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
  • F01N13/08—Other arrangements or adaptations of exhaust conduits
• • 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
  • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/05—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of air, e.g. by mixing exhaust with air
• • 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
  • F01N13/08—Other arrangements or adaptations of exhaust conduits
  • F01N13/082—Other arrangements or adaptations of exhaust conduits of tailpipe, e.g. with means for mixing air with exhaust for exhaust cooling, dilution or evacuation
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T29/00—Metal working
  • Y10T29/49—Method of mechanical manufacture
  • Y10T29/49316—Impeller making
  • Y10T29/49318—Repairing or disassembling

Definitions

• TITLE METHOD AND APPARATUS FOR MANIPULATING
• This disclosure is directed to manipulating the flow of exhaust gas from an internal combustion engine and, more specifically, to a method and apparatus for creating a high volume, high velocity air stream to direct an engine's exhaust gas away from a specific area and to dilute the exhaust gas.
• Internal combustion engines are used as energy sources in a variety of industries.
• the exhaust gases from such engines are typically noxious and otherwise unpleasant for humans, fauna, and flora.
• contact with the exhaust gases creates an unpleasant and potentially unhealthy working environment.
• offshore structures such as oil well drilling rigs or production platforms, seem particularly susceptible to contamination of working and other inhabited areas with internal combustion exhaust gases.
• stationary internal combustion engines arc by necessity relatively near inhabited spaces. Disposing of the exhaust gases in a manner that minimizes contamination of inhabited areas is or should be a major concern.
• Factors such as exhaust exit placement and wind and weather conditions affect exhaust gas dispersion and dilution. In other words, low exhaust gas velocity may allow wind and other weather conditions to redirect exhaust gas back toward the exhaust discharge and/or inhabited areas.
• the inventions disclosed and taught herein are directed to improved systems and methods for creating a higher fluid velocity adjacent the engine exhaust gas discharge and, thereby, improving dispersal and dilution of the engine exhaust gas to reduce or prevent contamination of inhabited areas.
• one aspect of the invention includes an engine exhaust system comprising a housing adapted to surround a terminal portion of an engine exhaust pipe, the housing has an exit portion and an ambient air pressurization system coupled to the housing, such that ambient air is injected into the housing by the air pressurization system and the injected air entrains exhaust gases exiting the exhaust pipe and the combined fluid flows out the exit portion at a higher velocity than the exhaust gas alone.
• Another aspect of the invention includes a method of manipulating engine exhaust gases, which comprises providing a housing having a converging nozzle at one end; locating the housing adjacent a terminal portion of an engine exhaust pipe; injecting air into the annular region at a velocity greater than a velocity of exhaust gases exiting the pipe; entraining the exhaust gases with the injected air; and propelling the combined fluid through the nozzle.
• Figure 1 illustrates a side view of a first embodiment incorporating aspects of the invention.
• Figure 2 illustrates a plan view of the embodiment illustrated in FIG. 1.
• Figure 3 illustrates an end view of the embodiment illustrated in FlG. 2.
• Figure 4 illustrates a side view of a second embodiment of the invention incorporating aspects of the invention.
• Figure 5 illustrates a plan view of the embodiment illustrated in FIG. 4.
• Figure 6 illustrates an end view of the embodiment illustrated in FIG. 5.
• FIG. 7 illustrates another embodiment of the invention.
• Figure 8 illustrates another embodiment of the invention having a directable exit nozzle.
• Figure 9 illustrates another embodiment of the invention receiving exhausts from multiple sources.
• Figure 10 illustrates another embodiment of the invention interfaced with a computer control system.
• a plenum may be formed about a terminal portion of a conventional exhaust pipe or system.
• Ambient air is pressurized into the plenum to entrain or otherwise increase the velocity of the exhaust gases exiting the housing for increased direction, dispersion and/or dilution.
• An annular region may be formed between an inside surface of the housing and an outside surface of the pipe.
• the exit portion may comprise a converging nozzle.
• the air pressurization system may comprise an air inlet, a pressurization device, and a housing transition.
