Exhaust system and its features

Abstract

A catalytic converter, a selective catalytic reduction system, a muffler, and, for a specific application, an exhaust system comprising a diesel particulate filter are provided, each comprising an electric heating element, a metal coating, and at least one filter having a plurality of metal rods extending therefrom. A combination of elements is configured to heat the internal housing of the exhaust system, to obstruct the direction of the flow of exhaust gas containing harmful toxic gases and pollutants, and to support the removal and / or reduction of said toxic gases and pollutants.

Description

Technology Field

[0001] The present invention generally relates to an exhaust system, and in particular to an improvement of an exhaust system for removing and / or reducing harmful exhaust gases, particulate matter, and other debris emitted from an engine. Background Technology

[0002] Exhaust systems for fossil fuel-burning internal combustion engines generally include at least a catalytic converter and a muffler connected to such a catalytic converter. In addition to vehicles such as automobiles, trucks, and buses, exhaust systems containing catalytic converters may include, but are not limited to, generators, forklifts, mining equipment, trains, motorcycles, jet skis, snowmobiles, leaf blowers, airplanes, ATVs, wood stoves for controlling emissions, etc.

[0003] Catalytic converters are configured to reduce toxic gases and pollutants in exhaust gases and / or convert them into less toxic pollutants by catalyzing redox reactions (oxidation or reduction). Typically, catalytic converters include a filter composed of ceramic and having honeycomb-shaped openings. In applications requiring particularly high heat resistance, metal foil monolithic filters made of Kanthal (FeCrAl) are commonly used. Catalytic converters may include a washcoat composed of aluminum oxide, titanium dioxide, silicon dioxide, or a mixture of silica and alumina. The washcoat material is selected to form a rough and irregular surface, which significantly increases the surface area compared to the smooth surface of the bare substrate. This, in turn, maximizes the catalytically active surface capable of reacting with engine exhaust gases.

[0004] Since the early 1980s, "three-way" (redox) catalytic converters have been used in vehicle emissions control systems in the United States and Canada. Many other countries have also adopted strict vehicle emissions regulations that effectively require three-way converters for gasoline-powered vehicles. The reduction and oxidation catalysts are generally housed in a common housing. However, in some cases, they may be housed separately. A three-way catalytic converter performs three simultaneous operations:

[0005] (1) Reduction of nitrogen oxides to nitrogen and oxygen: NOx -> O2 + N2;

[0006] (2) Oxidation of carbon monoxide to carbon dioxide: CO + O2 -> CO2; and

[0007] (3) Oxidation of unburned hydrocarbons into carbon dioxide and water: CxH2x+2+[(3x+1) / 2]O2 → xCO2 + (x+1)H2O.

[0008] A three-way catalyst is effective when the engine operates within a narrow band of air-fuel ratios close to stoichiometry, causing exhaust gases to oscillate between rich (excess fuel) and lean (excess oxygen) conditions, ranging from 14.6 to 14.8 parts by weight of air to 1 part by weight of fuel in the case of gasoline. Since the ratios for liquefied petroleum gas (LPG), natural gas, and ethanol fuels differ slightly, modifications to the fuel system settings are required when using these fuels. However, if the engine operates outside this range of air-fuel ratios, conversion efficiency drops very rapidly. Under lean engine operation, excess oxygen is present, and NOx reduction is not preferred. Under rich conditions, the excess fuel consumes all available oxygen prior to the catalyst, so consequently, only stored oxygen can be used for the oxidation function. Because the requirements for effective NOx reduction and HC oxidation conflict, a closed-loop control system is required. The control system must replenish oxygen storage material to maintain its function as an oxidation catalyst while preventing the NOx reduction catalyst from being completely oxidized.

[0009] U.S. Patent No. 5,180,559 relates to the inefficiency of a catalytic converter during the light-off time, for example, at low temperatures, particularly when the engine is first started, and relates to a method for reducing the light-off time, the method comprising the step of exposing the matrix of the converter to electromagnetic radiation or an alternating magnetic field having a frequency such that the particles of the catalyst supported by the matrix and the washcoat are heated to the light-off temperature without a corresponding increase in the temperature of the entire matrix. Once the material is heated, the static magnetic field is not used.

[0010] The present invention generally relates to an improvement of an exhaust system for reducing and / or removing harmful gases, debris, and particulate matter.

[0011] In one embodiment, the present invention relates to a catalytic converter comprising a heating element and a filter or support grid coated with a catalytic material. Disruptor plates having an array of holes arranged across the direction of the exhaust gas flow, which add agitation to the flow of exhaust gas across the filter / support grid, may be positioned at the inlet and outlet ports. The array of holes forms a pseudorandom pattern. The disruptor plates are oriented perpendicular to the longitudinal axis of the external shell.

[0012] In one embodiment, the catalytic converter may include a filter or support grid in which a magnetic field is maintained to aid in the circulation of exhaust gases and other particulates in the catalytic converter. There may be an outer shell that at least partially surrounds the outer shell of the catalytic converter, and a plurality of magnets are positioned between the shells. The magnets may have, for example, a curved shape and / or may be arranged in sets. The magnets may be placed in an array with alternating polarities. Magnets facing each other may have opposite polarities. Alternatively, the magnets may have the same polarity, and the polarity may not change along the longitudinal direction of the converter. The magnet array may be positioned to be bonded from the inside of the shell to the outer shell, and there may be a central core magnetic rod.

[0013] In one embodiment, the present invention relates to an exhaust system comprising a catalytic converter, a selective catalytic reduction system, and a muffler. The catalytic converter may comprise a housing in which an electric heating element is at least partially arranged and a filter comprising a plurality of metal rods having a metal coating and extending therethrough is arranged. The selective catalytic reduction system comprises a housing in which an electric heating element is at least partially arranged and a filter comprising a plurality of metal rods having a metal coating and extending therethrough is arranged.

