US1282902A - Carburetter attachment. - Google Patents

Description

"1 se an oni.

HARRY E. MAY, OF SEDAL-I, MISSOURI, ASSIGNOR, BY DIRECTND MESNE ASSIGN- MENTS, OF TWO-THIRDS T0 HOLMES HALL, 0F SEDALIA, MISSOURI.

CARBURETER ATTACHMENT.

Specification of Letters Patent.

Patented Oct. 29, itgl.

Application led September 19, 1917. Serial No, 192,048.

To all whom t may concern:

Be it known that I, HARRY E. MAY, a citizenr of the United States, residing at the city of Sedalia,in the county of Pettis and State of Missouri, have invented certain new and useful Improvements in Carbureter Attachments, of which the following isa specification.

This invention is in the nature of a carbureter or an auxiliary carbureter oran adjunct to a carbureter. It is not necessarily to be attached to a carbureter, but will be so located relative to the gas inlet to an internal combustion engine as to give the best results or to be most conveniently attached. In the drawings it is shown connected to the intake manifold of such an engine.

This device serves the double purpose of forming a more highly explosive mixture and therefore one which produces more power and also of keeping the cylinders and other parts free of carbon. v

In actual use it has been found to increase the mileage of a motor vehicle by thirtyfive to forty per cent. from the same quantity of gasolene, or otherwise stated, it has thus been found to save about twenty-five to thirty per cent. of the gasolene for the same mileage.'

In the accompanying drawings forming part of this specification, in which like numbers of reference denote like parts wherever they occur, Y

Figure l is a side elevation (partly in' section) showing the relation of this device to associated parts of a motor vehicle Fig. 2 is a det-ail of a knob mounted upon the instrument board of a motor vehicle, by which knob this invention 'may be rendered active or inactive;

Fig. 3 is a side elevation of this device;

Fig. 4 is a view taken on the line 4.--4 in Fig'.l '3 looking in the direction of the ar-A rows Fig. 5 is a view taken-.onthe line -5..-5 in Fig. looking in the direction of the' arrows v 'and.

Fig. 6`is aview takenr on theI linel6-,6iin' Fig. 1 looking in the direction of the arrows.

This device is mounted ad] acent to the exhaust manifold l-orexhaust pipe of an internal combustion engine, preferably by means like the threaded stud 2', and consists primarily of a member 3 contammg a chamof plunger -t in a direction away from pipe 7, water is allowed to flow through passage 6 and into the chamber within member 3. Due to the fact that stud 5 practically fills passage 6, the admission of water therethrough is in the form of a ilm covering the surface of stud 5, which is quickly converted into steam by the inrush of hot air through the lair-inlet 9, formed through the wall of the chamber 3 and located, as above stated, adjacent to the exhaust manifold l or some similar hot part of the engine whereby the air is heated. The heat from the exhaust also passes through stud 2 directly to stud 5 and prepares the ilmof water for vaporization. The action of the pistons of the engine relative to the intake manifold is well understood, the same exerting a drawing power through the said intake manifold 4whereby the said steam and hot lair from airinlet 9 are drawn through outlet 11 into the intake manifold connection l0 and thence into the intake manifold and cylinders of the engine.

The mixture of too much air with the gasolene in the carbureter proper makes the gas too thin and the engine will not operate properly; but the addition of steam and hot air to the gas after the gas has entered the intake' manifold' from the carbureter is 'found to be advantageous to the mixture and to give more power and to eect` a consequent saving inthe consumption' of gasolene, there being a better=adm1xture of air andV gasolene in the intake manifold-than is possible in the carbureter proper. The great heat enteringwthrough air-inlet 91 heats the steam and raises the gas that enters from the carbureter to the high temperature of the steam, which high temperature and the presence of steam contributes to the above stated beneficial result. Moreover, the introduction of steam into the cylinders and other parts of the engine clears out all existing carbon,

and thereafter the continual admission of steam in the manner hereinbefore stated keeps the'cylinders and all other parts with which it comes in contact free from carbon. This alone tends to an increase in the power as well4 as economy in operation and repairs.

When the device is in the position shown in Fig. 1, air-inlet 9 is closed'by plunger 47,'

as is also the outlet 11 and the water inlet from pipe 7, and plunger Tl is caused to move to the right in Figs. 1 and 3 by the opening of the gasolene throttle. No means is shown in the drawings for controlling the rod 12, which is so connected by a rod 13 attached to the lever 14 as to move plunger 4l either to the right or to the left in Figs. 1 and 3. Although not shown in the drawings, any suitable means may be used to operate rod 12, and such means will be preferably connected to both the foot-throttle and the hand throttle, so as to be actuatable by either, which hand and foot throttlesl may be of any common or ordinary type not necessary to be shown. In case of the presence of intervening parts of any particular machine that make it impossible to use a rod 13, a flexible shaft may be substituted therefor, and either the said draft or rod 13 can be removably and adjustably attached in any suitable manner in one of the holes 15 in the lever 14.

