Exhaust systems and their components

Abstract

The present invention relates to a heater for an exhaust system including a housing having an externally coupled connector, first and second terminals each disposed within the housing and electrically coupled to the connector, a heating element coupled to the first and second terminals, a heating wire coupled to the first and second terminals, and a plurality of heating rods inserted into the heating element to conduct heat from the heating wire throughout the heating element, the connector receiving power from an external power source to provide electrical current to the heating element and the heating wire, and at least one of the heating rods supporting the heating wire. The combination of elements is configured to heat and disturb the flow of exhaust gases to assist in removing and / or reducing toxic gases and pollutants from the exhaust system.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority under 35 U.S.C. §119(e) to U.S. Provisional Application No. 63 / 233,019, filed August 13, 2021, the entire contents of which are incorporated herein by reference.

[0002] The present invention relates generally to exhaust systems, and more specifically to improvements in exhaust systems for removing and / or reducing harmful exhaust gases, particulate matter, and other debris that may be produced or emitted from an engine. [Background technology]

[0003] The details in the Background section do not constitute relevant art, but are provided merely as background information regarding the subject matter of the present disclosure.

[0004] Among the air pollutants emitted by gasoline and diesel engines are NO and NOx, commonly abbreviated as NOx. 2 There are two types of nitrogen oxides: oxides of nitrogen. Nitrogen oxides have harmful direct effects on human health and indirect effects through the damage they cause to crops and ecosystems. NOx emissions from vehicles have been regulated since the 1960s.

[0005] NOx reacts with chemicals in the air to form secondary fine particulate matter (PM2.5), or soot. Exposure to PM2.5 can cause stroke, ischemic heart disease, chronic obstructive pulmonary disease, lung cancer, and lower respiratory tract infections. When combined with volatile organic compounds and sunlight, NOx helps form ground-level ozone, the primary component of smog. Ozone can cause or aggravate chronic lung diseases such as asthma, chronic obstructive pulmonary disease, or emphysema, and can be deadly, especially in vulnerable populations such as children and the elderly.

[0006] NOx emissions also affect ecosystems and agricultural crops. Ozone pollution is toxic to plants and contributes to losses in biomass, crop yields, and forest productivity. Such pollution reduces solar irradiance, decreasing plant photosynthesis and reducing plant biomass. Loss of biomass means less carbon is sequestered by plants and less CO remains in the atmosphere. 2 This pollution means that there is more CO 2 These forces can directly alter ecosystem functioning by affecting the exchange of water with ocean water, which can have significant effects on hydrology and even alter river flows.

[0007] NOx in diesel exhaust is a particularly difficult problem. It is inevitable that some amount of NOx will be produced during the combustion process. The fundamental problems with NOx emissions from vehicles are therefore, firstly, to minimize the amount produced, and secondly, to remove the NOx from the exhaust. The first task is achieved primarily by reducing the combustion temperature. The second is achieved by using aftertreatment devices to convert the NOx in the exhaust into nitrogen and water and / or CO. 2 This is achieved by causing a chemical reaction that reduces it to

[0008] Too much oxygen in a vehicle's exhaust makes it harder for that chemical reaction to occur. The problem is that too little oxygen makes it harder to remove other pollutants, unburned hydrocarbons and carbon monoxide, from the exhaust.

[0009] Diesel engines, due to their compression ignition design, use much more combustion air and, as a result, diesel engine exhaust contains much more oxygen (more oxygen in, more oxygen out) than gasoline engine exhaust. This is a less favorable environment for the chemical reactions that reduce NOx to occur. The technical challenges for NOx control presented by light-duty and heavy-duty diesel vehicles are different. The relative lack of physical space to mount emission control equipment is a significant challenge for vehicles, especially small vehicles.

[0010] Exhaust systems for fossil fuel burning engines (e.g., internal combustion engines) typically include one or more catalytic converters and a muffler connected to the catalytic converter. Exhaust systems having one or more catalytic converters are found in a variety of vehicles, including, but not limited to, generators, forklifts, mining equipment, trains, motorcycles, jet skis, snowmobiles, leaf blowers, aircraft, wood stoves, and the like.

[0011] In general, catalytic converters are configured to reduce and / or convert toxic gases and exhaust gas pollutants into less toxic pollutants by catalyzing redox reactions (oxidation or reduction).

[0012] Most modern gasoline engine vehicles are equipped with a three-way catalytic converter as part of the exhaust system. This removes CO by combining with oxygen in the converter. 2 Carbon monoxide (CO), which combines with oxygen to form CO 2 and water vapor (H 2 O), and nitrogen and water and / or CO via a catalyst. 2 The catalytic converter is called a three-way catalytic converter because it controls three pollutants: NOx, which is reduced to NOx, and CO2, which is reduced to NOx.

[0013] Three-way catalytic converters are effective when the engine operates within a narrow band of air-fuel ratios close to the stoichiometric ratio so that the exhaust gas oscillates between rich (excess fuel) and lean (excess oxygen) conditions, which for gasoline may be approximately 14.6 to 14.8 parts air by weight per part fuel. Liquefied petroleum gas (LPG), natural gas, and ethanol fuels each have slightly different ratios, requiring modified fuel system settings when using those fuels. However, conversion efficiency drops off very quickly when the engine is operating outside the narrow band of air-fuel ratios.

[0014] Diesel vehicles require a different approach because the problem of controlling NOx in diesel exhaust is more complex. First, most modern diesel vehicles incorporate exhaust gas recirculation (EGR) into their design. EGR systems recycle a portion of the exhaust gas back into the combustion chamber where it mixes with "fresh" intake air. This reduces the oxygen content and increases the water vapor content of the combustion mixture. It has the effect of lowering the peak combustion temperature. Since more NOx is produced as peak combustion temperatures increase, EGR effectively reduces the amount of NOx produced by the engine. However, recycling too much exhaust gas increases PM2.5 and reduces fuel efficiency, so a proper design requires a delicate balance.

[0015] EGR addresses the problem of controlling NOx emissions inside the engine cylinders, at the point where NOx is formed. In diesel vehicles, two methods are used to control NOx after the exhaust has permanently left the engine. Lean NOx traps (LNTs) use a catalyst to temporarily store NOx from the exhaust. For intervals (ranging from a few seconds to a few minutes, depending on operating conditions), the engine controller briefly increases the percentage of fuel in the air-fuel mixture being burned. The exhaust from burning a richer air-fuel mixture contains proportionately less oxygen and more unburned hydrocarbons, and the NOx stored in the catalyst reacts with the hydrocarbons in the exhaust to produce nitrogen and water and / or CO. 2 Selective catalytic reduction (SCR) uses ammonia as the reducing agent to reduce NOx over a catalyst. Ammonia is typically supplied in the form of urea, which must be stored in solution in a tank on the vehicle. Due to reasons related to engine size, operating characteristics, and the cost of catalyst raw materials, as a practical matter, heavy duty vehicles manufactured today use only SCR systems, while light duty vehicles can use either SCR or LNT.

[0016] In contrast to three-way catalytic converters, EGR, LNT, and SCR are active systems: their operation is controlled by the vehicle's engine control unit (which determines, for example, the interval at which a urea solution is injected into the exhaust for an SCR, or the interval at which the air-fuel mixture is enriched to regenerate an LNT), and these operations entail maintenance requirements and costs, both direct (e.g., service charges to refill the urea tank) and indirect (the economy of periodically running the engine rich, or slightly reducing fuel by recirculating the exhaust gases).

[0017] When gasoline or diesel vehicles are operated at low temperatures (e.g., during cold engine start), exhaust system devices are generally not catalytically active enough to reduce engine emissions such as hydrocarbons and NOx. Cold start emissions, which are dangerous gases produced during the first 60 seconds or so after ignition, represent the most toxic part of the engine operating cycle. In fact, more than 70 percent of harmful gas emissions from an average operation occur during this cold start immediately after starting. This is because the catalyst typically does not reach full efficiency until the engine exhaust gases heat it to a temperature at which catalytic reactions begin in the catalytic converter. Emissions are significantly higher during the warm-up phase of the vehicle because the catalyst requires a certain temperature (usually higher than 300° C.) to function with full efficiency. The duration of this period and the amount of emissions depend on the ambient temperature and the initial temperature of the vehicle's propulsion system. In fact, for gasoline vehicles, under average real-world driving conditions, a large portion of the total emissions of CO (carbon monoxide) and HC (hydrocarbons) are due to the additional emissions during cold start. Furthermore, cold start emissions increase significantly at lower ambient temperatures. In contrast, diesel vehicles have lower cold start emissions than gasoline vehicles, hence the need to heat the catalytic converter quickly so that catalytic ignition occurs almost from the moment the engine is started.

[0018] The present disclosure is directed to overcoming one or more of the problems mentioned above. The background discussion provided herein is generally for the purpose of providing a context for the present disclosure. Unless otherwise indicated herein, the matter described in this section is not prior art to the claims of this application, and inclusion in this section is not admitted to be prior art or suggestion of prior art. Summary of the Invention

[0019] In accordance with certain aspects of the present disclosure, systems and methods for improving the removal and / or reduction of harmful exhaust gases, particulate matter, and other residues from exhaust systems are disclosed.

[0020] In one embodiment, there is a heater for an exhaust system, the heater including a housing including a connector coupled to an exterior of the housing, first and second terminals, each disposed within the interior of the housing and electrically coupled to the connector, a heating element coupled to the first and second terminals, a heating wire coupled to the first and second terminals, and a plurality of heating rods inserted into openings in the heating element to conduct heat from the heating wire throughout the heating element, at least one of the heating rods supporting the heating wire, the connector configured to receive power from a power source external to the heater to provide current to the heating element and the heating wire.

[0021] In one embodiment, the heating element includes a catalytic coating having two or more layers of a precious metal.

[0022] In one embodiment, the precious metals include two or more of platinum, titanium, palladium, rhodium, and gold.

[0023] In one embodiment, the catalytic coating includes a first layer comprising titanium, a second layer comprising palladium disposed on the first layer, a third layer comprising rhodium disposed on the second layer, and an outermost layer comprising a ceramic material.

[0024] In one embodiment, the heating wires are displaced in at least two planes that are parallel to each other.

[0025] In one embodiment, the heating wire includes a first heating wire and a second heating wire, the first heating wire being displaced from the second heating wire.

[0026] In one embodiment, the displacement between the first and second heating wires is perpendicular to the plane of the first and second heating wires.

[0027] In one embodiment, one or more of the heating rods includes a rod portion and a tip portion.

[0028] In one embodiment, the tip portion is formed of an insulating material to prevent electrical current from being transferred from the heating wire to the rod.

[0029] In one embodiment, one or more of the heating rods includes a fastener disposed at a tip portion of the heating rod, the fastener configured to support the heating wire.

[0030] In one embodiment, the fastener is formed from an insulating material to prevent electrical current from being transferred from the heating wire to the rod.

[0031] In one embodiment, the heating rods include a first length heating rod having a first length and a second length heating rod having a second length different from the first length, the first length heating rod supporting the heating wires in a first offset arrangement and the second length heating rod supporting the heating wires in a second offset arrangement.

[0032] In one embodiment, the heating rod has at least two lengths.

[0033] In one embodiment, the heater is located inside the catalytic converter.

[0034] In one embodiment, a heater is provided within a cavity in an exhaust pipe of an exhaust system.

[0035] In one embodiment, the exhaust pipe is located at least one of between the exhaust manifold and a catalytic converter, or between the catalytic converter and a selective catalytic reduction system (SCR), or between the SCR and a muffler of the exhaust system.

[0036] In one embodiment, the exhaust pipe is located at least one of between a diesel oxidation catalyst and a diesel particulate filter (DPF), or between a DPF and a selective catalytic reduction system (SCR), or between the SCR and a muffler of the exhaust system.

[0037] In one embodiment, the exhaust pipe further includes an additive system having an additive solution injector and an additive solution reservoir for containing the additive solution, the additive solution injector configured to spray the additive solution toward the heater.

[0038] In one embodiment, the heater is configured to receive signals from the controller to control the amount of current provided to the heater and when the current is provided to the heater.

[0039] In one embodiment, the additive system is configured to receive a signal from the controller to control the timing and duration of the additive solution spray, whereby the current supplied and the timing and duration of the additive solution spray are based on one or more sensors located in the exhaust pipe.

[0040] In one embodiment, the exhaust pipe further includes a plurality of magnets disposed adjacent an exterior surface of the exhaust pipe to assist in turbulence and deceleration of the flow of exhaust gas within the cavity of the exhaust pipe.

[0041] In one embodiment, the exhaust pipe includes a second surface located outboard of the outer surface, and a plurality of magnets are disposed between the second surface of the exhaust pipe and the outer surface.

[0042] In one embodiment, the plurality of magnets are neodymium magnets.

[0043] In one embodiment, the heating wire is formed from nickel and chromium.

[0044] In one embodiment, the connector is separated from the housing by a ceramic spacer.

[0045] In one embodiment, one or more of the openings in the heating element have a honeycomb or hexagonal shape.

[0046] In one embodiment, there is a structure including an exhaust pipe configured to be coupled to an exhaust system component, the exhaust pipe including a heater disposed within a cavity of the exhaust pipe, the heater including a housing, a heating wire disposed within the housing, and a connector attached to the housing and electrically connected to the heating wire, the connector configured to receive power from a power source external to the heater to supply current to the heating wire, whereby the heater is configured to heat gases within the exhaust pipe to reduce toxic gases and / or particulate matter exiting the exhaust pipe.

[0047] In one embodiment, the exhaust system components include one or more of an exhaust manifold, a catalytic converter, a selective catalytic reduction system (SCR), a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), and a muffler.

[0048] In one embodiment, the exhaust pipe includes a plurality of magnets disposed adjacent an exterior surface of the exhaust pipe to assist in turbulence and deceleration of the flow of exhaust gas within a cavity of the exhaust pipe.

[0049] In one embodiment, the exhaust pipe further includes a second surface located outboard of the outer surface, and a plurality of magnets are disposed between the second surface of the exhaust pipe and the outer surface.

[0050] In one embodiment, a structure includes a heater configured to be connected to an exterior of a vehicle exhaust system component, the heater including a housing, a heating element, and a sensor, and a magnet configured to be positioned adjacent an exterior surface of the component to assist in turbulence and deceleration of exhaust gas flow within the component.

[0051] In one embodiment, the component is a catalytic converter.

[0052] In one embodiment, the components include an exhaust manifold;

[0053] One or more of a catalytic converter, a selective catalytic reduction system (SCR), a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, and an exhaust system pipe.

[0054] In one embodiment, the heater includes a first heater configured to be connected to an exterior of the catalytic converter and a second heater configured to be connected to an exterior of the SCR.

[0055] In one embodiment, the heater further comprises an additive system including an additive solution injector and an additive solution reservoir containing the additive solution, the additive solution injector configured to spray the additive solution toward the component.

[0056] In one embodiment, the sensors include one or more temperature sensors and one or more gas sensors.

[0057] In one embodiment, the structure further includes a component gas sensor configured to be coupled to the component.

[0058] In one embodiment, the structure further includes an exhaust pipe gas sensor configured to be coupled to an exhaust pipe attached to the outlet port of the component.

[0059] In one embodiment, the structure further includes an exhaust pipe temperature sensor configured to be coupled to an exhaust pipe attached to the outlet port of the component.

[0060] Specific advantages will be described in the detailed description section along with the advantages mentioned above.

[0061] The aspects, features, and advantages of the present disclosure are not limited to those described above. It is understood that other aspects, features, and advantages not mentioned above can be clearly understood from the following description and can be more clearly understood from the embodiments described herein. In addition, it is understood that the various aspects, features, and advantages described herein can be realized through the means and combinations thereof described in the appended claims.