[0014] The catalytic converter may include two filters, namely a first filter and a second filter arranged internally. The housing of the catalytic converter may include a first housing and a second housing arranged internally and spaced apart from the first housing, and a plurality of magnets arranged between the first housing and the second housing. The filter of the selective catalytic reduction system may include a plurality of magnets arranged internally. The muffler may include a housing and a plurality of plates having a metal coating and spaced apart from each other within the housing.

[0015] In one embodiment, the present invention relates to a catalytic converter comprising a housing in which an electric heating element is at least partially arranged and a filter comprising a plurality of metal rods having a metal coating and extending therethrough is arranged; a diesel particulate filter comprising a housing in which an electric heating element is at least partially arranged and a filter comprising a plurality of metal rods having a metal coating and extending therethrough is arranged; a selective catalytic reduction system comprising a housing in which an electric heating element is at least partially arranged and a filter comprising a plurality of metal rods having a metal coating and extending therethrough is arranged; and an exhaust system comprising a muffler. Brief explanation of the drawing

[0016] Figure 1 is a cross-sectional view of a known catalytic converter. Figure 2 is a side view of the support grid of the catalytic converter of Figure 1. Figure 3 is a cross-sectional view of a known catalytic converter having a disruptor plate. FIGS. 4a to 4c are side views of the disruptor plate of the catalytic converter of FIG. 3. FIG. 5 is a cross-sectional view of a catalytic converter having an auxiliary heating element and a disruptor plate according to an exemplary embodiment of the present disclosure. Figure 6 is a cross-sectional view of a catalytic converter including an external magnet. Figure 7 is an array of external magnets. FIG. 8 is a cross-sectional view of a catalytic converter including an internal magnet according to an exemplary embodiment of the present disclosure. Fig. 9a is a cross-sectional view of one of the internal magnets of the catalytic converter of Fig. 8. Fig. 9b is an exploded view of the internal magnet of the catalytic converter of Fig. 8. FIG. 10 is a partial cross-sectional view of an internal system of a catalytic converter including a heater and an associated electrical system according to an exemplary embodiment of the present disclosure. FIG. 11 is a partial cross-sectional view of the catalytic converter of FIG. 10 showing an internal electric heater according to an exemplary embodiment of the present disclosure. FIG. 12 is a cross-sectional view of a catalytic converter showing various possible positions of an internal electric heater according to an exemplary embodiment of the present disclosure. FIGS. 13a and FIGS. 13b are a perspective view and an end view of a coil header that may show at least one heater included in the catalytic converter system of the present disclosure. FIG. 14 is an exemplary embodiment of another heater that can be arranged within a catalytic converter. FIG. 15 is an assembled perspective view of an exhaust system or internal combustion engine operating on gasoline. FIGS. 15a and FIGS. 15b are perspective views of magnets arranged in the catalytic converter of the exhaust system and the selective catalytic reduction system of FIG. 15. Fig. 16 is a cross-sectional perspective view of the catalytic converter of the exhaust system of Fig. 15. FIG. 17 is a cross-sectional perspective view of the selective catalytic reduction system of the exhaust system of FIG. 16. Fig. 18a is a cross-sectional view of the filter of the selective catalytic reduction system of Fig. 17. FIG. 18b is a perspective view of one of the magnets arranged in the filter of a selective catalytic reduction system. Fig. 19 is a plan view of a muffler associated with the exhaust system of Fig. 15. FIG. 20 is a detailed view of a coated plate arranged inside the muffler of FIG. 19. FIGS. 21a and FIGS. 21b are assembly perspective views of an exhaust system or internal combustion engine operating on diesel. FIG. 22 is a cross-sectional perspective view of the catalytic converter of the exhaust system of FIG. 21a. FIG. 23 is an end view of a filter arranged in the selective catalytic reduction system of the exhaust system of FIG. 21a. FIG. 24 is an end view of the filter arranged in the diesel particulate filter of the exhaust system of FIG. 21a. Fig. 25 is a plan view of a muffler associated with the exhaust system of Fig. 21a. FIG. 26 is a detailed view of a coated plate arranged inside the muffler of FIG. 25. Figure 27 is an assembly diagram of an exhaust system for coal-related applications. FIGS. 27a and FIGS. 27b are front views of filters arranged in the catalytic converter of the exhaust system of FIG. 27. Fig. 28 is an exhaust system for a motorcycle. Fig. 29 is an exhaust system for a lawn mower. Fig. 30 is a non-battery operated exhaust system. Specific details for implementing the invention

[0017] Now, with reference to the drawings, particularly FIGS. 1 to 30, an embodiment of an exhaust system and related features that embody the principles and concepts of the present invention will be described.

[0018] FIG. 1 illustrates a cross-sectional view of a catalytic converter (100) that extends along the longitudinal axis (104) and includes an outer shell (102), an inlet port (106), and an outlet port (108). Inside the outer shell (102), there is a filter (110), which is an internal support grid that can be divided into sections by a space (112). A heating element (114) configured to heat the internal temperature of the catalytic converter (100) can be arranged within the space (112) of the grid. The heating element (114) is configured to heat the internal temperature of the catalytic converter (100), which in turn helps to remove harmful gases and particulate matter within the catalytic converter (100). A filter (110) (see FIG. 2 for cross-sectional view thereof) may be coated with a catalytic material to maximize contact with toxic gases and particulates and to slow down the flow of these gases and particulates from the inlet port (106) to the outlet port (108), thereby allowing a heating element to further support the removal of harmful gases and particulate matter within the catalytic converter (100).

[0019] The coating must maintain its surface area and prevent the sintering of catalyst metal particles even at high temperatures (1000 °C). The catalyst itself is mostly a mixture of precious metals. Platinum is the most active catalyst. However, due to unwanted additional reactions and high costs, it is not suitable for all applications. Palladium and rhodium are the other two precious metals used. Rhodium is used as a reduction catalyst, while palladium is used as an oxidation catalyst. Platinum can be used for both reduction and oxidation. Cerium, iron, manganese, and nickel are also used, but each has limitations. Nickel is illegal to use in the European Union because it reacts with carbon monoxide to produce toxic nickel tetracarbonyl. Copper can be used everywhere except in North America, where its use is illegal due to the formation of toxic dioxins.

