Note: Descriptions are shown in the official language in which they were submitted.
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EXHAUST GAS MUTi'TLER AND T'LOW DIRECTOR
CROSS-REFERENCE TO RELATED APPLICATIONS
NONE
STATEMENT REGARDING FEDERALLY
SPONSORED RESEARCH OR DEVELOPMENT
Research and development of this invention and Application
have not been federally sponsored, and no rights are given under
any Federal program.
REFERENCE TO A MICROFICHE APPENDIX
NOT APPLICABLE
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
This invention relates to internal combustion automotive
vehicles, in general, and to an exhaust system which improves
fuel economy, torque, and horsepower while reducing back-
pressure, in particulars.-
DE~~RIPTION OF THE RELATED ART
As is well known and understood, individual pipes are
connected to the cylinder head exhausts of an internal
combustion automotive engine, and coupled to the apertures of a
collector pipe which in turn is coupled to the vehicle's exhaust
system. As set out in my United States Patent No. 5,199,258
("Adjustable Torque/Horsepower Exhaust Control System"), header
systems are available and individually tailored to a particular
make and model of the vehicle to improve operating performance -
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-- but suffer the disadvantage that a header system designed for
one vehicle is not interchangeable with another. As described,
this follows because of the different spacings and locations of
systems in the engine compartment and undercarriage of the
vehicle, so that different physical and mechanical
specifications have to be satisfied for each individual
installation. GVhile system performance can be improved by these
header designs, their actual installation into the motor vehicle
has proven quite cumbersome. In many installations, for example,
the bend2ngs in the header pipes appear to come unreasonable
close to power systems for ease of installation -- and, in many
instances, led to a need to actually hoist the engine in order
to properly place the header into position.
As also set out in my United States Patent No. 5,144,799
("Crossfire Calibrated Exhaust System"), the exhaust pipe which
leaves the muffler in typical automotive engine constructions is
most oftentimes bent in various odd-shapes so as to clear the
rear housing of the automotive vehicle, the power steering
systems, and other control installations, in joining up with the
tailpipe to channel the exhaust flow away. Experimentation
showed that these bends added such length of piping to the
exhaust system as to frequently "load-up" the engine, making it
difficult to breath, causing an uneven performance,.choking the
engine.
As both my patents describe, overall performance is
enhanced by cutting the pipes into individual sections to clear
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obstructions, rather than being bent into position.
Experimentation showed that this shortened the path, for
example, that the exhaust gases had to take in being channeled
to the outside atmosphere, and lessened any propensity for the
engine "loading-up". By selecting various diameters, lengths,
and the angles at which the pipes were cut, not only were the
manners of installation simplified, but a degree of calibration
became available to control torque, horsepower, manifold vacuum,
exhaust flow and engine temperatures associated with the, various
systems when in use. One of the problems which persisted,
however, dealt with the "back-pressure" associated with the
muffler employed, and with its overall effect on the exhibited
fuel economy.
Summary of the Tnvention
As will be seen below, the piping combination of the
present invention simultaneously eliminates the conventional
muffler employed in a vehicle exhaust system as a separate
component, while directing the vehicle's exhaust gas flow in a
manner which itself provides a "muffling" effect. As will be
described, individual pipe segments are cut and angled both in
the header system and in the exhaust system of the vehicle, and
arranged to seat within surrounding pipes which are themselves
cut and angled in individual segments in containing either or
both of the exhaust pipe segments and all of the header pipe
segments. With both of the exhaust pipe segments and all of the
header pipe segments being thus surrounded, optimum performance
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results from a further provision of including apertures along
the lateral lengths of the inside pipe segments, with a steel
wool-type wrapping around those apertures within the enclosed
space. With the contained pipe segments being centered within
the overlying surrounding pipe segments, then, the optimum
performance follows -- although enhanced results follow with
just the exhaust pipe segments being surrounded, with or without
the steel wool-type wrapping -- or with just each of the header
pipe segments being enclosed, with or without its own further
wrapping. Essentially an exhaust system of "pipe segments within
pipe segments" results, which serves in directing the exhaust
gas flow and in reducing the "back-pressures" associated with
conventional muffler component systems which typify the prior
art. As with the individual pipe segments for the exhaust pipe
and for the header pipes, the individual pipe segments of the
further surrounding pipes of the invention could be secured by
welding, for example.
