U.S. patent application number 11/525108 was filed with the patent office on 2007-04-05 for exhaust system with secondary performance respective torque control/regulation.
Invention is credited to Werner Muller, Stefan Rudi Schultes.
Application Number | 20070074507 11/525108 |
Document ID | / |
Family ID | 37900637 |
Filed Date | 2007-04-05 |
United States Patent
Application |
20070074507 |
Kind Code |
A1 |
Muller; Werner ; et
al. |
April 5, 2007 |
Exhaust system with secondary performance respective torque
control/regulation
Abstract
An exhaust gas device to control, respectively regulates the
torque, respectively the performance/power output of a combustion
engine includes at least one primary and one secondary flow
routing, for gases coming from the combustion engine. The flow
routings are designed, to optimize the torque and or the
performance/power output of the combustion engine, depending on
existing operating parameters. A control element to control
respectively regulate the exhaust gas through at least one flow
routing.
Inventors: |
Muller; Werner; (Klingsmoos,
DE) ; Schultes; Stefan Rudi; (Cologne, DE) |
Correspondence
Address: |
WESTMAN CHAMPLIN & KELLY, P.A.
SUITE 1400
900 SECOND AVENUE SOUTH
MINNEAPOLIS
MN
55402-3319
US
|
Family ID: |
37900637 |
Appl. No.: |
11/525108 |
Filed: |
September 21, 2006 |
Current U.S.
Class: |
60/288 ;
60/324 |
Current CPC
Class: |
F01N 1/166 20130101 |
Class at
Publication: |
060/288 ;
060/324 |
International
Class: |
F01N 3/00 20060101
F01N003/00; F01N 7/00 20060101 F01N007/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 23, 2005 |
DE |
102005045580.8-13 |
Claims
1. Exhaust gas device to control, respectively regulate the torque,
respectively the performance/power output of a combustion engine
comprising: a) at least one primary and one secondary flow routing,
for gases coming from the combustion engine, where the flow
routings are designed, to optimize the torque and or the
performance/power output of the combustion engine, depending on
existing operating parameters, and b) a control element to control
respectively regulate the exhaust gas through at least one flow
routing.
2. Exhaust gas device according to claim 1, where the flow
routings, are located within a common housing, and the primary flow
routing basically reassembles a duct/pipe, that is mainly oriented
concentric to the housing.
3. Exhaust gas device according to claim 1, where the secondary
flow routing is composed of several pipes/ducts, that are located
outside of the primary flow routing and are preferably parallel to
it, and which are connected with it downstream and upstream from
the control element.
4. Exhaust gas device according to claim 1, where the secondary
flow routing is composed of 2 to 5 pipes/ducts, that are mainly
allocated around the first flow routing.
5. Exhaust gas device according to claim 3, where the bifurcation,
between the primary flow routing and the pipes/ducts, is composed
of a first array of several radial holes/drillings, between the
primary flow routing and a first chamber, and where the initial
open ends of the pipes/ducts, reach into the first chamber, to
enable the exhaust gas to flow from the primary flow routing
through the holes and the first chamber, into the pipes/ducts.
6. Exhaust gas device according to claim 4, where the section of a
cover of the first chamber, which is located opposite the open ends
of the ducts, is cambered to ensure that exhaust gas, flowing from
the chamber, is deducted/deflected towards the ends of the
ducts.
7. Exhaust gas device according to claim 3, where a conjunction of
the ducts and the primary flow routing is achieved by a secondary
array of several radial holes, between the primary flow routing and
a second chamber, where two open ends of the ducts, reach into the
second chamber, in order to let the exhaust gas from the ducts flow
through the second chamber and the secondary array of holes, into
the primary flow routing.
8. Exhaust gas device according to claim 7, where the section of a
cover of the second chamber, which is located opposite the second
open ends of the ducts, is cambered to ensure that exhaust gas,
flowing from the second open ends of the ducts, is
deducted/deflected towards the second chamber.
9. Exhaust gas device according to claim 7, where the area of the
first array of radial wholes is about twice the size of the area,
of the second array of radial wholes, to ensure a slackening of the
exhaust gas in the section in front of the control unit.
10. Exhaust gas device according to claim 1, where the exhaust gas
device is an exhaust gas muffler/dampener, in which the flow
routings are located.