[0020] FIG. 3 illustrates another exemplary embodiment of a catalytic converter (200) in which an electric heating element (214) is arranged in a space (212). An electric lead (216) extends from the heating element (214), which may consist of, for example, a nichrome wire, to supply energy to the heating element. It should be noted that the electric lead (216) may also be used to supply energy to the heating element (114) as shown in FIG. 1. Here, a disruptor plate (218) is placed near the inlet port (206) and the outlet port (208). The disruptor plate (218) is included to add agitation to the flow of exhaust gas across the filter (210) which includes a support grid. The support grid of the filter (210), similar to the support grid of the filter (110) shown in FIG. 1, is coated with a catalytic material to further support maximizing contact with toxic gases and particulates, slowing down the flow of these gases within the catalytic converter, and enabling the heating element to at least further reduce harmful gases and particulate matter.

[0021] FIGS. 4a through 4c illustrate end views of a disruptor plate (218) comprising an array of holes (220) extending across the direction of exhaust gas flow. The array of holes is scattered around the plate (218) and is referred to as a pseudo-random pattern. As shown in FIG. 3, the disruptor plate (218) is oriented perpendicular to the longitudinal axis (204) of the outer shell (202).

[0022] FIG. 5 illustrates another exemplary embodiment of the catalytic converter (300) of the present invention. The catalytic converter (300) includes a heating element (314) arranged in an opening (312) of a support grid (310) of a filter, and has an electric lead (316) extending therefrom to supply power to the heating element (314), and includes a secondary planar heating element (315, 317) arranged near an inlet port (306) and / or an outlet port (308) adjacent to a disruptor plate (318). Another electric lead (319) supplies energy to the secondary planar heating element (315, 317). Although some of the various elements are described as planar or having a specific orientation, these geometric limitations do not need to be precise, and approximations thereof are within the description of the various embodiments. Disruption of the normal, substantially layered flow of exhaust gas can lead to an improvement in the efficiency of the catalytic converter (300). In this way, by including multiple heating elements (314, 315, 317) and a disruptor plate (318), the reduction of toxic gases and particulate matter escaping the catalytic converter is greatly reduced.

[0023] The secondary heating elements (315, 317) may also be arranged near the support grid of the filter (310) in addition to or instead of being placed near the inlet port (306) and / or outlet port (308). The catalytic converter (300) supports the destruction and removal of harmful gases and particulate matter as they pass through the catalytic converter (300).

[0024] The secondary heating element (315, 317) may be configured to heat the internal temperature of the catalytic converter (300) to about 800°C to 1200°C, which supports the removal of harmful gases and particulate matter within the catalytic converter (300). The support grid of the filter (310) (see also FIG. 11) may be coated with or sprayed with precious metal to support maintaining an internal temperature of about 800°C to 1200°C and thereby further support the removal of harmful gases and particulate matter.

[0025] FIG. 6 illustrates another exemplary embodiment of a catalytic converter (400) comprising a filter (410) having a support grid in which a magnetic field is maintained between an inlet port (406) and an outlet port (408). Here, the catalytic converter (400) is enhanced by a surrounding shell (402) that partially surrounds an outer shell (403). A plurality of magnets (40) are positioned between the shells (402, 403). As illustrated in FIG. 7, the magnets (407) may have a curved shape to be close to the external geometry of the outer shell (403) and may be provided in two sets (407', 407"). The magnets (407) may be arranged in an array having alternating polarities as illustrated in FIG. 7. The magnets (407) facing each other may also have opposite polarities, though this is not mandatory. Alternatively, the magnets (407) may have the same polarity, and the polarity may not change along the longitudinal direction of the converter (400). If they have opposite polarities facing each other, the magnetic field will be stronger.

[0026] It should be noted that the electric leads (316, 416) can be switched between the heating units (415, 417) (and 315, 317) and are attached to a control unit (see FIG. 10) (421) that can maintain a desired temperature as desired, between about 6 to 45 amperes.

[0027] FIG. 8 illustrates another exemplary embodiment of the catalytic converter (500) of the present disclosure in which an array of magnets (507) is arranged to be joined from inside the shell (502) to the outer shell (502). Similar to the other embodiment, a heating element (514) is arranged in an opening (512) of the support grid of the filter (510), and an electric lead for supplying power to the heating element (514) extends from the heating element (514).

[0028] FIG. 9a is an end view of the magnet (507), and FIG. 9b is an exploded view of the magnet (507). Note that a central core magnetic rod (509) may be part of the set of magnets (507). This core (509) is not essential but increases the possibility for different arrangements of polarity of the magnets (507). For example, the outer magnets (507) facing each other may have the same or different polarity, and the polarity may vary along the longitudinal direction. Additionally, the core magnetic rod (509) may be a single piece extending from the inlet port (506) to the outlet port (508) and having one polarity at each end, or it may be manufactured in segments separated from each other along the longitudinal direction and having polarity that varies along the longitudinal direction. Although the magnet (507) is shown as a stationary magnet, it may be an electromagnet held by a current source (not shown).

[0029] Figure 10 illustrates the electronic connections of a catalytic converter.

[0030] As shown in FIG. 11, a temperature sensor (325, 425) may be placed near an additional heater (315, 415, 317, 417) to help ensure that an appropriate internal temperature is maintained.

[0031] FIG. 12 illustrates an exemplary embodiment of a catalytic converter of the present invention, showing that secondary heaters (315, 415, 317, 417) can be placed at various locations within the catalytic converter and any number of secondary heaters can be used depending on the size of the unit.

[0032] FIGS. 13a and FIGS. 13b illustrate an embodiment of one type of additional heater (700) that can be inserted into the catalytic converter from the outside and screwed into place. In this way, the heater (600) is removed as needed.

