U.S. patent number 3,700,029 [Application Number 05/052,895] was granted by the patent office on 1972-10-24 for vehicle pollution control unit.
Invention is credited to Paul H. Thrun.
United States Patent |
3,700,029 |
Thrun |
October 24, 1972 |
VEHICLE POLLUTION CONTROL UNIT
Abstract
An apparatus for controlling the pollutants in engine exhaust
gases. A housing contains a hollow tube having heat transfer plates
attached which extend the length of the housing. Baffles are
positioned along the length of the housing between the heat
transfer plates. The housing is capped on both ends and is provided
with an inlet and outlet pipe for the exhaust gases to pass
through. A fluid coolant is circulated through the tube to cool the
exhaust gases within the housing.
Inventors: |
Thrun; Paul H. (Indianapolis,
IN) |
Family
ID: |
21980618 |
Appl.
No.: |
05/052,895 |
Filed: |
July 7, 1970 |
Current U.S.
Class: |
165/51;
165/134.1; 55/DIG.30 |
Current CPC
Class: |
F01N
3/043 (20130101); Y02T 10/12 (20130101); Y10S
55/30 (20130101); Y02T 10/20 (20130101) |
Current International
Class: |
F01N
3/04 (20060101); F28f 019/00 () |
Field of
Search: |
;165/51,134,135,136,181,182 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Sukalo; Charles
Claims
The invention claimed is:
1. A control unit for reducing pollutants in exhaust gases from an
engine comprising:
a housing having an inlet and an outlet connectable to and
communicating with said engine so as to receive said exhaust
gases;
a tube extending through said housing, said tube being hollow for
circulating coolant therein;
and plates fixed to said tube to transfer heat from said gases to
said tube, said plates each having a flanged end positioned
adjacent said housing creating a swirling gas flow around the
longitudinal axis of said housing as said exhaust gases pass
therethrough;
baffles spaced between said plates to direct the flow of said
gases; and wherein:
said plates are parallel and are in spaced relation to each other
forming passages for said gases to flow.
2. A control unit for reducing pollutants in exhaust gases from an
engine comprising:
a housing having an inlet and an outlet connectable to and
communicating with said engine so as to receive said exhaust
gases;
and means connected with said housing to cool said exhaust gases;
wherein said means comprises:
a tube extending through said housing, said tube being hollow for
circulating coolant therein;
plates fixed to said tube to transfer heat from said gases to said
tube;
baffles spaced between said plates to direct the flow of said
gases; and wherein:
said plates are parallel and are in spaced relation to each other
forming passages for said gases to flow, each of said plates have a
flat middle portion, an upward turned flange and a downward turned
flange integrally joined together;
each of said baffles are positioned in said passages, each of said
baffles have a downward turned portion abutting one of said plates
directing said gases to said upward turned flanges and said
downward turned flanges.
3. The unit of claim 2 additionally comprising:
an end cap connected to said housing having a hole communicating
the interior of said housing with the outside atmosphere.
4. The unit of claim 3 additionally comprising:
means for causing said tube to have a surface temperature between
200.degree. Fahrenheit and 300.degree. Fahrenheit while said
exhaust gases are flowing through said housing.
5. The unit of claim 4 wherein:
said unit is connected to an automobile having a radiator and
exhaust system, said inlet of said housing is connected to said
exhaust system, said tube is connected to said radiator.
6. The unit of claim 4 wherein:
said tube is configured to cross back and forth the width and
length of said housing passing through said plates and baffles.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention is an anti-pollution apparatus for controlling
engine exhaust gases.
2. Description of the Prior Art
It is well known that engines, particularly of the internal
combustion type, emit various gases, such as carbon monoxide and
hydrocarbons, which contribute to the pollution of the environment.
Thus, several devices have been provided with an object of
eliminating or reducing the pollution caused by engine exhaust
gases. Four of the devices are disclosed in the following U.S. Pat.
Nos. 3,071,449 issued to Shustack, 3,490,878 issued to Russell,
3,142,150 issued to Pearlman, and 3,325,256 issued to Calvert.
Typically, the aforementioned devices heat the exhaust gases to a
sufficiently great temperature so as to cause the hydrocarbons to
combine with oxygen in the presence of a catalyst thereby resulting
in oxidation of the gases. In spite of the devices which have been
provided, an effective inexpensive means has not been devised to
reduce the pollutants existing in engine exhaust gases. As a
result, many statutes have been enacted specifically defining the
level of pollutants allowable in the exhaust gases of various
vehicles.
