3584701A (en) * 1970-04-07 1971-06-15 Michael W Freeman Sound and resonance control device
US3700069A (en) * 1971-05-20 1972-10-24 Gen Motors Corp Wave interference silencer
US4055231A (en) * 1974-10-14 1977-10-25 Ginez Martinez Silencer for internal combustion engines
US4222456A (en) * 1977-04-25 1980-09-16 Kasper Witold A Sound-suppressing and back pressure-reducing apparatus and method

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2622632A1 (fr) * 1987-10-28 1989-05-05 Rosi Sa Ets Pot d'echappement catalytique pour gaz brules de moteurs thermiques
KR20150118433A (ko) * 2014-04-14 2015-10-22 박상호 내연기관의 소음저감장치
KR101578839B1 (ko) * 2014-04-14 2015-12-23 (주)에이씨씨기술 내연기관의 소음저감장치
US10443447B2 (en) 2016-03-14 2019-10-15 General Electric Company Doubler attachment system
WO2021066522A1 (fr) * 2019-10-04 2021-04-08 Samsung Electronics Co., Ltd. Climatiseur
US11835274B2 (en) 2019-10-04 2023-12-05 Samsung Electronics Co., Ltd. Air conditioner

Also Published As

Publication number Publication date
EP0155320A1 (fr) 1985-09-25

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