Brief Description of the Drawinas
These and other features of the present invention will be
more clearly understood from a consideration of the following
description, taken in connection with the accompanying drawings,
in which:
FIGURE 1 pictorially illustrates the four header pipes that
typically come off one side of a V-8 automotive internal
combustion engine by coupling to the exhaust cylinder heads;
FIGURE 2 is a front view of a collector constructed in
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' ' '~?' ~ , , . , . ... , . , ., . .., . . .. .. ,
accordance with the teachings of the invention described in my
Patent No. 5,199,258;
FIGURE 3 schematically shows the side view
of the collector of FIGURE 2;
FIGURE 4 pictorially illustrates the exhaust system of an
automotive vehicle in accordance with the teachings of the
invention set out in my Patent No. 5,144,799; and
FIGURES 5-8 are illustrations helpful in understanding the
overlying surround pipe segment constructions of the present
invention.
Detailed Description of. the Invention
In FIGURE 1, the engine cylinder heads on one side of a V-8
engine are represented by the notations 10, 12, 14 and 16. The
collector into which the individual header pipes will couple is
shown at 18, with the four individual header pipes being
generally shown as 20, 22, 24 and 26. As will be appreciated,
because of the other components and systems present in the
engine compartment of the vehicle, the header pipes -- tailored
for a particular vehicle manufacture, model and year -- are not
all the same length, and not all cut the same way, but are
selected of a length, cut and angle so as to provide the needed
bend and clearance in eventually coupling with the collector 18.
Thus, and for purposes of illustration, the header pipe 20 is
shown as comprising four pipe segments 30, 31, 32, 33 with the
segment 33 physically being in front of a portion of the segment
43, which together with the segments 40-42 make up the header
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pipe 24. As will be obvious from FIGURE 1, the overall length of
the pipe segments 30-33 of header pipe 20 is less than the
overall length of the pipe segments 40-43 of the header pipe 24.
Also shown in FIGURE 1 is a typical third header pipe 22,
comprised of four pipe segments 50, 51, 52 and 53, with the pipe
segment 53 being physically placed in front of a portion of the
pipe segment 63 of the header pipe 26, having three other pipe
segments at 60, 61 and 62. As will be apparent, the overall
length of segments 50-53 of header pipe 22 will be seen to be
less than the overall length of the pipe segments 60-63 of the
header pipe 26. As will also be appreciated from this
illustration, the overall length of the header pipe 26 is
greater than the overall length of the header pipe 24 -- which,
in turn, is greater than the overall length of the header pipe
22, and with the header pipe 20 being of the shortest overall
length of the four pipes. In a typical construction, the outside
diameters are all selected substantially equal, and in the order
of 2".
Referring now to FIGURE 2, the front view of the collector
18 there shown illustrates the collector as having a plate 70
internally secured to the collector, as by an appropriate
welding, along with four apertures or ports 72, 74, 76 and 78.
As is also shown -- and as will be more clearly understood from
the following FIGURE 3 --, secured to each of the apertures 72,
74, 76 and 78 are four, smaller collector pipes 80, 82, 84, 86,
each of which has an inner diameter slightly greater than the
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outer diameter of the header pipes 20, 22, 24, 26 -- which, for
header pipes of 2" outer diameter might be 2-1/8" inner diameter
for each collector pipe.
As will be apparent, and because of this difference in
respective diameters, the header pipes 20, 22, 24 and 26 are
each able to slide within the collector pipes 80, 82, 84 and 86,
in easing their respective insertions and in facilitating their
respective removals, one from another. Thus, when imagining the
rotation of the collector 18 inwardly of the plane of the paper
and to the right of the position shown in FIGURE 2, one arrives
at the orientation shown in FIGURE 3, wherein the header pipe 24
would be oriented to slide within the upper-left aperture 72
(where collector pipe 80 is secured), while the header pipe 20
would be oriented to.slide within the upper right aperture 74
(where collector pipe 82 is secured). In like manner, and with
this rotation and orientation, the header pipe 26 would be
oriented to slide within the lower-left aperture 76 (where
collector pipe 84 is secured), and header pipe 22 would be
oriented to slide within the lower-right aperture 78 (where
collector pipe 86 is secured). As will be appreciated, because
of the clearance of the header pipes with the collector pipes
where they are coupled together, it becomes then but a simple
matter to slidably remove the header pipe from its respective
header pipe, and to then adjust the header pipe out-of-the-way
when it is desired to service the various components, systems
and/or assemblies of the vehicle previously obstructed from
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access by the header pipes in prior art configurations.
