US1149322A - Method of and apparatus for feeding liquid fuel to internal-combustion engines. - Google Patents

Description

C. W. BAKER. METHOD 0F AND APPARATUS F-DR FEEDING LlQUlD FUEL TD INTERNAL COMBUSTIDN ENGINES. y

ARPUCATION FILED IULYSI, 1913.

Lmy MenwdAng. w, 1915.

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UN Titi@ lidi-hn @litiitlGEo I CHARLES WHXTXNG'T BAKER, 0X MUNTLAR, NEW JERSEY.

METZ EOD OiE iil) APPRATUS FOB FEEDING LQU@ EURL it@ ElYITERHLCMBUSHQN ENGINES.

Specification of Letters Patent.

Application tiled. July 3l, 19m.' Serial No. mtitt fuel into the inlet air passage in finely atomized form, and in proper quantity for all variations ot speed and load, the-quantit of fuel delivered being directly controlledyhy the operator or hy an automatic governor, whereas in the ordinary carbureter, the liqnid fuel is drawn in by the suction of the entering air and can only he controlled by the operator indirectly, by means of the throttle-valve on the air inlet pipe to the engine.

lin my improved method 'of feeding liquid fuel, a small rotary1 pump, driven by the engine, draws the llqvuid fuel from a reservoir and forces it in a fine stream into con? tact with a stream of air or gas moving at high velocity, through a contracted passage.

rl`he liquid iuel is atomized 1oy the rapidlyy moving air current, and is carried forwardv mingled with it as a tine tog into the inlet air pipe ot the engine, where it mixes with the entering air. l provide means, as hereinafter described. for closely1 regulating the quantity of oil delivered by the rotary pump according to the speed of the engine and the load upon it. lVhile the quantity of the air or gas used for atomizing will also var v according to the speed of the engine and the amount `of liquid to be atomized. close regulation is not necessary here, as my experiments have' shown that with a high velocity ot the air current, only a moderate quantity of air is needed to atomize even the largest quantity ot fuel that the engine can use. 'lhe volume of atomizing .air should be suticient, however, to give a. high velocity through the contracted passage in which the stream of oil comes in contact with the currento air, without making the contracted passage so small that it is liable to accidental stoppage. l prefer also to use a low pressure for the atomizing air,

one to ten pounds per square inch, as higher pressures are not necessary to give the required velocity for iine atomizing.

My invention will be understood by reterence to the accompanying drawings in f whichligure 1 is a side elevation of an automobile engine equipped with my improved means for fuel feeding; Fig. 2 is a longitudinal section or" the atomizer; Fig. 3 is a. partial sectional elevation of a modification showing a means for utilizing exhaust gases from the engine for producing the atomizing blast; and Fig. 4 is a sectional detail ci the oil feed pum Similar re 'erence numerals indicate similar parts in the several views.

fl`he engine shown in Fig. il comprises two cylinders l and 2, suitably incased, and having inlet chambers 3 and l respectively, connected to a' common manifold or header 5 with intake tube 6. i designates the crank case in which is journaled the driving shaft 8 and lay shaft 9 operating the valve mechanism in the usual manner.

A rotary `fuel pump 10 is attached to any convenient rotating part ot the engine. As shown in `Fig. l, the pump is driven trom the lay shaft 9 through the speed-reducing gearing 11 and shaft 12, the. latter being connected to the pump through a variable ,speed friction drive, comprising a driving wheel l'slidahly mounted on shait l2, and a disk it tast on the shaft l5 of the pump. Illie purpose oi the variable speed friction driveis to vary the amount ot fuel ted to the engine. according to the load upon it, and itV Voperates in the well-known manner, the

driving wheel propelling the driven disk 14 at variable speed according as the driving wheel yis near the center or near the periphery of the dislr. This 'torni of drive is tally illustrated and described in my application Serial h2o. 776,2l-, tiled June 28, 1913. The position of the driving Wheel is under the control of theoperator through a lever le which may he interloclred with, and move with, the throttle-lever 15 through the rnedium oi a rod lo connected tothe throttlelever on the steering wheel. By this means the rate oit feed ot the fuel `is directly governed. This fuel pump may he driven by suitable means trom any other rotating part of the engine. Any suitable pump may he employed for this purpose.v rthat shown in titi lid@

iltiti liti Fig. l comprises two similar gears 16 and 17 intermeshing with each other and mounted for rotation in a tight fitting case 18. The

