WO2009099399A1

WO2009099399A1 - Vacuum creating exhaust muffler for internal combustion engines

Info

Publication number: WO2009099399A1
Application number: PCT/TR2008/000118
Authority: WO
Inventors: Özel Zafer
Original assignee: Individual
Current assignee: Individual
Priority date: 2008-02-06
Filing date: 2008-10-13
Publication date: 2009-08-13
Anticipated expiration: 2010-08-06
Also published as: JP2011513613A; TR200800740A2

Abstract

This invented muffler includes a high-voltage and high-speed direct-current motor (1.1) supplied from the vehicle battery and fixed externally on the specially manufactured exhaust pipe (3) of the engine; a drive system resistant to high speeds and temperatures, composed of a pulley (1.3) driven through a V-belt (1.4) by another pulley (1.2) fastened on the engine shaft; a shaft (2.3) driven by this system and a bearing system (2.4) resistant to high speeds and temperatures, centering the shaft; a double- stage, high-flow air pump (axial fan) (2) containing hubs (2.1 and 2.2) and vanes (2.3 and 2.4); or alternatively, a double-stage air pump (2.1, 2.3 and 2.2, 2.4) driven directly by a high-voltage direct-current electric motor (1.7) contained in a specially manufactured exhaust pipe (3); or alternatively, a reaction turbine (8.7, 9.7, 9.8) located on a specially manufactured exhaust pipe (8.1, 8.2, 8.3, 8.4) that operates with high- flow compressed air (8.5, 8.6) obtained from the vehicle, a double-stage and high-speed air pump (axial fan) (9.1, 9.2, 9.3, 9.4, 9.5, 9.6) fixed on this turbine, the two rotating together, and an expansion chamber (10.1, 10.2, 10.3) into which the compressed air rotating the turbine expands and therefrom mixes into the exhaust pipe, a specially manufactured exhaust pipe (3) fixing and centering the electric motor externally and internally and the air pump internally; an active noise control system casing (4) positioned so as to cause minimum pressure losses; a venturi composed of two nozzles (5.1 and 5.3) connected mutually at the narrowest ends to a narrow cylinder perforated with inclined holes, which creates vacuum in its throat (5.2) according to Bernoulli Equation for gases; and a muffler and vacuum chamber (6) surrounding the venturi (5) and having mechanical sound absorption and frequency interference features, into which, exhaust gases (7) from the engine open and expand.

Description

VACUUM CREATING EXHAUST MUFFLER FOR INTERNAL COMBUSTION ENGINES

Technical Area

This invention relates to a muffler which is designed to create vacuum by reducing the back pressure at the exhaust of internal combustion engines below the atmospheric pressure, and keep it at a certain constant value independently of the engine operating conditions, and which is effective basically in sound absorption and mechanical frequency interference and, in addition, can also make use of the electronic frequency interference effect, both due to its structure.

Known Status of Technical Area

When the pistons of an internal combustion engine are in the exhaust cycle, exhaust gases arising as a result of ignition in the pistons are discharged from the engine body into the atmosphere owing to the existing exhaust system. Therefore, the back pressure faced by pistons in discharging gases is the sum of the atmospheric pressure and the pressure losses in the exhaust system. For the exhaust systems that are known today, the lowest back pressure is around the atmospheric pressure in Formula 1 racecars. In such an exhaust system, exhaust gases directly open into the atmosphere, with no muffler nor any another element present on the exhaust pipe.

Since a reduced back pressure provides an additional power and fuel saving to the engine, this is preferable by vehicle manufacturers. However, because of the severe limits imposed by environmental health protecting authorities upon the noise levels created by vehicles, it is not possible to reduce the back pressure to the atmospheric pressure except for racecars used in special raceways. This requires that the exhaust muffler system consisting of intermediate and final mufflers in the exhaust line have to be built so as to yield sound intensity levels acceptable to environmental authorities. A muffler system operating more efficiently in general and reducing the noise level significantly will increase the back pressure. Therefore, vehicle manufacturers have to find an optimum solution between the back pressure and the sound intensity and apply it in their vehicles.

Today, various forms of the mufflers described below are mostly used for vehicles.

1. This is a traditional muffler, which is most commonly used. The frequency interference chamber allows the interference of sounds of varying frequencies to reduce the sound intensity. The flow from the inlet pipe to the outlet pipe is enabled through perforations. It is a system where the back pressure is high while the sound intensity is reduced most optimally. Whenever it is desirable to reduce the back pressure, this muffler is replaced with one of the following.

2. This muffler replaces a traditional muffler and is commonly used for sportive purposes. After the exhaust pipe enters in this muffler, it becomes perforated. The muffler function is performed by glass wool or rock wool wrapped around it. A somewhat smaller body appearing to be a traditional muffler includes all.

3. This muffler is used for sportive purposes. High-frequency exhaust gases pass all through the muffler. Low-frequency exhaust gases exiting outwards from the perforated exhaust pipe interfere with high-frequency sound waves exiting from the end of the muffler, causing a reduction in the sound intensity.

4. This is another type of mufflers, which is used for sportive purposes. It comprises a perforated exhaust pipe and a Plexiglas body enclosing it. When exhaust gases passing through the exhaust pipe enters through the conical surface of the Plexiglas body, they pass through perforations owing to the air with an increased velocity and a reduced pressure and cause a frequency interference with high-velocity air, thus causing a reduction in the sound intensity.