• the air pressurization device may comprise, among other things, an axial fan, an axial blower, a ducted axial blower, a centrifugal fan, a centrifugal blower, a non-overloading fan or blower, or a non-stalling fan or blower. Turning and straightening vanes may be utilized in the housing.
• An adjustable pressurization system also may be used.
• the air pressurization system also may be computer controlled.
• a method of dispersing engine exhaust gases may comprise providing a housing having a converging nozzle at one end locating the housing adjacent a terminal portion of an engine exhaust pipe; injecting air into the annular region at a velocity greater than a velocity of exhaust gases exiting the pipe; entraining the exhaust gases with the injected air; and propelling the combined fluid through the nozzle.
• An annular region may be created between the housing and the pipe.
• the housing may be located substantially cylindrically about the pipe.
• An air inlet hood may be provided for the air pressurization system.
• Determining how much pressurization from the air pressurization may be needed to adequately disperse the exhaust gases may also be done, as well as determining the current speed of an engine, and/or determining one or more weather conditions, in addition, adjusting the pressurization based on at least the engine speed and one or more transduced conditions may be done. In addition, increasing the operating efficiency of an engine may be achieved.
• FIGS: 1, 2 and 3 A first embodiment 10 incorporating aspects of the present invention is illustrated in FIGS: 1, 2 and 3.
• the embodiment 10 may comprise an exhaust sleeve 12 and an outer housing 14, which is adapted to encase at least a portion of the sleeve 12.
• FIG. 1 illustrates that the outer housing 14 may be concentrically disposed about the sleeve 12, thereby forming an annular plenum 16 between the outside of the sleeve 12 and the inside of the housing 14.
• the housing 14 comprises an exit portion 18 and a back portion 20, such as the back plate illustrated in FIG. 1.
• the outer housing 14 may be, and preferably is, sealed to the sleeve 12 at the back portion 20, such as by welding.
• the outer housing 14 may be supported concentrically about the sleeve 12 in any number of well-known ways, including the back portion 20 and/or straightening vanes 22. Straightening vanes 22 also function to reduce turbulence in the plenum 16 and to convert the kinetic energy of the pressurized air within the annular plenum 16 to static energy, which is sometimes referred to as static pressure regain.
• the exit portion 18 of the outer housing 14 may comprise a converging nozzle 24 adapted to increase the velocity of fluid flowing there through. It is preferred that the nozzle 24 be designed and constructed using conventional techniques to accelerate the fluid discharge velocity and to maintain a tight, fairly cylindrical, high velocity fluid flow away from the exit portion 18 at a velocity significantly greater than that of the prevailing wind velocity. It is preferred to have a drain port 26 located in the bottom portion of the outer housing 14, to facilitate draining liquids that may accumulate in the outer housing, such as by condensation, weather, or cleaning.
• the sleeve 12 is adapted, such as by collar 28, to connect with existing exhaust system 500.
• Exhaust system 500 may be an existing exhaust pipe from the stationary engine or an exhaust pipe especially prepared for the present invention. It will be appreciated that the collar 28 may be a welded or un-welded connection, a removable joint, or a flexible connection. In some embodiments of the invention, not shown in FIG. 1, the exhaust pipe 500 may replace the sleeve 12 and/or the exhaust pipe 500 may be considered the sleeve 12.
• Communicating with the plenum 16 is an ambient air pressurization system 40, which may comprise an air inlet 42, a pressurization device 44, and a transition 46. As illustrated in FIG.
• the transition 46 is adapted to interface with the outer housing 14 so that fluid communication is established between the system 40 and. the plenum 16. It is preferred that the transition 46 be sealed to the outer housing 14, such as by welding. Outer housing 14 may also include one or more turning vanes 48 to direct at least a portion of the pressurized ambient air toward the exit portion 18. Turning vanes 48 help to distribute the pressurized air more evenly through the annular plenum 16. It will be appreciated that the back portion 20 as illustrated in FIG. 1 also aids the redirection of the pressurized ambient air.
