US1250657A

US1250657A - Atomizer for internal-combustion engines.

Info

Publication number: US1250657A
Application number: US10160416A
Authority: US
Inventors: Henry M Reichenbach
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-06-03
Filing date: 1916-06-03
Publication date: 1917-12-18
Anticipated expiration: 1934-12-18

Description

H. M. REICHENBACH.

ATOMIZER FOR INTERNALCGMBUSTION ENGINES. APPLlcATloN msu Junfa. |916.

2 SHEETS--SHEET l.

Patented Dee. 18, 1917.

H` M. REICHENBACH. Aromen ron INTERNAL coNBusnoN ENGINES.

APPLICATION FILED JUNE 3| |916.

2 SHEETS-SHEET 2L Patented Dec. 18, 1917.

HENRY BEICHENBACH, OF DETROIT, MICHIGAN.

ATOMIZER FOB INTERNAL-COMBUSTION ENGINES.

. Specification of Letters luttent.

Patented Dee. 18, 1917.

Application flied June 3, 1816. Serial No. 101,804.

To all rwhom it may ooi/worn.'

Bo it known that I, HENRY M. Ruini-inn man, s citizen of the 'United States, residing at Detroit in the county of Wayne and State of Michi an, have invented certain new and useful 'improvements in Atoinizers for Internal-Combustion Engines; and I do hereby declarellthe -following to be a. full, clear, and exact description of the invention, such as will enable others skilled in the srt to which it appertalls to make and use the saine. I

My present invention relates to atomizers for internal combustion engines, and relates to that type of sitorniizer in which u primary uir inlet into the intake conduit, is supple niened by n secondary oir inlet, the opening of which is controlled by e valve responsive .to engine suction.

The present invention relates'to certain improvements in the features indicated, also to improvement in the feature by which a.

' g'yrational or helical swirl is given to the secondary air supply, and to means hy which the secondary ,nir supply is mudo to mingle completely with ,the fuel-laden pri miyair supply. I

y invention also relates to the prov1s1on of a primary fuel supply inlet and to u secondui fuel supply inlet of e special type, this in et being also provided with u special means of supplying air.

In the drawings: l

Figure 1 is :i section of my improved device.

Fig. 2 is a bottom view of the same.

Fi 3 isn cross section througli-the oonduit )ust back of the primary fuel inlet.

Fig. 4 is u vertical section of my improved vulve.4 i v Fig. 5 is a horizontal section; and Fig. 6 is u top view of my improved sec-- Ondury fuel inlet valve. n

In'the drawings, 1 represents the atomrzcr 0I' my internal combustion engine supplied with. flanges 2, which, by means of bo ts 3, muy be secured to said engine. Inthe in* take conduit 1 Vof my atomlzcr there is pro# vided a throttle -vulve 2 adjustable by means of a. lever-3'. At the ,extreme left there is shown a primary air nozle 4 seated in the'end of an inner conduit 5, and udprovided with slots 8 through which the fuel is dischargedby means of hydrostatic pressure and engine suction, and the length of which slots may be controlled by the ad justing plug 9 shown in Fig. 1.

The fuel dischar e pipes are supplied. from n constant leve device, which is of the usuel type, through pipe or fuel conduit 11 entering into a chamber 1.2 formed at the lower part of my device, this chamber being closed by aV plu 13. Lending from the chamber 1.2 is u pipe 14, through which fuel may also he discharged to u part to be alluded. to later. f

The priin'ary air conduit 15 is circular in section, and is surrounded by a secondary` conduit 16 circular in section for the most port. This secondary conduit has en exten sion 17,011 one side, however, and is provided with flanges 18. U on these flanges '18, which are square in s ape, I mount a frame 19 of the size of the exterior of the flanges, and clamp the two together by means of screws 20.

Between the frame `und the flanges lust named, I suspend a valve, made of ilexible elastic material or flexibly hinged, 21. This valve, when the engine is quiet, rests upon the inner face-.of th'e freine, as rshown in Fi 3. Under engine suction, however, the va ve is bent inward, as indicated by the 4 dotted lines in Fig. iwand may be bent inwurd -until it contacts with the exterior of the inner circular conduit. The secondary air sup ly enters the opening thus formed undert l e valve, and is deflected around the primary conduit and carried forward by. engine suction in a gyrational s iral. When Yit reaches the end of thesccon ary conduit,

' it encounters the converging walls 22 of said.

conduit, and is compressed and forced upon the inner or primary fuelladcn air supply, and the two are thoroughly mingled.

It will be noted that the arrangement is such that the secondary air supply, on entering, passes under the primary air conduit4 and forward toward the opening between the two, where it encounters the primary air supply; th is latter being laden with fue] is heavierthan .the secondary air supply and has a tendency to fall. This tendency brings it into intimate n'iixiure with theu secondary air supply compressed by the Walls Q2 and driven by the pull of' the engine, so that the two are completely mingled and the spira] motion not materially' affected. This motion, moreover, serves to sweep the walls of the conduit. ,near the engine, comparatively clean of precipitated" fuel.