5. This is a part fitted on the end of the exhaust pipe that comes out of the existing muffler. As the air entering in around this part passes through fixed vanes, a rotating stream of air develops, giving rise to a swirl that suctions out gases from the end of the exhaust pipe in the center. 6. This muffler reduces the sound intensity highly effectively and is suitable for any and all uses. The exhaust pipe in the muffler is not perforated, it is rather plain. Therefore, pressure losses are smaller with this muffler than with previous ones. When the air entering peripheral channels at inlet of the muffler goes back again and interferes with exhaust gases in the inlet, an effective reduction of sound intensity is ensured.

This muffler, subject of the invention, creates vacuum owing to a venturi (5) located at the center of its body, which extends all therethrough. This venturi is a shape developed by connecting two conical nozzles (5.1 and 5.3) by their ends entering into a narrow and perforated cylinder (5.2) at the center, whereby, based on Bernoulli Equation for gases, the speed of the air sucked into the nozzle from the wider end can give rise upto the speed of sound inside the throat, which is the narrowest section of the venturi. Depending on this speed, the air pressure in this section drops down drastically below the atmospheric pressure to create vacuum, and the gases outgoing from the engine thus are sucked into this vacuum medium. By the structure of its body, the muffler is able to reduce the sound intensity of gases expanding into the body at the extreme level by their passing first through the mechanical muffler ensuring sound absorption and frequency interference and then, if desirable for a quieter environment, through an active noise control system ensuring a second-stage electronic sound frequency interference.

Background of the Subject Invented Muffler

Find below the descriptions of other mufflers granted with a patent previously, which use the shape of venturi to drop the back pressure at the exhaust outlet.

US Pat. No Inventor Date of Issue

1 ,560,947 D. M. Skelton 10.11.1925

1 ,577,626 N. G. Warth 23.03.1926 1 ,628,087 V. E. Clark 09.08.1927

2,047,775 E. G. Guan 14.07.1936

2,169,658 F. Newton 15.08.1939 2,378,083 C. R. Hull 12.06.1945

4,136,756 Y. Kawamura 30.01.1979

4.313.523 D. E. Copen 02.02.1982 4,433,541 K. Amano, et al. 28.02.1984 4,778,029 W. F. Thornburgh 18.10.1988

5,431 ,013 Y. Yamaki, et al. 11.07.1995

5,738,184 Masuda, et al. 14.04.1998

5,857,327 S. Sato, et al. 12.01.1999

5,962,822 D. A. May 05.10.1999 6,164,066 Y. Sakaguchi, et al. 26.12.2000

7.051.524 B. A. Kraft 30.05.2006

US Pat. No. 1 ,560,947

Inventor: Dorothy M. Skelton, Issued: Nov. 10, 1925 In a muffler, the combination of a discharge pipe; a delivery pipe to deliver exhaust gases from the motor into said discharge pipe; a nozzle in said discharge pipe through which a flow of air is interspersed between the impulses of exhaust gases across the mouth of said nozzle; a check valve located centrally within said nozzle for preventing a reverse flow therethrough; and a collector to guide a flow of air through said nozzle, said delivery pipe extending through a sleeve in said collector.

US Pat. No. 1 ,577,626

Inventor: Nathaniel G. Warth, Issued: Mar. 23, 1926

A muffler for automotive gas engines including, in combination, an elongated cooling and muffling chamber having a longitudinal axis and an outlet at one end, an imperforate cylindrical engine exhaust pipe extended into the other end of said chamber axially thereof, a funnel air collector extending externally of the chamber for freely admitting atmospheric air into said chamber, said funnel having its discharge end tapered and extending into the muffling chamber substantially beyond the end of the engine exhaust pipe and spaced from and surrounding the discharge of said engine exhaust pipe whereby the hot exhaust gas as it discharges into said cooling and muffling chamber is met with a surrounding condensed flow of cooling air. US. Pat. No. 1 ,628,087

Inventor: Virginius E. Clark, Issued: Aug. 9, 1927

In a muffler for an internal combustion engine, an oval shaped elongated expansion chamber, a single exhaust pipe leading substantially tangentially into said chamber at approximately the longitudinal center of said oval, an air passage extending longitudinally through the central portion of said oval chamber, and a plurality of relatively small exhaust outlets leading from the expansion chamber into said air passage and distributed over a substantial area on both sides of said central exhaust inlet pipe.

U.S. Pat. No. 2,047,775

Inventor: Earl G. Guan; Issued: JuI. 14, 1936

The muffler embodies an elongated cylindrical shell which houses the operating parts and which is of a diameter and length adopted to the available space on an automobile for the accommodation of a muffler. The shell is closed at its ends by flanged dish- shaped heads which are secured to the ends the cylinder wall by welding or otherwise. A flanged transverse partition wall is secured in the shell and closes off a portion of the shell to provide a chamber. The head near to partition wall has a central opening and a tubular extension forming the inlet and adopted for connection to the exhaust pipe of the engine.

U.S. Pat. No. 2,169,658

Inventor: Frank Newton; Issued: Aug. 15, 1939 A muffler comprising an enlarged tubular inner section open at both ends and adapted to be interposed in the exhaust line of an explosive engine and formed with a plurality apertures rearwardly extending deflectors overlong the apertures, an outer shell having a tapered rear portion sealed upon the exhaust line in rear of the inner tubular section, said tapered rear portion co acting with the exhaust pipe and inner tubular section in forming a gas trap, said shell having the front end portion flared outwardly and open to the atmosphere to scoop air into the space between the inner section and outer shell and into the gas trap, a plurality of longitudinally extending tubes disposed exteriorly of the outer shell and having their front end portion flared the rear ends of the tubes being open to the atmosphere, and rearwardly inclined branch pipes communicating with the tubes and with the gas trap, said tubes and branch pipes withdrawing gases from the gas trap by suction of air scooped into the flared ends of the tubes and passing across the discharge ends of branch pipes.