[0033] FIG. 14 illustrates another embodiment of an additional heater (800) that can be arranged in a catalytic converter.

[0034] When in use, the catalytic converter (100, 200, 300, 400, 500) is positioned so that the gas to be treated flows from the inlet port (106, 206, 306, 406, 506) through the secondary heating element (114, 214, 314, 414, 515) (in some embodiments) through the interfering plate (318), and enters a volume that receives both additional heating from an additional heater (317, 318) and a magnetic field from a magnet (407, 507) in some embodiments. The additional heater and / or magnetic field may interact with individual molecules and ions of the gas passing through the catalytic converter and may increase the efficiency of the catalytic conversion occurring before it exits the catalytic converter.

[0035] It should be noted that in addition to being included within the catalytic converter, these can be added to existing catalytic converters.

[0036] FIG. 15 illustrates an assembly diagram of an embodiment of an exhaust system (600) for an internal combustion engine running on gasoline. The exhaust system (600) generally comprises a catalytic converter (602) configured to reduce exhaust emissions and arranged downstream of the engine, a selective catalytic reduction (SCR) filtration system (604) arranged downstream of the catalytic converter (602) and connected to the catalytic converter (602) by tubing (606), and a muffler (608) arranged downstream of the selective catalytic reduction filtration system (604) and connected to the selective catalytic reduction filtration system (604) by tubing (610).

[0037] As illustrated in FIGS. 15 and 16, the catalytic converter (602) comprises a first housing or first shell (612), a second housing or second shell (614) surrounded by the first housing (612), an inlet (616) through which exhaust gas enters the first housing (612), and an outlet (618) through which exhaust gas exits the first housing (612). Within the internal cavity of the first housing (612), between the inlet (616) and the outlet (618), two filters comprising a first filter (626) and a second magnet (628) are arranged, and the filters (626, 628) are spaced apart from each other. The first filter (626) is configured to oxidize harmful exhaust gases and, in particular, carbon dioxide (CO2). The second filter (628) is configured to continuously filter and / or remove harmful exhaust gases, including but not limited to carbon dioxide (CO2), carbon monoxide (CO) and nitrogen oxides (NOx), as well as hydrocarbons (HC) and other harmful chemicals. The filter may be made of ceramic.

[0038] For example, the first filter (626) and the second filter (628), which may be composed of ceramic, both include a plurality of honeycomb-shaped openings, each comprising a plurality of rods (630) that are coated (629) with one or more precious metals and extend through a honeycomb structure. The rods (630), which may be composed of heat-treated metal or alloy (e.g., copper or steel), extend longitudinally around the filters (626, 628) such that one end of each rod (630) is generally oriented toward the inlet (616) and the other end of each rod (630) is generally oriented toward the outlet (618) of the catalytic converter (602). However, the rods (630) may also be arranged transversely to the filters (626, 628) or instead. As further explained below, the rod (630) functions to transfer heat to the filters (6262, 628), and the heated rod mass within the filters (626, 628) supports maintaining a constant temperature within the catalytic converter (602). Additionally, as illustrated in FIG. 15a, a plurality of magnets (632) are arranged and distributed between the first housing (612) and the second housing (614). Although the arrangement of the magnets (632) is shown as being between the housings (612, 614), the magnets (632) may be placed on or inside both filters (626, 628), outside the first housing (612) and / or inside the cavity (622).

[0039] To evaluate the percentage of oxygen in the exhaust gas, an oxygen sensor (620) communicating with an electronic control unit is fixed to the outside of the catalytic converter (602) and extends downstream of the inlet (616) and before the first filter (626) into the cavity (622) of the first housing (612). To increase the internal temperature of the catalytic converter (602) beyond the threshold temperature, an electric heater (624) is used, extending from the outside of the second housing (614) into the first housing cavity (622) upstream of the first filter (626). The heater (624) is connected to a power source and an electronic control unit outside the catalytic converter and operates to heat the interior of the catalytic converter (602) beyond the threshold temperature. The heater (624) illustrated in FIG. 16 comprises a wound metal coil (625). However, the heater (624) may take any form to ensure internal heating of the catalytic converter (602). It should be noted that although the heater (624) is depicted in FIG. 15 and FIG. 16 as extending into the catalytic converter (602) before the filters (626, 628), more than one heater (624) may be arranged to extend into the cavity (622), the heater(s) (624) may be arranged within one or more of the filters (626, 628), and the heater(s) (624) may be arranged between the filters (626, 628). As such, the arrangement of the heater(s) (624) should not be limited to the embodiments shown in the drawings. Additionally, it should be noted that one or more heaters of any design may be arranged entirely within the cavity (622) of the catalytic converter (602) at any location within the catalytic converter (602) in the first housing (612) and / or the second housing (614), and / or fixed outside the catalytic converter (602), and / or fixed inside or outside the tubing (606) located immediately upstream of the catalytic converter (602).To evaluate the temperature of the exhaust gas before it exits the catalytic converter (602), a thermal sensor (630) connected to an electronic control unit (ECU) is positioned near the inlet (616) and / or outlet (618).

[0040] When starting the engine in a cold start, the electric heater (624) is simultaneously turned on by an electronic control unit to help heat the internal temperature of the catalytic converter (602) to a temperature exceeding that of exhaust gases and particulate matter (i.e., the catalytic converter is heated for at least 7 minutes at the time of engine start). The heater (624) may be kept on after reaching a desired temperature, or it may be turned off when the temperature inside the catalytic converter (602) drops below a threshold temperature and then turned back on. This is done through an electronic control unit capable of receiving input signals from one or more thermometers and other sensors and generating signals to control the activity of the heater (624). A rod (630) extending longitudinally to the filter (626, 628) while assembled within the catalytic converter (602) provides a conduit for more rapid heat transfer from the heater (624) through the filter (626, 628), thereby accelerating the heating of the internal temperature of the catalytic converter (602) to a desired internal temperature and supporting the oxidation of harmful exhaust gases over at least the filter (626, 628) and the entire surrounding internal surface area by maintaining a desired internal temperature exceeding a threshold value across the cavity (622) of the catalytic converter (602) and the surface area of ​​the filter (626, 628).