11. Exhaust gas device according to claim 1, where the control
element is a throttle flap.
12. Exhaust gas device according to claim 1, where the throttle
flap, within the primary flow routing, in a special throttle
section, is rotary pivoted mostly around its own center axis,
arranged in amounting ring, where the outer diameter of the
throttle flap matches the inner diameter of the throttle section of
the primary flow routing.
13. Exhaust gas device according to claim 1, where the control unit
hits a catch when closed and can be opened up to 90.degree. from
the closed position.
14. Exhaust gas device according to claim 1, where the control
element can be directly or indirectly actuated from outside the
exhaust gas device, by a driver, and where an additional device, to
monitor Rpm, charge state, velocity, and or a composure of the gas
mixture, is intended, to send signals to a control unit, which
actuates the control element, respectively influences torque and/or
performance/power output, according to the incoming signals.
15. Exhaust gas device according to claim 1, where the control
element can be actuated by at least one of he following means:
electro-magnetically, magnetically, pneumatically, hydraulically
and/or mechanically.
16. Exhaust gas device according to claim 1, where the control
element can be actuated by at least one of the following devices: a
Bowden cable, a push- or pull rod, a belt, a chain, a spring, an
electric motor, a vacuum cylinder and/or a magnetic device.
17. Exhaust gas device according to claim 1, where the control
element can be actuated staged or continuously by the driver.
18. Exhaust gas device according to claim 1, where at least one
bifurcation between the two flow routings is included, upstream
from the control element.
19. Exhaust gas device according to claim 1, where at least one
noise dampening system is incorporated.
20. Exhaust gas device according to claim 19, where the noise
dampening/absorption system, incorporates noise dampening holes and
a third chamber, and the noise dampening holes, reach from the
primary flow routing, radial, into the third chamber, and the third
chamber can be filled with noise absorbing material, like mineral
wool.
21. Exhaust gas device according to claim 20, where the third
chamber, extends from the first chamber to the second chamber.
22. Exhaust gas device according to claim 21, where at least one of
the three chambers is formed by a separating plate, that is
extending from he concentric duct to an inner cylinder, in a radial
way.
23. Exhaust gas device according to claim 1, where an outlet of the
exhaust gas device, is tapered at least in one section, for
additional noise reduction.
24. Exhaust gas device according to claim 23, where an outer
cylinder is incorporated, which covers an inner cylinder, featuring
an air cushion and/or dampening material, for thermal insulation,
and which leads into the outlet.
25. Exhaust gas device according to claim 1, where it is designed
to function as a motorcycle-, automobile-, or quad exhaust
system.
26. Exhaust gas device according to claim 1, where it is designed
as a muffler kit or a refit kit.
27. Torque control system with an exhaust system, according to
claim 1, with an additional device to monitor the velocity of the
vehicle, as well as operating parameters of the engine, like RPM,
charge, engine temperature, manifold pressure, throttle valve
position of the carburetor, back pressure, gas mixture, ignition
cycles, via ignition module, engine management system or knock
sensors, intake air temperature and/or ambient air pressure, and a
memory device with control settings, to operate the exhaust system
according to at least one of the above parameters.
28. Method to control respectively regulate the torque,
respectively performance of a combustion engine equipped with an
exhaust gas device, with following steps: providing at least one
primary and one secondary flow routing, for exhaust gas, where the
flow routings were designed to optimize the torque and/or
performance/power output, of a combustion engine, depending on
operating parameters of the engine, and actuation of minimum one
control element, to control respectively regulation of the exhaust
gas, through at least one of the flow routings.
29. Method according claim 28, where the throttle flap stays
closed, up to about 3/4 of the maximum RPM, and opens up at higher
RPM, exceeding 3/4 of max. RPM.
30. Method according claim 28, where the throttle flap stays
closed, up to about 1/2 of the maximum RPM, and opens up at higher
RPM, exceeding 1/2 of max. RPM.
Description
[0001] The present invention concerns an exhaust gas system for
combustion systems or rather combustion engines of vehicles, like
motorcycles, cars, motor boats/ships, airplanes, quads, three
wheelers and especially for motorcycle mufflers. The exhaust gas
system features at least a torque control/regulation. The preferred
location of this exhaust gas system is within a muffler.