U.S. Pat. No. 2,378,083

Inventor: Cecil R. Hull; Issued: Jun. 12, 1945

The muffler device comprises essentially an inner tapered shell and an outer tapered shell spaced therefrom by means of a plurality of longitudinally extending circumferentially spaced and disposed spacer bars, the latter being suitably secured as by welding or by other means to said inner and outer shells. This arrangement provides a plurality of spaced arcuate longitudinally extending chambers between the said inner and outer shell elements. At the forward end of the muffler and secured thereto as by welding or any other suitable means, is an enlarged hollow head containing a pair of diametrically opposed tapered conduits which are reduced in area at their outer ends. The extreme forward end of the muffler is connected by welding to the inner end of a cylindrical air flow pipe, the outer open end of which is freely exposed to the atmosphere.

U.S. Pat. No. 4,136,756

Inventor: Yoshio Kawamura; Issued: Jan. 30, 1979

A suction air muffler having a muffler case connected to the air cleaner, wherein a suction pipe connected at one end to the air inlet port formed in the muffler case extends through the muffler case. Air drawn by suction into the suction pipe passes through the muffler case before being delivered to the air cleaner so that the noise produced by the air drawn by suction into the suction pipe of a motorcycle can be minimized.

U.S. Pat. No. 4,313,523 Inventor: Dennis E. Copen; Issued: Feb. 2, 1982

A method and apparatus are provided for reducing back pressure within an exhaust system for an internal combustion engine by creating a venturi within the exhaust system and forcing air through the venturi to create suction for drawing exhaust gases away from the exhaust system. The exhaust system of a conventional automobile is modified by coupling one end of an air guide pipe to the tailpipe of the automobile near the outlet of the tailpipe and at an acute angle thereto for creating a venturi. Air is forced into the opposite end of the air guide pipe by an air scoop or a fan, and the forced air is guided through the outlet of the tailpipe for providing suction which draws exhaust gases out of the tailpipe.

U.S. Pat. No. 4,433,541

Inventor: Katsuhisa Amano et al.; Issued: Feb. 28, 1984 A secondary air introducing apparatus for introducing secondary air into the exhaust manifold of an internal combustion engine is disclosed. The apparatus includes a secondary air introducing passage connected between the air cleaner and the exhaust manifold of the engine, a check valve in the passage arranged to operate in response to pulsation pressure in the exhaust manifold to supply clean secondary air thereto, a first expansion chamber interposed in the passage on an upstream side of the check valve, and a second expansion chamber interposed in the passage on an upstream side of the first chamber. At least the check valve and the first chamber are fixedly mounted on the intake manifold.

U.S. Pat. No. 4,778,029

Inventor: William F. Thornburgh; Issued: Oct. 18, 1988

A noise attenuating tube mounted in an engine compartment air intake hood duct of a motor vehicle to attenuate engine air intake noise in the hood is disclosed.

U.S. Pat. No. 5,431 ,013

Inventor: Yasuhito Yamaki, et al.; Issued: JuI. 11 , 1995

An engine exhaust apparatus comprises a sound suppressing section for lowering the exhaust noise level as an exhaust gas discharged from the exhaust port passes through it. The exhaust apparatus is provided with an ejector section for introducing secondary air into the exhaust gas delivered from the sound suppressing section and mixing the gases, and a post-treatment section for purifying the gas mixture delivered from the ejector section. The exhaust gas discharged from an exhaust manifold gets into the ejector section through the sound suppressing section, and is then purified in the post- treatment section. Therefore, the ejector effect cannot be reduced by the sound suppressing section which is subject to high flow resistance. Thus, the exhaust noise level can be lowered with the ejector effect of the introduction of the secondary air improved considerably, and low cost and simple construction can be enjoyed.

U.S. Pat. No. 5,738,184 Inventor: Masuda, et al.; Issued: Apr. 14, 1998

A muffler for a two-stroke internal combustion engine has an expansion chamber into which a rush of exhaust gas is introduced from the engine. In the vicinity of an exhaust gas inlet from the engine into the expansion chamber, the muffler has an external air intake for external air to be suctionally introduced into the expansion chamber by the rush of exhaust gas. With the external air introduced, carbon monoxide (CO) emission into the ambient is reduced.

U.S. Pat. No. 5,857,327

Inventor: Shigeru Sato, et al.; Issued: Jan. 12, 1999

A muffler for an internal combustion engine has an expansion chamber into which exhaust gas from the engine is introduced. The expansion chamber has a double wall, with an inner panel of the double wall having exhaust gas discharge portions with respective blowout holes for introducing the exhaust gas from the expansion chamber into an air space in the double wall. From the air space , the exhaust gas is vented to the ambient through a discharge hole in an outer panel of the double wall. A spark arrester screen covers the discharge hole.

U.S. Pat. No. 5,962,822

Inventor: Daniel A. May; Issued: Oct. 5, 1999

An exhaust conditioning device, comprising a housing having an entrance duct, an exit duct, and a hollow interior defined within the housing between the entrance duct and the exit duct; a conical baffle carried coaxially within the housing downstream of the entrance duct and configured to form a generally outwardly extending compression chamber therebetween: and a frustoconical baffle carried coaxially within the housing downstream of the conical baffle and upstream of the exit duct and configured to form a generally inwardly extending compression chamber; wherein the conical baffle cooperates with the housing to form a conical vacuum chamber and the frustoconical baffle cooperates with the housing to form a substantially annular vacuum chamber, downstream of the conical vacuum chamber.