[0062] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate various exemplary embodiments and, together with the description, serve to explain the principles of the disclosed embodiments. [Brief description of the drawings]

[0063] [Figure 1] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 2A] FIG. 2 is a side view of a filter of the catalytic converter of FIG. 1 in accordance with one or more embodiments of the present disclosure. [Figure 2B] 2 is a cross-sectional view of a catalytic coating of the catalytic converter of FIG. 1 in accordance with one or more embodiments of the present disclosure. [Diagram 3] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 4A] FIG. 4 is a side view of the turbulence plate of the catalytic converter of FIG. 3 in accordance with one or more embodiments of the present disclosure. [Figure 4B] FIG. 4 is a side view of the turbulence plate of the catalytic converter of FIG. 3 in accordance with one or more embodiments of the present disclosure. [Figure 4C] FIG. 4 is a side view of a filter of the catalytic converter of FIG. 3 in accordance with one or more embodiments of the present disclosure. [Diagram 5] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 6] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 7] 7 is an external magnet arrangement for the catalytic converter of FIG. 6 in accordance with one or more embodiments of the present disclosure. [Figure 8] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 9A] FIG. 9 is a cross-sectional view of one of the internal magnets of the catalytic converter of FIG. 8 in accordance with one or more embodiments of the present disclosure. [Figure 9B] FIG. 9 is an exploded view of the internal magnet of the catalytic converter of FIG. 8 in accordance with one or more embodiments of the present disclosure. [Figure 10] FIG. 1 is a cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 11A] FIG. 11 is a side view of a filter of the catalytic converter of FIG. 10 in accordance with one or more embodiments of the present disclosure. [Figure 11B] FIG. 11 is a perspective view of a filter of the catalytic converter of FIG. 10 in accordance with one or more embodiments of the present disclosure. [Figure 12] FIG. 1 is a perspective cutaway view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 13] FIG. 1 is a partial cross-sectional view of a catalytic converter in accordance with one or more embodiments of the present disclosure. [Figure 14] FIG. 1 is a perspective cutaway view of a selective catalytic reduction system in accordance with one or more embodiments of the present disclosure. [Figure 15A] FIG. 15 is an end view of a filter for the selective catalytic reduction system of FIG. 14 in accordance with one or more embodiments of the present disclosure. [Figure 15B] FIG. 15 is a cross-sectional view of a filter of the selective catalytic reduction system of FIG. 14 in accordance with one or more embodiments of the present disclosure. [Figure 16] FIG. 1 is a perspective assembly diagram of a gasoline-powered exhaust system or internal combustion engine according to one or more embodiments of the present disclosure. [Figure 17]FIG. 2 is a partial cutaway view of an exhaust system converter according to one or more embodiments of the present disclosure. [Figure 18A] FIG. 1 is a perspective view of a heater in accordance with one or more embodiments of the present disclosure. [Figure 18B] FIG. 1 is a perspective view of a heater in accordance with one or more embodiments of the present disclosure. [Figure 18C] FIG. 1 is a perspective view of a heater in accordance with one or more embodiments of the present disclosure. [Figure 19] FIG. 1 is a perspective view of a heater in accordance with one or more embodiments of the present disclosure. [Figure 20] FIG. 1 is a perspective view of a heater in accordance with one or more embodiments of the present disclosure. [Figure 21] FIG. 1 illustrates a perspective view of a heated pin in accordance with one or more embodiments of the present disclosure. [Figure 22] FIG. 1 is a cross-sectional view of a catalytic converter showing a heater in accordance with one or more embodiments of the present disclosure. [Diagram 23] FIG. 1 is a perspective view of a coil heater in accordance with one or more embodiments of the present disclosure. [Figure 24] FIG. 2 is an end view of a coil heater in accordance with one or more embodiments of the present disclosure. [Diagram 25] FIG. 2 is a top view of a muffler in accordance with one or more embodiments of the present disclosure. [Figure 26] 26 is a cross-sectional view of the muffler of FIG. 25 in accordance with one or more embodiments of the present disclosure. [Figure 27] 1 illustrates an exemplary exhaust system in accordance with one or more embodiments of the present disclosure. [Figure 28] 1 illustrates an exemplary exhaust system in accordance with one or more embodiments of the present disclosure. [Figure 28A] 1 illustrates an exemplary additive solution distributor in accordance with one or more embodiments of the present disclosure. [Figure 29] 1 shows a schematic diagram of an exemplary emission control system in accordance with one or more embodiments of the present disclosure. [Figure 30A] 1 illustrates an exhaust system for a vehicle operating on diesel fuel, according to one or more embodiments of the present disclosure. [Figure 30B]1 illustrates an exhaust system for a vehicle operating on diesel fuel, according to one or more embodiments of the present disclosure. [Figure 30C] 1 illustrates an exhaust system for a vehicle operating on diesel fuel, according to one or more embodiments of the present disclosure. [Diagram 31] FIG. 2 is a perspective cutaway view of an oxidation catalyst according to one or more embodiments of the present disclosure. [Diagram 32] FIG. 2 is an end view of a filter disposed in an oxidation catalyst according to one or more embodiments of the present disclosure. [Diagram 33] 1 is an end view of a filter disposed in a diesel particulate filter in accordance with one or more embodiments of the present disclosure. [Diagram 34] FIG. 1 is an assembly diagram of an exhaust system for a coal-related application in accordance with one or more embodiments of the present disclosure. [Figure 35A] FIG. 36 is a front view of a filter disposed in a catalytic converter of the exhaust system of FIG. [Figure 35B] FIG. 36 is a front view of a filter disposed in a catalytic converter of the exhaust system of FIG. [Diagram 36] 1 is an exhaust system for a motorcycle according to one or more embodiments of the present disclosure. [Figure 37] 1 is an exhaust system for a lawn mower in accordance with one or more embodiments of the present disclosure. [Figure 38] 1 is a non-battery powered exhaust system according to one or more embodiments of the present disclosure. [Figure 39] FIG. 1 is an assembly diagram of an exhaust system for an industrial power plant in accordance with one or more embodiments of the present disclosure. [Diagram 40] FIG. 35 is a top view of the chimney shown in FIG. 34 in accordance with one or more embodiments of the present disclosure. [Diagram 41] FIG. 2 is a diagram of a coil heater in accordance with one or more embodiments of the present disclosure. [Diagram 42] FIG. 1 is an assembly diagram of an exhaust system having an exhaust pipe heater in accordance with one or more embodiments of the present disclosure. [Diagram 43] FIG. 1 is an assembly diagram of an exhaust system having an exhaust pipe heater in accordance with one or more embodiments of the present disclosure. [Diagram 44] FIG. 1 is a diagram of an external heater in accordance with one or more embodiments of the present disclosure. [Diagram 45] FIG. 1 is a diagram of an external heater in accordance with one or more embodiments of the present disclosure. [Figure 46] FIG. 1 is an assembly diagram of an exhaust system having one or more external heaters according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0064] The subject matter of the present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, which form a part hereof and which show, by way of illustration, certain exemplary embodiments. An embodiment or implementation described herein as "exemplary" should not be construed as preferred or advantageous over other embodiments or implementations, for example, but rather is intended to reflect or indicate that the embodiment(s) are "exemplary" embodiment(s). The subject matter can be embodied in a variety of different forms, and thus the subject matter covered or claimed is intended to be construed as not being limited to any exemplary embodiment set forth herein, which exemplary embodiments are provided merely as examples. Likewise, a reasonably broad scope for the subject matter claimed or covered is intended. Among other things, for example, the subject matter may be embodied as a method, device, component, or system. Thus, the embodiments may take the form of, for example, hardware, software, firmware, or any combination thereof (other than software itself). Thus, the following detailed description is not intended to be taken in a limiting sense.

[0065] Throughout this specification and claims, terms may have subtly different meanings beyond those explicitly stated that are suggested or implied in light of the context. Similarly, the phrase "in one embodiment" as used herein does not necessarily refer to the same embodiment, and the phrase "in another embodiment" as used herein does not necessarily refer to different embodiments. For example, the claimed subject matter is intended to include combining the example embodiments in whole or in part.

[0066] The terms used below may be interpreted in their broadest reasonable manner even when used in conjunction with the detailed description of certain specific embodiments of the present disclosure. Indeed, certain terms may be emphasized below, but any terms intended to be interpreted in any limited manner are so expressly and specifically defined in this detailed description section. Both the foregoing summary and the following detailed description are merely exemplary and explanatory and do not limit the features as claimed.

[0067] In this disclosure, the term "based on" means "based at least in part on." The singular forms "a," "an," and "the" include plural referents unless the context dictates otherwise. The term "exemplary" is used in the sense of "example" rather than "ideal." The term "or" is intended to be inclusive and means either, any, some, or all of the listed items. The terms "comprises," "comprising," "includes," "including," or other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, or product that includes a list of elements does not necessarily include only those elements, but may include other elements not expressly listed in or inherent to such process, method, article, or apparatus. Relative terms such as "substantially" and "generally" are used to indicate a possible variation of ±5% of the value stated or understood.

[0068] Referring now to the drawings, and in particular to FIGS. 1-41, embodiments of exhaust systems and associated features embodying the principles and concepts of the present disclosure will be described.

[0069] The catalytic converter includes one or more filters. The filters may be formed of ceramic and include openings that are honeycomb shaped (not limited to any particular shape). In applications where particularly high heat resistance is required, metal foil monolithic filters made of Kanthal (FeCrAl) may be used. The catalytic converter may include a catalytic coating formed from aluminum oxide, titanium dioxide, silicon dioxide, or a mixture of silica and alumina. The catalytic material may be selected to form a rough irregular surface. This surface significantly increases the surface area compared to the smooth surface of a bare substrate. This in turn maximizes the catalytically active surface available to react with the engine exhaust. Under lean engine operation, there may be excess oxygen and NOx reduction may not be desirable. Under rich conditions, excess fuel may consume available oxygen before the catalyst. Thus, only stored oxygen may be available for the oxidation function. Because the requirements for effective NOx reduction and HC oxidation are conflicting, a closed loop control system may be necessary. The control system may prevent the NOx reduction catalyst from being completely oxidized, but may replenish the oxygen storage material to maintain its function as an oxidation catalyst.

[0070] FIG. 1 illustrates a cross-sectional view of a catalytic converter 100 according to an embodiment of the present disclosure. The catalytic converter 100 may extend along a longitudinal (or horizontal) axis 104. The catalytic converter 100 may include an outer shell 102, an inlet port 106, and an outlet port 108. One or more filters 110 may be disposed within the outer shell 102. An internal structure having a plurality of spaces (or openings) 112 may be provided or disposed within the outer shell 102. For example, as shown, the spaces 112 may be provided between or adjacent to the one or more filters 110. One or more electric heating elements 114 may be disposed within the spaces 112, configured to heat the interior of the catalytic converter 100. The heating elements 114 may include, but are not limited to, a heating wire, for example, constructed of Nichrome (NiCr) wire. Electrical leads 116 may extend from a power source (not shown in the figures for clarity of illustration) to provide electrical energy to the heating elements 114. The heating element 114 heats the interior of the catalytic converter 100, thereby significantly and substantially improving the removal or reduction of harmful gases and particulate matter in the catalytic converter 100 as compared to conventional catalytic converters. Although Figure 1 is described with respect to a catalytic converter, the components and embodiments of Figure 1 may be directed to or incorporated into any other exhaust converter, such as, for example, a selective catalytic reduction system, an oxidation catalyst, a diesel particulate filter, an exhaust pipe, etc.

[0071] FIG. 2A illustrates an end view of the filter 110. In one embodiment, the filter 110 may be, for example, a metal filter or a ceramic filter including a plurality of honeycomb-shaped openings 210. The openings 210 may be configured to transmit gases and / or particulate matter from one end of the filter 110 to the opposite end. The shape and size of the openings 210 of the filter 110 may vary depending on the application of one or more exhaust systems of the present disclosure. In one embodiment, the size of the openings 210 for a filter 110 used in a gasoline engine system may be, but is not limited to, about 1 / 16 inch. In another embodiment, the size of the openings 210 for a filter 110 used in a diesel engine system may be, but is not limited to, about 1 / 8 inch to 1 / 4 inch.

[0072] In one embodiment, the filter 110 may be coated with a catalytic coating material to maximize or increase contact between the filter 110 and toxic or harmful gases and particulate matter. The catalytic coating material may slow the flow of toxic gases and particulate matter that may traverse from the inlet port 106 to the outlet port 108. Additionally, the catalytic coating material may help facilitate rapid heating of the catalytic converter 100. Additionally, the catalytic coating material may facilitate rapid heating of the catalytic converter 100. Embodiments of catalytic coatings and their associated features that embody the principles and concepts of the present disclosure are described hereinafter.

[0073] FIG. 2B illustrates a cross-sectional view of a catalytic coating 220 according to an embodiment of the present disclosure. The catalytic coating 220 may include multiple layers 222-230. The multiple layers may include, for example, a first layer 222, a second layer 224, a third layer 226, a fourth layer 228, and a fifth layer 230. The first layer 222 may be provided on the surface of the filter 110 or may include the surface material of the filter itself. The first layer 222 may include a ceramic material having a thickness of, for example, about 0.35-0.8 micrometers. The top layer, the fifth layer 230 of FIG. 2B, may also include a ceramic material having a thickness of, for example, 0.35-0.8 micrometers. The first layer 222 and the fifth layer 230 including one or more ceramic materials may provide protection from potential impact or damage to the filter 110 and other layers of the catalytic coating 220. The thicknesses of the first layer 222 and the fifth layer 230 are not limited and depend on the particular application.

[0074] In one embodiment, the second layer 224, the third layer 226, and the fourth layer 228 may be sandwiched between the first layer 222 and the fifth layer 230. Additionally, the second layer 224, the third layer 226, and the fourth layer 228 may include a precious metal. For example, the second layer 224 may include titanium, the third layer 226 may include palladium, and the fourth layer 228 may include rhodium. Additionally or alternatively, gold may be used in addition to or in combination with one or more of the layers 222-230. For example, gold may be sprayed (e.g., by spraying scattered specks or dots of gold) between or on the layers 222-230. When gold is utilized in the catalytic coating 220, each or a combination of the layers 222-230 may be made thinner. That is, the effectiveness of the catalytic coating 220 may be improved by using gold in layers 222-230. In one exemplary embodiment of the present disclosure, the filter 110 used in a gasoline engine system may include honeycomb shaped openings coated with platinum, palladium, rhodium, and ceramic. Additionally or alternatively, gold may be used. Similarly, the filter 110 for a diesel engine system may include hexagonal or honeycomb openings coated with platinum, palladium, rhodium, and ceramic. Geometric surface area may be an important factor for catalyst performance. Without limitation, hexagonal shaped openings provide better thermal mass efficiency than square shaped openings.

[0075] The thickness of the second layer, the third layer, and the fourth layer may be 0.35-0.80 micrometers, but the thickness of each layer is not limited thereto and depends on the particular application. In one embodiment, the filter 110 may be baked at a predetermined temperature after each layer of the catalytic coating 220 is applied. Although five layers for the catalytic coating 220 are shown in FIG. 2B, the number of layers for the catalytic coating 220 may not be limited to five. Additionally, the order of the second layer 224-fourth layer 228 may be interchangeable. However, the first layer 222 and the fifth layer 230 may be preferably disposed on the outer layer of the second layer 224-fourth layer 228 to provide protection for the precious metal layers (e.g., layers 224-228) and the filter 110. The catalytic coating 220 according to embodiments of the present disclosure rapidly heats the filter 110 and dramatically reduces or eliminates undesirable exhaust gases and particulate matter.

[0076] In an embodiment, the catalytic coating 220 may preserve its surface area and may prevent sintering of the catalytic metal particles at high temperatures, e.g., approximately 1000° C. or higher. As discussed above, the catalytic material may be a mixture of rare or precious metals. In some embodiments, platinum may be selected as the primary active catalyst. Alternatively, platinum may not be used in some embodiments. Whether platinum is used may be determined based on, for example, any undesirable additional reactions and / or cost. Additionally or alternatively, palladium and rhodium may be included in the catalytic coating 220. In one embodiment, rhodium may be included in the catalytic coating 220 used for reduction catalyst and palladium may be included in the coating material used for oxidation catalyst. In one embodiment, platinum may be included in the catalytic coating to facilitate reduction and / or oxidation. Additionally or alternatively, cerium, copper, iron, manganese, and nickel may be included in the coating material to facilitate reduction and / or oxidation.

[0077] 3 illustrates a catalytic converter 300 according to one embodiment of the present disclosure. The catalytic converter 300 may include an outer shell 302, an inlet port 306, an outlet port 308, one or more filters 310, and a number of spaces 312. In this embodiment, an electric heating element 314 may be disposed or arranged in the space 312. The heating element 314 may include a heating wire, for example, but not limited to, a nichrome wire. Electrical leads 316 may extend from a power source (not shown in the figures for clarity of illustration and description) to provide electrical energy to the heating element 314.