In accordance with my Patent No. 5,199,258 invention, and
as is schematically illustrated in FIGURE 3, the individual
collector pipes 80, 82, 84 and 86 are selected of a
predetermined length so as to substantially equalize the total
length of each header pipe and fitted collector pipe, measured
from the engine heads to the output of the collector 18. Thus,
for the case where the length of the header pipe 20 is the
shortest of the lengths of the header pipes 20, 22, 24 and 26,
the collector pipe 82 in connection with which it slides, would
have the longest length of the four collector pipes 80, 82, 84
and 86. In corresponding manner, where the length of the header
pipe 26 is as shown in FIGURE 2 to be of the greatest length of
the four header pipes employed, the collector pipe 84 in which
it slidably is inserted would be of the shortest length of the
four collector pipes. In similar fashion, as the header pipe 24
is, as shown in FIGURE 2, of a greater length than the header
pipe 22, in FIGURE 3, correspondingly, the length of the
collector pipe 80 is shown to be shorter than the length of the
collector pipe 86. In establishing these relative lengths, such
invention carried through the .concept that best engine
performance and least engine "ping' resulted from having the
overall individual lengths of the individual header pipes and
their respective collector pipes all be substantially equal.
As is thus far described, it will be understood that the
collector 18 can thus slide toward, or away from the engine, as
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to the left or to the right, correspondingly, in FIGURE 3.
Testing showed that by sliding the collector 18 forwardly (as to
the left in FIGURE 3), more engine torque is available, and the
time for which exhaust gases take to travel from the engine to
the system's exhaust coupling via the collector output is
shortened. Testing has similarly showed that by sliding the
collector l8 rearwardly (i.e., to the right in FIGURE 3), a
longer period of time is taken for exhaust gases. to travel to
couple to the vehicle's exhaust system, providing a higher rpm,
in holding the horsepower longer, but a slightly-less torque.
Analysis showed that by varying the distance that the collector
18 was moved forwardly or rearwardly, an adjustable control of
the torque and of the horsepower could be attained, in order to
meet vehicle objectives of the user.
As generally set out in my other Patent No. 5,144,799, the
exhaust system from the motor vehicle is most oftentimes bent in
various odd-shapes so as to clear its rear housing, its power
steering systems, and its other control installations to meet
with the tailpipe in channeling the exhaust flow away. As with
the teachings of my Patent No. 5,199,258, my Patent No.
5,144,799 taught that advantages could follow by cutting the
exhaust pipe from the muffler to the tailpipe into similar
individual sections to clear obstructions, rather than being
bent into position. By providing a "straight" exhaust flow in
this manner through shortening the path the exhaust gas takes to
the outside atmosphere, a degree of calibration was available to
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likewise control the torque, horsepower, manifold vacuum and
engine temperatures associated with the system in use. As
therein set forth, and as shown in FIGURE 4 herein, the odd-
shaped, bent piping exhaust assembly coming off the muffler 125
is replaced by a series of individually connected short pipe
segments 154, 156, 158. interconnected to avoid the rear housing
and its components, and to exhaust the gases from the motor
vehicle (either as shown?, or by a separate tailpipe (not
shown). Although specifically shown as comprising three separate
pipe segments, the pipe exhaust assembly 152 could consist of
fewer or less separate pipe segments, as the circumstances
warrant -- the understanding being, however, that individually
cut pipes provide superior performance than to utilize an odd-
bent shape, and represents an improvement not only in the ease
of manufacture, but in enhanced operation of performance.
Specifically, and as such patent indicated, experimentation
showed that the use of individually cut pipe segments decreased
the path which the exhaust gases flowed in order to leave the
automotive vehicle, lessening the chances for the engine
"loading-up" and "chugging" or choking in its performance.
As will be readily understood by those skilled in the art,
to facilitate the interconnections of the pipe segments 154,
156, 158 -- as well as to join them with the output of the
muffler 125 which couples to the output end of the collector 18
-- the pipe segments 154, 156 and 158 are both rotated and cut
at various angles, and then welded together to clear the rear
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housing, and its components. What the length for each of the
pipe segments 154, 156 and 158 might be, and upon what angle the
cutting depends for joining the individual segments together,
all depend upon the rear housing configuration. Tn constructing
the arrangement, it will be understood that once one pipe
segment is cut, it is rotated until the proper angle is obtained
where it is to be joined with the next pipe segment, and with
all the segments then being welded together. Where the muffler
125 is located along the line, and whether any tailpipe is to be
employed or not (as my Patent No. 5,144,799 points out) will
obviously depend upon the specific application for the exhaust
system described. In this arrangement, the pipe segments 154,
156 and 158 could be of a substantially 3" outer diameter.