U.S. Pat. No. 6,164,066

Inventor: Yukio Sakaguchi, et al.; Issued: Dec. 26, 2000

A muffler for an internal combustion engine has a vertically elongated expansion chamber into which an exhaust gas from the exhaust port of internal combustion engine is introduced. The expansion chamber is separated level-wise into a first expansion chamber and a second expansion chamber by a partition plate. An exhaust emission purifier formed of an oxidation catalyst is attached to the partition plate, thereby allowing the exhaust gas ejected from the exhaust port to be introduced into the second expansion chamber from the first expansion chamber via the exhaust emission purifier. The exhaust emission purifier is spaced apart from the exhaust port by a predetermined distance in a direction orthogonal to an ejecting direction of the exhaust gas.

U.S. Pat. No. 7,051,524

Inventor: Bernard A. Kraft; Issued: May 30, 2006

A venturi device is installed perpendicularly to the end of the vertical exhaust pipe of a truck thus resulting in the air flow through the venturi being at a 90 degree angle relative to the exhaust gases exiting the exhaust pipe. By the use of this device on trucks and other motor vehicles, the performance and efficiency of the respective engine is increased by overcoming the back pressure in the engine exhaust system created by the muffler baffles. The venturi device may be installed on automobiles and other motor vehicles after having appropriately modified exhaust systems. A front aperture for air intake tapers in width to the back pressure relief port or nozzle being slightly greater than the exhaust port on the bottom portion thereof and then widens to form an air discharge port on the rear portion thereof that is substantially wider and longer than the air intake port thereby creating an air pressure differential. The Subject Invented Muffler and its Application

This subject invented muffler drops the back pressure at the exhaust outlet below the atmospheric pressure owing to the vacuum created at the throat (5.2) of its venturi- shaped body, using a flow of air generated by means of a double stage, high and constant speed air pump (vaneaxial fan) (2) driven by a high-voltage direct-current motor (1.1 or 1.7) supplied from the battery in the vehicle or a double stage, high and constant speed air pump (axial fan) (9.1 , 9.2, 9.3, 9.4, 9.5, 9.6) driven by a reaction turbine (8.7, 9.7, 9.8), operated by compressed air (8.5, 8,6) thereby speeding up the suction of exhaust gases into the venturi throat (5.2) and thereoutwards, and thus dropping the pressure, temperature and quantity of residual gases remaining in the pistons. This, in turn, causes an increased volumetric efficiency of the engine and ensures that more work can be done for the same piston volume, thereby increasing the engine power and providing fuel saving.

This subject invented muffler is a compact muffler that also carries out the functions of intermediate and final mufflers in a normal vehicle. At the same time, due to the convenience of its shape, this muffler can also readily house in it an electronic active noise control system, which is the subject of another patent already granted to elseone. The use of this system in this muffler, the greatest disadvantage of which is known as the blockage of the exhaust gases upstream, is possible with a minimum loss of pressure.

That the sub-atmospheric back pressure (vacuum) caused by this subject invented muffler due to its venturi-shaped body remains constant at the highest value under all operating conditions (speed end engine cycle) of the vehicle ensures the use thereof optimally and efficiently.

With this subject invented muffler, a vacuum up to approximately 0,6 Bar(a) can theoretically be produced at exhaust outlets at all engine speeds under the atmospheric pressure from the moment the engine is started. The muffler's efficiency to produce vacuum depends on the adequacy of the air entering the muffler and sucked by the axial fan at the other end of it. Therefore, the air entering the muffler must be guided correctly for an efficient use of the muffler. On the other hand, the subject invented muffler should be put as near the manifold outlet of the motor as possible in order to reduce losses of pressure. Proper uses of the muffler on the vehicle are exhibited in Figures 1 and 2 in the next section. In both uses, it would be better to install the muffler in the vehicle on the assembly line. Underbody constructions used in respective vehicle production will be so as to contain this muffler and ensure air intake into it easily.

This muffler can be used in motorcycles, powered marine vehicles having an internal combustion engine and can also be used efficiently in the exhausts of domestic and industrial power generators.

Drawings of the Subject Invented Muffler

Uses of the subject invented muffler are illustrated in the following figures.

Figure 1 : Usage in a front-engine vehicle Figure 2: Usage in rear-engine vehicle

The parts in figures are lettered, meaning as follows:

m Engine e Exhaust pipe k Catalytic converter s Muffler h Air channel

In relation to two models of the subject invented muffler, details are illustrated in the following figures:

Figure 3. A muffler model where the air pump ensuring air suction through venturi is driven by means of a pulley-belt system from a direct-current electric motor outside the air channel. Figure 3.1 A view from the outlet end of the muffler. Figure 3.2 A longitudinal section-elevation of the muffler.

Figure 3.2.1 A longitudinal section-elevation of the driving motor and pulley system.

Figure 3.2.2 A longitudinal section-elevation of the air pump (vaneaxial fan) unit.

Figure 3.2.3 A longitudinal section-elevation of the air pump supporting pipe. Figure 3.2.4 A longitudinal section-elevation of the housing of the active noise control system.

Figure 3.2.5 A longitudinal section-elevation of the venturi and nozzles.

Figure 3.2.6 A longitudinal section-elevation of the muffler and the vacuum chamber.

Figure 4. An alternative muffler model where the air pump ensuring air suction through venturi is directly driven by a direct-current electric motor inside the air channel.

Figure 4.1 A view from the outlet end of the alternative muffler.

Figure 4.2 A longitudinal section-elevation of the alternative muffler.

Figure 5. An alternative muffler model where the air pump ensuring air suction through venturi is driven by a reaction turbine located on the same body but outside the air channel, operated by compressed air.