[0078] In one embodiment, turbulator plates 318 may be installed at or near the inlet port 306 and the outlet port 308. The turbulator plates 318 may be included to add or increase agitation to the flow of exhaust gas across the filter 310. As shown in FIG. 3, the turbulator plates 318 may be oriented or disposed perpendicular to the longitudinal (or horizontal) axis 304 of the outer shell 302. Similar to the filter 110 shown in FIG. 1, the filter 310 may be coated with one or more catalytic materials to maximize or increase contact with toxic gases and particulates and to slow the flow of gases within and across the catalytic converter 300. Additionally, the heating element 314 may further aid in the removal or reduction of harmful gases and particulate matter by heating the interior and components of the catalytic converter 300 (e.g., the filter 310). 4A and 4B show end views of a turbulator plate 318 that may include an array of holes 420 that may extend across the direction of flow of the exhaust gas and particulate matter. The array of holes 420 may be scattered around the turbulator plate 318 in a uniform pattern as shown in FIG. 4A or in a pseudo-random pattern as shown in FIG. 4B. Additionally, the size and shape of the holes 420 may vary in any suitable manner. FIG. 4C shows an example of an end view of a filter 310. Similar to the filter 110 of FIGS. 1 and 2A, the filter 310 may include a plurality of holes 410 and a catalytic coating having multiple layers of ceramic and precious metals, similar to the embodiment discussed above corresponding to FIGS. 2A and 2B.

[0079] FIG. 5 illustrates a catalytic converter 500 according to one embodiment of the present disclosure. The catalytic converter 500 may include one or more filters 510, a heating element 514, electrical leads 516, secondary planar heating elements 515, 517, a disrupter plate 518, and additional electrical leads 519. The heating element 514 may be disposed or arranged within a plurality of spaces 512. The electrical leads 516 may extend from a power source to provide power to the heating element 514 and the secondary planar heating elements 515, 517, which may be disposed near the inlet port 506 and / or the outlet port 508 adjacent the disrupter plate 518. The additional electrical leads 519 may provide electrical energy to the secondary planar heating elements 515, 517. Although some of the various elements of the present disclosure are described as being planar or having a particular orientation, these geometric limitations are not required to be exact and approximations thereof are within the scope of the description of the various embodiments of the present disclosure. The disruption of the normally substantially laminar flow of exhaust gases increases the efficiency of the catalytic converter 500. Thus, the removal or reduction of toxic gases and certain substances emanating from the catalytic converter is significantly improved by the inclusion of multiple heating elements 514, 515, 517 and turbulence plate 518.

[0080] In one embodiment, the secondary heating elements 515, 517 may be disposed or positioned adjacent to one or more of the filters 510 instead of being disposed adjacent to or near the inlet port 506 and / or the outlet port 508. The catalytic converter 500 removes or reduces harmful gases and particulate matter as they pass through the catalytic converter 500. The secondary heating elements 515, 517 may be configured to heat the internal temperature of the catalytic converter 500, for example, to about 800° C. to 1200° C. This aids in the removal or reduction of harmful gases and particulate matter within or traversing the catalytic converter 500. The filter 510 (see FIG. 16 for an illustration of an exemplary filtering process) may be coated or sprayed with a precious metal to aid in maintaining an internal temperature of, for example, about 800° C. to 1200° C., and thus further aid in the removal or reduction of harmful gases and particulate matter. Additionally, similar to the embodiment described in accordance with Figures 1-4, catalytic converter 500 may include a catalytic coating, as shown in Figure 2B, to assist in the removal or reduction of harmful gases and particulate matter.

[0081] FIG. 6 illustrates a catalytic converter 600 according to an embodiment of the present disclosure. The catalytic converter 600 may include one or more filters 610 in which a magnetic field may be maintained between an inlet port 606 and an outlet port 608. In this embodiment, the catalytic converter 600 is reinforced with an enclosing shell 602 that partially or internally encloses an outer shell 603. A plurality of magnets 607 may be located or disposed between the shells 602, 603. As shown in FIG. 7, the plurality of magnets 607 may have a curved shape to approximate the outer geometry of the outer shell 603 and may be provided in two sets 607a, 607b. The plurality of magnets 607 may be arranged in an array with alternating polarities as shown in FIG. 7. In one embodiment, the magnets 607 facing each other may have opposite polarities. Alternatively, the magnets 607 may have the same polarity and the polarity may not change along the longitudinal or horizontal direction of the converter 600. Having magnets facing each other with opposite polarity results in a stronger magnetic field. In one embodiment, the plurality of magnets 607 may include one or more neodymium magnets. In another embodiment, the plurality of magnets 607 may be electromagnets. However, any suitable magnet may be used depending on the desired application. Similar to the embodiment disclosed in Figures 1-5, the heaters 612, 613 may be disposed in one or more spaces within the catalytic converter 600. Additionally, the electrical leads 616, 616 may be attached to a control unit and power source (not shown for clarity of illustration) that may be configured to switch between the heaters 612, 613 to maintain a desired temperature by applying a current of, for example, about 6-45 amps.

[0082] 8 shows a catalytic converter 800 according to one embodiment of the present disclosure. In this embodiment, an array of magnets 807 may be positioned to abut the outer shell 802 from an inner surface of the outer shell 802. Similar to the embodiment described according to FIGS. 1-7, a heating element 814 may be positioned in or near a space 812 next to one or more filters 810 having electrical leads 816 that power the heating element 814.

[0083] FIG. 9A shows an end view of the magnet 807, and FIG. 9B depicts an exploded view of the magnet 807. In one embodiment, a central core magnetic rod 809 may be provided as part of the set of magnets 807. The central core magnetic rod 809 may allow for various arrangements of the polarity of the magnets 507. For example, the outer magnets 807 facing each other may have the same polarity or different polarities. This may vary along the longitudinal direction. In addition, the central core magnetic rod 809 may be one piece extending from the inlet port 806 to the outlet port 808, with one polarity at each end. Alternatively, the central core magnetic rod 809 may be made of segments that may be separated from each other longitudinally and have polarities that may vary longitudinally. Although the magnet 807 is depicted as a fixed magnet, additionally or alternatively, an electromagnet may be provided to operate with a suitable current source (not shown in the figures for clarity of illustration and explanation).

[0084] 10 illustrates a catalytic converter 1000 according to one embodiment of the present disclosure. The catalytic converter 1000 may include an outer shell 1002, an inlet port 1006, an outlet port 1008, one or more filters 1010, a number of spaces 1012, and a number of heating rods 1016. In one embodiment, an electric heating element 1014 may be disposed or arranged in the space 1012. The heating element 1014 may include a heating wire, for example, but not limited to, a nichrome wire. Electrical leads 1016 may extend from a power source to provide electrical energy to the heating element 1014.

[0085] FIG. 11A illustrates an end view of the filter 1010 of FIG. 10. In one embodiment, the filter 1010 may be, for example, a metal filter or a ceramic filter including a plurality of honeycomb-shaped openings 1110. The openings 1110 may be configured to transmit gases and / or particulate matter from one end of the filter 1010 to the opposite end. The shape and size of the openings 1110 of the filter 1010 may vary depending on the desired application of the exhaust system of the present disclosure. In one embodiment, the size of the openings 1110 for a filter 1010 used in a gasoline engine system may be, but is not limited to, about 1 / 16 inch. In another embodiment, the size of the openings 1110 for a filter 1010 used in a diesel engine system may be, but is not limited to, about 1 / 8 inch to 1 / 4 inch. Additionally, a plurality of rods 1016 may be inserted into the plurality of openings 1110. The plurality of rods 1016 may extend from one end of the filter 1010 to the other end over the entire length of the filter 1010. In some embodiments, the rods 1016 may extend partially through the filter 1010 instead of extending the entire length of the filter 1010. The rods 1016 may facilitate rapid heating of the filter 1010 by quickly conducting heat generated inside the catalytic converter 1000 and transferring the heat to the filter 1010. The number and location of the rods 1016 used in the filter 101 may be determined based on the amount or level of back pressure generated in the exhaust system using the catalytic converter 1000. Thus, the number of rods 1016 may be determined at least by the shape and size of the filter, the size of the openings 1110 of the filter 1010, etc. Preferably, the level of back pressure measured with the rods 1016 inserted into the filter 1010 may be zero.

[0086] In one embodiment, one or more filters 1010 may be coated with a catalytic coating material to maximize or increase contact between the filter 1010 and toxic gases and particulate matter. The catalytic coating material may slow the flow of toxic gases and particulate matter that may traverse from the inlet port 1006 to the outlet port 1008. Additionally, the catalytic coating material may facilitate rapid heating of the catalytic converter 1000. Embodiments of catalytic coatings embodying the principles and concepts of the present disclosure and their associated features are described hereafter. One or more filters 1010 may be coated with a catalytic coating material in the same manner as described above with respect to FIG. 2B.

[0087] FIG. 11B shows a perspective view of the filter 1010 of FIG. 10 including multiple rods 1016. In one embodiment, the multiple rods 1016 may be inserted into the multiple openings 1110. Additionally, the multiple rods 1016 may extend from one end of the filter 1010 to the other end over the entire length of the filter 1010. In some embodiments, the multiple rods 1016 may extend partially through the filter 1010 instead of extending over the entire length of the filter 1010. As mentioned above, the number and location of the multiple rods 1016 may depend on the level of back pressure measured in the exhaust system utilizing the catalytic converter 1000. By utilizing the multiple rods 1016, in addition to the catalytic coating 1120 described according to FIG. 2B above, the catalytic converter 1000 may be rapidly heated to dramatically improve the removal and reduction of toxic or harmful gases and particulates generated in fossil fuel-based internal combustion engines.

[0088] FIG. 12 illustrates a catalytic converter 1200 according to an exemplary embodiment of the present disclosure. In addition to the elements shown in FIG. 12, the catalytic converter 1200 may include one or more features disclosed according to the embodiments shown in FIG. 1-FIG. 11. The catalytic converter 1200 may include a first housing (or shell) 1212, a second housing (or shell) 1214 that may be surrounded by the first housing 1212, an inlet 1216 through which exhaust gas enters the first housing 1212, and an outlet 1218 through which exhaust gas exits the first housing 1212. Within the internal cavity of the first housing 1212, between the inlet 1216 and the outlet 1218, a first filter 1226, and a second filter 1228. The first filter 1226 is configured to oxidize harmful exhaust gases, particularly carbon dioxide. A second filter 1228 may be configured to further reduce / remove harmful exhaust gases, including, but not limited to, carbon dioxide, carbon monoxide, and nitrogen oxides, as well as hydrocarbons and other harmful chemicals. The filters 1226, 1228 may be formed of ceramic or metallic materials.

[0089] The first filter 1226 and the second filter 1228 may include, for example, a ceramic filter including a plurality of honeycomb-shaped openings that may be coated with a catalytic coating 1229 having one or more precious metals. The first filter 1226 and the second filter 1228 may include a plurality of rods 1230 that may extend through the honeycomb structure. For example, a plurality of heating rods 1230 formed of a heat-treated metal or alloy (e.g., copper or steel) may extend longitudinally or horizontally across the filters 1226, 1228 such that one end of each rod 1230 is generally oriented toward the inlet 1216 and the other end of each rod 1230 is generally oriented toward the outlet 1218 of the catalytic converter 1200. Additionally or alternatively, the rods 1230 may be arranged to traverse around the filters 1226, 1228. In one embodiment, each rod 1230 in the first filter 1226 may extend the entire length of the first filter 1226 from one end of the first filter 1226 to the other end of the first filter 1226. Similarly, each rod 1230 in the second filter 1228 may extend the entire length of the second filter 1228 from one end of the second filter 1226 to the other end of the second filter 1228. Alternatively, one or more rods 1230 may extend partially across the first filter 1226 and / or the second filter 1228. As discussed further below, the rods 1230 function to transfer heat to the filters 1226, 1228, and the heated rod mass within the filters 1226, 1228 facilitates maintaining an efficient constant temperature within the catalytic converter 1202. Additionally, multiple magnets 1232 may be positioned and distributed between the first housing 1212 and the second housing 1214. Although the placement of the magnets 1232 is shown between the housings 1212, 1214, the magnets 1232 may be placed on or within both filters 1226, 1228, within the cavity 1222, and / or external to the first housing 1212. In one embodiment, the number of rods 1230 may be determined by the size of the filters 1226, 1228.For example, for a filter having a size of about 12×5 inches, about 6-8 rods may be provided. The number of rods may be based on the back pressure of the exhaust system. In one embodiment, the size of the filter may be modified to reduce or eliminate back pressure in the exhaust airflow.

[0090] To facilitate monitoring the amount of oxygen in the exhaust gas, an oxygen sensor 1220 in communication with the electronic control unit may be disposed or fixed on the exterior or interior of the catalytic converter 1200. The oxygen sensor 1220 is configured to measure the amount of oxygen (or the concentration of combustibles) in the exhaust gas leaving the engine. The exhaust system may have both upstream and downstream oxygen sensors 1220. The upstream oxygen sensor 1220 may be located before the catalytic converter 1200, while the downstream sensor is located after the catalytic converter 1200. An engine computer, often referred to as a powertrain control module (PCM), may use the data from the upstream oxygen sensor 1220 to adjust the fuel mixture of the engine. In turn, the PCM may use the signal from the downstream oxygen sensor 1220 to monitor the health of the catalytic converter 1200.

[0091] The oxygen sensor 1220 may extend into the first housing cavity 1222 of the first housing 1212 downstream of the inlet 1216 and before the first filter 1226. An electric heater 1224 extending from the outside of the second housing 1214 into the first housing cavity 1222 may be disposed upstream of the first filter 1226 to increase the internal temperature of the catalytic converter 1202 above a threshold temperature. The heater 1224 may be connected to a power source and electronic control unit that may be located outside the catalytic converter 1202 and may be configured to heat the interior of the catalytic converter 1200 above a threshold temperature. The power source and electronic control unit may control the heater 1224 based on temperature sensor data provided by a temperature sensor 1245 that may be located near the outlet 1218. The heater 1224 depicted in FIG. 12 may include a wound metal coil 1225. However, the heater 1224 may take any form (described in further detail below) to ensure rapid internal heating of the catalytic converter 1200. Although the heater 1224 is shown extending into the catalytic converter 1200 in FIG. 12 before the filter 1226, two or more heaters 1224 may be positioned to extend into the catalytic converter 1200. For example, the heater(s) 1224 may be positioned in one or more of the filters 1226, 1228, or within the first cavity 1222 and / or the second cavity 1223, between the filters 1226, 1228, etc. Thus, the placement of the heater(s) 1224 is not limited to the embodiments shown in the figures of the present disclosure. Further, one or more heaters in various designs according to the present disclosure may be positioned entirely within the cavities 1222, 1223 of the catalytic converter 1200 at any location within the first housing 1212 and / or the second housing 1214, and / or may be fixed to the outside of the catalytic converter 1200, and / or may be fixed in or to the outside of the tube 1206 located immediately upstream of the catalytic converter 1200.

[0092] 13 illustrates an exemplary catalytic converter 1300 according to one embodiment of the present disclosure. The catalytic converter 1300 may include a first heater 1315 in front of a filter 1325 and a second heater 1317 behind the filter 1325. Additionally, temperature sensors 1326, 1327 may be installed adjacent or near the heaters 1315 and 1317 to monitor the internal temperature of the catalytic converter 1300 and ensure that a proper internal temperature is maintained. As shown in FIG. 13, various gases may enter the catalytic converter 1300 and be reduced or removed by the catalytic converter 1300 according to an embodiment of the present disclosure.

[0093] FIG. 14 illustrates a selective catalytic reduction system (SCR) 1400 according to one embodiment of the present disclosure. In one embodiment, the SCR 1400 may be located downstream of a catalytic converter or other exhaust converter (e.g., an oxidation catalyst and / or a diesel particulate filter) according to one embodiment of the present disclosure. The SCR 1400 may be coupled downstream to the catalytic converter (or other exhaust converter) by a tube 1606 (shown in FIG. 16). The SCR 1400 reduces nitrogen oxides (NO ) by oxidizing the nitrogen oxide gases and converting them into harmless exhaust substances (e.g., nitrogen, water, and small amounts of carbon dioxide) that are exhausted from the exhaust system of the present disclosure into the environment. x ) gases. In one embodiment, the SCR 1400 reduces exhaust emissions to reduce the amount of nitrogen oxides without the need to incorporate a liquid reducing agent into the exhaust stream. In other embodiments, the SCR 1400 may include one or more injectors for injecting a liquid reducing agent (e.g., urea) to facilitate the reduction or elimination of harmful exhaust emissions. One source of urea is AdBlue, which contains approximately 32.5% high quality urea dissolved in distilled water.

[0094] As illustrated in FIG. 14, the SCR 1400 may include a filter 1440, a plurality of heating rods 1446, and a heating element 1424. The heating element 1424 depicted in FIG. 14 may include a wound metal coil 1425. However, the heating element 1424 may take any form (described in further detail below) to ensure internal heating of the SCR 1400. Additionally, as shown in FIG. 15A, the filter 1440 may include a plurality of honeycomb-shaped openings 1547. The particular shape and size of the openings 1547 is not limited thereto, and any suitable shape and size may be used according to the desired application of the SCR 1400. In one embodiment, a plurality of heating rods 1446 may be inserted into the honeycomb-shaped openings 1547. FIG. 15B shows a partial perspective view of the filter 1440. In addition to the honeycomb-shaped openings 1547, the filter 1440 may include a plurality of holes 1542 that may be distributed around the filter 1440. A plurality of holes 1542 may be included to further turbulently displace the exhaust gas from the laminar pathway and to slow the gas exiting the SCR 1400. The filter 1440 may be coated with a catalytic coating 1548 in the same manner as described above with respect to FIG. 2B, similar to the filters disclosed in the embodiments of FIGS. 1-13.

