US1471983A - Diluting device fob - Google Patents

Description

Oct. 23, 1923; 1,471,983

W. B. STOCKMAN DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Dec. 21, 1921 I 2 Sheets-Sheet 1 Oct 23, 1923. 1,471,983

w. B. STOCKMAN DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Dec. 21, 1921 2 She'ets-Sheet 2 6.3 12 -52 V f O 15 6] Ody Qti'ozuup Patented Oct. 23, 1923.

UNITED STATES WATSON B. STOCKMAN, OF CHESTER, PENNSYLVANIA.

DILU'I'ING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application filed December 21, 1921.

To all 'w/iom it may concern:

Be it known that I, VVA'rsoN B. Swoon- HAN, citizen of the United States, residing at Chester, in the county of Delaware and State of Pennsylvania, have invented certain new and useful Improvements in Diluting Devices for Internal-Combustion Engines, of which the followin is a specification.

This invention relates to an improved diluting device for internal combustion engines and seeks, as one of its principal objects, to provide a device of this character whereby either hot or cold air may, as desired, be introduced into the fuel mixture.

A. further object is to provide a device wherein, when the throttle valve of the engine is closed, air may be fed into the engine cylinders so that the ensuing compression therein maybe used to brake the engine while the engine will he coincidently cooled.

A still further object is to provide a device employing a throttle valve governing the flow of both hot and cold air.

The invention has as a still further object to provide a device employing an air throt tle valve automatically operable for varying the rate of feed of air to the fuel mixture as well as controlling the supply of air to the engine cylinders when the engine throttle valve is closed.

And the invention has as a still further object to provide a device employing an improved distributor for introducing air into the fuel mixture.

Other and incidental objects will appear hereinafter.

In the drawings:

Figure l. is a fragmentary side elevation showing my improved device in'connection with a motor vehicle engine of conventional design,

Figure 2 is a fragmentary perspective view showing the valves of the device and associated parts,

Figure 3 is a longitudinal vertical sectional view through the valves,

Figure 4 is a sectional view on the line 4-4 of Figure 8, looking in the direction of the arrows,

Figure 5 is a sectional view through the distributor of the device,

Figure 6 is a detail perspective View showing the throttle lever arm of the device,

Figure 7 is a view partly in plan and partly in section, showing the position of Serial No. 523,964.

the air throttle valve of the device when the fuel throttle valve of the engine is closed,

Figure 8 is a view similar to Figure 7, showing the air throttle valve moved to open position when the fuel throttle valve is closed, and

Figure 9 is a fragmentary perspective view showing a slightly modified form of control valve.

Referring now more particularly to the drawings, I have, for convenience, shown my improved device in connection with the engine 10 of a conventional motor vehicle. The intake manifold of the engine is indicated at 11 and associated with said manifold is the engine carburetor 12 having the usual throttle valve lever 13 equipped at its inner end with a stop screw 14 to coact with a post 15 for limiting the valve in its movement to closed position. The exhaust manifold of the engine is indicated at 16 while the vehicle steering post is indicated at 17.

Coming now more particularly to the subject of the present invention, I employ a heater 18 which, as shown in Figure 1, is rested upon the exhaust manifold 16 of the engine so as to be heated thereby. This heater may be secured upon the manifold in any appropriate manner and extending from the heater is an air pipe 19 preferably covered with some suitable heat insulating material. Connected to the lower end of this pipe is a control valve which, as shown in Figure 2, is formed with a squared valve body 20 provided at opposite sides thereof with alined nipples 21 and 22 while in one side of the valve body is formed a cold air inlet 23. As will be observed, the pipe 19 is attached to the nipple 21 and slidable through the valve bodv is a squared control valve 2 1 through which is formed, as shown in Figure 3, a straight assage 25 and a second passage 26 having angularly disposed portions opening through one side of the valve and the bottom face thereof. WVhen the opening 25 of the valve is brought into end with laterally directed lug threaded at one end through this lupflexible cable 29 which, as shown in i -e l, is directed around the forward end of the engine block and is then arranged to extend upwardly along the steering post 17. Connecting the upper end. of the cable with the steering post is a clam 30 and freely slidable through the cable is a resilient wire 31 connected to the forward end of the control valve by a set screw 32 while at its opposite end, the wire carries a button 33. Thus this button may be readily grasped for main ually shiii'ting the ontrol valve and, in this connection it is to be observed that the lug 28 upon the arm 27 will limit the valve against forward displacement while the set screw will limit the valve against rearward displacement,