Figure 5.1 A view from the outlet end of the alternative muffler.

Figure 5.2 A longitudinal section-elevation of the alternative muffler.

Figure 5.2.1 A longitudinal section-elevation of the pressure-air system and the unmoving body of reaction turbine.

Figure 5.2.2 A longitudinal section-elevation of the reaction turbine and air pump (turbopump) group on the move.

Figure 5.2.3 A longitudinal section-elevation of the body of the reaction turbine outlet- chamber. Figure 5.3 A cross section-elevation of the body of the reaction turbine outlet- chamber.

Figure 5.4 A cross section-elevation of the turbopump group.

Figure 5.5 A cross section-elevation of the reaction turbine (unmoving) / air pump.

Figure 5.6 A cross section-elevation of the reaction turbine compressed-air inlet chamber.

Figure 5.7 Sectional plan view of fixed and moving vanes of the reaction turbine.

Parts in figures are numbered, meaning as follows: 1. Electric motor and the connected drive system

1.1 High-voltage and high-speed direct-current electric motor

1.2 Pulley fastened to the shaft of electric motor 1.3 Pulley fastened to the shaft of air pump

1.4 V-belt transmitting drive between pulleys

1.5 Piece fixing the direct-current electric motor and adjusting its level

1.6 Piece fixing and supporting the direct-current electric motor from the bottom

1.7 High-voltage and high-speed direct-current electric motor (IP 54) directly driving the air pump

1.8 Instrument pipe protecting the cable coming to the direct-current electric motor directly driving the air pump

2. Double-stage and high-speed air pump (vaneaxial fan) 2.1 Hub of the stage-one air pump 2.2 Hub of the stage-two air pump

2.3 Vanes of the stage-one air pump

2.4 Vanes of the stage-two air pump

2.5 Shaft of the air pump

2.6 High-speed and temperature-resistant bearing system (2 pieces) 3. Specially manufactured exhaust pipe having the electric motor and the air pump elements in and on it

3.1 Specially manufactured exhaust pipe

3.2 Flange, seal and interconnection elements

3.3 Full guide vanes fixing the housing body of air pump drive elements from the bottom and laterally and preventing the circumferential rotation of air flow (6 pieces, 45 degrees)

3.4 Housing body of air pump drive elements

3.5 Additional guide vanes preventing the circumferential rotation of air flow in the exhaust pipe after the second stage fan of the air pump (8 pieces, 45 degrees) 3.6 Double half guide vanes fixing the housing body of air pump drive elements from the top and preventing the circumferential rotation of air flow (2 pieces, 45 degrees) 3.7 Guide vanes centering and fixing the direct-current electric motor and preventing the circumferential rotation of air flow (8 pieces, 45 degrees)

4. Housing body of the active noise control system 4.1 Conical part of the housing body 4.2 Cylindrical part of the housing body

4.3 Instrument pipe for cable entry to the active noise control system

4.4 Guide vanes fixing the conical end of housing and preventing the circumferential rotation of air flow (4 pieces, 90 degrees)

4.5 Guide vanes fixing the cylindrical part of housing and preventing the circumferential rotation of air flow (4 pieces, 90 degrees)

4.6 Housing cover screwed on two sides

5. Venturi

5.1 Venturi air suction nozzle cone (internal diameter ratio = 0,30)

5.2 Venturi throat (cylindrical and perforated) 5.3 Venturi air intake nozzle cone (internal diameter ratio = 0,40) 5.4 Venturi air intake nozzle inlet (cylindrical)

6. Mechanical muffler and vacuum chamber

6.1 Vacuum chamber wherein exhaust gases expand (cylindrical)

6.2 High density and sound-absorbing, high-temperature-resistant stainless steel wool lining the vacuum chamber

6.3 Fine mesh preventing the stainless steel wool from dispersion in vacuum medium and improving sound-absorption

6.4 Thick perforated sheet allowing mechanical frequency interference and supporting the end plates of the vacuum chamber 6.5 Mechanical muffler and vacuum chamber body externally stiffened, resistant to the negative pressure in the vacuum chamber

7. Entry of exhaust gases into the muffler

7.1 Inlet pipe for exhaust gases

7.2 Expansion cone of exhaust gases 8. Specially manufactured exhaust pipe having thereon the compressed-air system and moving vanes of the reaction turbine operated thereby.

8.1 Specially manufactured exhaust pipe.

8.2 Flange, gasket, and interconnecting elements. 8.3 Additional vanes that prevent circumferential rotation of air (8 vanes at 45 degrees).

8.4 Flange, gasket, and interconnecting elements.

8.5 Hose connection ensuring the entry of compressed air. 8.6 Chamber wherein compressed air is stored and enters into the turbine.

8.7 Fixed (unmoving) vanes of the turbine that guide the compressed air.

9. Rotating vanes of the reaction turbine, and the turbo-pump group consisting of double-stage, high-speed air pump (axial fan) driven thereby.

9.1 Body of the double-stage, high-speed air pump, 9.2 Hub of the stage-one air pump.

9.3 Hub of the stage-two air pump.

9.4 Vanes of the stage-one air pump.

9.5 Vanes of the stage-two air pump.

9.6 Monolithic body carrying the turbo-pump group. 9.7 Vanes that ensure the rotational move of the turbo-pump group.

9.8 Self-lubricating bearing that supports the rotational movement of turbine. 10.0 Fixed body having a chamber into which the air used in the turbine opens and passes there-from into the mixture of air/exhaust flow exiting the pump with a high speed. 10.1 Turbine outlet (expansion) chamber

10.2 Perforated exhaust pipe that ensures the suction of decompressed air, arriving into the chamber after making the turbine rotate, by the flow exiting the air pump.