From the above background it can be seen that there is a need for
an effective apparatus for controlling the pollutants in the
exhaust gases of engines. The apparatus should be inexpensive and
easy to mount on automobiles and should provide for the breakdown
of the noxious exhaust gases into various non-noxious components.
The present invention provides such an apparatus by subjecting the
hot exhaust gases to a significently lower temperature thereby
oxidizing and breaking the noxious exhaust gases into the various
non-noxious components.
SUMMARY OF THE INVENTION
This invention is an apparatus for controlling the pollutants
existing in engine exhaust gases. A cylindrical hollow housing
capped on either end by a plate contains a hollow tube. Heat
transfer plates extending within the housing are fixed to the tube
and are spaced apart by baffles. The plates and baffles are
configured to force the incoming exhaust gases into a swirl. Hollow
pipes are provided in either end of the housing for connecting to
the exhaust system of the engine thereby allowing the exhaust gases
to pass therethrough. A fluid coolant is circulated through the
tube.
It is an object of the present invention to provide a device for
controlling the pollutants existing in exhaust gases.
It is another object of the present invention to provide an
anti-pollution device which is inexpensive and which may be quickly
connected to an exhaust system for control-ling the pollutants in
exhaust gases exiting the engine.
Yet another object of the present invention is to provide a vehicle
pollution control unit which breaks noxious exhaust gases from an
engine into various non-noxious entites.
Related objects and advantages of the present invention will be
apparent from the following description.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a side view of an automobile having a vehicle pollution
control unit incorporating the present invention.
FIG. 2 is an enlarged exploded perspective view of the control unit
shown in FIG. 1 with a portion of the device cut away to show its
components.
DESCRIPTION OF THE PREFERRED EMBODIMENT
For the purposes of promoting an understanding of the principles of
the invention, reference will now be made to the embodiment
illustrated in the drawing and specific language will be used to
describe the same. It will nevertheless be understood that no
limitation of the scope of the invention is thereby intended, such
alterations and further modifications in the illustrated device,
and such further applications of the principles of the invention as
illustrated therein being contemplated as would normally occur to
one skilled in the art to which the invention relates.
Referring now more particularly to FIG. 1, there is illustrated an
automobile 10 having an internal combustion engine 11 and a
radiator 12. A conventional exhaust pipe 13 is fixedly fastened to
the exhaust manifold of engine 11 with a muffler 15 connected to
its opposite end. A second pipe 14 is connected to the opposite end
of muffler 15 and is fixedly fastened to the inlet of vehicle
pollution control unit 16. A third pipe 19 is connected to the
opposite end of unit 16 allowing the exhaust gases to escape to the
atmosphere out through outlet 24. A suitable clamping device 22
extends around pipe 19 being firmly anchored to the frame of
automobile 10. Likewise, clamp 23 extends around the body of unit
16 and is firmly anchored to the frame of automobile 10. Thus,
clamps 22 and 23 prevent the pipe and unit from falling from the
automobile when subjected to shock. As will be described later in
this specification, unit 16 requires coolant from radiator 12.
Thus, coolant hoses 17 and 18 are connected to radiator 12 and
extend back to the rear of automobile 10 fastening to unit 16.
Clamp 21 extends around hoses 17 and 18 and is anchored to the
frame of automobile 10 thereby securing the hoses to the
automobile. Additional clamps may be used throughout the automobile
at strategic locations to secure hoses 17 and -18 to the
automobile. Likewise, clamps will be used to secure muffler 15 and
pipes 14 and 13 to the automobile. The techniques required to clamp
the hoses, pipes, pollution control unit and muffler are well known
and thus this specification will not elaborate thereon. Likewise,
it is also well known how to connect a hose to a radiator. For
example, radiator 12 may be provided with two hollow pipes opening
into the interior of the radiator and sized to receive hoses 17 and
18.
Many cars presently available have a resonator fixedly fastened
between pipes 14 and 19. These resonators may be removed from the
automobile and unit 16 may be inserted in its place. In vehicles
having resonators, it will be necessary to separate the tail pipe
of the automobile into two pieces in order that unit 16 may be
inserted therebetween. Of course, cars having multiple exhaust
pipes may be provided with multiple pollution control units 16
whereas automobiles having only one exhaust pipe would be equipped
with only one control unit 16.