[0041] By increasing the internal temperature of the catalytic converter (602) to a temperature higher than the normal operating temperature of the catalytic converter (602), harmful chemicals and particulates that are part of the exhaust gas are oxidized and / or burned before exiting the catalytic converter (602) more efficiently than in a conventional catalytic converter. Filters (626, 628) help to capture and / or slow down the flow of exhaust gas as it passes through the internal cavity of the catalytic converter (602) through the honeycomb opening, and a precious metal filter coating (629) helps to further slow down and obstruct the flow of exhaust gas across the internal catalytic converter cavity (622), so that more harmful exhaust emissions can be heated above the threshold exhaust gas temperature and oxidized and / or burned before exiting the catalytic converter (602). The threshold temperature can be optimized for any given configuration based on the desired amount of additional oxidation / burning that balances the physical limitations of the system (602) components and other factors.

[0042] The polarity of the magnet (632) supports further obstruction and slowing down the flow of exhaust gas and particulates as they pass through the catalytic converter (602) by increasing the current within the cavity (622) of the catalytic converter (602). By obstructing and slowing down the flow of exhaust gas and particulates, the exhaust gas can be heated for a longer period of time within the cavity (622) of the catalytic converter (602), which in turn enables further oxidation and reduction of toxic byproducts of the exhaust gas. Since the temperature within the catalytic converter (602) can be very high, the magnet (632) used must be able to operate at the expected maximum temperature without experiencing performance degradation (e.g., an AlNiCo magnet).

[0043] Downstream of the catalytic converter (602), a selective catalytic reduction system (604) is connected to the catalytic converter (602) by tubing (606), and this selective catalytic reduction system oxidizes nitrogen dioxide gas to convert it into harmless exhaust emissions (e.g., nitrogen, water, and a small amount of carbon dioxide) that are discharged outside the exhaust system (600) and into the environment, without the need to incorporate a liquid reducing agent into the exhaust stream to reduce the amount of nitrogen dioxide (NO₂). x It is configured to reduce gas.

[0044] The selective catalytic reduction system (604) as illustrated in FIG. 17 comprises a filter (640) that includes a plurality of honeycomb-shaped openings in addition to small holes (642) distributed around the filter (640). The small holes (642) are included to further obstruct the flow of exhaust gas from the laminar path and to slow the rate at which the gas exits the selective catalytic reduction system (604) (see also FIG. 18a). The filter (640), similar to the filters (626, 628) of the catalytic converter (602), is coated with one or more precious metals (644) and comprises a plurality of heat transfer and stabilization rods (646) that extend longitudinally through the honeycomb structure, such that one end of each rod (646) is generally oriented toward the inlet (616) and the other end of each rod (646) is generally oriented toward the outlet (618). The rods (646) may be composed of heat-treated metal or alloy (e.g., copper or steel). A second electric heater (624) communicating with an electronic control unit extends to a selective catalytic reduction system (604) upstream of a filter (640). Similar to the filters (626, 628) of the catalytic converter (602), the load (646) and metal coating (644) of the filter (640) of the selective catalytic reduction system (604) support ensuring that the internal temperature across the filter (640) is maintained. It should be noted that the selective catalytic reduction system (604) includes one or more nitrogen dioxide sensors that are maintained by the electronic control unit and used to control the electric heater (624) to ensure that the system (640) operates efficiently.

[0045] By increasing the internal temperature of the selective catalytic reduction system (604), more of the harmful chemicals and particulates that are part of the exhaust gas are burned. The filter (640) helps to capture and / or slow down the flow of exhaust gas as it passes through the internal cavity of the selective catalytic reduction system (604) through the honeycomb opening, and the precious metal filter coating (644) helps to further slow down and obstruct the flow of exhaust gas so that more harmful exhaust emissions are heated beyond a threshold temperature (exceeding the normal operating temperature within the catalytic converter (602) without the heater (624)) and burned before exiting the selective catalytic reduction system (604). In addition to the rod (646) and the coating (644), a plurality of magnets (646) are arranged and distributed within the filter (640) as shown in FIG. 15b, FIG. 18a, and FIG. 18b.

[0046] Similar to the magnet (632) of the catalytic converter (602), the polarity of the magnet (646) supports further obstruction and slowing down the flow of exhaust gas and particulates (647) as they pass through the filter (640) by increasing the current near the magnet (646) so that the exhaust gas is heated for a longer period within the selective catalytic reduction system (604), thereby allowing for further oxidation and reduction of toxic byproducts of the exhaust gas. It should be noted that, in addition to or instead of placing the magnet (646) inside the filter, the magnet (646) may be arranged between the filter (640) and the selective catalytic reduction system (604), and / or outside the housing of the selective catalytic reduction system (604). Since the temperature within the selective catalytic reduction system (604) can be very high, the magnet (646) used must be able to operate at the expected maximum temperature without experiencing performance degradation (e.g., an AlNiCo magnet).

[0047] When exiting the selective catalytic reduction system (604), the remaining exhaust gas will flow through tubing (610) connecting the selective catalytic reduction system (604) into the muffler (608). The muffler (608) is configured to reduce or "weaken" engine noise, further reduce remaining harmful exhaust gas, and cool the exhaust temperature. As illustrated in FIGS. 19 and 20, the muffler (608) comprises one or more silencers (650) and a housing (648) in which a plurality of plates (652) are located that are dispersed from and / or spaced apart from each other. The plates (652), which may be made of steel, for example, are coated (654) with one or more precious metal(s) and are located near the inlet (652) of the muffler (608). The precious metal coating (654), similar to the catalytic converter (602), causes the flow of exhaust gas to become turbulent within the housing (648) and helps to obstruct the flow of hot exhaust gas as it passes through the muffler housing (648) from the inlet (652) of the muffler (608) and exits the exhaust housing (648) through the outlet (654), thereby helping to slow down the flow. Obstructing the exhaust gas within the muffler (608) by including the precious metal coated plate (652) allows more time for the exhaust gas to burn off harmful emissions before exiting the muffler (608) and entering the environment.