• the air pressurization device 44 may be coupled to or integral with the transition 46, and the inlet 42 may be coupled to or integral with the pressurization device 44.
• the preferred pressurization device is a duct-mounted axial blower, such as are available from a wide variety of sources. Other pressurization devices, such as centrifugal blowers may also be used.
• the pressurization system 40, or at least the pressurization device 44 is not subjected to the flow of hot engine exhaust gas. In some applications, however, it may be desired or required to subject the pressurization device 44 to the exhaust gases.
• the pressurization device 44 causes ambient air to be drawn into the air inlet 42 and injected into the plenum 16 through transition 46.
• the pressurized air injected into the plenum 16 by the pressurization device 44 creates an inductor effect within the plenum 16 at the discharge end 12a of the sleeve 12 and entrains or otherwise mixes with and dilutes the exhaust gases that are exiting the sleeve 12 and the combined fluid volume is accelerated through the nozzle 24 for dispersion.
• the injection of pressurized air may be used to create a pressure reduction in the exhaust gases in exhaust system 500 (and sleeve 12) thereby increasing engine efficiency.
• the pressurization device 40 be designed to overcome the internal airflow resistance pressure imposed by the transition 46, internal turning vanes 48, plenum 16, sleeve 12, straightening vanes 22, and discharge nozzle 24, and create an exit velocity to counteract any prevailing wind speed. It is preferred that the system 10 be designed such that the engine exhaust can be propelled from the end of the nozzle 18 some 50 feet to 100 feet, or more, depending on prevailing wind speed, in a tight substantially cylindrical air pattern or column for maximum manipulation and dilution into the ambient air.
• a presently preferred embodiment 110 incorporating aspects of the present invention is shown in FTGS: 4, 5 and 6.
• this presently preferred embodiment 110 comprises an exhaust sleeve 112 and an outer housing 114 that encases a portion of the sleeve 112.
• Aa annular plenum 116 is formed between the outside of the sleeve 112 and the inside of the housing 114.
• the housing 114 comprises an exit nozzle 118 and a hack plate 120.
• the outer housing 114 is sealed to the sleeve 112 at the back plate 120 by welding and helps to support the outer housing 114 concentrically about the sleeve 112.
• Straightening vanes 122 also support the outer housing 114 and may function to reduce turbulence in the plenum 116 and to convert the kinetic energy of the pressurized air within the annular plenum 116 to static energy.
• the exit nozzle 118 comprises a 30° converging nozzle designed and constructed using conventional techniques to accelerate the fluid discharge velocity and to maintain a tight, fairly cylindrical, high velocity fluid flow away from the system 110 at a velocity significantly greater than that of the prevailing wind velocity. While FIG. 4 shows the exhaust sleeve 112 terminating within the nozzle 118, it will be appreciated that the exhaust sleeve 112 may also terminate within the housing 114 as required or desired by design criteria.
• the ambient air pressurization system 140 comprises an air inlet 142, a pressurization device 144, a mounting spool or vane section 145, and a transition 146.
• the transition 146 is adapted to interface with the outer housing 114 adjacent the back plate 120 so that fluid communication is established between the system 140 and the plenum 116.
• the transition 146 is sealed to the outer housing 114 such as by welding.
• the outer housing 114 and/or the transition 146 may also include turning vane 148 that extends 180 degrees along the outer surface of the sleeve 112 to direct approximately one-half of the pressurized ambient air toward the exit nozzle 118. It will be appreciated that the back plate 120, primarily portion 120a, redirects the other portion of the pressurized ambient air.
• the air pressurization device 144 is coupled to an inlet 142 and a transition 146.
• the pressurization device 144 may also include a mounting spool or vane section 145, as may be desired, to provide a uniform velocity profile across the pressurization device 144 diameter.
• the pressurization device 144 and mounting spool/vane section 145 may be considered a single device or as separate devices for purposes of this disclosure.
• the pressurization device 144 may be a Series 44 ducted axial fan available fromHartzell Fan, Inc., Piqua, Ohio.
• air inlet 142 comprises a hood 150 having one or more elements 152 adapted to prevent water and other contaminants from entering or contacting the air pressurization device 144.
