US1431326A - Fuel vaporizer - Google Patents

Description

F. R. PERRY.

` FUEL VAPORIZER.

APPLICATION FILED IuLYzs. IsIs.

Ls 1,326o Patented OCI. 10,1922L 3 SHEETS-SHEET 2.

FUEL VAPORIZER. APPLICATION FILED IULY\26. Isls.

mama@ Patented IICI.I@,I922,

3 SHEETS-SHEET 3.

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iran Ensim n. PERRY, OE oIIIcAe-O, ILLINOIS, AssIGNOE, BY ivIEsNE ASSIGNMENTS, To BENJAMIN morons PRODUCTS Oo., or DETROIT, MICHIGAN, n CORPORATION OE DELAWARE ENEL vA'ronIzEn.

v Apulication filed 'l'uly 26, 1918. SeI'ial No. 246,847.

To all whom it may concern Be it known that I, FRANK R. PERRY, a citizen of the United States, residing at Chicago, in the county of Cook and btate of Illinois, have invented certain' new and useful Improvements in Fuel Vaporizers,of which the following is a description.

My invention belongs to that general class of devices known as fue-l vaporizers, and

relates particularly to a device to be used in connection with internal combustion engines or the like for assisting in vaporizing thecharge of fuel or hydrocarbon. The invention -relates particularly to a device especially adapted to be used in connection with hydro-carbon engines when the heavier hydro-carbon, such. as kerosene, for example, or distillate are used., More especially the invention vrelates to a device arranged between the carburetor and the en- 'gine at the intake and exhaust ports ,of the characters indicate like or corresponding parts- Fig. 1 is a sectional view throughV my improved device, aJ portion ofthe `engine shown in elevation;

Fig. 2 is a sectional view taken substantially on line 2 2 of Fig. l;

Fig. 3 is a sectionalview taken substantially on line 3 3 of Flg. 1;

Fig. 4 is a view in elevation of a modified form of the device and portion of` the enine'` g Fig. 5 is a sectional view through the same similar to 1;

Fig. l6 is a sectional view taken substantially on 'line 6-6 of Fig';

Fig. 7 is a sectional view taken substantially on line7-7 of Fig. 5;

Fig. 8 is a view in-elevation of a portion of the mechanism shown in Fig. 4- sli htly enlarged; and

, ig. 9 is a sectional view of a portion of the construction illustrated in Fig. 1, showing the valves in changed positioned.

Referring to the drawings, particularly Figs. 1 and 3, 1 represents a portion of the engine cylinder and 2 the upper part thereof, a well known type of four cylinder engine having exhaust ports 3, 4, 5 and 6 and intake ports 7 and 8 being illustrated. In-

the construction shown, I rovide associated exhaust and intake manifo ds, the same communicating with the exhaust and intake ports. In Fig. l, I have illustrated a carburetor 9, and butterfly or throttle valve 10,

it,being understood that the particular type of carburetor used, as well as the particular location of valve 10, are immaterial. The exhaust manifold consists of a casingor shell 11 chambered as at 12 and suitably arranged, for example as at 13, for attachment to the exhaust pipe extending from the engine to the desired point. The intake manifold consists of the casing part 16 formed with an intake pipe 1a or the equivalent, the manifold being chambered-as at 17 and oonstructedto communicate with the intake ports 7 and 8. In' the construction shown, I have formed the exhaust and intake manifolds integrally, it being understood that this is immaterial in so far as the present'inventionis concerned. The two manifolds are'secured to thefengine in any suitable manner, so that the' chamberscommunicate with the several exhaust and intake ports of the engine in the usual manner, the particular fastening means forming no particular part -of the present invention. The carburetor may be connected to themanifoldi by means of an elbow 9', or any equivalent for the purpose.

Referring particularly to Figs. 1 and 2,

the intake manifold chamber is providedl with a chamber or passage 18 which is connected by a pipe or fluid conductor 19-20 with the intake manifold chamber 17 adjacent the intake ports of the engine. As

. shown, the art 19 is formed inte rall with the manifo d parts, although the integral construction is not essential, and is substantially an auxiliary manifold. The connecting part 20, chambered as at 21, communicates with and connects the chamber 18 and i l"take ports of theV engine.

with 'the chambers 22 in the conductor 19,

conductor 19- having discharge ports 23 into4 the chambers 17 adjacent the intake ports of the engine. Passage of the charge'from the chamber 15 in. the extending part 14 through the chambers or passages 17 is controlled by a valve member 211, the same being constructed to move to the position nidicated by the dotted lines in Fig. 1, to close the inlets to passage-ways 17 or up into the chamber 18, as'shown, so that the inlets to the passage-ways 174-17 are open. As most clearly shown in Fig. 2, valve 24 is provided with an opening 25 through which explosive mixture may pass through the conductors 2O and 19, and 23 to the passages 17 at the in- If desired, a spring 26 or its equivalent may be employed for normally maintaining the valve in the position shown in dotted lines in the figure referred to. The interior of the valve may be constructed as shown so as not to impede the passing charge. If desired, the valves 211 and 10 may be operatively connected together, although I have found that this is not essential to the operation of the device.