[0048] FIGS. 21a through 26 illustrate an embodiment of an exhaust system (700) for a vehicle running on diesel fuel. The exhaust system (700) generally comprises a catalytic converter (702), a diesel particulate filter (DPF) (704), tubing (706) connecting the catalytic converter (702) to the diesel particulate filter (704), a selective catalytic reduction (SCR) filtration system (708), tubing (710) connecting the diesel particulate filter (704) to the selective catalytic reduction filtration system (708), a muffler (712), and tubing (714) connecting the muffler (712) to the selective catalytic reduction filtration system (708).

[0049] As illustrated in FIG. 22, the catalytic converter (702) comprises a housing (716), an inlet (718) through which exhaust gas enters a cavity (720) of the housing (716), and an outlet (722) through which exhaust gas exits the housing (716). An oxygen sensor is fixed outside the housing (716) and extends downstream of the inlet (718) into the cavity (720) to evaluate the percentage of oxygen in the exhaust gas. An electric heater (724) (see FIG. 21a) extends from outside the housing (716) into the cavity (720). The heater (724) is connected to a power and electronic control unit outside the catalytic converter (702). The heater (724) illustrated in FIG. 21a comprises a wound metal coil (725). However, the heater (724) may take any form to ensure internal heating of the catalytic converter (702). To evaluate the temperature of the exhaust gas before it exits the catalytic converter (702), a heat sensor is positioned near the inlet (718) and / or outlet (722).

[0050] As illustrated in FIG. 22, at least one filter (726) is arranged downstream of the heater (724) within the internal cavity (720) of the housing (716). The filter (726) is configured to filter / remove harmful exhaust gases, including but not limited to carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), as well as hydrocarbons (HC), particulate matter (PM), and other harmful chemicals and debris. The filter (726), which may be composed of, for example, ceramic, is coated with one or more precious metals (728) and includes a plurality of honeycomb-shaped openings. The openings of the filter (726) are configured to trap particulate matter to obstruct the flow of exhaust gases and prevent particulate matter from being released into the environment. A plurality of rods (730), which may be composed of heat-treated metal or alloy (e.g., copper or steel), extend longitudinally through the honeycomb structure of the filter (726). The rod (730) may also extend laterally with respect to the filter (726) instead. Additionally, a plurality of magnets (732) are distributed inside the housing (716). The magnets (732) may be arranged near the filter (726), in contact with the filter, and / or inside the filter (726).

[0051] Similar to a gasoline engine, when a diesel engine using an exhaust system (700) is started in a cold start, an electric heater (724) is simultaneously turned on by an electronic control unit (ECU) to help heat the internal temperature of the catalytic converter (702) above the temperature of the exhaust gas and particulate matter (i.e., the catalytic converter is heated for at least 7 minutes at engine start). The heater (724) may remain on after reaching the desired temperature, or it may be turned off when the temperature inside the catalytic converter (702) drops below the threshold temperature and then turned back on. A load (730) is configured to accelerate the heating of the internal temperature of the catalytic converter (702) to the desired internal temperature and to support maintaining the desired internal temperature across at least the filter (726) and the entire surrounding internal surface area.

[0052] By increasing the internal temperature of the catalytic converter (702), harmful chemicals and particulates that are part of the exhaust gas are oxidized and / or burned before exiting the catalytic converter (702). A precious metal filter coating (728) helps to slow down and obstruct the flow of exhaust gas across the internal catalytic converter cavity so that more harmful exhaust emissions can be heated above the threshold temperature and burned before exiting the catalytic converter (702). A magnet (732) further obstructs and slows down the flow of exhaust gas and particulates as they pass through the catalytic converter (702) by increasing the current within the cavity (720) of the catalytic converter (702) through the polarity of the magnet (732), similar to magnets (632, 634, 646) integrated into the gasoline exhaust system (600). Blocking and slowing the flow of exhaust gas and particulates heats the exhaust gas for a longer period within the cavity (720) of the catalytic converter (702), thereby allowing further oxidation and reduction of toxic byproducts of the exhaust gas.

[0053] When exiting the catalytic converter (702), the remaining harmful exhaust gases, particulates, and debris are transported through the tubing (716) to the diesel particulate filter (704). The diesel particulate filter (704) is designed to capture particulates (e.g., soot) after they exit the catalytic converter (702) and before they exit the exhaust system (700) and are released into the environment. As illustrated in FIG. 21b, the diesel particulate filter (704) is a ceramic filter comprising a plurality of honeycomb-shaped openings configured to capture particulates (e.g., soot) and prevent them from being released into the environment. The filter (704) comprises a plurality of rods (738) which may be composed of a heat-treated metal or alloy (e.g., copper or steel) that is coated (736) with one or more precious metals and extends through the honeycomb structure. Additionally, a plurality of magnets (739) are distributed in at least one of the interior of the filter (704), near the filter (704), or in contact with the filter and / or inside the filter (704).

[0054] In order to reduce particulate matter accumulated in the filter (704) and prevent particulate matter from blocking the filter (704) and creating back pressure in the exhaust system (700), the filter (704) must be cleaned through regeneration by burning the particulate matter accumulated in the filter (704). Generally, there are two types of regeneration, including passive regeneration and active regeneration, which allow for automatic regeneration during normal vehicle operation by typically adding a catalyst precursor to the fuel or filter, thereby lowering the oxidation temperature of the particulate matter. Here, the diesel particulate filter (704) uses active regeneration. However, unlike conventional regeneration systems, a heater (740) communicating with an electronic control unit is positioned upstream of the filter (704) and used in combination with a rod (738), a metal coating (736), and a magnet (739) arranged within the filter (704) to increase the current (magnet), obstruct the flow of exhaust gas and particulate matter (coating), raise the temperature of the filter (704) (rod), and subsequently raise the temperature of particulates trapped on and within the filter to oxidize the particulates and produce gaseous byproducts (i.e., CO2). Additionally, the proportion of nitrogen dioxide in the exhaust gas is reduced and converted into nitric oxide. This chemical process is continuously repeated so that the filter (704) is continuously cleaned and does not require maintenance. Therefore, no additional support for regeneration is required, for example, with the help of an engine management system.