[0002] Up to date exhaust gas systems like motorcycle mufflers are
normally designed with a single exhaust gas route. Furthermore
there are exhaust gas cleaning systems available with one routing
for the exhaust gas and an alternative or additional routing, in
case that the exhaust gas system is overloaded or nonworking.
[0003] In addition to that GB 293 236 provides a muffler with a
throttle valve within the exhaust gas routing, to divert the
exhaust gas on an offset course, around the throttle valve, when
operated. The throttle valve is actuated through a foot pedal or a
Bowden cable.
[0004] The European patent EP 0895562 B1 concerns an exhaust system
for combustion systems with a control system to regulate the
dampening characteristic of the exhaust system, where different
exhaust gas routings, with considerable different dampening
characteristics are provided and the control system distributes the
exhaust gas selectively to the different exhaust gas routings. The
control value in this case is an acoustic dampening characteristic
(audio peak level and volume), accepting high impact/dynamic
pressures and according performance and torque attrition. This is
mainly achieved by routing the exhaust gas on an offset course or
through perforated disks. Due to a relatively high total pressure
resistance, it is not possible for the exhaust gas to slacken fast
enough.
[0005] The invention is based on the object to provide an improved
exhaust gas system and an improved method for the exhaust gas
routing. Especially compared to the presently existing state of the
art, is the control value of this invention, the torque
respectively the performance of an engine.
[0006] This object will be achieved by the claims.
[0007] The invention has the distinct advantage to control and
improve the performance and the torque, if applicable, the sound,
of a vehicle with combustion engine, in a simple and effective way.
The invention is preferably operated within a motorcycle or car
muffler, especially vehicles with a high performance/power density,
and is able to even more improve the torque respectively the
performance, with rather simple features. With this invention, and
for example a suitable engine control system, it is even possible
to reduce the fuel consumption. The invention is based on the
thought that for an engine's different loads, RPM, gas mixtures,
and so on, there is always an according exhaust gas condition.
[0008] The muffler contains a dynamic pressure adjustment system,
using a throttle valve to change the flow resistance of the
incoming combustion gases, respectively to guide them through one
or more routings. Preferred is the use of routings with different
lengths, as well as relatively long, respectively prolonged gas
flow routings, to enable the exhaust gas to slacken expeditiously
and quickly reduce the back pressure.
[0009] The actuation of the system can be chosen and directly
operated by the driver of the vehicle individually, either by a
switch, a push button or a foot peg and so on. A device to monitor
the RPM, loads, and or velocity, is additionally or alternatively
arranged for, in order to send signals to a control unit, which
actuates a control element that influences torque, respectively the
engine performance and the noise emission. It was surprisingly
discovered that the torque can easily be increased with this
procedure.
[0010] The dynamic pressure adjusting device (flap or throttle
valve) can be variably positioned by the above described matters of
control, or either by the driver, or automatically according to the
necessary dynamic pressure demand, either continuously variable, or
gradually, or simply filly open with little dynamic pressure, or
filly closed with high dynamic pressure.
[0011] The exhaust gas dynamic pressure adjusting device of the
muffler system according to this invention can be directly or
indirectly actuated, for example by using Bowden cables, pull- or
push rods, belts, chains, springs or a combination of the
above.
[0012] In one version it is possible to actuate the system from the
driver seat, especially with a running engine and while moving the
vehicle.
[0013] The exhaust gas system according to the invention, has at
least a primary and a secondary routing for the exhaust gas
flow.
[0014] With two existing exhaust gas routings, the routing of the
exhaust gases can be selected either completely through the primary
routing, partially through the primary and secondary routing, or if
applicable, totally through the secondary routing.
[0015] The proportion of the according amount of exhaust gases, in
the different routings, can be adjusted by actuating the control
unit.
[0016] If for example the exhaust gases are routed 100% through the
primary routing, the dampening- and dynamic pressure
characteristics of this routing affect the exhaust gas system. If a
certain amount of the exhaust gases is routed through the primary
routing, a dampening- and dynamic pressure characteristic is
obtained which is a combination of the dampening- and dynamic
pressure characteristics of both exhaust gas routings. In this way
the dynamic pressure, respectively the noise level can be
determined by the actuation of the control unit.