[0095] In one embodiment, the heating rods 1446 may extend longitudinally through the honeycomb structure such that one end of each rod 1446 may be oriented generally toward the inlet of the SCR 1400 and the other end of each rod 1446 may be oriented generally toward the outlet of the SCR 1400. The rods 1446 may comprise a heat treated metal or alloy (e.g., copper or steel). The electric heater 1424 may be in communication with the electronic control unit and may extend into the SCR 1400 upstream of the filter 1440. As with the previous embodiment of the filter disclosed in Figures 1-13, the rods 1446 and catalytic coating 1548 of the filter 1440 of the SCR 1400 facilitate rapid heating and ensure that the internal temperature is adequately maintained throughout the filter 1440. Additionally or alternatively, the SCR 1400 may include one or more nitrogen oxide or O2 sensors that may be monitored and controlled by the electronic control unit to control the electric heater 1424. 2 It may include a sensor.

[0096] By increasing the internal temperature of the SCR 1400, additional harmful chemicals and particulates in the exhaust gas are burned off. The filter 1440 facilitates trapping and / or slowing down the flow of exhaust gas through the internal cavity of the selective SCR 1400 through the honeycomb openings 1547. The catalytic coating 1548 facilitates further slowing down and disrupting the flow of exhaust gas such that additional harmful exhaust substances may be heated above a threshold temperature (above the normal operating temperature in the catalytic converter 1400 without the heater 1424) and burned off before exiting the SCR 1400. In addition to the rod 1446 and catalytic coating 1548, a number of magnets (not shown in the figures for clarity of illustration) may be positioned and distributed inside or outside the SCR 1400, similar to the previous embodiment of Figures 6-9B.

[0097] Similar to magnet 1232 in catalytic converter 1200, the polarity of the magnet may further disrupt and slow exhaust gas and particulate flow 1550 as it passes through filter 1440 by increasing the current in the vicinity of the magnet to disrupt and slow the flow of exhaust gas and particulates, which in turn allows for a longer period of heating of the exhaust gas in SCR 1400, which in turn allows for further oxidation and reduction of toxic by-products of the exhaust gas. Additionally or alternatively, magnets may be located between filter 1440 and selective catalytic reduction system 1400 and / or external to the selective catalytic reduction system 1400 housing. Because temperatures in SCR 1400 can be very high, the magnets may be capable of operating at the highest temperature expected without suffering degradation (e.g., AlNiCo magnets).

[0098] 16 illustrates an exhaust system 1600 according to one embodiment of the present disclosure. In one embodiment, the exhaust system 1600 may be configured or designed for a gasoline-utilizing internal combustion engine. The exhaust system 1600 includes a catalytic converter 1602, a selective catalytic reduction system (SCR) 1604, one or more electric heaters 1624, one or more thermal sensors 1630, one or more gases (or oxygen or O 2 16. The catalytic converter 1602 may include a catalytic converter 1602 exhaust gas flow sensor 1655, a catalytic converter 1602 exhaust gas flow sensor 1665, and a muffler 1608. The catalytic converter 1602 may be coupled to the SCR 1604 via a first tube 1606, which may be coupled to the muffler 1608 via a second tube 1610, as shown in FIG. 16. The thermal sensor 1630 may be configured to detect the temperature of the exhaust gases before they exit the catalytic converter 1602. The thermal sensor 1630, which may be connected to an electronic control unit (ECU), may be located near the inlet 1616 and / or outlet 1618 of the catalytic converter 1602.

[0099] In an exemplary embodiment, when starting the engine from a cold start, one or more electric heaters 1624 may be turned on by the electronic control unit simultaneously to help heat the internal temperature of the catalytic converter 1602 above the temperature of the exhaust gas and particulate matter. The heaters 1624 may remain on after a desired temperature is reached, or may be turned off and then turned on again if the temperature in the catalytic converter 1602 drops below a predetermined threshold temperature. The electronic control unit may receive input signals from one or more temperature gauges and other sensors and generate signals to control the activity of the heaters 1624. A number of rods (not shown in the figure for clarity of illustration) may extend longitudinally or horizontally within the filters 1626, 1628 when assembled within the catalytic converter 1602. The rods may provide a conduit for more rapid heat transfer from the heater 1624 through the filters 1626, 1628, thereby accelerating the internal temperature of the catalytic converter 1602 to a desired internal temperature and assisting in maintaining the desired internal temperature above a threshold throughout the surface area of ​​the filters 1626, 1628 and the cavity 1622 of the catalytic converter 1602 to oxidize harmful exhaust gases over at least the internal surface area of ​​the filters 1626, 1628 and the surrounding area.

[0100] By raising the internal temperature of the catalytic converter 1602 above the normal operating temperature of the catalytic converter 1602, harmful chemicals and particulates that are part of the exhaust gas are oxidized and / or burned off before exiting the catalytic converter 1602 more efficiently than in a conventional catalytic converter. The filters 1626, 1628 facilitate trapping and / or slowing down the flow of the exhaust gas as it passes through the honeycomb openings and into the internal cavities of the catalytic converter 1602, and the precious metal filter coating (not shown in the figures for clarity of illustration and explanation) further slows and disrupts the flow of the exhaust gas across the internal catalytic converter cavity 1622, helping to allow more of the harmful exhaust substances to be heated above the threshold exhaust gas temperature and oxidized and / or burned off before exiting the catalytic converter 1602. The threshold temperature may be optimized for any given configuration based on the amount of additional oxidation / combustion desired based on the components of the system 1600 and other factors.

[0101] In one embodiment, the polarity of the magnets 1632 helps to further disrupt and slow the flow of exhaust gases and particulates as they pass through the catalytic converter 1602 by increasing the current in the cavity 1622 of the catalytic converter 1602. Disrupting and slowing the flow of exhaust gases and particulates heats the exhaust gases for a longer period of time in the cavity 1622 of the catalytic converter 1602, thus allowing for further oxidation and reduction of toxic by-products of the exhaust gases. Because temperatures within the catalytic converter 1602 can be very high, the magnets 1632 may be configured to operate at the highest temperature expected without suffering degradation (e.g., AlNiCo magnets, neodymium magnets, etc.).

[0102] Similar to the SCR 1400 described according to FIGS. 14-15B, the SCR 1604 oxidizes nitrogen oxides (NO) gases and converts them into harmless exhaust products (e.g., nitrogen, water, and small amounts of carbon dioxide) by rapidly heating the SCR 1604 via multiple rods and a catalytic coating according to the previous embodiment of FIGS. 1-15B.x Upon exiting the SCR 1604, the remaining exhaust gases may flow through a tube 1610 connecting the SCR 1604 to a muffler 1608. The muffler 1608 may be configured to reduce or "muffle" engine noise, further reduce remaining harmful exhaust gases, and cool the exhaust temperature.

[0103] 17 illustrates an exhaust converter 1700 according to one embodiment of the present disclosure. The exhaust converter 1700 may be utilized in a gasoline or diesel based engine system. Additionally, the exhaust converter 1700 may be designed or configured for use as a catalytic converter, SCR, oxidation catalyst, diesel particulate filter (DPF), for example.

[0104] In one embodiment, the exhaust converter 1700 may include a first heater 1720, a first filter 1721, a second heater 1726, and a second filter 1728. The first heater 1720 may receive power from a power source via a first connector 1724 (not shown for clarity of illustration and description), and the second heater 1726 may receive power from a power source via a second connector 1734. The first heater 1720 and the first filter 1721 may be an integrated single device. Alternatively, the first heater 1720 and the first filter 1721 may be separate devices that may be combined or attached to each other via any suitable fastening means (e.g., via welding, screws, bolts, etc.). Similarly, the second heater 1726 and the second filter 1728 may be an integrated single device. Alternatively, the second heater 1726 and the second filter 1728 may be separate devices that may be combined or attached to one another via any suitable fastening means (e.g., via welding, screws, bolts, etc.). The first heater 1726 and the second heater 1726 may be different types of heaters as shown in Figure 17. Alternatively, the first heater 1720 and the second heater 1727 may be the same type of heater.

[0105] In one embodiment, the first heater 1720 may include a heating element 1722. The heating element 1722 may be made of, for example, a metallic material, and the heating element 1722 may include a plurality of openings (e.g., honeycomb-shaped openings). Additionally, the first heater 1720 may include a plurality of heating rods 1722 that extend horizontally across the first heater 1720. The heating rods 1722 may extend completely horizontally from one end of the first heater 1720 to the other end. Alternatively, the heating rods 1722 may extend partially horizontally within the first heater 1720. Furthermore, the heating rods 1722 may be inserted into a plurality of openings in the filter insert 1722. In one embodiment, the heating rods 1722 may include, for example, a heat-treated metal or alloy (e.g., copper or steel).

[0106] In one embodiment, the first heater 1720 may be heated by applying an electric potential between the first connector 1724 and the housing 1723 (e.g., a metal housing) of the first heater 1722. The first connector 1724 and the housing 1723 may be configured to function as a first terminal and a second terminal (e.g., a positive terminal and a negative (or ground) terminal). The heating element 1722 and the heater housing 1723 may be electrically coupled to a power source. Thus, the first heater 1720 may heat up rapidly when an electric potential is applied by the power source to induce a current passing through the first heater 1720. Thus, the housing 1723, the heating element 1722, and the heating rod 1716 may facilitate rapid heating of the first heater 1720. For example, the heating rod 1716 facilitates the transfer of heat generated inside the first heater 1720 to the heating element 1722. The heating element 1722 may function as a filter that may assist in the removal and reduction of exhaust gases and particulate matter. The first filter 1721 may be made of ceramic or metallic materials depending on the desired application of the exhaust converter 1700. Similar to the catalytic converter and SCR described according to the previous embodiments of Figures 1-16 above, the first filter 1721 may include multiple heating rods (not shown in the figures for clarity of illustration) and a thin catalytic coating. Thus, the heat generated from the first heater 1720, the thin catalytic coating, and the multiple heating rods may facilitate rapid heating of the first filter 1726.

[0107] In one embodiment, the second heater 1726 may include one or more heating wires 1727. As shown in FIG. 17, the heating wires 1727 may be arranged in a web pattern. However, any suitable shape and / or size of the heating wires 1727 may be utilized. The heating wires 1727 may be coupled to a connector 1734. In this embodiment, the second heater 1726 may be heated by applying an electric current to the heating wires 1727. The power source may be configured to provide an electric current to the connectors 1724 and 1734 simultaneously or sequentially. The heat generated by the heating wires 1727 may heat the second filter 1728. The second filter 1728 may include multiple heating rods 1730. In some embodiments, the heating wires 1727 may be attached to the heating rods 1730 to prevent potential damage to the heating wires 1727 that may be caused by vibration or other internal or external movements or forces. The second filter 1728 may be made of a ceramic material or a metallic material depending on the desired application of the exhaust converter 1700. Similar to the catalytic converter and SCR described according to the previous embodiments of Figs. 1-16 above, the second filter 1728 may include a thin catalytic coating. Thus, the heat generated from the second heater 1726, the thin catalytic coating, and the multiple heating rods 1730 may facilitate rapid heating of the second filter 1728. In some embodiments, the first filter 1721 and / or the second filter 1728 made of a metallic material may be electrically coupled to one or more terminals of a power source to further assist in rapid heating of the first filter 1721 and / or the second filter 1728. Furthermore, the location of the first heater 1720 and the second heater 1726 is not limited to that shown in Fig. 17. The location of the first heater 1720 and the second heater 1726 may be suitably determined based on the desired application of the exhaust converter 1700.

[0108] It is understood that the first heater 1720 may include both a heating element 1722 and one or more heating wires, such as heating wire 1727 (see, e.g., FIG. 19). Similarly, the second heater 1726 may include one or more heating wires 1727 and a heating element, such as heating element 1722 (see, e.g., FIG. 19). As noted, the heating element 1722 may act as a filter that may assist in the removal and reduction of exhaust gases and particulate matter.

[0109] 18A-23B show various exemplary heaters and components that may be incorporated into any of the aforementioned embodiments disclosed in FIGS. 1-17. FIG. 18A illustrates a perspective view of a heater 1800 according to one embodiment of the present disclosure. The heater 1800 may include a housing (or chassis) 1802, one or more heating wires 1804, and a connector 1806. In one embodiment, the heating wire 1804 may be coupled to the housing 1802 and the connector 1806. For example, one end of the heating wire 1804 may be coupled to the housing 1802 and the other end of the heating wire 1804 may be coupled to the connector 1806. As shown in FIG. 18A, the connector 1806 may include one or more terminals configured to receive current from a power source and one or more ceramic portions 1808 that function as electrical insulators to provide electrical insulation between a surface of the housing 1802 and the connector 1806. The one or more terminals may be, for example, positive (or negative) terminals of the connector 1806. The housing 1802 may be configured as a negative (or positive) terminal or ground.

[0110] In one embodiment, the heating wire 1804 may include a spiral (or zigzag) shape, as shown in FIG. 18A. However, the heating wire 1804 may have any suitable shape depending on the desired application of the heater 1800. The heating wire 1804 may be made of a chrome nickel resistance material having a thickness of about 1.2 mm. The thickness and length of each of the heating wires 1804 may be determined based on the amount (or level) of current applied to the heating wire 1804. For example, a length of about 40 cm may be used for a current supply of about 48-60 amps. For a current supply of about 30 amps, a length of about 20 cm may be used. In some embodiments, multiple heating wires 1804 may be used by, for example, connecting an end of each of the multiple heating wires 1804 to each of the multiple positive terminals of the connector 1806, while connecting all of the other ends of the multiple heating wires together to a single negative terminal on the surface of the housing 1802. Thus, the supplied current may be split among multiple heating wires 1804, thereby reducing the total amount of current supplied by the number of heating wires 1804. The thickness and length of each of the multiple heating wires 1804 may be calculated relative to the level of current supplied to the heating wire 1804. Utilizing multiple heating wires 1804 may allow each of the heating wires 1804 to be shorter and thinner. Therefore, the heating wires 1804 may heat up substantially faster than a single heating wire having a greater thickness and length.

[0111] FIG. 18B shows a perspective view of a heater 1810 according to another embodiment of the present disclosure. The heater 1810 may include a heating wire 1814 having, but not limited to, a web shape, a housing (or chassis) 1821, and a number of rods 1818 configured to hold the heating wire 1814 in place. The heating wire 1814 may heat up when current is supplied by a power source through a connector 1816. The connector may include a positive terminal and a negative terminal. In some embodiments, the housing 1812 may be configured as the negative terminal or ground. Similar to the heating wire 1804 disclosed according to the embodiment of FIG. 18A described above, the shape, thickness, and length of the heating wire 1814 may be determined in relation to the level of current supplied by the power source. The heater 1810 may be positioned, for example, about 1 to 1.5 inches in front of the ceramic honeycomb filter.

[0112] FIG 18C illustrates a detailed view of a heater 1830 according to another embodiment of the present disclosure. As shown in FIG 18C, the heater 1830 may be designed to include different sizes and patterns. The heater 1830 may be made of a metallic material configured to heat up rapidly when an electric current is applied to the heater 1830. The heater 1830 may be used in addition to or as an alternative to any of the heaters disclosed in the embodiments of FIGS. 1-18B.

[0113] 19 illustrates a heater 1902 according to one embodiment of the present disclosure. The heater 1902 may include a housing 1902, a first terminal 1903, a second terminal 1904, one or more heating wires 1906 (only one is shown, but multiple levels of heating wires may be utilized, similar to the heating wire 1804 shown in FIG. 18A), a heating element 1908, multiple heating rods 1910, and a connector 1912. The housing 1902 may be a metal housing.

[0114] The first terminal 1903 may be a positive (or negative) terminal and the second terminal 1904 may be a negative (or positive) terminal or a ground. In one embodiment, the first terminal 1903 may be electrically coupled to the connector 1912 and the second terminal 1904 may be electrically coupled to the housing 1902.