10.3 Part of the exhaust pipe that ensures tightness in between the body of moving turbo-pump and the fixed exhaust pipe. 10.4 Additional vanes (8 vanes at 45 degrees) that prevent circumferential rotation of air in the exhaust pipe after the last stage of air pump.

Except the V-belt (1.4), all of the parts listed above are selected from stainless steel material for they will be in an air and/or exhaust environment. In addition, it is deemed appropriate to select the hub and vanes of air pump from alloyed stainless steel material for withstanding operation at high speeds and temperatures for a long time. Explanation of the Subject Invented Muffler

According to Figure 1 : If the muffler is located after the catalytic converter right under the engine in a front-engine vehicle, the exhaust pipe from the engine to the muffler will be shortened, thence pre-muffler exhaust-pressure losses will be minimized. If air entry into the muffler is at the vehicle speed but in reverse direction, the muffler will yield an optimum efficiency. Therefore, a Plexiglas air channel must be provided from the front to the rear under the vehicle to ensure a uniform entry of air into the muffler and discharge the gases exiting therefrom.

According to Figure 2: According to Figure 1 : If the muffler is located after the catalytic converter right under the engine in a front-engine vehicle, the exhaust pipe from the engine to the muffler will be shortened, thence pre-muffler exhaust-pressure losses will be minimized. If air entry into the muffler is at the vehicle speed but in reverse direction, it will sweep underside of the vehicle. Depending on the vehicle structure, a short Plexiglas channel before the inlet will cause air entry into the muffler to become more uniform.

According to Figures 3.2 and 3.2.1: A high-speed electric motor (1.1) operating with a high-voltage direct-current supply from the vehicle battery produced by using a voltage amplifier makes use of a pulley (1.2) fixed on the motor shaft to transmit its drive to another pulley (1.3) fixed on the air pump shaft via a high-speed and high-temperature resistant V-belt (1.4). It has a head support piece (1.5) to head-fix the electric motor

(1.1) and adjust its level to ensure the tightness of V-belt. Another support piece (1.6) in use for the same purpose exists on the base. Support pieces (1.5 and 1.6) are fixed by inert-gas electric welding on the specially manufactured exhaust pipe (3.1) supporting the electric motor and air pump.

According to Figures 3.2 and 3.2.2: The air suction at a high flow rate required for the operation of the subject invented muffler is ensured by means of a double-stage axial fan (2) of air pump at the muffler's wider end. It ensures an air suction at high flow rate by rotating clockwise constantly and at high speed and it provides for the pressure losses, due to its double-stage feature, caused during the suction of the mixture of exhaust gases and air, and the discharge thereof into the exhaust system and provides the necessary positive pressure therefor as well. It starts when the engine is started and stops when the engine is stopped. These fans (2.3 ad 2.4), which create a pressure stage and are identical, and their hubs (2.1 and 2.2) are interconnected with a shaft (2.5). This shaft is centered by a self-lubricating, high-speed and high-temperature resistant bearings (2.6), which ensure that fans rotate with minimum friction at high speed. The air pump takes drive from the electric-motor pulley (1.2) owing to the pump pulley (1.3) fixed on a shaft.

According to Figures 3.2 and 3.2.3: The specially manufactured exhaust pipe (3.1) that constitutes the main support piece carrying the electric motor and air pump on it is connected to venturi with flange, seal and interconnecting elements (3.2). The guide vanes (3.3 and 3.6) centering and fixing the housing that contains the air pump shaft (2..5) and bearings (2.6) and the pump pulley (1.3) transmitting drive to the axial fan exist in all eight directions. These guide vanes are also used to break the circumferential rotation of the air flow created by the first axial fan (2.1 and 2.3) and convey the air straightly to the second fan (2.2 and 2.4). In order to break the circumferential rotation of the air flow created by the double-stage fan (2) and convey the air straightly along the exhaust pipe, 8 additional guide vanes (3.5) positioned circumferentially at 45 degrees with respect to each other are used. The flow resistance caused by all of these guide vanes put perpendicularly to the flow is negligibly little. Inert-gas electric welding is used to fix guide vanes on the exhaust pipe (3.1) constituting the main support piece and the housing body (3.4) supporting the air pump hub/shaft.

According to 3.2 and 3.2.4: A housing-body (4) having a perforated surface area and containing the elements of an active noise control system, the subject of another patent granted previously to elseone, begins conically (4.1) from a point near the middle of the venturi air suction nozzle (5.1) and then continues cylindrically (4.2). Elements comprising the active noise control system include two microphones and a sound generator. The first microphone measures the main sound intensity and frequency and the noise control unit receiving such data generates a sound of the same intensity but of opposite frequency to ensure that the noise is damped as a result of the interference occurring therebetween. As a result of the measurement made with a second microphone put downstream of air and exhaust gases after the sound generator, a feedback is made to the control unit to ensure a fine adjustment on the sound generator. Due to its shape, the subject invented muffler makes it possible to use such an active noise control system without causing a significant pressure drop in the air and exhaust gas line. An instrument pipe (4.3) projecting out of the perforated body exists to carry out the elements comprising the active noise control system and provide its air tightness. There are two sets of guide vanes (4.4 and 4.5) , each comprising of four vanes located at 90 degrees to each other circumferentially, centering the active noise control system inside the venturi air suction nozzle (5.1) and fixing the conical and cylindrical part of the housing. By keeping the width of these vanes relatively wide, breaking of the circumferential rotation of the air and exhaust flow sucked from the venturi and their further conveyence straightforwardly to the axial fan is ensured. The flow resistance caused by these vanes put perpendicularly to the flow is negligibly small. Inert-gas electric welding is used to fix these vanes on the venturi (5.1) and on the perforated housing body (4).