The lever 14 is pivoted at 1,6 in the slot 17 j in lever 14 and is furthermore fulcrumed at 18 on forked bracket 19. lStud 20 extends from rod 13 through one of the holes 15. The advantage of controlling the degree of opening of inlet 9 and outlet 11 by movement of the gasolene throttle is that when the engine is throttled down it is undesirable to have the advantages in the mixture in the intake manifold hereinbefore described; but when the throttle isopen while the vehicle is running freely along the road or when the throttle. is wide open because of a hard pull, then it is desirable that the opening of the throttle shall simultaneously have moved plunger 4 to the right in Figs. l and .3 so as to give alarger passage through inlet.9 and outlet 11 and that there should at such time be a larger part of stud 5 exposed with its film of water, whereby a larger amount of steam will be formed.

Water pipe 7 may communicate with the water jacket of the engine or with the radiator, or with any other suitable water supply. Heated water is preferable as it more readily can be converted into steam, but on account of the same emerging into the chamber within member 3 only-in the form of a film covering stud 5, the same will in any event be quickly va'porized by the hot ai'r vthat enters through inlet 9 and the heat of stud 2.

When the engine is being started and before the steam becomeswarm it is undesirable that the steam or air from this device shall enter the intake manifold and for that reason a valve 21 is provided in coupling 22 between outlet 11' and theJ intake manifold connection 10 (as shown in Figs. 1 and 6). The said valve 2l is pivoted in the walls of coupling 22 and moved to open or closed position by pullingor pushing on knob 24 supported by bracket 25, which bracket is attached by screws 26 to instrument board 27 of the vehicle. Knob 2l is connected to shaft 28, which may be either a rodor a flexible shaft in case of need. Shaft 28 is pivoted at 29 to a link 30 which is pivoted at 3l to rockable arm 32, which arm is in xed relation to the pintle 33 on which valve 21 is pivoted.

After the engine has been started, knob 21 will be pulled out, which will open-valve 22 and permit the flow of hot air through inlet 9 .with steam from stud 5 through outlet 11 through coupling 22 and pipe connection 10 to the intake manifold and the cylinders of the engine.

Having thus described this invention, I

hereby point out that many minor changes may be made therein Without departing from the spirit of this invention and the scope of the following claims.

I claim:

l. In 'au device of the character described, the combination of a casing having a bore therethrough of different diameters, a valve seat' at the juncture of two diameters, an exit port for said bore through the wall of the casing connected with a manifold, a valve controlling the said outlet, an air inlet port, a plunger valve slidably mounted in the said bore adapted to close the said ports and seat on said valve seat, an elongatedv stud connected to and extending from said plunger valve into the said 'bore and beyond the valve seat with a. loose fit therein, whereby a film of fluid may pass through the said bore around the stud when the plunger valve is moved off its seat, means for controlling the outlet valve, and means for operating the u plunger valve.

2. In a device of the character described, the combination4 of a casing having a bore t erethrough, of different diameters, a valve seat at the juncture of two diameters, an exit port for said bore through -the wall of the casing rconnected .with a manifold, a valve controlling the said outlet, an air inlet port, a plunger valve slidably mounted in said bore adapted to close the said ports and seat on said Valve seat, an elongated stud connected to and extending from the said plunger valve into the said bore and beyond the valve seat with a loose fit therein, whereby a film of fluid may'passthrough -said bore around the stud when the plunger valve is'off its seat, a bracket on said casing, a

lever fulcrumed in said bracket and pivotally connected at one end to said plunger Valve, and means to operate the said lever, and means to operate the said outlet Valve.

3. In a device of the character described, the combination of a casing having a chamber therein, an elongated bore extending axially through one end of the casing and of less diameter than' and communicating with the said chamber, a` valve seat at the juncture of the chamber and the said bore, a hollow nipple extending from one end of the casing axially in alinenient with and constituting a continuation of said bore, an exit port for said chamber through the wall of the casing connected with a manifold, a valve controlling the said exit, an air inlet port for said chamber, a plunger valve slidably mounted in the said chamber adapted to clos'e the said ports and seat on said valve seat, an elongated stud connected to and extending from said plunger valve and extending through the said bore with a loose lit therein whereby a film of fluid may pass through said bore around the stud, a bracket on said casing, a lever fulcrulned in said bracketand pivotally connected at one end to said plunger valve, and means to operate the said lever, and means to operate the said outlet valve.

In testimony whereof I hereunto aiix my si ature.

gn i'JRY E. MAY.

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