[0115] The heating wire 1906 may be electrically coupled between the first terminal 1903 and the second terminal 1904. In this embodiment, the connector 1912 may be configured to receive current from the power source and may function as a positive (or negative) terminal. Additionally, the housing 1902 may be configured to function as a negative (or positive) terminal or a ground. Thus, an electrical potential provided by the power source between the positive terminal 1903 (e.g., via the connector 1912) and the negative terminal 1904 (e.g., via the housing 1902) may induce an electrical current between the first terminal 1903 and the second terminal 1904. Thus, the heating wire 1906 coupled between the first terminal 1903 and the second terminal 1904 may heat up based on the level of electrical current provided. Additionally, a heating element 1908, which may include a metallic material, may be electrically coupled to the first terminal 1903 and / or the second terminal 1904 and may heat up as a result of the electrical current being provided thereto.

[0116] The heating rod 1910 may further facilitate heating the heating element 1908 by rapidly conducting heat that may be generated by the heating wire 1906. In one embodiment, the heating rod 1910 may be inserted into an opening in the heating element 1908 and may extend from one end of the heating element 1908 to the other end of the heating element 1908. The heating rod 1910 may also include a rod that may extend partially from one end of the heating element 1908 to the other end of the heating element 1908. Additionally, the heating rod 1910 may act as a support configured to hold the heating wire 1906 in place. In this example, the heating rod 1910 extends partially from one end of the heating element 1908 to the other end of the heating element 1908.

[0117] In one embodiment, the heating wire 1906 may include a helical shape, as shown in FIG. 19. However, the specific shape and size of the heating wire 1906 is not so limited and may have any suitable shape or size depending on the desired application of the heater 1900. Similar to the heating wire 1804, the heating wire 1906 may be made of a chrome nickel resistive material, preferably having a thickness of about 1.2 mm. The length of the heating wire 1906 may be determined based on the amount (or level) of current applied to the heating wire 1906. For example, a length of about 40 cm may be used for a current supply of 48 amps. For a current supply of 30 amps, a length of about 20 cm may be used. Thus, the length and thickness of the heating wire 1906 may be calculated for the level of current supply. In some embodiments, multiple heating wires 1906 may be utilized, similar to the heating wire 1804.

[0118] In one embodiment, the heating element 1908 may act as a filter and may include a catalytic coating according to the previous embodiments of Figures 1-18C. The catalytic coating may further facilitate rapid heating of the heater 1900. Additionally or alternatively, one or more magnets according to the embodiments of Figures 6-9B may be installed or disposed in the cavity (or space) 1914 between the housing 1902 and the first and second electrodes 1903, 1904 to facilitate rapid heating of the heater 1900. Thus, the heater 1900 may be rapidly heated via one or more combinations of at least the heating wire 1906, the heating rod 1910, the catalytic coating, and / or the magnets according to the embodiment of Figure 19.

[0119] FIG. 20 illustrates a perspective view of a heater 2000 according to an embodiment of the present disclosure. Similar to the heater 1900 of FIG. 19, the heater 2000 may include a housing 2002, a first terminal 2004, a second terminal 2006, a heating element 2008, a plurality of heating rods 2016, and one or more heating wires (not shown for clarity of illustration and description). The heater 2000 may function similarly to the heater 1900 disclosed in the previous embodiment of FIG. 19. In one embodiment, the plurality of heating rods 2016 may be inserted into the openings of the heating element 2008. The plurality of heating rods 2016 may include a metallic material, and the plurality of rods 2016 may secure the heating wires (e.g., heating wires 1804, 1814, and / or 1906).

[0120] 21 illustrates an exemplary heating rod 2016 according to an embodiment of the present disclosure. The heating rod 2016 may include a rod portion 2106 made of a metal (e.g., a heat treated metal or alloy (e.g., copper or steel)) and a tip portion 2104 made of an aluminum alloy having insulating properties. Thus, the tip portion 2104 may prevent the passage of electrical current through the heating rod 2016 to prevent shorting or overheating of the heating rod 2016.

[0121] Additionally, the heating rod 2016 may include a clip 2102 (e.g., a fastener) configured to secure the heating wire in place. In one embodiment, the heating wire may snap into an opening 2103 in the clip 2102. The opening 2013 may have any suitable shape similar to the heating wire to secure the heating wire to the clip 2102. The clip 2102 may be an electrical insulator configured to prevent the passage of electrical current through the corresponding heating rod 2016. Thus, one or more of the multiple heating rods 2016 may hold the heating wire of the present disclosure firmly in place during operation of a machine or vehicle including an exhaust system of the present disclosure.

[0122] In one embodiment, the heating rods 2016 may be spaced apart, for example, about 2 inches from one another. The spacing of the heating rods 2016 may be spaced apart based on, but not limited to, the desired application of the present disclosure (e.g., the shape and length of the heating wire). Additionally, the multiple heating rods 2016 may additionally facilitate rapid heating of the heating element 2008 by conducting heat generated within the heater 2000 by the rod portions 2106 of the multiple heating rods 2016. In one embodiment, the multiple heating rods 2016 may be inserted directly into the filter of the SCR in place of the heating element as shown in FIG. 20. Thus, the heating rods 2016 may facilitate additional rapid heating introduced by the inclusion of the heating wire 1906 (not shown in FIGS. 20 and 21), for example, via thermal conduction, but are electrically insulated from said heating wire 1906.

[0123] One or more of the heating rods 2016 may extend through the heating element 2008 to further facilitate rapid heating of the heater 2000. In one embodiment, the heating rods 2016 may have various lengths. For example, some heating rods 2016 may be longer than other heating rods 2016. That is, the longer heating rods 2016 may be configured to secure the heating wires 1906 in one displacement and the shorter heating rods 2016 may be configured to secure the heating wires in another displacement. For example, as shown in FIG. 18A, the longer heating rods 2016 may secure the heating wires 1804 disposed in the top layer portion (displacement) and the shorter heating rods 2016 may secure the heating wires 1804 in the bottom layer portion (displacement).

[0124] 22 depicts an exemplary embodiment of an exhaust converter (e.g., catalytic converter, SCR, oxidation catalyst, DPF, etc.) 2200 of the present disclosure. The exhaust converter 2200 may include multiple heaters 2215, 2216, 2217, 2218, 2220 having various types, shapes and sizes that may be installed or positioned at various locations within the exhaust converter 2200. In embodiments of the present disclosure, any suitable number of heaters may be utilized based on a desired application in accordance with the present disclosure.

[0125] 23 and 24 depict one type of heater 2300 according to one embodiment of the present disclosure. The heater 2300 may be inserted from the outside of the exhaust converter (e.g., catalytic converter, SCR, oxidation catalyst, DPF, etc.) of the previous embodiments of the present disclosure or may be screwed into place. Thus, the heater 2300 may be removably attached to the exhaust converter of the present disclosure. The heater 2300 may also be inserted into the tube of the exhaust system. More specifically, such a heater may be provided as an aftermarket part and installed in the exhaust tube of an existing vehicle without modifying the catalytic converter, SCR components or DPF components. The same or similar type of heater 4100 is also shown in FIG. 41. The heater 2300 / 4100 may be formed of a heating wire 2304 / 4104 spirally wound around a support stud / rod 2308 / 4108. The support stud / rod 2308 / 4108 may be connected to a positive or negative terminal, in one embodiment the support stud / rod 2308 / 4108 is connected to the negative terminal and may be connected to the housing in which the heater is inserted. The heater 2300 / 4100 may include a connector stud 2310 / 4110 which may be connected to a positive or negative terminal, in one embodiment the connector stud 2310 / 4110 is connected to the positive terminal and configured to be accessible externally to the exhaust converter or exhaust tube. FIG. 41 illustrates external power connectors 4120 and 4130 connected to the heater 4100. In one embodiment 4120 is a positive power cable and 4130 is a negative power cable. In another embodiment 4120 is a negative power cable and 4130 is a positive power cable. The power cables 4120 and 4130 may be connected in various ways known to those skilled in the art. In FIG. 41 they are illustrated as electrical lugs that are screwed / bolted to the associated terminals.

[0126] 25 and 26 show a muffler 2500 according to one embodiment of the present disclosure. In one embodiment, the muffler 2500 may be utilized in the exhaust system 1600 of FIG. 16, which may be configured or designed for an internal combustion engine, which may be configured to operate on gasoline or diesel. The muffler 2500 may include a housing 2510 in which one or more silencers 2508 and a plurality of plates 2506 interspersed and / or spaced apart from one another may be located. The plates 2506 may be formed of steel, for example, and may be coated with one or more precious metals 2602 (as described above in FIG. 2B). The precious metal coating 2602 may disrupt the flow of exhaust gas within the housing 2510, resulting in turbulent exhaust gas flow, which in turn slows the flow of hot exhaust gas as it passes from the inlet 2502 of the muffler 2500 through the muffler housing 2510 and exits the muffler housing 2510 through the outlet 2504. The turbulence of the exhaust gases in the muffler 2500 caused by the precious metal coated plates 2602 allows more time for the exhaust gases and particulate matter in the muffler 2500 to burn off and / or oxidize before exiting the muffler 2500 and entering the environment. Additionally, the multiple plates 2506 inside the inlet 2502 may recirculate the exhaust in and out, reducing NOx, for example, by about 15%.

[0127] FIG. 27 illustrates an exemplary exhaust system 2700 according to one embodiment of the present disclosure. The exhaust system 2700 may include a catalytic converter 2702 and a control unit 2721 electrically coupled to the catalytic converter 2702. The catalytic converter 2702 may include components similar to those of the catalytic converter described above according to the embodiment of FIGS. 1-26. The control unit 2709 may be electrically coupled to the catalytic converter 2702 via one or more electrical leads (or cables) 2706 to facilitate operation of the exhaust system 2700 by controlling one or more of the heating elements 2717 based on readings from one or more sensors. In this embodiment, the catalytic converter 2702 may include multiple magnets 2707 and heating elements 2717 to facilitate rapid heating of the catalytic converter 2702.

[0128] 28 illustrates an exhaust system 2800 according to one embodiment of the disclosure. The system 2800 may include a controller 2802 coupled to an exhaust converter system 2807. The exhaust converter system 2807 may be coupled to an engine 2804, which may generate harmful gases and particulate matter, for example, due to internal combustion of fossil fuels by the engine 2804. The controller 2802 may be electrically coupled to the engine 2804 and the exhaust converter system 2807. The controller 2802 may be configured to receive various signals and / or data from the engine 2804 and the exhaust converter system 2807 to facilitate control of the engine 2804 and the exhaust converter system 2807 to sufficiently operate the vehicle or machine.

[0129] In one embodiment, the exhaust converter system 2807 may include an intake chamber 2816 coupled to the engine 2804 for communicating exhaust gases from the engine 2804 to a catalytic converter 2818. The catalytic converter 2818 may include one or more heaters 2820 and other components associated with the catalytic converter described above according to the previous embodiments of FIGS. 1-27. The exhaust converter system 2807 may further include an intake / exhaust chamber 2822 for communicating filtered (or converted) and / or reduced gases to a selective reduction catalytic filtration system (SCR) 2824. The SCR 2824 may include one or more heaters 2826 and other components associated with the SCR described above according to the embodiments of FIGS. 1-27. Additionally, the exhaust converter system 2807 may include an exhaust chamber 2848 (not shown for clarity of illustration and description) that may be coupled to a muffler.

[0130] In one embodiment, the exhaust converter system 2807 may include gas sensors 2850, 2854, 2856. For example, the gas sensor 2850 may be coupled to the intake chamber 2816, the gas sensor 2854 may be coupled to the intake / exhaust chamber 2822, and the gas sensor 2856 may be coupled to the exhaust chamber 2848. The gas sensors 2850, 2854, 2856 may detect, for example, oxygen (e.g., O 2 ) sensors, any suitable gas sensor may be utilized based on the desired application of the system 2800. Additionally, the exhaust converter system 2807 may include temperature sensors 2852, 2853, 2855, 2858 and additive injectors 2810, 2812 coupled to solution tanks 2806, 2808 to inject or pump additive solutions such as urea, salt water, or ammonia solutions into the exhaust flow gases, among other possible solutions. The gas sensor 2850 may be located before the catalytic converter 2812 and the gas sensor 2854 may be located between the catalytic converter 2818 and the SCR 2824.

[0131] The controller 2802 may receive a signal from the temperature sensor 2852 to control the heater 2818. Additionally, the controller 2802 may receive a signal from the temperature sensor 2853 to control the additive injector 2810. For example, when a predetermined temperature in the catalytic converter 2818 is detected by the temperature sensor 2853, the controller 2802 may send a command signal to the additive injector 2810 to inject or spray additive solution into the catalytic converter 2818. In one embodiment, the additive injector 2810 may continuously inject additive solution provided by the solution tank 2806 into the catalytic converter 2818 at a predetermined interval when the temperature sensor 2853 detects that the predetermined temperature is maintained. Alternatively, the temperature sensor 2853 may be configured to detect a predetermined temperature range, for example, about 340-410°C. In other words, an additive solution injected into the catalytic converter 2818 at a predetermined temperature or within a predetermined temperature range may improve the reduction or elimination of harmful gases (eg, NOx, etc.) in the catalytic converter 2818.

[0132] In one embodiment, the gas sensor 2850 may detect an exhaust gas condition or state in the intake chamber 2816, and the gas sensor 2854 may detect an exhaust gas condition or state in the intake / exhaust chamber 2822. That is, the gas sensors 2850, 2854 may transmit data related to the exhaust gas condition or state to the controller 2802. Thus, the controller 2802 may utilize the received gas data to monitor the effectiveness of the catalytic converter 2818 and perform appropriate functions to achieve the desired performance of the catalytic converter 2818. Furthermore, the controller 2802 may utilize the received gas data to display the gas monitoring information on one or more displays coupled to the system 2800. In one embodiment, the controller 2802 may automatically control the engine 2804 and / or the exhaust converter system 2807 to achieve the desired performance and / or functionality of the system 2800. In another embodiment, an operator of system 2800 may manually control engine 2804 and / or exhaust converter system 2807 to achieve a desired performance and / or functionality of system 2800 based on gas and / or temperature monitoring data displayed on a display coupled to system 2800. In yet another embodiment, system 2800 may be both automatically and manually controlled.

[0133] In one embodiment, temperature sensor 2852 may detect an internal temperature of catalytic converter 2818. Controller 2802 may utilize the temperature data received from temperature sensor 2852 to control heater 2820. That is, controller 2802 may control heater 2820 to maintain a desired temperature inside catalytic converter 2818 to achieve a desired performance (e.g., sufficient reduction of harmful exhaust gases and particulate matter) and / or functionality of catalytic converter 2818.

[0134] In one embodiment, the SCR 2824 may be controlled in a manner similar to that described in connection with the catalytic converter 2818. That is, the controller 2802 may receive signals from the gas sensors 2854, 2856 and temperature sensors 2855, 2858 to control the injector 2812 and heater 2826 in a manner similar to that described above for controlling the catalytic converter 2818 to achieve the desired performance and / or functionality of the SCR 2824. In some embodiments, more than one SCR may be utilized in the exhaust converter system 2807 to further reduce or eliminate harmful exhaust gases and particulate matter.

[0135] In one embodiment, the controller 2802 may receive data from an altitude sensor 2860. The altitude sensor 2860 may be mounted in any suitable location on the vehicle. Since the level of altitude may offset the pressure in the engine and exhaust converter 2807, the controller 2802 may perform appropriate functions to offset pressure variations caused by changes in altitude. For example, at a relatively high altitude, the system 2800 may take in relatively less oxygen to the engine 2804. Thus, the controller 2802 may transmit a control signal to adjust the throttle position switch to admit additional air to the engine 2804. The change in altitude may affect fuel efficiency and air pressure in the engine. That is, at a relatively high altitude level, the engine may burn less gas. Furthermore, relatively less air with more fuel may cause damage to the catalytic converter 2818, for example. Thus, the controller 2802 may transmit appropriate signals to various components (e.g., throttle position switch, heater, etc.).

[0136] FIG. 28A illustrates an exemplary additive solution distributor 2850 according to an embodiment of the present disclosure. The additive solution distributor 2850 is located downstream of one or more additive injectors 2810, 2812. The one or more additive solution distributors 2850 may be located between the additive injectors 2810, 2812 and the catalytic converter 2818 and the SCR 2824, respectively. The additive solution distributor 2850 may include a plurality of vanes (or plates) 2854 arranged at a predetermined distance from each other. Furthermore, the additive solution distributor 2850 may include a plurality of openings 2852 between each of the vanes 2854 and a circular opening 2852 at the center of the additive solution distributor 2850, as shown in FIG. 28A. The additive solution distributor 2850 prevents deterioration (e.g., cracking) of honeycomb filters in the catalytic converter and / or SCR by evenly distributing the additive solution sprayed by the additive injectors 2810, 2812. In one embodiment, each of the vanes 2854 may be angled at an angle to provide turbine action and to evenly distribute the additive solution to the catalytic converter and / or SCR filters. The shape, size, and number of the vanes 2854 are not limited thereto and may vary according to the desired application or performance of the additive solution distributor 2850.