[0017] The dynamic pressure and the according noise emission of a
vehicle, equipped with a exhaust system according to the invention,
can in every case, according to desire or necessity, concerning
dynamic pressure, associated engine performance, as well as audio
peak level and volume, be adjusted, due to the fact that the
exhaust gas routings are preferably within the exhaust gas system
and can be operated selectively, without additional installation or
demounting procedures or similar measures.
[0018] Due to the preferred option to operate the control unit
remote controlled, you gain the advantage, to control the system
and accordingly the dampening-, dynamic pressure characteristics
and the connected engine performance, from the driver seat of the
vehicle, equipped with the exhaust system according to the
invention. The dampening-, dynamic pressure and/or engine
performance characteristics can be influenced respectively
adjusted, while driving the vehicle, without bringing the vehicle
to a stop.
[0019] Preferably are both flow routings installed in a single
housing. Furthermore preferred is, that the primary flow routing is
a duct, mounted concentric to the housing.
[0020] It is preferred that the secondary flow routing consists of
several ducts that are located outside of the primary flow routing
and parallel to it, and are connected to it, upwards and downwards
flow direction, with an adjusting element, similar to a throttle
flap or valve. Further on preferred is that the secondary flow
routing consists of 2 to 5 ducts, arranged around the primary flow
routing. This arrangement has proven to be especially suitable to
allow for a continuously optimized torque and engine performance
throughout all conditions of exhaust gas routing and enable a very
compact assembly. The preferred arrangement consists of five ducts,
assembled in the above described way. With this assemble of the
secondary flow routing we get the advantage of noise reduction
especially due to reflection. The gas columns will be detoured in a
way, that they hit each other several times, which creates the
effect of noise reduction or even noise elimination, with only
insignificantly higher dynamic pressure. This effect is contrary to
the principle of the described system of EP 0895562 B1.
[0021] Additionally preferred is a bifurcation between the primary
flow routing and the above mentioned ducts, achieved by an initial
alignment of several radial holes between the primary flow routing
and a primary chamber, where the open ends of the ducts reach into
the primary chamber, to make the exhaust gases, with a closed
valve, at the primary chamber, run through the holes (drillings) in
front of the throttle valve, into the primary chamber and further
on into the ducts.
[0022] Continuing preferences are, a section of a cover of the
primary chamber, opposite the open ends of the ducts of the
secondary routing, rounded in a way to ensure, that gases from the
chamber are deflected in a way to flow towards the ends of the
ducts.
[0023] Intended is a conjoined routing of the ducts and the primary
flow routing, achieved by an assembly of several radial holes
between the primary flow routing and the secondary chamber, where
two open ends of the ducts reach into the secondary chamber, to
enable exhaust gas flow from the ducts through the secondary
chamber and the second array of the wholes into the primary flow
routing.
[0024] Continuing preferences are, a section of a cover of the
secondary chamber, opposite the open ends of the ducts of the
secondary routing, rounded in a way to ensure, that gases from the
second ends of the ducts are deflected in a way to ensure gas flow
towards the secondary chamber. This rounded section of the chamber
and the positioning of the ends of the ducts within the chambers is
especially favorable to ensure a compact and performance optimized
assembly. Compared to EP 0895562 B1, the exhaust gas is routed
perfectly with the great advantage that the dynamic pressure is
able to slacken quickly.
[0025] The desired slackening of the exhaust gases in front of the
throttle flap has several special reasons. First is to mention that
the distance of the first array of radial holes from the throttle
flap is influencing the slackening of the gases. Fact is, the
smaller this distance is, the better is the slackening. Also the
dimensions of the according radial holes, the size of the primary
chamber, the diameter and the length of the ducts of the secondary
flow routing, the amount of the ducts reaching into the primary
chamber and the distance from the duct ends to the radial holes,
define the degree of slackening and can be adjusted with the
system, concerning the invention, as desired.
[0026] It is preferred that the area of the first array of the
radial wholes is about twice the size than the area of the second
array of the radial wholes, to ensure a slackening of the exhaust
gases in the section in front of the control unit.
[0027] Favored is the use of the exhaust system as an exhaust
muffler, in which the flow routings are arranged. The control unit
is preferably a throttle flap or valve.