According to Figures 3.2 and 3.2.5: Air suction created by a high-speed air pump (2) driven by an electric motor (1.1) supplied from the vehicle battery, switching on and off with the start and stop of the engine, respectively, reaches the venturi throat (5.2) through the air suction nozzle of venturi (5.1) and the air velocity rises to the sound velocity in the throat according to Bernoulli Equation for gases. Since the pressure developing in the throat (5.2) at this velocity is theoretically around 0,6 Bar(a), it causes the exhaust gases in the vicinity to be sucked and expand into the venturi suction nozzle (5.1) extensively, which cool down with abundant air taken through the air intake nozzle (5.3 and 5.4) and pushed into the exhaust pipe after passing through the air pump. The quantity of air coming from the air intake nozzle (5.3 and 5.4) in the throat area is 20 times as much the quantity of exhaust gases suctioned from that area. As a result of the cooling and dilution of exhaust gases with this rate of air, the temperature remains below 50 degrees around the air pump to ensure that the downstream active noise control system and air pump unit elements are not exposed to any physical and chemical impact. The venturi (5) , assembled in advance, is inserted into the muffler and vacuum chamber (6) from its larger side and welded onto the muffler and vacuum chamber body (6) at both ends by external inert-gas electric welding. The holes perforated on the throat piece (5.2) are inclined 9 degrees towards the outlet of the throat in order to ease the suction of the exhaust gases at high speeds and avoid the reflection of the sound waves towards the inlet nozzle.

According to 3.2 and 3.2.6: A large quantity of air sucked by an air pump with high flow rate is taken from the venturi throat (5.2). In the meantime, exhaust gases in the vacuum chamber (6.1) around the venturi throat (5.2) are sucked into the center of the throat and thereafter guided towards the venturi air suction nozzle (5.1) with large quantity of air flow. Meanwhile, due to the circumferential and mutually cross interference of the sound frequencies inside the perforated venturi throat (5.2), a substantial reduction in the sound intensity level of the exhaust gases are achieved. The sound intensity of exhaust gases is reduced to a great extent owing to the highly dense stainless steel wool (6.2) wrapping inside the mechanical muffler and vacuum chamber (6.1) circumferentially. Sound waves reflecting from conical surfaces at various frequencies cause frequency interference among them, as well as lose their intensity after entering in the stainless steel wool (6.2) owing to the absorption of sound developing therein. The stainless steel wool (6.2) is wrapped from innnerside with fine stainless steel mesh (6.3) to prevent it from dispersion inside the vacuum medium thereabout. The perforated thick stainless steel sheet (6.4) wrapping around the fine mesh provides an additional drop in the sound intensity by increasing the frequency interference effect of muffler developing in this area, and as well as supports the end plates of the vacuum chamber against negative pressure therein. The mechanical muffler and vacuum chamber body (6.5) is made to withstand the negative pressure developing therein and also stiffened externally. A conical expansion piece (7.2) put right after the entry pipe (7.1) of exhaust gases into the muffler ensures that exhaust gases expand into the vacuum medium and that, thus, sound waves hit conical surfaces to increase the frequency interference effect of the muffler.

According to 4.2 and 4.2.1 : The ends of the shaft projecting out of both ends of a highspeed electric motor (1.7) operating with a high-voltage direct current supplied from the vehicle battery using a voltage amplifier enter into the hubs (2.1 and 2.2) of air pump on two sides. The operating principles of this motor are identical to that of the model explained above. It switches on and off with the start and stop of the engine, respectively. However, because it lacks a pulley and belt system and gets drive directly from the electric motor, it has a simpler form. The cables carrying current to this motor are protected by means of an instrument pipe (1.8) present in the air channel. The protection class of this electric motor is IP 54, which secures a smooth operation thereof under exhaust and air conditions. There are 8 guide vanes (3.7) , circumferentially positioned at 45 degrees with respect to each other, that center and fix the direct- current electric motor inside the specially manufactured exhaust pipe (3.1). These guide vanes are used at the same time to break the circumferential rotation of the air flow created by the first stage axial fan ( 2.1 and 2.3) and ensure a linear movement of the air flow upto the second stage axial fan (2.2 and 2.4). In order to break the circumferential rotation of the air flow created by the double-stage fan (2) and convey the air straightly along the exhaust pipe, 8 additional guide vanes (3.5) positioned after the second stage fan ( 2.2 and 2.4), circumferentially at 45 degrees with respect to each other, have been used. The flow resistance caused by these guide vanes put perpendicularly to the flow is negligibly small. Inert-gas electric welding is used to fix these guide vanes on the exhaust pipe (3.1) and on the direct-current electrical motor (1.1).