[0055] In the diesel exhaust system (700), downstream of the diesel particulate filter (704), there is a selective catalytic reduction system (708) which is configured to reduce nitrogen dioxide gas by oxidizing the nitrogen dioxide gas and converting it into harmless exhaust emissions (e.g., nitrogen, water, and a small amount of carbon dioxide) that are discharged outside the exhaust system (700) and into the environment, without the need to introduce a liquid reducing agent into the exhaust stream, similar to the selective catalytic reduction system (604) of the gasoline exhaust system (600).

[0056] The selective catalytic reduction system (708) comprises a filter (742) having a plurality of honeycomb-shaped openings (744) and small holes (746) dispersed around the filter (742). The filter (742) is coated (748) with one or more precious metals and includes a plurality of rods (750) extending through the honeycomb structure and a plurality of magnets (747) dispersed around the filter (742).

[0057] An electric heater (749) communicating with an electronic control unit extends upstream of the filter (742) to the selective catalytic reduction system (708). The heater (749) is configured to raise the internal temperature of the selective catalytic reduction system (708) above a threshold value in conjunction with a rod (750) and a metal coating (748), so that the internal temperature across the filter (742) and surrounding internal surface area remains higher than the temperature of the remaining exhaust gas and particulate matter, thereby ensuring a further reduction in the percentage of nitrogen dioxide gas as it travels across the filter (742). Small holes (746) and magnets (747) are included to further obstruct the flow of exhaust gas as it travels within the selective catalytic reduction system (708), providing more time for the exhaust gas to oxidize and / or burn as it passes through the heated system (708) before being discharged. Note that the selective catalytic reduction system (708) includes one or more nitrogen dioxide sensors to ensure that the system (708) operates efficiently.

[0058] When exiting the selective catalytic reduction system (706), the remaining exhaust gas will flow through the tubing (714) to the muffler (712). The muffler (712) is identical to the muffler (608) for the gasoline exhaust system. As illustrated in FIGS. 25 and 26, the muffler (712) comprises one or more silencers (754) and a housing (752) in which a plurality of plates (756) are positioned, which are dispersed and / or spaced apart from one another. For example, the plates (756), which may be made of steel, are coated (758) with one or more precious metal(s). The precious metal coating (758) supports the flow of exhaust gas within the housing (752) to become turbulent, thereby slowing down the flow of hot exhaust gas as it passes from the inlet (760) of the muffler (712) through the muffler housing (752) and exits through the outlet (762). By including a precious metal coated plate (756) to obstruct the exhaust gas within the muffler (712), more time is allowed for the exhaust gas and particulate matter within the muffler (712) to burn and / or oxidize before exiting the muffler (712) and entering the environment.

[0059] FIG. 27 illustrates an exhaust system (800) for a coal combustion device, device, etc. The exhaust system (800) includes a housing (802). Sequentially, within the housing (802), there is a first selective catalytic reduction filtration system (806), a first electric heater (808), a second selective catalytic reduction filtration system (810), a second heater (812), and another filter (813) having a honeycomb structure, located immediately downstream of the inlet (804). Additionally, around the interior of the housing (802), a plurality of magnets (815) are distributed near the inner sidewalls. It should be noted that the design and characteristics of the selective catalytic reduction filtration systems (806, 810) and heaters (808, 812) are the same as those described above in relation to gasoline and diesel exhaust systems (600, 700), and that such same features are incorporated by reference as part of the coal exhaust system (800).

[0060] Downstream of the exhaust system (800) of FIG. 27 there is a first electric blower (814), a plurality of filters (816) including a honeycomb structure (817) (see details in FIG. 27a and FIG. 27b), chutes (817) for sending unburned particles (e.g., coal) to a trash can (818) where the unburned particles are placed, an additional metal filtration system (820), a second electric blower (822), and a smoke stack (824) for discharging clean gas into the environment.

[0061] FIG. 28 illustrates an exhaust system (900) for a motorcycle. As illustrated, a first selective catalytic reduction filtration system (902) is arranged within the exhaust tubing (904), and an electric heater (906) and a second selective catalytic reduction filtration system (908) are arranged within the exhaust housing (909). As illustrated in FIG. 28, the heater (906) is arranged to extend within the housing (909) near the inlet (912) of the housing (909), and the second selective catalytic reduction filtration system (908) is located downstream of the heater (906). The heater (906) is configured to operate using the desired voltage of the vehicle (e.g., 6 to 45 amperes).

[0062] The selective catalytic reduction filtration system (902, 908) is configured to reduce nitrogen dioxide gas by oxidizing the nitrogen dioxide gas and converting it into harmless exhaust emissions that are discharged outside the exhaust system (900) and into the environment, without the need to introduce a liquid reducing agent into the selective catalytic reduction filtration system (902, 908), as described above with the selective catalytic reduction filtration system (604, 708, 806, 810).