[0028] This throttle flap is preferably mounted within the primary
flow routing in a throttle section, rotating around its center
axis, arranged in a mounting ring, where the outer diameter of the
throttle flap matches the inner diameter of the throttle section of
the primary flow routing. When the control element is closed, it
hits a catch and can be opened up to 90.degree. from this
position.
[0029] The control element can be particularly, directly or
indirectly, actuated from outside the exhaust system by the driver.
Further preferred is a device to monitor the RPM, load or charge
state and/or velocity is additionally or alternatively arranged
for, in order to send signals to a control unit, which actuates a
control element, that influences torque, respectively the engine
performance. It is preferred to actuate the control element at
least electromagnetically, magnetically, pneumatically,
hydraulically, and/or mechanically, as well as with the use of a
Bowden cable, a push or pull rod, a belt, a chain, a spring, an
electric motor and or a magnetic device, or any combination of the
above.
[0030] A bifurcation of the two flow routings, upwards from the
control element is favorable. Preferred is at least one noise
absorbing system/muffler, where the noise absorbing system
incorporates noise reduction drillings/wholes and a third chamber,
where the wholes reach from the primary flow routing, radial from
the primary flow routing into the third chamber. It is intended
that the third chamber extends from the first chamber to the second
chamber. At least one of the three chambers consists of a
separating plate, reaching radial away from the concentric duct to
an inner cylinder.
[0031] It is preferred that the outlet section of the exhaust
system is tapered over a certain range, to ensure an additional
noise reduction.
[0032] Preferably is one outer cylinder that encloses the inner
cylinder, either providing an air cushion and/or dampening material
for thermal insulation and that merges into the outlet section.
[0033] The system concerning the invention is especially intended
to be used as a motorcycle-, automobile-, quad-, or motorboat
exhaust system and/or function as a pre-, primary-, secondary-,
end-, bypass-muffler insert, or as an additional muffler.
Furthermore it can be a muffler kit or refit kit. Materials and
shapes may vary and can be chosen individually according to the
intended use. For example, when using on a motorcycle, the shape
can be flattened to allow more bank in turns, that can be very
easily achieved due to the arrangements of the ducts in the
secondary chamber. No or smaller ducts can be used around the area
of the flat section, therefore, larger or narrower spaced ducts can
be arranged in areas with increased diameter.
[0034] Further on it is preferred to incorporate a device to
monitor several parameters of the vehicle and its engine, like,
RPM, load or charge, engine temperature, manifold pressure,
throttle position of the carburetor or fuel injection, velocity of
the vehicle, dynamic pressure, gas mixture, ignition timing, engine
management system and/or knocking sensors, inlet air temperature
and/or ambient air pressure, and a memory device with control
settings to operate the exhaust system according to at least one of
the above parameters.
[0035] The invention concerns also an according procedure to
control respectively regulate the torque respectively performance
of a combustion engine equipped with an exhaust gas system.
[0036] The throttle flap is intended to be mainly closed up to 1/2
or preferably 3/4 of the maximum RPM of the combustion engine and
will be opened at higher RPM than mentioned above. With such a set
up it is possible for the larger exhaust gas masses at higher RPM
to slacken better and more expeditious. This system according to
the invention combines the advantages of a race muffler (with open
throttle flap), providing less back pressure, and the advantages of
a common muffler, providing favorable noise reduction, more back
pressure, at smaller dimensions, in the lower Rpm range (with
closed throttle flap).
[0037] The annexed figures show examples of favored versions of the
invention.
[0038] FIG. 1 shows a schematic cross section through the exhaust
system, with a closed throttle flap, according to the invention
and
[0039] FIG. 2 shows a schematic cross section through the exhaust
system, with a partially opened throttle flap, according to the
invention.
[0040] FIG. 1 shows an inlet duct 1, with a preferred centrically
arranged primary flow routing respectively main exhaust pipe 2. The
inlet duct 1 is connected to a combustion engine with one end (not
depicted). The engine could be a 2- or 4-stroke motor of a
motorcycle or a car. Other vehicles too, like in the beginning
listed, could be equipped with the exhaust system concerning the
invention. Exhaust gas cleaning systems like catalytic converters,
sooty particle filters, secondary air systems and so on, can be
installed in the inlet duct 1. The inlet duct 1 is connected to the
exhaust gas system opposite of the motor adjacent end. One exhaust
system concerning the invention, can be mounted on a single inlet
duct, for example on engines with more than one cylinder, a exhaust
gas header can be installed prior the inlet duct.