I have shown-the two valves connected by rod 28 secured at 10 to the valve 10, and at the other end to a pin 24 or its equivalent extended through a preferably slotted opening 28 (Fig. 9). Any suitable meansmay be provide for limiting the downward movement of the valve. As shown, I have provided a split ring 27 for this purpose.

If preferred, a rang-shaped tube 29 may be arranged in the passage 17 at the point where the gas is discharged into the passage. As shown (Fig. 3), this is constructed with a recess 29 and provided with discharge holes 30 through which the fluid passinfr through passages 23 is discharged. The tu e 29, however, is not essential to the successful operation of the device.

The operation of the device may be briefly described as follows. IAssuming that the same is applied on a gas engine, it being understood that it is constructed of the desired size, shape, number of parts and with the number of connections necessary for the various exhaust and intake ports, and a carburetor 9 connected thereto'with a suitable source of hydro-carbon supply. The engine and carburetor work in the well knownl manner, and the charge sucked in by the engine passes up through 14 from the carburetor, the exhaust gas passing into the passes through 4chamber 15, and in this case.-

the valve being shut, the same passes through 25 and up through 20, thence passing through 19 to the intake ports7 and 8. If the tube member 2 9 is employed, and as previously mentioned the same is not necessary, the same passes about the ring in the space 29', out through the holes 30 into the intake ports 7 and 8 and to they cylinders in the usual manner. As the engine is speeded up, however, or the load picks u the suction of the engine automatically raws valve 2% upward, uncovering the inlets to the passage-ways 17, so that the charge can pass therethrough to the ports 7 and 8. The point or time at which the valve 24. will open and degree of opening will of course depend upon the size of the opening 25, speed of the motor, etc. When the throttle is only partially open all the passages to the motor are shut except through the hole 25, thereby directing all the fuel and all air therethrough to pass through the heating chamber 22, but when the throttle is thereafter opened and more air and fuel is allowed to enter below the valve than the opening 25 will take care of, the valve tends to automatically raise from its seat. Then at this time the light particles of fuel and air will turn and unheated make a short cut through the passages 17 to the engine ports 7 and 8, while the heavy particles are carried past the openings at 17-17 by the momentum and pass through the opening 25, and after being heated while in chamber 22,'unite with the air and lighter portions of the charge right at or adjacent the cylinder ports, so thatv a completely vaporized and efficient charoe is admitted to the cylinder. It shou d be particularly noted that the heated charge or charge vaporized in the exhaust chamber is admitted practically at the intake, port, so that it has no opportunity to cool and condense. It should also be particularly noted that the device is automatic in that when the engine is lidling or traveling at a lower speed all or a greater portion of the charge is preheated, while at high speed, when it is not so essential nor so desirable to have a heated charge, the greater .portion of the charge is admitted to the cylinder without any restriction, and only that requiring vaporizing is vaporized. By only preheating the part requiring preheating, .the charge admitted to the cylinder is cooler and more efficient, and there is no over heating of the engine. I have found that kero- .sene or the heavier hydro-carbons, as well as suitable or their equivalents, each of which ma well known types on the market may be employed. Where-the valve 24 is connected with the throttle valve 1() or its equivalent, the results are `the same. Opening the valve 10 causes the engine to speed up, and at the same time valve 24 is opened as previously described, only in this case the openmg is positiveand controlled by valve 10, Closing the throttle valve 10 causes the valve 24 to close the passages 17, so that the charge is not admitted: from 'the inlet to the manifold. Where the rod 28 is formed with a slotor opening 28 as shown, valve 24 is controlled both by the valve 10 aswell as automatically by the suction. However, owing to the connection there is never any chance for valve 24 to stick and not perform its functions. As was previously mentioned, therel are ractically two intake manifolds, one beate and one un'- heated, the heavy or unvaporized particlesv in the carbureted charge being selected out and preheated or vaporized and then discharged into the path of the vaporized 'gas at the intake port of the engine so that a completely vaporized charge enters the engine.