oil is admitted to the case through an inlet 19 and is carried by the gear teeth to 'an out'-l let 20, the gears being rotated in the directions indicated by the arrows, by a gear on the shaft 15. The liquid fuel is thus delivered to the engine in a' continuous stream in the quantity requiredby the engine. To give a general idea of the proportion of the parts, if an automobile engine requires one one-hundredth cubic inch of gasolenc per revolution at full load, and if the speedreducing gear is such that the pump, when the friction gear is set for highest speed, runs at one-tenthv the speed of the engine, then the 'pump should deliver one-tenth cubic inch per revolution. At lighter loads,

the pump willdeliver the same' quantity per revolution butits speed in` proportion to the .engine will be reduced by the friction gearing so that the quantity delivered per engine revolution will be less.

The pump 10 draws its supply of fuel from a reservoir and can do this even if the reservoir is at a lower elevation than the engine, as may happen on an automobile or motor boat, so that no air pressure system for the reservoiris required.

It is one of the most important practical advantages of my invention that kerosene, or other fuel oils cheaper than gasolene, may be used `as a fuel when once the engine is heated, gasolene being used for starting only. To do this I provide two reservoirs, one for gasolene and the other for the second fuel, having delivery pipes 21 and 21 respectively, which are connected by a three-way cock 22 to the suction pipe 19 of the oil pump. By alever under control of the operator, the cock 22 may be moved, connecting the pump suction to either reser-y voir, or, if desired, to draw from'both and so produce a mixture of the two fuels in any desired proportions. r1`he liquid fuel is delivered from the pump through pipe 20 to an atomizer 23.

1n order to prevent any possibility of leakage of the liquid fuel from the reservoir through the pump 10 into the atomizer 23- when the pump is idle, 1 prefer to place in the discharge pipe a small check valve 24 kept closed by a spring 25, as shown in detail in Fig. 2. When rthe pump is running, it delivers the fuel under pressure sutlicient to lift valve 24 and force the fuel past it, but the valve is automatically closed the instant the pump stops.

rlhe atomizer, shown in longitudinal section in Fig. 2, consists of a contracted throat in the delivery pipe 2G through which the atomizing agent flows whereby said atomizing agent is caused to pass through this smaller passageway at high velocity. IThe liquid i fuel is discharged by the pump through a pipe which terminates in this contracted throat, and the oil as fast as it flows is atomized by contact with the 'moving air current. The air carrying the atomized oil as a fine mist is discharged through the outlet 27 into the center. of the intake G. A suitable baitle 35 may be placed above the outlet 27 to facilitate the mixing of the fuel charged atomizing air jet with the more slowly moving current of airdrann in by the engine. W

A convenient construction for the atomizer as shown in Fig. 2, is to make it in the form of a T-coupling into the lower end of which is connected the ,casing for valve 24 and spring 25, and into the arms of which are connected the pipe 26`leading from the supply of atomizing agent, and outlet 27 extending into intake 6, said outlet having a contracted orifice as shown.

The air or gas under the necessary pres- Y Such a blower requires no valves, and will deliver a continuous stream of air at sufficient pressure to effect the atomizing of the oil fuel, the-air being delivered through pipe 26 to the atomizer.

ln an engine operating on the two-stroke cycle, the air under pressure to effect the atomizing may be taken from the scavenging air reservoir or the crank case. I prefer, however, especially where kerosene is to be used as fuel, to use hot exhaust gas from the engine for atomizing the oil. For this purpose, as shown in Fig. 3, a small hole is drilled into one or more of the engine cylinders, and a pipe 29 extending through the water space and leading to 'a reservoir 30 is inserted. The hole is so located in the barrel of the engine cylinder 2, that it will be uncovered by the piston a short time bey purpose of the reservoir 30 is to change the l intermittent flow from the cylinder 2 into a continuous flow through the atomizer 23 and thence tothe engine. A screen 32 is placed in the reservoir 30 between the inlet clog the atomizing passage. One end of the reservoir is removable for access to the interior, and a relietvalve 33 may be placed upon it to prevent over-pressure in case enn plosions should occur inside the reservoir.