While testing showed that an internal combustion automotive
engine system designed with these individual pipe segments being
cut at these individual lengths,, angled together in their
individual amounts and- then welded together, perform quite
adequately, one limitation continued to be the "back-pressure"
created by the muffler. This, however, can be obviated in
accordance with the teachings of the present invention, in which
the muffler is entirely eliminated to begin with --, and by
redesigning the flow directing pipe segments to themselves serve
as the "muffler" for the exhaust. As will be seen from the
description which follows, this is accomplished, generally, by
the providing of a series of apertures along the lengths of the
individual pipe segments of the header pipes and/or providing
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apertures along the lengths of the rear-housing pipe segments
(to be coupled directly to the output of the collector instead
of to any included muffler) - and, then by enclosing and
containing the individually apertured pipe segments within a
surrounding shield or pipe similarly cut and angled so as to
overlie the individual segments in corresponding alignment to
clear the various undercarriage components of the vehicle. "Pipe
segments within pipe segments" thus result, with optimum
performance in the nature of improved torque, improved
horsepower, enhanced fuel economy, and reduced "back-pressures"
following when the apertures are provided both in the exhaust
pipe segments and in each of the header pipe segments. Enhanced
performance in these areas, although slightly less than optimum,
has been also found to result where the apertures are provided
either in just the exhaust pipe segments, or just in each of the
header pipe segments. With the pipe segments previously
dimensioned, the surrounding pipe segments of the invention for
that of the header pipe segments could be of a 2-1l2" inner
diameter while the surrounding exhaust pipe segments could be of
a 4" inner diameter. Appropriate "spacers" could be provided on
the internal pipe segments so as to center them within the
surrounding shield segments in providing the needed "muffling",
which could be increased still further by a steel wool wrapping
around the apertures within the space between the overlying
segments in providing a very highly effective and efficient
muffled environment.
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Thus, referring to FIGURES 5-8, the internal pipe segments
of the exhaust pipe and/or of the header pipe are generally
shown as 202, 204, 206 and 208 of the pipe 200 -- apertured in a
preferred embodiment along their entire lateral lengths, as at
220. In like manner, the surrounding pipe of like cut and angled
segments 302, 304, 306 and 308 is shown at 300 with the
individual segments of both pipes 200 and 300 being cut, angled
and secured together as generally~shown at 400. Spacers shown at
402 in FIGURE 6 at 120° spaced intervals about the circumference
of the pipe 200 serve to center the pipe 200 within the
surrounding pipe 300, while a steel wool-type wrapping 404 is
wound around the various apertures of the inside pipe 200 as
shown in FIGURE ? . The end view of FIGURE 8 illustrates the
surrounding of the pipe 200 within the pipe 300, centered and
with the steel wool-type wrapping in place.
In accordance with the invention, this "pipe-within-a-pipe"
combination could be utilized either for just the exhaust pipe,
of the automotive vehicle, for just the header pipe connections
from the engine to the input end of the collector, or as both --
which provides the optimum performance. Utilizing the teachings
for only the exhaust pipe construction, or for only the header
pipe constructions, reduces performance somewhat, but still
enhanced with respect to that which characterizes conventional
muffler use. Testing has shown that to be the same situation
with the wrapping of the individual surrounded apertures --
namely, leaving the apertures uncovered provides a performance
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characteristic greater than with the conventional muffler, and
even more with the individual apertures being covered. In a
preferred construction of the invention, the inner diameter of
the surrounding pipe segments when enclosing the header pipe
segments may be of the order of 2-1/2" when the outer diameter
of the header pipe segments is of substantially 2". In like
manner, an inner diameter for the surrounding exhaust pipe
segments might be of some 4" with an outer diameter of its
contained pipe segments being 3".
While there have been described what are considered to be
preferred embodiments of the present invention, it will be
readily appreciated by those skilled in the art that
modifications can be made without departing from the scope of
the teachings herein. For at least such reason, therefore,
resort should be had to the claims appended hereto for a true
understanding of the scope of the invention.
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