FIG. 2 is an enlarged view of the control unit and is cut away to
show the components. In addition, end plate 30 has been removed
from the device for sake of clarity. Of course, in actual use plate
30 would be secured to housing 31.
Unit 16 has a hollow cylindrical housing 31 securely fastened to
forward end plate 30 and back end plate 32. Housing 31 and plates
30 and 32 may be made from stainless steel with back plate 32 being
welded to housing 31. Forward plate 30 is secured to housing 31 by
welding or by fastening devices. In the latter case, right angle
brackets, not shown, are fixedly fastened to the interior of
housing 31 having nuts for engaging screws passing through plate 30
and securing plate 30 to housing 31. Inlet exhaust pipe 33 is
integrally attached to plate 30 by weld 37. Likewise, outlet
exhaust pipe 34 is integrally attached to plate 32 by welds not
shown. Pipe 33 is hollow allowing the exhaust gases to enter unit
16 in the direction of arrow 38. Pipe 34 is also hollow allowing
the gases to exit unit 16 in the direction of arrow 39. Pipe 33 is
securely fastened to pipe 14 whereas pipe 34 is securely fastened
to pipe 19 by conventional clamping devices.
A tube is provided within housing 31 for circulating the coolant
from radiator 12. The tube may be made from individual pre-formed
copper tubes fastened together by means such as solder. Coolant
flows out of radiator 12 through tubing 18 in the direction of
arrow 25 entering unit 16 through inlet tube 61. Tube 61 is fixedly
fastened to a right angle configured tube 62 which in turn is
fixedly fastened to a straight tube 63. Tube 63 is fixedly fastened
to a 180 degree bend 64 which has its opposite end fixedly fastened
to straight tube 65. Tube 65 is fixedly fastened to another 180
degree bend 66 which has its opposite end fixedly fastened to
straight tube 67. Tube 67 has its opposite end fixedly fastened to
extension tube 68 which in turn is fixedly fastened to a straight
piece of tubing 69. As may be seen from FIG. 2 additional
individual tubes are connected together forming the final
configured tube. In the embodiment shown in FIG. 2, the following
number of individual tubes are utilized: one inlet tube 61, fifteen
straight tubes, ten 180 degree bend tubes, four extension tubes 68,
and one outlet tube 60. Of course, it would be possible to add many
more bends to the configuration shown in FIG. 2. Likewise, it would
be possible to reduce the number of bends making up the
configuration shown, depending upon the liquid circulation
necessary to activate the heat transfer unit.
Five plates 40, 41, 42, 43 and 44 act as heat sinks and directional
fins thereby extracting the heat from the exhaust gases entering
pipe 33 in the direction of arrow 38. The heat from the exhaust
gases is conducted to the tube and the coolant therein. Each one of
plates 40 through 44 have fifteen holes to receive the tube as it
crosses back and forth along the length of housing 31. These plates
may be made from any type of metal; however, excellent results have
been obtained by utilizing 25 guage aluminum sheet. The plates may
be fastened to the tube by any conventional means, such as
soldering or bolting together. Plates 40 through 44 extend from
back end plate 32 to forward end plate 30. Plates 40 through 44 are
identical in shape having a flat middle portion 49 integrally
joined to an upward turned flange 48 on one side and a downward
turned flange 50 on the opposite side. Flanges 48 are turned upward
at an approximate angle of thirty degrees from the flat middle
portion 49. Flanges 50 are turned downward at an approximate angle
of thirty degrees from the flat middle portion 49. Flange 48 of the
top plate 44 abuts against the inside wall of housing 31 and flange
50 of the lowest plate 40 abuts against the inside wall of housing
31. The remaining flanges 48 and 50 are in spaced relation from the
inside wall of housing 31.
Three baffle plates 45, 46, and 47 are spaced along the length of
housing 31 to direct the incoming exhaust gases. Each baffle is
identical having a flat portion 51 integrally joined to a downward
turned flange 52. Flanges 52 are turned down approximately
30.degree. from flat portion 51. Portions 51 are provided with
three holes for receiving the coolant tube. Baffle 45 is located
under plate 43 and on top of plate 42. Flat portion 51 of baffle 45
abuts against the lower side of plate 43 whereas the lower edge of
flange 52 abuts against the top of plate 42. Portion 51 of baffle
46 abuts against the lower side of plate 42 and the lower edge of
flange 52 of baffle 46 rests on the top side of plate 41. Portion
51 of baffle 47 abuts against the lower side of plate 41 with the
lower edge of flange 52 of baffle 47 resting on top of plate
40.