On the engine side of the, throttle I arrange an opening 23, here shown in the top of the conduit, and around this opening hut eccentric thereto I provide a circular walled seat 24. Mounted within this wall 24 l have a'valve 25 adapte-d to turn within -said walled seat by means of the handle 26. The valve is held in its seat hy any suitable means, such as the screw 27, shown in fi. taking into a proper slot. vertically within said valve is a Channel 55B, mounted ei-ocej. tric tothe axis of the valve. and` so that when the valve is turned ini'o one' position said .chan'el regislcrs with the opening E25- in the top of the conduit.

'I arrange a horizontal passage 29 within said valve communicating with the channel 28 aforesaid at one end, and at the other registering with an opening 30 in the wall or seat.

The arrangement of these'parts and openings is such that when the channel 28 registers with the opening 23 the passage 29 registers with. the` opening 3G in the valve seat. 'Communicating with the opening 30 is the 40 pipe 14 before referred to.

It will he seen that when the throttle is closed, if the valve be turned so as to bring the channel 28 and opening 23, and the passage 29 and opening 30', into registry, engine 'suction will be efiectiveto pull. fuel through the pipe 14 into the conduit on the engine side' of the' throttle, together with a supply of air entering through the channel .for priming or starting purposes. l provide a nozzle 31 fitting in the passage 29, said nozzle provided with a` narrow discharge opening, across which air entering channel '28. passes at right angles to the direction of fuel discharge.

After starting, the throttle valve being open, the valve 25 is turned. to shut oil the supply of air and fuel through the open; ing 23.

This` atomizer may he, ii desired, ast lin one piece, or it may he. .in separated parts and the primary and secondzlry conduits united hyscrew threads indicated at 3l.

lt will thus be soon that l have provided :i sim ple und efficient atomizrr for use in corn neet-ion with engines of the internal oombastion type in which atomized air and fuel are intimate'l and eiiciei'ltly mixed, and as part of 'whici l provide a suitable and efiioient priming device,

Having thus described my invention, What l claim as new and desire to secure by Letters Patent, is:

l. .lfn an .atomizer for internal combustion engines, incon'il'Jination, a horizontal prii'nary air supply conduit, of cylindrical form, a secondary air supply conduit sun rounding said first named conduit at a distance therefrom, said secondary air conduit lextending beyond. and lhaving' an opening for the admission of a secondary sup ly of air, and a sprin deflecting valve, c osing said opening, valve adapted. to open in Ward toward and against the walls of the inner conduit, whereby the secondary current is given a. directlon tangential to the body or air passing through the primary conduit, which tange'fntial direction becomes, ui'uler the pull oiJ the engine, helical whereby the secondary volume of air acquires a swirlin 1n oti o n. v

ln-an :itornizer for internal combustioi'i engines, in comiiination, a. horizontal primary air supply conduitof cylindrical form, a 'secondary air supply conduit surm rounding' said first named. conduit at a dis tance'thererom, said secondary air conduit extending beyond and having an opening for the admission of a secondary supply of aii, ,a spring deecting valve, closing said opening,'said"valve adapted to open inward toward and against the walls of the inner conduit, whereby the secondary current is given a direction tangential to the bodyof air passing through the primary conduit, which ti'oigential direction becomes, under the pull of the engine, helical whereby the secondary volume of air acquires a swirling motiifn. and converging walls at the end of the secmidary conduit, whereby. the secondN ary current of air is forced inward upon and into adrnixture with the primary current.

3. In an atomizer for internal combustion engines, in comhinationl'a conduit, an opening in a. wall of said conduit, a valve seat eccentric to said opening, a valve mounted on said conduit in said seat ada ted 'to close said opening, a. channel in sai valve leading-.to the air, and adapted to register with l said opening when the valve is in' open position, there being a, second channel in said valve connected to said first channel and when the `valve is open, connected to a fuel supply.

4. ln an atomizcr for internal combustion engines, in combinatioina conduit, -an opening in the wall of said conduit, a valve, consisiing of a fixed and. a vertical' rotatable part ,mounted adjacent said opening, the, rotatingr parl' having a. vertical channel adapted to register with the conduit Wall 1.30

opening when the valve is turned in one position and to close said opening when the valve is turned into another position, said channel being open to the air at its outer end whereby ail" may be admitted to the conduit, said valve being provided with e horizontal channel, communicating et one end with said first channel, ,an opening in the fixed part, said second channel and. opening adapted to register when the valve is turne to the ir o'pen position, and means for supgiying. fuel t0 said fixed part opening Wherey both air and fuel may pass into the con duit in the open osition of the valve.

In testimony W 1ereof,1 affix my signature.

HENRY M. REICHENBACH.