US1221337A - Internal-combustion engine. - Google Patents

Description

E. P. KRILL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT-25.19%.

Patented Apr. 3, 1917.

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Specification of Letters Patent.

' Patented Apr. 3, 1217.

Application filed September 25, 1915. Serial No. 52,685. l

To all whom it may concern:

Be it known that I, EDWARD P. KRILL, a citizen of the United States, residing at St. Louis in the State of Missouri, have in-' vented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates tointernal combustion engines, and has for its object to provide a device designed to accelerate the motion of burnt gases from the combustion chambers of the cylinders of an engine, and

thus materially increase the operating efliciency-of the engine.

Another object is the provision of a simple and practical means of effecting the expulsion of the burnt' products of combustion embodyin essentially a blower connected with the exhaust pipe of the engine, whereby a partial vacuum is maintained in the portion of the exhaust pipe adjacent the engine during operation of the latter.

With these and other objects in view, the invention consists in the novel construction, arrangement and formation of parts as will be hereinafter specifically described, claimed and illustrated in the accompanying drawing, in which:

igure 1 represents a plan View of the invention embodied in the chassis of a motor vehicle,

Fig. 2 represents a detail side elevation of the fanblower, one of the side walls of the casin thereof being removed.

Re erring to the drawing in detail, wherein similar reference numerals designate corviews, the numeral 5 indicates generally the chassis of a motor vehicle, which is supported at one end upon the rear or driving axle 6 rotatably received in the housin tube 21. An internal combustion engine 7 o the usual or any preferred type is mounted in the forward portion of the chassis 5 and is provided with the usual exhaust pipe 8 extending rearwardly of the chassis 5 and being connected at its rear end with a mufiier 9.

Acasing 9 is sup orted in the chassis 5 and is provided wit the usual inlet and exhaust pipes 10 and 11, respectively. At a point intermediate the engine 7 and the muflier 9, a section of the exhaust pipe e is cutout and the forward portion thereof is connected with the inlet pipe 10, and the rear portion thereof. is. connected with the outlet pipe 11. A- shaft 12 is rotatably mounted in the casing 9 and is provided with a suitable type of rotor 13, adapted, When rotated, to cause a draft of air to flow from the inlet through the outlet pipe 11.

A rotor shaft 12'is rotatably supported in the casing 5 and is extended a distance laterally of the casing 9 and is provided with a bevel gear-wheel 14, which meshes with a bevel gear wheel 15 non-rotatably secured to a counter-shaft 16'disposed longitudinally of the casing 5 and providedat its rearend with a bevel gear wheel 17, which latter is are rotatably supported in a bearing mefi'r ber 20 attached to the chassis 5 and a part 4 of the housing tube 21 is enlarged, as indicated at 22, to provide a protective housing for the bevel gear wheels 17 and 18.

During operation of the engine, rotary motion is transmitted to the rotor 13 through the bevel gear wheels 18 and 17, counter shaft 16, bevel gear wheels 15 and 14 and the shaft 12. The rotary motion of the shaft 12 and rotor 13 creates a suction in the forward portion of the exhaust pipe 8 and thus when the exhaust valves of the en glue 7 are openedthe products of combustion in the explosion'chambers are quickly and thoroughly exhausted from the cylinders. The products of combustion in the explosion chambers are quickly and thoroughly exhausted fromthe cylinders. The products of combustion are exhausted from the easing 9? through the outlet pipe 11 and the rear extremity of the exhaust pipe 8:1

By connecting the rotor 13 with the rear axle 6, instead. of with the crank or drive shaft of the engine, it is evident that when the vehicle is stationary and the en ine is running idle the rotor 13 will remam stationary and the blades thereof will act as bafiie plates to decrease the noise which accomplishes the discharge of the exhaust products of combustion from the engine. It is further evident that by so arranging the driving connections between the rotor and the engine, the speed of the rotor is governed by the speed of the vehicle and not by the speed of the engine. I

. I s further evident that when the vehicle is running in low gear, as when starting or climbing steep grades, the rear axle 6 rotates at a considerably lower speed than the engine shaft and thus the rotor 13, which is directly connected with the rear axle, rotating at a comparatively low speed will retard the passage of the products of combustion through the exhaust pi e 8 and thus further decrease the noise w ich accompanies the discharge of the exhaust products of combustion. 7

What I claim is:

1. The combination with a motor vehicle including an internal combustion engine, a rear axle connected therewith, an exhaust ipe connected with the engine, and a muf- Eer connected with said exhaust pipe, of a casing lhaving inlet and outlet ports connected with the exhaust pipe intermediate the engine and muflier, a rotor mounted in the casing adapted during operation to force the products of combustion from the engine through the muflier, and driving connections between the rear axle and said rotor for operating the latter only during travel of the vehicle.

2. The combination with a motor vehicle including a chassis, an' internal combustion engine supported upon the chassis, a rear axle connected with the engine, a housing tube receiving said rear axle, and an exhaust pipe connected with the engine, of a casing having inlet and outlet ports, a shaft rotatably mounted in said casing and extending .exteriorlythereof, a rotor arranged in said casing and supported upon said shaft, a bearing member secured to said chassis supporting one end of said shaft, a countershaft rotatably supported in one end of said bearing member andsupported at its opposite end in said housin tube, bevel gear wheels connecting the ad acent terminals of the first and second-mentioned shafts, the inlet and outlet ports of the casing being connected with said exhaust pipe, and bevel gear wheels connecting the rear axle with the second-mentioned shaft and being housed within the axle tube.

In testimony whereof I afiix my signature in presence of two witnesses.

- EDWARD P. KRILL. Witnesses:

GEO. C. HUBERD, HENRY C. Gnnnns.

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