In t-he apparatus shown in Figs. 4 to 8, the manifold is substantially similar to that shown in ythe preceding figures referred to, but in this case a butterfly valve 31 is shown arranged in the part 14 corresponding to 14, and l also provide valves 32 and 33 which take the place of the valve 24 previously referred to. In this case the valves are arranged to. be manually controlled or by a governor or in an equivalent manner. Re erring particularly to Fig. 8, valve 31 is shown provided withk a shaft extending to the exterior of the manifold as at 34, and provided with arms 37 and 38. The other valves are shown provided with shafts 35 and 36, and also with arms 37 and 38, the arms being connected by connecting rods 39 e arranged with a turn-buckle 40 if desired. The butterfly or'throttle valve 13 is controlled by an arm 41 and rod 42 or equivalent means for the purpose. It will be obvious that as valve 31 is controlled, that is opened or shut, the valve 32 and valves 33 will be simultaneously controlled. The several valves may be adjusted in a predetermined ma-nner 'so as to control the passage Aof the charge as desired. Valve 32 may be arranged to be wide open when valve 31 is partially shut, and partially shut when 31 is wide open, and valves 33'set as may be desired to give the desired results. l shall not endeavor to describe the various settings of these valves as this may be variedfor different engines, diderent weather conditions or different fuels. The results are substantially the same as with the type of valve yshown in llig. 1, the fuel passing through the heating chamber at low speeds or idling and a portion passing through the passage ways 17 at higher speedsor while under a load, any unvaporized particles passing through the heating chamber to lagain meet theunheated charge. I have also shown a tube as in the other construction, it being understood that with this construction as with the other, the same is not essential to the edicient operation of the same. ln the first construction described the valve 24 when rod 28 is omitted is indirectly controlled'by valve 10 or its equivalent, which controls the charge admitted to the manifold, while with rod 28 or its equivalent, valve 24 and in the last described construction the valve 32 and` valves 33, which are the equivalent of valve 24, are directly controlled by valve 31, correspondin to valve 10. lt will be seen. that in eit er construction the intake'manifold has branched passage-ways substantially forming two manifolds for connecting the inlet of the manifold with the inta-ke port of the engine, the charge through one passage-way being heated and the other not, the passage of the charge being controlled so that at low speed all of the charge maybe heated, but at higher speeds only that requiring heating will be selected out and heated, the balance not requiring heating having an unobstructed passage to the ports of the engine. The devicemakes practically any carburetor suitable for kerosene or like fluids, or gasoline, alcohol, etc.

The form of valve 24 shown yin Figs. 1 and 2, has the advantage of always' controlling the inlets to 17-17, so as to admit equal portions of the mixtures to the same. For varying weather conditions, i. e. winter and summer, valves having different sized openings 25 may be interchanged as necessary, or a suitable valve inserted for controllin the amount of charge passing throng port 21. By making the valve as shown it is to some extent a Venturi tube,

and there is never any accumulation of fluid on the top.

Having thus described my invention, it is obvious that various immaterial modifications may be made in the same without departin from the spirit of my invention; hence do not wish to be understood as limiting myself to the exact form, construction, arrangement and combination of parts herein shown and described or uses mentioned.

What l claim as new and desire to-.secure by Letters Patent is:

1. In a device of the kind described, and in combination, an exhaust manifold and an intake manifold constructed with an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary intake passage for each of said main intake passages arranged to receive a portion of the charge admitted to the manifold through said inlet and convey the same Within the influence of the heat zone of the exhaust manifold and thereafter discharge the heated portion of the charge into the main intake passages of the manifold between the inlet to the auxiliary passages and the intake port ofthe engine` and means for automatically 'controlling the flow of the charge into the main passages comprising a valve automatically operable by the suction of the engine.

2. lln a device of the kind described, and in combination, an exhaust manifold and an intake manifold constructed With an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary intake passage for each of said main intake passages arranged to receive a portion of the charge admitted to the manifold through said inlet and convev the same- 23 v Within the influence of the heated gases in the exhaust manifold and thereafter discharge the same into the main intake ,passages of the. manifold between the inlet to the auxiliary passages and the intake port of the engine, a valve movable by the suction of the engine arranged Within the manifold adjacent the inlet ends of said main passa-ges and provided vvithl an opening through the same whereby a portion of the incoming explosive mixture is permitted to constantiy pass to the heated manifold, said valve movable to a position to open the entrances to the main passages whereby operation of the engine will automatically control the valve to uncover the inlets to the main passages.

3. lln a device of the kind described,'and in combination, an exhaust manifold and an intake manifold constructed with an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary intake passage for each of said main intake passages arranged, to receive a ortion of the charge admitted to the mani old through said inlet and convey the same Within the influence of the heat .zone of the exhaust manifold and thereafter discharge the saine into the main intake passages of the manifold between 'the inlet to the auxiliary passages and the intake ports of the engine, and means at the juncture of the main intake passage and the outlet of the auxiliary passage into the main passage for vinducing the passage of the charge through the auxiliary passage.

lin a device of the kind described, an exhaust manifold, a main intake manifold, and an auxiliary intake manifold, the latter being heated by the exhaust manifold, the outlets of the two intake manifolds being arranged to bring the charges passing lthereifi-enses -through together, in combination with an to the main intake manifold, and in addition thereto is permitted an independent automatic movement operable by the suction of the engine to still further open the inlet to thel main intake manifold.