• the nozzle 118 be spaced a distance "L" from the centerline of the pressurization device 144, where L ranges between about 1.5 to about 2.5 times the nominal diameter of the pressurization. device 144, inclusive, and most preferably about 2 times the nominal diameter. Further, it is preferred that the area of the annular region created between the housing 114 and the sleeve 112 is substantially the same as the discharge area of the pressurization device 144 (or mounting spool/vanc section 145), and most preferably, equal to or greater than the discharge area.
• the embodiment 110 be fabricated from stainless steel, such as a series 300 stainless steel, and most preferably series 316 stainless steel.
• the embodiment 110 and other embodiments incorporating aspects of the inventions described herein may be fabricated from many other materials and combination of materials, including, but not limited to, carbon steel, galvanized steel, or other suitable heat and/or corrosion resistant material including metallic alloys, and non-metallic materials, such as fiberglass and composites.
• Such materials may be coated with a corrosion resistant and/or heat resistant coating and/or be insulated with heat resistant thermal barrier material or aco ustical material.
• FIGS: 4 — 6 One specific example of an implementation based on the preferred embodiment illustrated in FIGS: 4 — 6, a system was designed for an internal combustion diesel engine (BMD 16-645-E9) having a 22 inch exhaust pipe (nominal OD). According to the engine manufacturer, at full load, this particular engine created about 15,400 cubic feet per minute of exhaust gas, or an exit velocity of about 6,400 feet per minute (about 72 miles per hour). Exhaust volume for this engine at idle was estimated at about 25% of foil load or about 3,850 fpm (about 44 mph). It has been found that unwanted recirculation or redirection of exhaust gases rarely, if ever occurs, at full engine load conditions.
• the design criteria for this implementation were set for an air pressurization device 144 sufficient to move a volume of ambient air equal to or greater than the full load engine exhaust volume when the engine is at idle.
• the combined fluid flow out of the system 110 "when the engine is at idle was desired to be at least equal to and preferably greater than about 19,250 cfm.
• the pressurization device 144 be able to move a volume of ambient air substantially equal to the volume of exhaust gases at full engine load at a static pressure greater than the combined full load fluid flow pressure loss at the nozzle 118 exit.
• a Hartzell Series 44 ducted axial fan was selected having an output of about 15,000 cfm and about 17,700 cfm at a static pressures of about 3 and about 2 inches of water, respectively.
• the nominal diameter of this fan was about 33 inches resulting in a discharge area of about 5.94 square feet. Therefore, the nominal diameter of the outer housing 114 was set at about 40 inches to create an annular area between the exhaust sleeve 112 and the housing 114 of about 5.94 ft 2 ' and the dimension "L" was set at about 66 inches.
• a 30° nozzle 118 having an entrance diameter of about 40 inches and an exit diameter of about 29 inches was used, and the exhaust sleeve 112 extended into the nozzle entrance about 2 inches.
• the system 110 At full engine load, the system 110 will eject diluted exhaust gases at about 30,000 cfm, or about 6,800 fpm ( ⁇ 77 mph). At fifty percent load, the engine will produce about 7,700 cfm of exhaust gases and the axial fan 144 would inject something above 15,000 cfm of ambient air into the system 110 because of the decreased load on the fan. Even at engine idle, the system 1 10 would eject diluted exhaust gases at about 21,500 cfm ( ⁇ 55 mph).
• the inventions described herein may be used at locations in the exhaust system other than at the end of the exhaust system 500. For example, as illustrated in. FIG. 7, a system 200 may be placed in the exhaust system 500, such that combined exhaust/ambient air pipe 230 will continue past the system 200 before final termination.
• Space, design, and routing requirements may dictate this type of installation.
• those of skill in the art may want to place the system 200 at a point in the exhaust system where the engine exhaust back pressure becomes an engine efficiency issue.
• more than one system 200 may be placed in an exhaust system in counters as needed, and may be combined with silencers or other exhaust equipment as desired.
• FIG. 8 illustrates another embodiment 300.