Holes are provided in plate 30 allowing inlet tube 61 and outlet
tube 60 to pass through the plate. Thus, hole 36 in plate 30
receives tube 60 which is sufficiently long so as to allow hose 17
to be connected thereto. Hose 17 may be made from a flexible
material, such as rubber, and may therefore be slipped over tube 60
with a clamping device, not shown, securing hose 17 to tube 60. A
similar hole not shown is provided in plate 30 allowing tube 61 to
extend through the plate and allowing hose 18 to be secured to tube
61. A third hole 35 having an approximate diameter of 3/8 of an
inch is provided in plate 30 allowing air from the outside
environment to enter housing 31 to insure proper oxidation of the
gases therein.
The exhaust gases exit engine 11 through pipe 13, muffler 15 and
pipe 14 entering unit 16 through pipe 33. A major portion of the
gases are deflected downward and outward along the top of plates
42, 41 and 40 by baffles 45, 46 and 47. These baffles extend the
width of horizontal portions 49 ending approximately at the
junction between flanges 48 and portion 49 and the junction between
flanges 50 and portion 49. These gases are then swirled in a
clockwise direction, as viewed looking into housing 31 through pipe
33, since flanges 48 turn upward and flanges 50 turn downward. The
swirling action insures that the gases are properly mixed through
the unit thereby allowing maximum heat transfer to the cooling
plates 40 through 44 and also insuring that the noxious exhaust
gases break into its non-noxious components. Simultaneously, the
coolant from radiator 12 is circulated through the continuous
length of tubing at a temperature between 200.degree. F. and
300.degree. F. A coolant pump is not required since the continuous
cycling of the coolant from the engine to the radiator produces
sufficient pressure to also circulate the coolant out hose 18 and
through unit 16 and back to the radiator via hose 17. Suitable
chemicals may be added to the coolant in radiator 12 to prevent the
water from boiling. Excellent results have been obtained by adding
liquid fluorinated hydrocarbons sold under the trademark "Freon" to
the coolant in radiator 12. "Freon" is sold by the E. I. De Pont
DeNemours and Co., Wilmington, Delaware, 19898. Excellent results
have also been obtained by adding one pint of radiator coolant to
70 percent of permanent anti-freeze and then filling the radiator
with water.
Baffles 45, 46, and 47 prevent the exhaust gases from immediately
exiting outlet 34 thereby creating a back pressure in the exhaust
system. The back pressure insures that a greater percent of the
gasoline within the engine cylinders is burned. The gases entering
pipe 33 are at a temperature between 700.degree. to 1000.degree. F.
and impinge immediately on the plates, baffles, and coolant tubes
which are at temperatures between 200.degree. to 300.degree. F. As
a result of the sudden change in temperature in conjunction with
the air entering hole 35 the incoming gases are broken down exiting
pipe 34 as individual non-noxious components.
It has been determined that a typical automobile cruising 40 miles
per hour and not equipped with the present invention may have
exhaust gases exceeding 73 grams of carbon monoxide and 11 grams of
hydrocarbon per mile of driving. With the anti-pollution device of
the present invention installed on the same automobile cruising at
the same speed, the exhaust gases contain less than 30 grams of
carbon monoxide and less than 3 grams of hydrocarbon per mile of
driving, and less than three oxides of nitrogen grams per mile.
The present invention may be utilized on other types of engines,
for example, diesel engines. In addition, the device may be
utilized on vehicles other than automobiles. It will be obvious
from the above description that the present invention provides an
apparatus for controlling the pollutants existing in exhaust gases.
It will be further evident from the above description that the
anti-pollution device of the present invention may be quickly and
inexpensively manufactured and attached to automobiles for
controlling the pollutants existing in the automobile exhaust
gases. It will be further evident from the above description that
the anti-pollution device breaks down the noxious exhaust gases
from an engine into various non-noxious entities.
While the invention has been disclosed and described in some detail
in the drawings and foregoing description, they are to be
considered as illustrative and not restrictive in character, as
other modifications may readily suggest themselves to persons
skilled in the art. For example, the number of plates 40 through 44
may be changed as well as the number of baffles 45 through 47. In
addition, the configuration of the tube may be changed as well as
the size of housing 31.
* * * * *