` 5.v ln a device of the kind described, and in combination, an exhaust manifold and an intake manifold constructed with an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary intake passage for each of said main intake passages arranged to receive a portion of the charge admitted to the manifold through said inlet and convey the same through the exhaust manifold and thereafter discharge the same into the main intake passages of the manifold between the inlet to the auxiliary passages and the intake ports of the engine, and means at eachjuncture of the main intake passage and the outlet of the auxiliary passage into the main passage for inducing the passage of thel charge through the auxiliary passage.

5. lin a device of the kind described, and in combination, an exhaust manifold and an intake manifold constructed With an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary inta-ke passa-ge for each of said main intake passages arranged to receive a portionof the charge admitted to the manifold 'through said inlet and convey the same Within the induence of the heat .zone of the exhaust manifold and thereafter `auxiliary passage dependent on the flot-v in the main passage.

i, ln. a device or tno kind described, and

manifold,

in combination, an exhaust manifold and an intake manifold constructed with an inlet and having main intake passages extending therefrom to the intake ports of the engine, said intake manifold constructed with an auxiliary lintake passage for each of said main intake passages arranged to receive a portion of the charge admitted to the manifold through said inlet and convey the same through the exhaust manifold and thereafter discharge the same into the main intake passages of the manifold between the inlet to the auxiliary passages and the intake port of the engine, and choke means at each juncture of the main intake passage and the outlet of the auxiliary passage into the main passage for at times automatically inducing the passage of the charge through the auxiliary passage, whereby a flow dependent on the flow in the main passage is induced and maintained in the auxiliary passage.

In a device of the kind described, an exhaust manifold, an intake manifoldconsisting of substantially a main intake and an auxiliary intake portion, the latter being heated by the exhaust manifold, said manifolds being arranged to bring the charges passing through the same together, in combination an inlet common to both intake manifolds, a throttle valve arranged to control the admission of a charge through said inlet, and a supplemental valve movable ,within-the inlet and having a limited opening formed therethrough ,whereby a limited supp-ly of explosive mixture will be admitted to the auxiliary intake manifold when the throttle is open, said supplemental valve normally closing the inlet to the main intake manifold, whereby a part of the: charge is constantly' supplied to the heated manifold .and as the engine speeds up a further supply of the charge will be admitted to the main manifold.

9. The combination'of an internal com-y bustion engine, a carbureter, connecting means arranged therebetweenl for Vaporizlng the heavy unvaporized particles of hydro-carbon comprising a vmanifold conj scribing witnesses.

other at points adjacent the inlet and outlets, means for controlling the passage of combustible through the manifold, means for heating the charge passing through one-passage, and means for inducing the passage of the combustible through said last mentoned passage, said means operated by and dependent on the flow through the other passage. 4

l1. In a device of the kind described, and in combination, an intake manifold having an inlet vand outlets, a carbureter operatively connected with the inlet of said manifold, means for controlling the admission of 'a combustible through the manifold inlet, said manifold constructed to separate the heavy unvaporized particles of the charge from the incoming charge, means for heating said heavy portions of the combustible, and means operated by the flow of the light vaporized particles for inducing the flow of the heavy particles and co-mixing the same after vaporization with the vaporized portion of the charge.

12. In a device of the kind described, and in combination, a manifold structure having inlet and outlets constructed with branch passageways between the inlet and outlets whereby the fuel is divided and portions passed through the branch passageways, means for heating one of the passageways, and mea-ns at the juncture of the passageways adjacent the outlet for at times inducing the flow of the charge through the heated passageway.

13. In a device of the kind described, and in combination, a manifold having an inlet and an outlet and constructed to provide a plurality of passages arranged with one communicating at its opposite ends with the other at points between the inlet and outlet, means for controlling the passage of combustible into the manifold to said passages,'means for heating the charge Ofcombustible passing through one of said passages, and means in the manifold at the point where the divided charge is reunited for co-mixing the reunited portions of the charge, consisting of means for restricting the size of one passage adjacent said point whereby the velocity of the charge passing through one passage will tend to produce a flow of the combustible in the other passage thereby causing a thorough mixing and preventing a lag of the flow in said passage.

In testimony whereof Il have hereunto signed my namer in the presence of two subrRANK a;v PERRY. Witnesses ROY W. HILL,

CHARLES I. COBB.

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