[0063] Each of the selective catalytic reduction systems (902, 908) comprises a plurality of honeycomb-shaped openings coated (916, 917) with one or more precious metals, a plurality of rods (918, 919) made of metal or alloy extending longitudinally through the honeycomb structure, and a filter (914, 915) having a plurality of magnets (920, 921). It should be noted that the rods (918, 919) may instead or additionally extend transversely with respect to the filter (914, 915). The rods (918, 919) and the metal coating (916, 917) support ensuring that the internal temperature across the filter (914, 915) is maintained. Magnets (920, 921) are arranged and distributed within the filter (914, 915) to help further obstruct and slow down the flow of exhaust gas and particulates through their polarity as they pass through the filter (914, 915) by increasing the current near the magnets (920, 921) to allow the heating of the exhaust gas for a longer period within each individual selective catalytic reduction system (902, 908), thereby allowing further oxidation and reduction of toxic byproducts of the exhaust gas. It should be noted that in addition to or instead of placing the magnets (920, 921) within the filter (914, 915), the magnets (920, 921) may be arranged adjacent to the filter (914, 915) and / or outside the housing of each individual selective catalytic reduction system (902, 908).

[0064] Additionally, it should be noted that although two selective catalytic reduction systems (902, 908) are shown, the exhaust system (900) may contain only one selective catalytic reduction system (908) in the housing (909).

[0065] FIG. 29 illustrates an exhaust system (1000) for a lawn mower. As illustrated, an electric heater (1002) and a selective catalytic reduction filtration system (1004) are arranged within an exhaust housing (1006). The heater (1002) is arranged to extend upstream within the housing (1006), and the selective catalytic reduction filtration system (1004) is located downstream of the heater (1002). The heater (1002) is configured to operate using the desired voltage of the vehicle (e.g., 6 to 45 amperes). Note that if the lawn mower and / or other machine is not operated by a battery, heat may be supplied by the engine instead of using the heater.

[0066] The selective catalytic reduction filtration system (1004) is configured to reduce nitrogen dioxide gas by oxidizing it and converting it into harmless exhaust emissions that are discharged outside the exhaust system (1000) and into the environment, without the need to introduce a liquid reducing agent into the selective catalytic reduction filtration system (1004), as in the selective catalytic reduction filtration system described above. The selective catalytic reduction system (1004) includes a filter (1008), which has a plurality of honeycomb-shaped openings, is coated (1010) with one or more precious metals, and comprises a plurality of rods (1012) made of metal or alloy extending longitudinally through the honeycomb structure, and a plurality of magnets (1014) arranged within the filter (1008). The heater (1002), rods (1012), metal coating (1010), and magnets (1014) perform the same function(s) as described above in relation to the exhaust system (600 to 900). It should be noted that, in addition to or instead of placing the magnet (1014) inside the filter (1008), the magnet (1014) may be arranged adjacent to the filter (1008) and / or outside the housing (1006) of the exhaust system (1000).

[0067] FIG. 30 illustrates an exhaust system (2000) for a non-battery operating machine using fossil fuels. As illustrated, a selective catalytic reduction filtration system (2002) that does not use a liquid reducing agent comprises a filter (2004), which is arranged within a housing (2003), has a plurality of honeycomb-shaped openings, is coated (2006) with one or more precious metals, and comprises a plurality of rods (2008) made of metal or alloy extending longitudinally through the honeycomb structure, and a plurality of magnets (2010) arranged within the filter (2004). The rods (2008), metal coating (2006), and magnets (2010) perform the same function(s) as those described above in relation to the exhaust system (600 to 1000), but there is a difference in the system (2000) that the elements are not heated within the housing (2003). It should be noted that, in addition to or instead of placing the magnet (2010) inside the filter (2004), the magnet (2010) may be arranged adjacent to the filter (2004) and / or outside the housing (2003) of the exhaust system (2000).

[0068] The foregoing description and the accompanying drawings illustrate the principles, exemplary embodiments, and modes of operation of the present invention. However, the present invention should not be interpreted as being limited to the specific embodiments disclosed herein. Variations to the embodiments described above will be recognized by those skilled in the art without departing from the scope of the invention. Accordingly, the embodiments described above and the accompanying drawings should be regarded as exemplary rather than restrictive.

Claims

Claim 1 A catalytic converter comprising: a housing including a first shell and a second shell, wherein the second shell is bounded at an inlet port and an outlet port and the second shell is spaced apart from the first shell; a magnet positioned outside the second shell and between the first shell and the second shell to help obstruct and slow down the flow of toxic gas and particulate matter within the second shell; and at least one heater disposed within the second shell, configured to heat the toxic gas and particulate matter entering the catalytic converter through the inlet port and to reduce the toxic gas and particulate matter before the toxic gas and particulate matter exit the catalytic converter through the outlet port. Claim 2 A catalytic converter comprising: a second shell bounded at an inlet port and an outlet port; a first shell spaced apart from the second shell; a magnet located outside the second shell to help generate a magnetic field within the second shell and to hinder and slow down the flow of toxic gas and particulate matter within the second shell; a honeycomb filter placed within the second shell to further slow down the flow of toxic gas and particulate matter from the inlet port to the outlet port of the catalytic converter; and a pad located between the second shell and the honeycomb filter to insulate the inside of the second shell, wherein the pad and the honeycomb filter together support the removal of toxic gas and particulate matter within the catalytic converter. Claim 3 A catalytic converter according to claim 1, wherein the magnet is an electromagnet. Claim 4 A catalytic converter according to claim 1, wherein the first shell surrounds the second shell. Claim 5 In paragraph 4, a catalytic converter in which another heater is disposed within the second shell. Claim 6 A catalytic converter according to paragraph 2, wherein the honeycomb filter comprises a metal material. Claim 7 A catalytic converter according to claim 6, wherein the metal material comprises a precious metal. Claim 8 A catalytic converter in which, in paragraph 2, the magnet is an electromagnet. Claim 9 In claim 1, the catalytic converter is a component of a vehicle exhaust system. Claim 10 A catalytic converter according to claim 1, wherein the catalytic converter is coupled to a smoke stack. Claim 11 In paragraph 2, the catalytic converter is a component of a vehicle exhaust system. Claim 12 In paragraph 2, the catalytic converter is a catalytic converter coupled to a smoke stack. Claim 13 delete Claim 14 delete Claim 15 delete Claim 16 delete Claim 17 delete Claim 18 delete Claim 19 delete Claim 20 delete Claim 21 delete Claim 22 delete

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