[0137] FIG. 29 illustrates a schematic diagram of an exemplary exhaust control system 2900 for operation and / or control of an exhaust system according to one embodiment of the disclosure. The exhaust control system 2900 may include a number of inputs 2901, such as gas data 2906, temperature data 2908, and altitude data 2910, a controller 2902, and a number of outputs 2903, such as gas monitoring data 2912, heater adjustment values ​​2914, injector adjustment values ​​2916, and throttle position switch signal values ​​2918. The controller 2902 may include a decision module 2904, a memory, a secondary storage device, and a processor, such as a central processing unit, or any other means for performing tasks consistent with the present disclosure. The memory or secondary storage device associated with the controller 2902 may include a non-transitory computer readable medium and may store data and / or software routines that assist the controller 2902 in performing its functions, such as the processes disclosed in connection with the system 2800 of FIG. 28. Additionally, a memory or secondary storage device associated with controller 2902 may store data received from various inputs associated with the disclosed sensors in system 2800 or other systems of the present disclosure. A commercially available microprocessor may be configured to perform the functions of controller 2902. It is understood that controller 2902 may readily embody a general machine controller capable of controlling numerous other machine functions. A variety of other known circuits may be associated with controller 2902, including signal conditioning circuits, communication circuits, actuation circuits, and other suitable circuits.

[0138] In one embodiment, the controller 2902 may control one or more heaters (e.g., heaters 2818, 2826). Based on temperature data 2908 received from one or more temperature sensors (e.g., temperature sensors 2853, 2852, 2858), for example according to the previously described embodiments of FIGS. 1-28, the determination module may calculate or determine a heater adjustment value 2914. The controller 2902 may then transmit the heater adjustment value 2914 to control one or more heaters (e.g., heaters 2818, 2826) according to the previously described embodiments of the present disclosure.

[0139] In one embodiment, the controller 2902 may control one or more additive injectors 2810, 2812. For example, based on the temperature data 2908, the determination module 2904 may calculate or determine an injector adjustment value 2916. The controller 2902 may then transmit the injector adjustment value 2916 to the one or more additive injectors 2810, 2812 for control in accordance with the previously described embodiments of the disclosure. In one embodiment, the determination module 2904 may utilize the altitude data 2910 to calculate or determine a throttle position switch signal value 2918. The controller 2902 may then control the throttle position switch in accordance with the previously described embodiments of the disclosure. In one embodiment, the determination module 2904 may generate gas monitoring data 2912 based on the gas data 2906 received from one or more gas sensors (e.g., 2850, 2854, 2856). For example, the determination module may compare the amount of gas detected by gas sensor 2850 with the amount of gas detected by gas sensor 2854. The determination module may then generate gas monitoring data 2912. The controller 2902 may then transmit the gas monitoring data 2912 to a display according to aforesaid embodiments according to the present disclosure. In some embodiments, the determination module 2904 may utilize the gas data 2906, the temperature data 2907, and the altitude data 2910 simultaneously or sequentially to determine appropriate data and values ​​for controlling the heater, injectors, throttle position switch, and / or display according to embodiments of the present disclosure. Thus, the controller 2902 may be configured to facilitate automatic and / or manual control of the heater, injectors, throttle position switch, and / or display according to embodiments of the present disclosure.

[0140] In one embodiment, the catalytic converter according to the previous embodiment may be installed or positioned such that exhaust gas may flow from one or more inlet ports according to the previous embodiment, through one or more turbulator plates (in some embodiments) of the previous embodiment, and through one or more heaters or heating elements of the previous embodiment. Additionally, the exhaust gas may be additionally heated in some embodiments by one or more additional heaters and exposed to a magnetic field by the magnets of the previous embodiment. The additional heaters and / or magnetic fields may interact with individual molecules and ions of the gas passing through the catalytic converter and increase the efficiency of the catalytic conversion that takes place before exiting the catalytic converter. In addition to the heater being included within the catalytic converter, the heater may be added to an existing catalytic converter on the vehicle or machine.

[0141] Test results show that exhaust systems equipped or modified in accordance with the foregoing embodiments of the present disclosure provided reductions in carbon emissions, tailpipe gases (NOx, CO, etc.), and particulate matter by approximately 95-99% for gasoline-powered vehicles and 90-97% for diesel-powered vehicles.

[0142] Figures 30A and 30B illustrate one embodiment of an exhaust system 3100 for a vehicle running on diesel fuel. As shown in Figures 30A and 30B, the exhaust system 3100 may include an oxidation catalyst 3102, a diesel particulate filter (DPF) 3104, a selective catalytic reduction filtration system (SCR) 3108, and a muffler 3112. Although the oxidation catalyst 3102, and the DPF 3104, and the SCR 3108 are shown separately, in some embodiments, the oxidation catalyst 3102, the DPF 3104, and / or the SCR 3108 may be combined into a single unitary system contained in a single housing. The exhaust system 3100 may further include a first tube 3106 connecting the oxidation catalyst 1302 to the diesel particulate filter 1304, a second tube 3118 connecting the DPF 3104 to the SCR 3114, and a third tube 3120 connecting the SCR 3114 to the muffler 3116. The exhaust system 3100 may also include heaters 3124, 3149 and sensors 3140, 3141, 3142.

[0143] FIG 30C illustrates an exhaust system 3150 according to another embodiment of the present disclosure. The exhaust system 3150 may include similar components as those illustrated in FIG 31A and FIG 33B. In addition, the exhaust system 3150 may include an additional SCR 3152 including an injector 3154. The additional SCR 3152 and injector 3154 in this embodiment may facilitate additional reduction and removal of harmful gases after being processed by the oxidation catalyst 3102, the diesel particulate filter 3104, and the SCR 3108.

[0144] 31, the oxidation catalyst 3102 may include a housing 3216, an inlet 3218 through which exhaust gas enters a cavity 3220 of the housing 3216, and an outlet 3222 through which exhaust gas exits the housing 3216. An oxygen sensor (e.g., O 2A thermal sensor) may be fixed to the exterior of the housing 3216 and may extend into the cavity 3220 downstream of the inlet 3218 to assess the percentage of oxygen in the exhaust gas. An electric heater 3124 (see FIG. 32) may extend from the exterior of the housing 3216 into the cavity 3220. The heater 3124 may be connected to a power source and an electronic control unit outside the oxidation catalyst 3102. The heater 3124 depicted in FIG. 30A may include a wound metal coil 3125. However, the heater 3124 may take any form to ensure internal filling of the oxidation catalyst 3102. A thermal sensor may be located near the inlet 3218 and / or the outlet 3222 to assess the temperature of the exhaust gas before it leaves the oxidation catalyst 3102.

[0145] As shown in FIG. 31 , at least one filter 3226 is disposed within the interior cavity 3220 of the housing 3216 downstream of the heater 3124. The filter 3226 filters out carbon dioxide (CO 2 ), carbon monoxide (CO), nitrogen oxides (NOx), and harmful gases and particulates, including but not limited to hydrocarbons (HC), particulate matter (PM), and other harmful chemicals and residues. The filter 3226 may be formed of, for example, ceramic, may be coated with one or more precious metals 3228 (as described above in FIG. 2B), and may include a plurality of honeycomb-shaped openings. The openings of the filter 3226 are configured to disrupt the flow of the exhaust gases and to trap particulate matter to prevent it from being released into the environment.

[0146] A plurality of rods 3230, which may be formed of a heat treated metal or alloy (e.g., copper or steel), may extend longitudinally through the honeycomb structure of the filter 3226. The rods 3230 may also, or instead, extend across the filter 3226. Additionally, one or more magnets 3232 may be distributed within the housing 3216. The magnets 3232 may be disposed near or in contact with the filter 3226 and / or within the filter 3226.

[0147] Similar to the gasoline-utilizing engine as described above with reference to Fig. 16, during startup of a diesel engine utilizing the exhaust system 3100 from a cold start, the electric heater 3124 may be simultaneously turned on by an electronic control unit (ECU) to help heat the internal temperature of the oxidation catalyst 3102, the DPF 3104, and the SCR 3108 above the temperature of the exhaust gas and particulate matter. The heater 3124 may remain on after the desired temperature is reached, or the heater 3124 may be turned off and then turned on again if the temperature in the oxidation catalyst 3102, the DPF 3104, and / or the SCR 3108 drops below a threshold temperature. The rod 3230 is configured to accelerate the heating of the internal temperature of the oxidation catalyst 3102 to the desired internal temperature and help maintain the desired internal temperature over at least the entire internal surface area of ​​the filter 3226 and surroundings.

[0148] By increasing the internal temperature of the oxidation catalyst 3102, harmful chemicals and particulates that are part of the exhaust gas are oxidized and / or burned off before exiting the oxidation catalyst 3102. The precious metal filter coating 3228 further slows and disrupts the flow of the exhaust gas across the interior of the oxidation catalyst 3102 cavity, allowing more of the harmful exhaust substances to be heated above a threshold temperature and burned off before exiting the oxidation catalyst 3102.

[0149] The magnet 3232, similar to the magnets 1232, 1632, 1646 incorporated in the gasoline exhaust systems 602 and 1200, further disrupts and slows the flow of exhaust gases and particulates as they pass through the oxidation catalyst 3102 by increasing the current in the cavity 3220 of the oxidation catalyst 3102 via the polarity of the magnet 3232. Disrupting and slowing the flow of exhaust gases and particulates heats the exhaust gases for a longer period of time in the cavity 3220 of the oxidation catalyst 3102, thus allowing for further oxidation and reduction of toxic by-products of the exhaust gases. Upon exiting the oxidation catalyst 3102, the remaining harmful exhaust gases, particulates, and residue travel through the tube 3110 to the diesel particulate filter 3104. The diesel particulate filter 3104 may be designed to capture particulates (e.g., soot) after they exit the oxidation catalyst 3102 and before they exit the exhaust system 3100 and are released into the environment.

[0150] As shown in FIG. 32, the diesel particulate filter 3104 includes a ceramic filter 3105 that may have a plurality of openings (e.g., honeycomb-shaped openings) configured to trap particulates (e.g., soot) and prevent them from being released into the environment. Similar to the filters of the previous embodiments of the present disclosure, the filter 3105 may be coated with one or more precious metals 3336 and may include a plurality of rods 3338 extending through the honeycomb structure. The rods 3338 may be formed of a heat-treated metal or alloy (e.g., copper or steel). Additionally, one or more magnets 3339 may be distributed near or in contact with the filter 3105 and / or within the filter 3105.

[0151] In order to reduce the particulate matter accumulated on the filter 3105 and to prevent it from blocking the filter 3105 and thus creating back pressure in the exhaust system 3100, the filter 3105 must be cleaned through regeneration by burning off the particulate matter accumulated on the filter 3105. There are two types of regeneration: active regeneration and passive regeneration. Active regeneration involves increasing the actual exhaust gas temperature by introducing additional thermal energy. In contrast, passive methods are based on lowering the required temperature to a range where the available temperature is sufficient for regeneration. Unlike existing regeneration systems, a heater 3140 in communication with an electronic control unit may be placed upstream of the DPF 3104 and used in combination with the rods 3338, metal coating 3336, and one or more magnets 3339 disposed within the DPF 3104 to increase the electrical current (via the magnets 3339), disrupt the flow of exhaust gas and particulate matter (via the precious metal coating 3336), and increase the temperature of the filter 3105 (via the rods 3338), which in turn increases the temperature of the particulates trapped on and within the filter, oxidizing the particulates and increasing the amount of gaseous by-products (i.e., CO 2 ) may be produced. Additionally, the proportion of nitrogen dioxide in the exhaust gas is reduced and converted to nitric oxide. This chemical process is constantly repeated so that the filter 3105 may be continuously cleaned during regular operation of the exhaust system. Thus, with assistance from, for example, an engine management system, no additional assistance with regeneration may be required.

[0152] Downstream of the diesel particulate filter 3104 is a selective catalytic reduction system 3108 which, similar to the SCR 1604 in the gasoline exhaust system 1600, is configured to reduce nitrogen dioxide gases by oxidizing them and converting them into harmless exhaust substances (e.g., nitrogen, water, and small amounts of carbon dioxide) that are discharged from the exhaust system 3100 to the environment without the need to introduce a liquid reducing agent into the exhaust stream.

[0153] The SCR 3108 may include a filter 3342 having a plurality of openings (e.g., honeycomb shaped openings) 3344 and small holes 3346 distributed about the filter 3342. Similar to the SCR 1604 in the gasoline exhaust system 1600, the filter 3342 may be coated with one or more precious metals 3348 (as described above in FIG. 2B ) and may include a plurality of rods 3350 extending through the honeycomb structure and one or more magnets 3347 distributed about the filter 3342.

[0154] Referring again to FIG. 30A, an electric heater 3149 in communication with the electronic control unit may be provided in the selective catalytic reduction system 3108 upstream of the filter 3342. The heater 3149 may be configured to raise the internal temperature of the selective catalytic reduction system 3108 in conjunction with the rod 3350 and metal coating 3348 above a threshold temperature to ensure that the internal temperature across the filter 3342 and surrounding internal surface area exceeds the temperature of the remaining exhaust gas and particulate matter and is maintained to further reduce the proportion of nitrogen oxide gases as they move across the filter 3342. The eyelets 3346 and magnets 3347 may be included to help further disrupt the flow of the exhaust gases as they move within the selective catalytic reduction system 3108 and to provide more time for the exhaust gases to oxidize and / or burn off as they pass through the heated selective catalytic reduction system 3108 before exiting the exhaust gases. The SCR 3108 may include one or more nitrogen oxide sensors to ensure that the SCR 3108 is operating efficiently.

[0155] Upon exiting the SCR 3108, the remaining exhaust gas may flow through tubes 3114 to the muffler 3112. The muffler 3112 may be substantially similar to the muffler 1608 of the gasoline exhaust system 1600. As depicted in FIGS. 25 and 26, the muffler 3112 may include a housing in which one or more silencers and a plurality of plates interspersed and / or spaced apart from one another may be located. The plates may be formed of steel, for example, and coated with one or more precious metals. The precious metal coating (as described above in FIG. 2B) may help to turbulently flow the exhaust gas within the housing. The resulting turbulent exhaust gas, which in turn slows the flow of the hot exhaust gas as it passes from the inlet of the muffler 3112 through the muffler housing and out the muffler housing through the outlet. The turbulence of the exhaust gases within the muffler 3112 due to the inclusion of the precious metal coated plates allows more time for the exhaust gases and particulate matter within the muffler 3112 to burn off and / or oxidize before exiting the muffler 3112 and entering the environment.

[0156] According to another embodiment of the invention, one or more heaters 4220 may be attached to or disposed within one or more of the various exhaust pipes 4210 (e.g., connecting pipes, extension pipes, etc.) of an exhaust system 4200 (herein, "exhaust pipe heaters"), as shown in Figures 42 and 43. The exhaust pipes 4210 may be made from aluminum plated steel or stainless steel.

[0157] For example, in an exhaust system 4200 for a gasoline-powered engine, one or more exhaust pipe heaters 4220 may be disposed inside the exhaust pipe 4210 at locations before the inlet port of the catalytic converter, between the catalytic converter and the SCR, and / or between the SCR and the muffler. Similarly, in an exhaust system 4200 for a diesel-powered engine, one or more exhaust pipe heaters 4220 may be disposed in the exhaust pipe 4210 at locations before the diesel oxidation catalyst, between the diesel oxygen catalyst and the DPF, and / or between the DPF and the SCR. The exhaust pipe heaters 4220 may receive power from a power source (not shown) via an electrical connector 4225 (such as electrical connectors 1724, 1734 described above). The exhaust pipe heaters may be powered separately via separate electrical connectors 4225 or collectively via a single electrical connector 4225. In a gasoline or diesel powered vehicle, the exhaust pipe heater 4220 may be electrically connected to and powered by the vehicle's main battery (not shown), or alternatively a secondary battery (not shown), via one or more electrical connectors 4225.

[0158] The exhaust pipe heater 4220 can be installed in an existing exhaust pipe 4210 of the exhaust system 4200 or as part of a replacement exhaust pipe 4210 of an existing exhaust system. For example, a replacement exhaust pipe 4210 having one or more exhaust pipe heaters 4220 may be connected to the exhaust manifold, catalytic converter, SCR, and / or muffler of the exhaust system 4200. It is understood that some catalytic converters are integrated into the exhaust manifold.