ln the apparatus shown in Fig. 3, l employ the same form of atomizer shown in Figs. l and 2, the hot gas from the reservoir being discharged through the contracted passage of the atomizer by a pipe 3l leading from the reservoir 30, and the stream of oil from the pump l is delivered through the' pipe and check valve 24 into the moving current of hot gas. This stream of hot gas not only breaks up, by its mechanical action, the stream of liquid fuel into a fine fog, but by its high temperature, it vaporizes a part of the liquid fuel and thus carries it into the inlet air passage in the best possible condition for thorough mixture with the entering air andfor complete combustion. lt will be apparent that the pipe through which the mingled current of'hot gas and atomized fuel is discharged into the inlet air pipe may be placed in any desired position, ver tical, inclined or hori,zontalwauuzl` the inlet air pipe of the engine consequently may be placed in any position which the designer may lind convenient.

l/lhile l have shown and described the above'method' of and apparatus for engine fuel feeding as applied to anautomobile engine, it is applicable to any type of engine l using liquid fuels,

such as may be atomized by the apparatus above described.

lt will lbe understood, of course, that where the conditions require it, the variation in the rate of fuel feeding by the variable speed friction drive to correspond to varia- 4 tions in'load mav be made automatically by liti a governor mechanism instead made by the operator.

llVhat ll claim is A, Y

l. 'lhe method of feeding liquid fuel to an internal \combustion engine which consists in delivering a continuous stream of such fuel to the engine proportioned in quantity to suit the engine-s speed and the load upon it, and subjecting said stream of liquid fuel to the atomizing action ofv a current of high pressure fluid in such manner that the rate of flou" of said continuous fuel stream will not be affected by the action of said atomizing current, and delivering said atomized fuel with the atomizing fluid to the intake pipe of the engine. y

rlhe method of feeding liquid fuel to an internal combustion engine which consists in delivering a continuous stream of such fuel to the engine proportioned in quantity to suit the engines speed and the'load upon it, and subjecting said stream ofl liquid fuel to the atomizing action of a current of gas of being under pressure flowing from the engine cylinder in such manner that the rate of dow of said continuous fuel stream will noiJ be aheeted by the action of said atomizing current, and delivering said atomized'fuel with the .atomizing fluid to the intake pipe of the engine.

3. ln an internal combustion engine, the combination with means for delivering a continuous stream of liquid fuel to the engine proportioned in quantity to suit the engines speed and the load upon it, of means lfor atomizing the fuel by the action of a current of high pressure gaseous fluid, said atomizing fluid being so applied as not to affect the rate of flow of the liquid fuel, and means for delivering said fluid with the atomized fuel into the air intake pipe of the engine.

fl. ln an internal combustion engine having a throttle valve to control its speed and power, the combination with .means for measurin and delivering a continuous stream of liquid fuel to the air intake pipe of said engine in quantity proportioned to the speed and power of the engine, of means for atomizing said stream of fuel by the action of a current of high pressure gaseous fluid without interfering with the rate of flow of said fuel and said duid, and means for delivering said fluid and atomized fuel into the air intake pipe of the engine below said throttle valve.

5. In an internal combustion engine, the combination with means for delivering a continuous stream of liquid fuel to the engine, of means for regulating the quantity of said fuel according to the speed of the engine and the load upon it, means for atomizing the fuel by the action of a current of high pressure gaseous fluid, and means for delivering said fluid with the atomized fuel into the air intake pipe of the engine without affecting the rate of How of said fuel.

G. ln an internal combustion engine using liquid fuel, and controlled by a throttle valve, a liquid fuel atomizer discharging into the intake pipe of said engine below the throttle valve, means for delivering to said atomizer a continuous stream of liquid fuel proportioned to the engines'speed and load,

and means for delivering a current of gaseous fluid at high velocity to said atomizer.

7. ln an internal combustion engine, having an air intake, the combination ofa liquid fuel atomizer dis-charging into said intake means for delivering a continuous lll@ lll@

liquid fuel, the combination with a pump driven by the engine delivering a continuous stream of liquid fuel in quantity suited to the engines speed and load, of means for atomizing said liquid fuel in its passage to the engine, said means comprising a pipe through which a current of gaseous fluid is caused to flow at high velocity and in which l the stream of liquid fuel meets said current,

charging into the air inlet of the engine below said throttle valve.

10. In an internal combustion engine controlled bv a throttle valve, the combination with means for measuring and delivering a continuous stream of liquid fuel to said engine in quantity proportioned to the volume of air passing through said throttle valve, means for atomizing said stream of fuel without varying its rate of flow by a jet of gas from the engine cylinder, and means for delivering the. atomized fuel and gas into th`e air intake pipe below the throttle valve. .f f

In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses.

CHARLES VVHITING BAKER.

Witnesses:

RAYMOND PLUNKETT, PAUL H. FRANKE.

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