• housing 314 has two ambient air pressurization systems 340a, 340b.
• Each pressurization system 340 comprises an inlet 342, a pressurization device 344 (with or without a mounting spool or vane section), and a transition 346.
• the exhaust gas exit velocity may be sufficiently high to effect adequate direction or dispersal of the gases under certain weather conditions.
• having two or more air pressurization systems 340 allows multiple systems to be run when needed, such as at idle or when weather conditions, such as wind speed or direction, have changed and to run fewer systems when conditions do not require as much injection velocity.
• FIG. 8 also illustrates a directable exit nozzle 380.
• Exit nozzle 380 may be rotatably mounted to system nozzle 318 so that the direction of the combined exhaust gas and air exit in a direction that promotes the most efficient dispersion of exhaust gases.
• the nozzle 380 may be manually rotatable or may be auto-matieally rotated by any number of well known devices 382, such as, but not limited to, pneumatic, electronic/electrical, and mechanical.
• One method of operation comprises an air pressurization device control signal 404 that instructs the air pressurization device 340 to start under certain defined conditions.
• a temperature sensor 402 may be thermally coupled to the exhaust pipe 500 or some other component of the exhaust- conveying system.
• a control circuit 406 preferably adjacent the air pressurization device 340, causes the air pressurization device 340 to start.
• a variable speed air pressurization device 340 may be controlled based on the transduced temperature with the output of the device 340 being a function of the transduced temperature, such as an inverse relationship.
• FIG. 9 illustrates a partial embodiment that illustrates the broad applicability of the present invention.
• a single dispersion system 114, 314, may handle exhaust from multiple sources.
• a dispersion system 314 may accept multiple exhaust pipes 500a, 500b from a single engine or exhaust pipes 500a, 500b, & 500c from multiple engines.
• Those of skill in the art having the benefit of this disclosure will appreciate how to design a dispersion system to handle such increased exhaust loads.
• FIG. 10 illustrates a dispersion system 800 in which a programmed logic controller, computer, or other such system 600 may monitor or detect, for example, engine speed 602, engine load 604, wind speed 606, wind direction 608, exhaust temperature 610, or exit velocity 684.
• a programmed logic controller, computer, or other such system 600 may monitor or detect, for example, engine speed 602, engine load 604, wind speed 606, wind direction 608, exhaust temperature 610, or exit velocity 684.
• an appropriately constructed or programmed computer 600 may instruct 682 the air pressurization device 644 to run at or near maximum pressure.
• the PLC 600 may instruct a second or third air pressurization device (not shown) to start up or increase or decrease output.
• the expert system 600 may instruct or allow the air pressurization device 644 to slow down because of the increase in exhaust gas velocity.
• the computer 600 may slow down or turn off one or more air pressurization devices.
• a workspace or inhabited area such as the moon pool on a drilling rig, may have one or more carbon monoxide detectors 650 or other transducers for detecting when engine exhaust gases are being circulated to the area.
• the PLC 600 may increase the output of the air pressurization system 644 or systems by increasing blower speed or bringing more systems online, and/or may rotate 686 a directable nozzle (See FIG. 8) to a desired orientation.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Health & Medical Sciences (AREA)
• Toxicology (AREA)
• Jet Pumps And Other Pumps (AREA)
• Exhaust Silencers (AREA)
• Exhaust Gas After Treatment (AREA)
• Testing Of Engines (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)

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• 2006
  • 2006-12-08 CN CN2006800526561A patent/CN101371018B/zh not_active Expired - Fee Related
  • 2006-12-08 KR KR1020087016892A patent/KR101136731B1/ko not_active Expired - Fee Related
  • 2006-12-08 SG SG201004988-0A patent/SG163596A1/en unknown
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  • 2006-12-08 US US11/608,587 patent/US7707828B2/en active Active
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• 2008
  • 2008-07-17 NO NO20083189A patent/NO20083189L/no not_active Application Discontinuation
• 2010
  • 2010-05-04 US US12/773,133 patent/US20100313566A1/en not_active Abandoned

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