According to Figures 5.2 and 5.2.1: The part of the exhaust system (8.1, 8.2, 8.3, 8.4) that is connected as flanged to the exhaust systems at inlet (5) and outlet (10), has on it a compressed-air inlet system (8.5, 8.6) and fixed, unmoving guide vanes of the reaction turbine (8.7). The high-flow rate compressed air (app. 3 bar abs) obtained from the compressor or turbocompressor engine air-charge unit of the vehicle selected with a capacity higher than normal or if they are not available, from a compressor unit specially designed for the device subject of this patent, accumulates and stabilizes in the inlet chamber (8.6). The compressed air passing through the guide vanes (8.7) of the turbine that open into this chamber and are distributed circumferentially is guided towards the moving vanes (9.7) of the reaction turbine. All manufacturing processes for the fixed vanes (8.7) of the reaction turbine are precise and the tolerances therefore are highly low. There are 8 guide vanes (8.3) fixed on the specially manufactured exhaust pipe (8.1) circumferentially and positioned at 45 degrees with respect to each other. According to Figures 5.2 and 5.2.2: The high-pressure and high-flow rate air guided by fixed vanes (8.7) of the reaction turbine rotates moving vanes (9.7) of the turbine and thereby, all the pump elements (9.1 - 9.5) fastened to the same body clockwise with a high velocity. Owing to this, a high-flow suction of air + exhaust gases is ensured from the venturi (5) and discharged outwards through the exhaust pipe. A self-lubricating bearing, resistant to high temperature environment (9.8) externally fitted tight in between the exhaust pipe and the turbo-pump group provides support to the rotation of the turbo-pump group with a minimum friction. The vanes located in the exhaust pipe and there-around are used to break the circumferential rotation of the air current created by the first axial fan (9.2, 9.4) and convey the air straightly to the second fan (9.3, 9.5). The fans located at both ends of the air pump set are fixed on the rotating fan body (9.1) at the same angular position and their speed of rotation is the same as that of the reaction turbine. All manufacturing processes carried out on the turbo-pump body (9.6) are precise and the tolerances therefore are highly low.

According to Figures 5.2 and 5.2.3: The high-pressure and high-flow air expanding in the reaction turbine (8.7, 9.7) causes the turbo-pump group to reach high speeds of revolution and then arrives in the turbine expansion chamber (10.1) with a reduced pressure (1.02 bar abs). This chamber opens through a partly perforated exhaust pipe inside it (10.2) into the milieu of high-velocity and high-flow air + exhaust gases, and the air is thus suctioned through the chamber outwards. An extension of this pipe (10.3) enters the body of turbo-pump group with a very small diametral tolerance and provides during a fast rotation of the group, a frictionless tightness between the pipe outside and the chamber. In order to break the circumferential rotation of the air current created in the exhaust pipe in this section by the double stage fan (9) and convey the air straightly along through the exhaust pipe, 8 additional guide vanes positioned circumferentially at 45 degrees with respect to each other (10.4) are used. The exhaust pipe extension lying up to the end of the vehicle is welded onto or slip-fitted on the end of this part.

Claims

1. A muffler creating vacuum in an internal combustion engine exhaust; featuring a high-voltage direct-current electric motor (1.1) and pulleys (1.2 and 1.3) outside the specially manufactured exhaust pipe (3.1) and a drive system composed of a

V-belt (1.4) resistant to high speeds and temperatures therebetween, and a double-stage air pump (axial fan) (2.1 , .2.3 and 2.2,2.4) having a self-lubricating bearing system (2.6) resistant to high speeds and temperatures and a lubrication-free pump shaft (2.5) centered by bearings.

2. As an alternative to the Claim 1. a muffler creating vacuum in an internal combustion engine exhaust: featuring a double-stage air pump (axial fan) (2.1 , 2.3 and 2.2, 2.4) driven directly by a high-voltage direct-current electric motor (1.7) contained in a specially manufactured exhaust pipe (3.1).

3. As an alternative to the Claims 1 and 2. a muffler creating vacuum in an internal combustion engine exhaust; featuring a reaction turbine (8.7, 9.7,9.8) located on a specially manufactured exhaust pipe (8.1 , 8.2, 8.3, 8,4) that operates with high- flow compressed air (8.5, 8.6) obtained from the vehicle, a double-stage and high-speed air pump (axial fan) (9.1 , 9.2, 9.3, 9.4, 9.5, 9.6) fixed on this turbine, the two rotating together, and an expansion chamber (10.1 ,10.2,10.3) into which the compressed air rotating the turbine expands and therefrom mixes into the exhaust pipe.

4. A muffler creating vacuum in an internal combustion engine exhaust according to the Claims 1 or 2 or 3; featuring an active noise control system housed (4) in a perforated sheet steel body put in an air suction nozzle (5.1), extending first conically (4.1) and then cylindrically (4.2), allowing for the drawing of cable (4.3) to the active noise control system, and producing a minimum back pressure to the air flow created by the housing body (4), the air pump (2) and the venturi

(5.1).

5. A muffler creating vacuum in an internal combustion engine exhaust according to the Claims 1 or 2 or 3. and the Claim 4: including a venturi (5) composed of an air suction nozzle (5.1), a throat with inclined perforations (5.2), an air intake nozzle (5.3) and air intake nozzle inlet (5.4) parts, whereby the venturi takes place at the center of a mechanical muffler and vacuum chamber (6) into which, exhaust gases open and expand.

6. A muffler creating vacuum in an internal combustion engine exhaust according to the Claims 1 or 2 or 3. and the Claims 4 and 5: using stainless steel wool (6.2) lining inside the body (6.5) that surrounds the vacuum chamber (6.1), featuring a high-level sound absorption with resistance to high exhaust-gas temperatures, and preventing its dispersion in the vacuum medium firstly by the presence of fine mesh (6.3) wrapping therearound, and secondly with an inner thick perforated stainless steel sheet (6.4) inside the chamber which supports the end plates of the mechanical muffler and vacuum chamber (6) against negative pressure existing therein.

7. A muffler creating vacuum in an internal combustion engine exhaust according to the Claims 1 or 2 or 3. and the Claims 4. 5 and 6; allowing for the angular frequency interference of sound waves reflecting from outer conical contours (5.1 and 5.3) of the venturi (5) contained in the mechanical muffler and vacuum chamber (6).