[0041] The main exhaust pipe 2 is preferably straight designed and
offers a low exhaust gas flow resistance with an opened valve. With
an open control valve in the primary exhaust flow routing, the
design dependent flow resistance of the primary flow routing, is,
compared to the secondary flow routing, relatively marginal.
[0042] A control element, respectively valve assembly 4, which is
preferably designed as a throttle flap, is intended to be rotary
pivoted in a centered position.
[0043] The depicted shape of the main exhaust pipe 2 (in most case
round shaped), is not mandatory at all. In case of constructional
demands/space required, it can be designed rectangular, oval, or
any other in angular shape. Even size and length are variable, to
fit special different needs like, engine displacement, RPM, 2- or
4-stroke engine and so on, where as the basic principle of the
exhaust gas system stays the same, but is only to be adjusted
dimensional wise to ensure optimum functionality.
[0044] Additional exhaust gas systems can be integrated into the
pipe, as well as devices for noise reduction, performance
enhancement, for example, funnels, deflectors, Venturi tubes or
similar known devices or solutions in the area of exhaust system
design.
[0045] The pipe has preferably holes/drillings, openings i. E.
perforations 6, 9 partially or completely persistent, where
perforation/drilling diameters and the distance of the openings,
between each other can be chosen variably, to fine tune for the
desired sound and torque for different situations. If using the
perforated variant, the dampening system works according to the
well known sound absorbing principle. For additional performance-
or sound optimizing, it is possible to design the pipe funnel
shaped diverging or conical converging.
[0046] If the throttle valve 4 is closed, the exhaust gas flow from
the engine hits the throttle valve 4 and has to work its way
through the radial holes, openings, drillings, slots and or ports
6, located in front of the throttle valve 4, into the primary
chamber, where it flows through the secondary flow routings,
respectively gas deflection pipes 3, parallel to the main pipe 2,
into the secondary chamber, respectively deflection chamber 8,
located behind the throttle valve. From there, the gases flow back
to the main pipe 2, through the radial holes, openings, drillings,
slots and or ports 9.
[0047] The deflection chambers 7, 8 are equipped with closing lids
7a, 7b, respectively 8a, 8b, which are preferably cambered,
respectively rounded for optimum effectiveness.
[0048] The sizes of the chambers are subject to change, according
to the needs, in length as well as in diameter.
[0049] The deflection pipes 3, can be round, oval or angular in
shape, and completely or partially perforated. Number and length of
the pipes depend on the intended usage. 1-20 pipes are possible.
Preferred however are, 3-5 pipes, even more favorable are 4 pipes.
Also the length of the pipes within the chambers can be adjusted as
desired.
[0050] Additional devices for exhaust gas cleaning, like catalytic
converters or sooty filters, as well as Venturi tubes and funnels,
for sound and performance enhancement, can be integrated into the
gas deflection chambers 3. If desired it is possible to design the
gas deflection pipes, funnel shaped or conical
converging/diverging. With the secondary flow routing, we got the
muffler working according to the reflection- and absorption
principle.
[0051] An additional noise dampening device 10, 11, shows noise
absorption holes 10 and a third chamber 11, where the noise
absorption wholes 10, extend radial from the primary flow routing
2, into the third chamber 11, which can be filled with noise
absorption material, like mineral wool. The third chamber 11,
extents preferably from the first chamber 7 towards the second
chamber 8.
[0052] Furthermore is the outlet section 17, of the exhaust gas
system, tapered, at least over a certain section (not depicted),
for additional noise reduction.
[0053] It is also possible to incorporate an outer cylinder 18,
that covers an inner cylinder 12, composed by the outside area of
the main gas pipe 2, or a separate cylinder, with an air cushion
and/or dampening material for thermal insulation, and which is
connected to the outlet 17.
[0054] The invention also concerns all and any combinations of the
above mentioned alternations, versions and designs.
* * * * *