[0159] As shown in Figs. 42 and 43, the exhaust pipe 4210 may further include an additive system 4230. The additive system 4230 may include an additive injector 4240 (such as additive injectors 2810, 2812 described above) coupled to an additive solution tank 4250 (such as additive solution tanks 2806, 2808 described above) for injecting or pumping an additive solution, such as urea, salt water, or ammonia solution, into the exhaust flow gas, among other possible solutions. The exhaust pipe 4210 may further include one or more gas sensors 4270 (such as gas sensors 2850, 2854, 2856 described above). Additionally, the exhaust pipe may include a temperature sensor (such as temperature sensors 2852, 2853, 2855, 2858 described above), and the additive solution may be injected into the exhaust pipe 4210 at a predetermined temperature or a predetermined temperature range to further improve the reduction or elimination of harmful gases (e.g., NOx, etc.) in the exhaust pipe 4210.

[0160] Thus, as discussed above, a controller (such as controller 2802 described above) (not shown) may receive signals from the gas sensor 4270 and / or temperature sensor to control the amount of current provided to the heater and the timing at which the current is provided to the exhaust pipe heater 4220 based on the received signals. Additionally, the additive system 4230 may receive signals from the controller to control the timing and duration of additive solution spray based on the signals received from one or more sensors. For example, when a predetermined temperature in the exhaust pipe 4210 is detected by the temperature sensor, the controller may send a command signal to the additive injector to spray or eject additive solution into the exhaust pipe based on the detected temperature. In one embodiment, the additive injector 4240 may continuously eject additive solution provided by the additive solution tank 4250 into the exhaust pipe 4210 at a predetermined interval when the temperature sensor detects that the predetermined temperature is maintained. Alternatively, the temperature sensor may be configured to detect a predetermined temperature range, for example, about 340-410°C. In other words, the additive solution injected into the exhaust pipe 4210 at a predetermined temperature or a predetermined temperature range may improve the reduction or elimination of harmful gases (e.g., NOx, etc.) in the exhaust pipe 4210. Additionally, a temperature sensor may detect the interior temperature of the exhaust pipe. The controller may utilize the temperature data received from the temperature sensor to control the exhaust pipe heater 4220. That is, the controller may control the exhaust pipe heater 4220 to maintain the interior of the exhaust pipe 4210 at a desired temperature to achieve a desired performance (e.g., sufficient reduction of harmful exhaust gases and particulate matter) and / or functionality of the exhaust system.

[0161] Additionally, the exhaust pipe 4210 may include one or more magnets (such as magnet 607 described above) located or disposed on or adjacent to the exterior surface 4215 of the exhaust pipe 4210. The magnets (not shown herein) may have an approximate curved shape relative to the exterior geometry of the exhaust pipe and may be arranged in an array with alternating polarity (as shown in FIG. 7 above). In one embodiment, magnets facing each other may have opposite polarity. Alternatively, the magnets may have the same polarity and the polarity may not change along the length or horizontal direction of the exhaust pipe 4210. Having magnets facing each other with opposite polarity results in a stronger magnetic field. In one embodiment, the multiple magnets may include one or more neodymium magnets. In another embodiment, the one or more magnets may be electromagnets. However, any suitable magnet may be used depending on the desired application. Additionally, the exhaust pipe 4210 may include an outer shell or surface (e.g., tape, fasteners, cover, etc.) (not shown), and one or more of the magnets may be disposed or arranged between the outer surface of the exhaust pipe and the outer shell. Additionally, the exhaust pipe may include one or more filters 4260 (such as filter 110 described above).

[0162] According to one embodiment, the exhaust pipe 4210 is configured to be coupled to an exhaust system component. The exhaust system component may include one or more of an exhaust manifold, a catalytic converter, a selective catalytic reduction system (SCR), a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), and a muffler. The exhaust pipe 4210 may include an exhaust pipe heater 4220 disposed inside a cavity 4280 of the exhaust pipe 4210. The exhaust pipe heater 4220 may include a housing 4290, a heating wire (such as the heating wires 1804, 1906 described above) disposed inside the housing, and an electrical connector 4225 attached to the housing and electrically connected to the heating wire. The electrical connector 4225 may be configured to receive electrical power from a power source (not shown) external to the exhaust pipe heater 4220 to provide electrical current to the heating wire. The exhaust pipe heater 4220 may be configured to heat gases inside the exhaust pipe 4210 to reduce toxic gases and / or particulate matter exiting the exhaust pipe 4210. The exhaust pipe 4210 may further include one or more magnets disposed adjacent an exterior surface 4215 of the exhaust pipe 4210 to assist in turbulence and deceleration of the flow of exhaust gases in the cavity 4280 of the exhaust pipe 4210. The exhaust pipe 4210 may further include a second surface (not shown) located outside the exterior surface 4215, and the one or more magnets may be disposed between the second surface of the exhaust pipe 4210 and the exterior surface 4215. The second surface may be a surface of an exterior shell, an outer casing, a tape or other adhesive, a fastener, or the like.

[0163] The exhaust pipe 4210 may include an exhaust pipe heater 4220 disposed within a cavity 4280 of the exhaust pipe 4210. The exhaust pipe heater 4220 may include a housing 4290, a heating wire (such as heating wires 1804, 1906 described above) disposed within the housing, and an electrical connector 4225 attached to the housing and electrically connected to the heating wire. The electrical connector 4225 may be configured to receive power from a power source (not shown) external to the exhaust pipe heater 4220 to provide electrical current to the heating wire. The exhaust pipe heater 4220 may be configured to heat gases within the exhaust pipe 4210 to reduce toxic gases and / or particulate matter exiting the exhaust pipe 4210. The exhaust pipe 4210 may further include one or more magnets disposed adjacent an exterior surface 4215 of the exhaust pipe 4210 to assist in turbulence and deceleration of exhaust gas flow in the cavity 4280 of the exhaust pipe 4210. The exhaust pipe 4210 may further include a second surface (not shown) located outboard of the exterior surface 4215, and the one or more magnets may be disposed between the second surface of the exhaust pipe 4210 and the exterior surface 4215. The second surface may be a surface of an exterior shell, an outer casing, a tape or other adhesive, a fastener, or the like.

[0164] Figure 44 shows an external heater 4400 according to one embodiment of the invention. The external heater 4400 may be located externally and connected to one or more components of the exhaust system. The one or more components may be a catalytic converter, a selective catalytic reduction system (SCR), a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, or an exhaust pipe of the exhaust system (shown in Figure 46).

[0165] In one embodiment, the external heater 4400 includes a heater housing 4420, which may be made of, but is not limited to, steel or aluminum, and a heating wire 4410 (such as heating wires 1804, 1906 described above) or alternative heating element disposed within the heater housing 4420. The heating wire 4410 is not limited to any configuration or shape. The external heater 4400 may further include one or more gas sensors 4440 (such as gas sensors 2850, 2854, 2856 described above) and a temperature sensor 4450 (such as temperature sensors 2852, 2853, 2855, 2858 described above). The temperature sensor 4450 may also function as an altitude sensor. The external heater 4400 may further include an additive system 4430. The additive system 4430 may include an additive injector (such as additive injector 2810, 2812, 4240 described above) coupled to an additive solution tank (such as additive solution tank 2806, 2808, 4250 described above) for injecting or pumping an additive solution, such as urea, salt water, or ammonia solution, into the exhaust system, among other possible solutions. The additive solution may be injected into the external heater 4400 at a predetermined temperature or range of temperatures to further improve the reduction or elimination of harmful gases (e.g., NOx, etc.) in the exhaust system. The external heater 4400 may receive power from a power source (not shown) via an electrical connector (such as electrical connector 1724, 1734 described above) or via a first terminal 4460 and a second terminal 4465. For example, the first terminal 4460 may be a positive terminal and the second terminal 4465 may be a negative terminal. In a gasoline or diesel powered vehicle, the external heater 4400 may be electrically connected to and powered by the vehicle's main battery (not shown) or alternatively a secondary battery (not shown) via first terminal 4460 and second terminal 4465.

[0166] FIG 45 illustrates an external heater 4500 according to another embodiment of the present invention. The external heater 4500 may be located externally and connected to one or more components of the exhaust system. The one or more components may be a catalytic converter, a selective catalytic reduction system (SCR), a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, or an exhaust pipe of the exhaust system (shown in FIG 46).

[0167] In one embodiment, the external heater 4400 includes a heater housing 4520, which may be made of, but is not limited to, steel or aluminum, and a plurality of heating elements 4510, 4515 (such as heating elements 1908, 2008, 2717, described above) disposed within the heater housing 4520. The heating element 4510, 4515 is not limited to any configuration or shape. The heating elements 4510, 4515 may include heating wires (such as heating wires 1804 and 1906, described above) and / or heating elements, such as honeycomb-shaped heaters or hexagonal-shaped heaters, as described above. The heating elements 4510, 4515 may therefore act as filters and may include a catalytic coating, as shown in FIG. 2B, to aid in the removal or reduction of harmful gases and particulate matter.

[0168] The external heater 4500 may further include one or more gas sensors 4540 (such as gas sensors 2850, 2854, 2856, 4440 described above) and temperature sensors 4550 (such as temperature sensors 2852, 2853, 2855, 2858, 4440 described above). The temperature sensor 4550 may also function as an altitude sensor. The external heater 4500 may further include an additive system 4530. The additive system 4530 may include an additive injector (such as additive injector 2810, 2812, 4240 described above) coupled to an additive solution tank (such as additive solution tank 2806, 2808, 4250 described above) for injecting or pumping an additive solution, such as urea, salt water, or ammonia solution, into the exhaust system, among other possible solutions. The additive solution may be injected into the external heater 4500 at a predetermined temperature or range of temperatures to further improve the reduction or elimination of harmful gases (e.g., NOx, etc.) in the exhaust system. The external heater 4500 may receive power from a power source (not shown) via an electrical connector (such as electrical connectors 1724, 1734 described above) or via a first terminal 4560 and a second terminal 4565. For example, the first terminal 4560 may be a positive terminal and the second terminal 4565 may be a negative terminal. In a gasoline or diesel powered vehicle, the external heater 4500 may be electrically connected to and powered by a main battery (not shown) or alternatively a secondary battery (not shown) of the vehicle via the first terminal 4560 and the second terminal 4565. FIG. 46 illustrates an exhaust system 4600 incorporating one or more external heaters 4610 (such as external heaters 4400 and 4500 described above). In one embodiment, the exhaust system 4600 includes, but is not limited to, a catalytic converter or DPF 4690, an exhaust pipe 4692, an SCR 4694, and a muffler 4696. The external heater 4610 may be connected to any one or more of the aforementioned components of the exhaust system 4600. In FIG. 46, the external heater 4610 is located externally and connected to the catalytic converter / DPF 4690. It is understood that the external heater 4610 may be connected to a different component, such as an inlet to the SCR 4694, or to both the catalytic converter / DPF 4690 and the SCR 4694 (or other components, such as one or more exhaust pipes 4692). The external heater 4610 may be connected to the exhaust system component, which in this embodiment is the catalytic converter / DPF 4690, via a connecting tube 4615, such as a metal or flexible connecting tube or other attachment means. Alternatively, the external heater 4610 may be directly coupled to the exhaust system component by forming a hole and fastening the external heater 4610 to the hole or by using an existing sensor hole in the exhaust system component. The external heater 4610 may include one or more temperature sensors 4650 (such as temperature sensors 2852, 2853, 2855, 2858, 4440, 4550, described above). The temperature sensor 4650 may also function as an altitude sensor. The external heater 4610 may further include an additive system 4630. The additive system 4630 may include an additive injector (such as additive injector 2810, 2812, 4240, described above) coupled to an additive solution tank 4635 (such as additive solution tank 2806, 2808, 4250, described above) for injecting or pumping an additive solution, such as urea, salt water, or ammonia solution, into the exhaust system, among other possible solutions. The additive solution may be injected into the external heater 4610 at a predetermined temperature or a predetermined temperature range to further improve the reduction or elimination of harmful gases (e.g., NOx, etc.) in the exhaust system. The external heater 4610 may receive power from a power source (not shown) via an electrical connector (such as electrical connectors 1724, 1734 described above). In a gasoline or diesel powered vehicle, the external heater 4500 may be electrically connected to and powered by the vehicle's main battery (not shown) or alternatively a secondary battery (not shown).

[0169] The external heater 4610 may further include one or more gas sensors 4640 (such as the gas sensors 2850, 2854, 2856 described above). The gas sensors 4640 may detect, for example, oxygen (e.g., O 2 ) sensors, any suitable gas sensor may be utilized based on the desired application of the exhaust system 4600. Each of the gas sensors 4640 may be controlled by a dedicated controller 4645 that is separate from the existing controller of the vehicle exhaust system, for example.

[0170] The catalytic converter / DPF 4690 may include one or more magnets 4670 located or disposed adjacent to or on an exterior surface of the catalytic converter / DPF 4690. The one or more magnets 4670 may be arranged in an array with alternating polarity as shown in FIG. 7. In one embodiment, the magnets 4670 facing each other may have opposite polarity. Alternatively, the one or more magnets 4670 may have the same polarity, and the polarity may not change along the length or horizontal direction of the converter / DPF 4690. Having magnets facing each other with opposite polarity results in a stronger magnetic field. In one embodiment, the multiple magnets 4670 may include one or more neodymium magnets. In another embodiment, the one or more magnets 4670 may be electromagnets. However, any suitable magnet may be used depending on the desired application. It is understood that one or more magnets 4670 may be located adjacent to or on the exterior surface of other components of the exhaust system, such as the SCR 4694, the muffler 4696, and / or the exhaust pipe 4692.

[0171] Additionally, the gas sensor 4640 may be coupled externally to one or more components of the exhaust system 4600. In FIG. 46, a first gas sensor 4640 is coupled to the catalytic converter / DPF 4690 and a second gas sensor 4640 is coupled to an exhaust pipe 4692 attached to an outlet port of the catalytic converter / DPF 4690. The gas sensor 4640 may detect, for example, oxygen (e.g., O 2 ) sensors, any suitable gas sensor may be utilized based on the desired application of the exhaust system 4600. Each of the gas sensors 4640 may be controlled by a dedicated controller 4645 that is separate from the existing controller of the vehicle exhaust system, for example.

[0172] Additionally, the temperature sensor 4450 may be externally coupled to one or more components of the exhaust system 4600. For example, as illustrated in Fig. 46, the temperature sensor 4650 is externally coupled to an exhaust pipe 4692 attached to the outlet port of a catalytic converter / DPF 4690. The temperature sensor 4650 may also function as an altitude sensor.

[0173] Additionally, the exhaust system may be coupled to the controller 4680. The controller 4680 may receive a signal from the temperature sensor 4650 to control the external heater 4610. Furthermore, the controller 4680 may receive a signal from the temperature sensor 4650 to control the dosing system 4630. For example, when a predetermined temperature in the catalytic converter / DPF 4690 is detected by the temperature sensor 4650, the controller 4680 may send a command signal to the dosing system 4630 to inject or eject the additive solution into the catalytic converter / DPF 4690. In one embodiment, the dosing system 4630 may continuously inject the additive solution provided by the additive solution tank 4635 into the catalytic converter / DPF 4690 at a predetermined interval when the temperature sensor 4650 detects that the predetermined temperature is maintained. Alternatively, the temperature sensor 4650 may be configured to detect a predetermined temperature range, for example, about 340-410°C. In other words, an additive solution injected into the catalytic converter / DPF 4690 at a predetermined temperature or within a predetermined temperature range may improve the reduction or elimination of harmful gases (eg, NOx, etc.) in the catalytic converter / DPF 4690.

[0174] In one embodiment, the gas sensor 4640 may transmit data relating to exhaust gas conditions or states to a dedicated controller 4645. The controller 4645 may then utilize the received gas data to monitor the effectiveness of the catalytic converter / DPF 4690 and perform appropriate functions to achieve desired performance of the catalytic converter / DPF 4690.

[0175] FIG. 34 illustrates an exhaust system 3400 for a coal burning apparatus, device, etc. The exhaust system 3400 includes a housing 3402. Within the housing 3402 are, in order, a first selective catalytic reduction filtration system (SCR) 3406 immediately downstream of an inlet 3404, a first electric heater 3408, a second SCR 3410, a second heater 3412, and another filter 3413 having a honeycomb structure. Additionally, a plurality of magnets 3415 are distributed around the interior of the housing 3402 near the interior sidewall. The design and characteristics of the SCRs 3406, 3410, and heaters 3408, 3412 may be substantially similar to the previous embodiments described above with respect to the gasoline and diesel exhaust systems 1600, 3100. Accordingly, substantially similar features are incorporated by reference as part of the coal exhaust system 3400.

[0176] Downstream of the exhaust system 3400 of FIG. 34 are a first electric blower 3414, a number of filters 3416 including a honeycomb structure 3517 (see details in FIGS. 35A and 35B), a chute 3219 that directs unburned particles (e.g., coal) to a waste container 3418 where the unburned particles are disposed of, an additional metal filtration system 3420, a second electric blower 3432, and a chimney 3424 through which clean gases pass to the environment.

[0177] FIG. 36 depicts a motorcycle exhaust system 3600. As shown in FIG. 36, a first selective catalytic reduction filtration system (SCR) 3602 may be disposed within an exhaust tube 3604, and an electric heater 3606 and a second SCR 3608 may be disposed within an exhaust housing 3609. As shown in FIG. 36, the heater 3606 may be disposed to extend within the housing 3609 near an inlet 3612 of the housing 3608 with the second SCR 3608 located downstream of the heater 3606. In one embodiment, the first SCR 3602 and the second SCR 3608 may comprise copper ceramic. The heater 3608 may be configured to operate using a desired voltage of the vehicle (e.g., 6-45 amps).

[0178] Similar to the SCRs of the previous embodiments, the first SCR 3602 and the second SCR 3608 are configured to reduce nitrogen oxide gases by oxidizing the gases and converting them into harmless exhaust emissions that are discharged from the exhaust system 3600 to the environment with or without the need to introduce a liquid reductant to the selective catalytic reduction filtration system 3602, 3608. The first SCR 3602 and the second SCR 3608 may each include a filter 3614, 3615 that may include a plurality of honeycomb-shaped openings coated with one or more precious metals 3616, 3617, respectively, a plurality of rods 3618, 3619 formed of a metal or alloy that may extend longitudinally through the honeycomb structure, and one or more magnets 3620, 3621. Additionally or alternatively, the rods 3618, 3619 may extend transversely around the filters 3614, 3615. The rods 3618, 3619 and metal coatings 3616, 3617 (as described above in FIG. 2B) facilitate rapid heating of the first SCR 3602 and second SCR 3608 and ensure that the internal temperature is maintained throughout the filters 3614, 3615. The magnets 3620, 3621 may be positioned and distributed within the filters 3614, 3615 to help, through their polarity, further turbulence and slow down the flow of exhaust gases and particulates as they pass through the filters 3614, 3615 by heating the exhaust gases for a longer period within each respective selective reduction system 3602, 3608, thus increasing the current in the vicinity of the magnets 3620, 3621 to allow further oxidation and reduction of toxic by-products of the exhaust gases. Additionally or alternatively, placement of the magnets 3620, 3621 within the filters 3614, 3615, the magnets 3620, 3621 may be located adjacent the filters 3614, 3615 and / or external to the housing of each respective selective catalytic reduction system 3602, 3608. Although two selective catalytic reduction systems 3602, 3608 are shown, the exhaust system 3600 may include a single selective catalytic reduction system 3608 within the housing 3609.

[0179] FIG. 37 depicts a lawn mower exhaust system 3700. As shown, an electric heater 3702 and selective catalytic reduction filtration system 3704 may be disposed within an exhaust housing 3706. The heater 3702 may be disposed to extend within the housing 3706, upstream within the housing 3706, with the SCR 3704 located downstream of the heater 3702. The heater 3702 may be configured to operate using the vehicle's desired voltage (e.g., 6-45 amps). If the lawn mower and / or another machine does not operate on a battery, heat may be provided by the engine instead of using a heater.

[0180] The SCR 3704, like the selective catalytic reduction filtration system described above, may be configured to reduce nitrogen oxide gases by oxidizing the nitrogen oxide gases and converting them into harmless exhaust emissions that are exhausted from the exhaust system 3700 to the environment with or without the need to introduce a liquid reductant to the selective catalytic reduction filtration system 3704. The selective catalytic reduction system 3704 includes a filter 3708, which may include a plurality of honeycomb shaped openings and may be coated with one or more precious metals 3710 (as described above in FIG. 2B ), similar to the previous embodiment, including a plurality of rods 3712 formed of a metal or alloy extending longitudinally through the honeycomb structure, and one or more magnets 3714 disposed within the filter 3708. The heater 3702, rods 3712, metal coating 3710, and magnets 3714 may operate in a similar manner to the function(s) described above with respect to the exhaust system of the previous embodiment of the present disclosure. Additionally or alternatively, the magnet 3714 may be disposed adjacent the filter 3708 of the exhaust system 3700 and / or external to the housing 3706 .

[0181] 38 depicts an exhaust system 3800 for a non-battery powered machine utilizing fossil fuels. As shown, a selective catalytic reduction filtration system 3802, which may or may not utilize a liquid reductant, includes a filter 3804, which may be disposed within a housing 3803, which may include a plurality of honeycomb shaped openings, may be coated with one or more precious metals 3806 (as described above in FIG. 2B), and may include a plurality of rods 3808 formed of a metal or alloy extending longitudinally through the honeycomb structure, and one or more magnets 3810 disposed within the filter 3804. The rods 3808, metal coating 3806, and magnets 3810 may perform substantially similar function(s) as described above with respect to the exhaust system of the previous embodiment, with the difference from system 3800 that the elements may not be heated within the housing 3803. Additionally or alternatively to placement of one or more magnets 3810 within the filter 3804 , the magnets 3810 may be positioned adjacent the filter 2004 and / or external to the housing 3803 of the exhaust system 3800 .

[0182] The embodiment shown in Figure 39 illustrates an exhaust system for power plants and steel mills, or any similar plants having chimneys, such as exhaust systems for coal burning apparatus, devices, etc. Those features shared with Figure 34 will not be discussed again here.

[0183] The new features of Figure 39 are targeted at coal burning and steel making manufacturers and dosing systems with a focus on nitrogen oxide (NOx) reduction capabilities to support a range of applications from low to high flow selective catalytic reduction (SCR) dosing applications, as well as sulfur dioxide (SO) reduction from power plants. 2 ) and any other manufacturing facility that uses a smoke exhaust system 3100 having a smoke stack with a number of other features to reduce NOx emissions.

[0184] The additive system may include, among other features, an additive solution tank 003, a controller 001, and an additive solution injector 0035. The additive solution tank 003 may contain an additive solution of, for example, urea, salt water, or ammonia, among other possible solutions. The additive solution facilitates the reduction of nitrogen oxides present in the system and is injected, preferably as an aqueous reducing agent, into the exhaust gases upstream of the SCR catalytic converter.

[0185] The additive solution tank 003 includes a fill opening with a cap and a pump 002 coupled to the controller 001. The additive solution tank 003 is not limited to any particular size, for example, 500 gallons, 2000 gallons, or any desired size. The output of the pump is coupled to an additive injector 0035. The additive injector 0035 may be an off-the-shelf injector to meet the system requirements or may be a custom designed injector based on the system requirements. The controller 001 may also include system wiring for power, data, and communications, although wireless coupling of data and communications is also contemplated.

[0186] As previously described herein, one or more heaters may be added to the selective catalytic reduction (SCR) filtration system. Additionally, any added heaters may be paired with an additional injector 0035 at one or more of the locations such that the injected treatment solution passes through the heater. The coal fired exhaust system may also include a gas temperature (heat) sensor or O 2 Other embodiments may include at least one sensor, such as a gas temperature (thermal) sensor or O 2 sensor, at one or more of the locations. 2The tank may have one or both of a flow rate sensor. The output of each of these sensors is received by the control unit to determine the heater temperature and / or injector duty cycle. Added processing solution (e.g., additive) may be fed from the controller 001 via a feeder line 09, and additive overflow and air are extracted via an additive overflow line 08. Similarly, the tank may have an overflow and air blower line 008, or similar pressure control valves, to control the flow of added processing solution.

[0187] As shown in FIG. 39, the additive injector 0035 provides additive solution (e.g., urea, salt water, or ammonia) to a heater that is heated to a sufficient vaporization temperature depending on the environment and the system. The additive solution is vaporized, thus creating steam within the system. This reduces the combustion temperature, and if low enough, reduces the concentration of thermal NOx formed. The temperature of the heater and the active time of the treatment solution injection may be monitored and controlled by the controller 001. For example, the most efficient heater temperature would be from 400° F. up to any desired, such as up to 1800° F. For example, the active time of additive solution injection is typically one injection per minute. The number of injections may vary, including multiple additive injections, depending on the system. The time may vary, including more or less than every 15 minutes depending on the system. However, the system will work at lower or higher concentrations.

[0188] Similar to the exhaust system of FIG. 34, but with additions, FIG. 39 illustrates multiple filters 300 / 400 / 500 including honeycomb structures and chutes that direct unburned particles (e.g., coal) to a waste container 4000 where the unburned particles are disposed of, an additional metal filtration system 400, a second electric blower 601, and a chimney through which clean gases exit to the environment.

[0189] The chimney of FIG. 39 may include a double shell design to improve efficiency and environmental considerations. Specifically, the chimney of FIG. 39 includes an inner shell and an outer shell separated by a gap through which fresh air is blown in utilizing a blower motor 602 and a fresh air feeder tube 000. This air passage cools the second (outer) shell of the chimney. The double shell chimney may be defined by an inner stack 92 through which all exhaust from the exhaust system passes, an outer shell 90 exposed to the outside environment on one side, and an air gap 80 located between the inner stack 92 and the outer shell 90, keeping the outer shell 90 relatively cool relative to the environment and allowing fresh air to be blown into it. The inner shell may also include a thermal pad 93 to help retain heat within the inner shell.

[0190] Figure 40 shows a top view of the chimney and helps illustrate the exhaust duct 4, thermal pad 3 (93), inner duct 1 (92), and fresh air opening 2 between inner duct 1 and outer duct. Inner duct 1 may be made of steel as opposed to the more expensive brick construction. Thermal pad 3 includes an aluminum lining and is installed on the inner duct and can withstand temperatures up to 2200°F or more.

[0191] As noted above, the foregoing design eliminates costly brick chimneys that deteriorate over time. The inner steel duct 1, along with the heading pad 3, keeps the heat concentrated inside where it can continue to process the exhaust air. Additionally, the fresh air gap in front of the second duct means that the outward facing second duct is cooler, safer for environmental creatures (e.g. birds) to contact, requires less mechanical maintenance, and does not deteriorate as quickly due to large temperature fluctuations. For convenience, the following list identifies features disclosed in FIG. 39 according to one embodiment of the present invention: 001-Controller 002-Additive level controller and additive liquid pump to controller 003-Additive solution tank 008-Overflow line and air blower 08-Additive overflow line from additive injector 09-Feeder Line 0035-Additive injector 12-Thermal Sensor 10-wire (e.g. positive electrical connector wire and negative) 79-Main Electrical Boxes and Safety Boxes SCR precious metal coated SCR filter with simultaneous heater for 400-NOx 300-Ceramic precious metal filter (e.g., serves the same purpose as an oxidation catalyst) 500-Heated Ceramic Special Filter 13-Thermal and safety sensors 600-Blower motor (e.g. variable blower motor) 14-Steam and temperature sensor 25-Electric heater 26-SCR Metal Catalytic Converter System 27-Particulate Filter 28-NOx storage filter 010-Negative Electric Cable 3000-Second Filter Housing 4000-Dust and unburned coil dust collector 00 - Fresh air feeder tube for the second opening of the smoke duck 601-Second Blower Motor 602- Blower motor for fresh air between the main smoke duck and the second housing 89—First housing flue opening 90-Second outer shell flue 80-2 shell openings for fresh air blower to keep outer shell cool 93 - Thermal pads (e.g. aluminum lining installed on first flue) 7000-Magnet(s) 8000-Thermal Pad 9000-inner shell 0112-Outer shell

[0192] For convenience, the following list identifies the features disclosed in FIG. 40 illustrating a top view of the chimney shown in FIG. 40 according to one embodiment of the present invention. 1- Inner steel flue housing 2- Fresh air duct opening 3- Thermal pads with aluminum wrap (attached to the inner shell) 4-First body flue housing opening

[0193] The foregoing description and accompanying drawings illustrate the principles, exemplary embodiments, and modes of operation of the present invention. However, the present invention should not be construed as limited to the particular embodiments disclosed herein. Variations of the embodiments discussed above will be understood by those skilled in the art without departing from the scope of the present invention. Thus, the above-described embodiments and accompanying drawings should be considered illustrative and not limiting.

Claims

1. An assembly for improving an exhaust system, comprising: a heater configured to be coupled to a controller, the heater configured to be connected to the exhaust system to heat exhaust gases, the heater comprising: Housing and a connecting tube configured to connect the heater to a component of the exhaust system; a heating element coupled to the controller; a temperature sensor for detecting a temperature inside the housing and transmitting a corresponding signal to the controller; an additive solution injector coupled to the temperature sensor via the controller, the additive solution injector configured to spray additive solution into the interior of the housing to generate vapor for flow through the connecting tube to the component based on the transmitted signal; a magnet configured to generate a magnetic field within the component and to be positioned adjacent an exterior surface of the component to assist in turbulence and deceleration of the flow of the exhaust gas within the component.

2. The assembly described in claim 1, wherein the component is one or more of an exhaust manifold, a catalytic converter, a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, and an exhaust system pipe.

3. The assembly described in claim 1, wherein the component is a chimney.

4. The assembly of claim 1, wherein the components are two or more of an exhaust manifold, a catalytic converter, a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, an exhaust system pipe, and a chimney.

5. An assembly as described in claim 4, wherein the assembly comprises a first heater configured to be connected to the outside of the catalytic converter and a second heater configured to be connected to the outside of the SCR.

6. The assembly of claim 1, further comprising an additive solution reservoir containing the additive solution and coupled to the additive solution sprayer.

7. The assembly described in claim 1, further comprising an additive solution distributor located downstream of the additive solution injector and configured to distribute the spray of additive solution sprayed by the additive solution injector.

8. further comprising a second temperature sensor coupled to a second component of the exhaust system different from the component and configured to detect a predetermined temperature inside the second component and transmit a corresponding signal to the controller to instruct the additive solution injector to spray the additive solution when the predetermined temperature is detected; 10. The assembly of claim 1, wherein the second component comprises one of an exhaust manifold, a catalytic converter, a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, and an exhaust system pipe.

9. The assembly described in claim 8, further comprising a gas sensor coupled to the second component and configured to transmit a corresponding signal to the controller.

10. The assembly of claim 1, further comprising a gas sensor coupled to the component and configured to transmit a corresponding signal to the controller.

11. The assembly described in claim 1, wherein the controller is a dedicated controller configured to control the assembly.

12. The assembly described in claim 1, wherein the heating element is a heating wire.

13. A method for installing an assembly for improving an exhaust system, comprising: and installing a heater configured to be coupled to a controller, the heater configured to be connected to the exhaust system to heat exhaust gases, the heater comprising: Housing and a connecting tube configured to connect the heater to a component of the exhaust system; a heating element coupled to the controller; a temperature sensor for detecting a temperature inside the housing and transmitting a corresponding signal to the controller; an additive solution injector coupled to the temperature sensor via the controller, the additive solution injector configured to spray additive solution into the interior of the housing to generate vapor for flow through the connecting tube to the component based on the transmitted signal; and attaching a magnet configured to generate a magnetic field within the component and to be positioned adjacent an exterior surface of the component to assist in turbulence and deceleration of the flow of the exhaust gas within the component.

14. The method of claim 13, wherein the exhaust system is a vehicle exhaust system and the components are one or more of an exhaust manifold, a catalytic converter, a diesel oxidation catalyst, a diesel particulate filter (DPF), a selective catalytic reduction system (SCR), a muffler, and an exhaust system pipe.

15. The method of claim 13, wherein the component is a chimney.

16. A method for improving an exhaust system, comprising: receiving a current at the heater in response to a signal from the controller; generating heat within the exhaust system component via the heater; injecting an additive solution into the heater via an additive solution injector; generating a vapor containing the additive solution by the heater; directing the vapor into the component with the heater; generating a magnetic field within the component by a magnet; and disrupting and slowing exhaust gas flow within the component with the magnet and the magnetic field.

17. The method of claim 16, wherein the heater includes multiple heating elements. generating, by a thermal sensor, a temperature signal corresponding to the temperature of said heater; transmitting, by the thermal sensor, the temperature signal to the controller; 18. The method of claim 17, further comprising receiving, by the heater, a second current based on the temperature signal. generating, by a gas sensor, a gas signal corresponding to a composition of the exhaust gas flow within the component; transmitting, by the gas sensor, the gas signal to the controller; 20. The method of claim 18, further comprising receiving, by the heater, a third current based on the gas signal and the temperature signal.

20. Generating a second gas signal by a second gas sensor corresponding to a second composition of the exhaust gas flow within a second component; transmitting, by the second gas sensor, the second gas signal to the controller; 20. The method of claim 19, further comprising receiving, by the heater, a fourth current based on the gas signal, the second gas signal, and the temperature signal.

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