Arranged beneath the control valve air throttle valve comprising a squared i i body 34% provided at its upper side with a boss and at its lower side with a nipple 36. Th nippl 22 of the control valve is threaded into the boss 35 for connecting the valves and slidabl through the valve body 34 is a squared air throttle valve 3? limited against displacement by a stop screw 38 threaded throu h the valve body to project at its inner end into a groove 39 in the adjacent side face ol the valve. s best shown in Figure 1-, the valve 37 is provided with a plurality of spaced passages 40 of successive graduated diameter while near its forward end the valve is further provided with an air braking passage il, the valve being movable longitudinally to bring each of these passages into register with the nipple and boss 36 to permit flow of air through the valv Threaded at one end through th forward end of the valve is a closely wound helical spring 42 the inner end or which is as shown in Figure a, closed by a plug as so as to prevent {low o l air through the spring into the passage 41. At its outer end, th soring is provided with an eye M and,

in: as will be perceived the spring may be adjusted upon the valve for varying the, ei ecti e lien th of the spring. Mounted upon the throttle le er 13 oi the engine carburetor is a th ottle lever arm 4-5 which, as best shown in Figure 6. is provided with a nair of depending ears 4:6 snugly embracing the leimr while at its forward end. said arm is nro vided with an eye 47 through which is enn'ed a bolt 48 rieidl connecting the arm with the lever. The arm may be stamped from a piece or. suitable resilient sheet netal and at its rear end is bent up to f rm a sleeve 4.9 in which is clamped one end o1 closelv wound coil spring 50 extending; forof the usual manual throttle control is, in-

the valve bod cost the control ually set in the P to adrn ih on d r a w n h 'adin i tted ti the mixture cohcir en ml or 'educi nine o air during the ethrc A a the urthrottle valve is closed,

the arouate movement 0; we mine] of the rod while llnfifilhi liillli, 1 the dosfl h accoi iii ant wherein throttle valves nro ic the rod and acconiinod: forward to Gil iuq' an eud isc movement to said valve.

tention is now directed to the fact the bv in 'erposino; the spring; 50 between the "sod and arm the rod may be shirted indenendentlv of said arm. he spring' providing a flexible connection hctiveen the rod and arm. Accordingly after the rod has been moved to close the throttle valve as shown in Figure 7, the rod niav, as shown in Figure 8, be further shitted in the direction 'l oimoving the air throttle va ve 'oni closed position to onen nosition lit) iii)

1c the or suing com sion in said ylini ill serve to brake the engine which couple-ii the ven1- r ller will operate to r K6 icie.

LJozruectetl to the valve body 3? is a dis lributer comprising a relatively thin list body 53 shaped to lit between the confrontinn; lioness of the manifold 11 and carbu- 'r 2 one formed through the body Minn-r 54L- to acconnnotlate bolts extending an said flanges so that the distributor l us be secured in lace by the fastening eincn enioloyed for connecting the carureter with the manifold. Preferably, uitable gaskets 55 are, as best shown in ligures '2' and 8, arranged at opposite sides t the body so es to form sealed joints with he carburetor and manifold. Formed in the body centrally thereol is an opening 56 registering with the fuel mixture passages of the arburetor and manifold while at one end the body is provided with a nipple 57 into which the nipple 36 or" the valve-body is threaded for connecting the di t iiluiter with the valve. Leading from said 'pple into the opening 56 are diverging s 58 and removably fitting in said opening a distributor spool 59. As shown in detail in Figure 3., the spool is formed at its ends with radial annular flanges 60 which snug lit the opening 56 coecting with the well thereof to define an annular discharge chamber 61 about the hub of the spaced openings 652 therethrough and over- W ug the flanges 60 at the ends of the spool are mixing screens 63. Extending through the screens and through suitable openings in the flanges are iastonings 6% dctachably securing the screens in position, the screens and the spool beingbodily removable as a unit As will be seen, the suction of lhe ngine will, when the valves 24 and 37 are open, induce s flow or air through the passe s ot' the distriluiter into the chamber uud thence through the opening: 62 between the screens to become mingled with he fuel miitlur, and drawn through the intalre n'ieni'lold to the engine cylinders, one of the screens tending; to initially break up the Fuel mixture and the other screen tendiu to comingle the fuel mixture with the r r.

u Figure 9 o the drawings, l have illusl0= e. slightly mod n d form of control ve ve, In this IHOdlfiCRlTEOIL the valve is in- (limited at 65, this valve corresponding to the valve 24. of the preferred construction.

ruined ihrou'rh the valve is a passage 66 i El assage 25. The valve ith a pas 67 corage 26. However, "the opening throu h one the lower face thereof, 6 of tie valve and the he inlet opening illustrated con pi, e t

" oe eczionahle whistling sound by air the passage.

descril'ied the invention,

nod new is:

e or: the character described ini zibuter, an air throttle valve 2 to the distributor V s e means ,qor connecting said valve with c fuel thro tie to be operated in unison therewith and adopted. to permit the air valve to be moved to open nosition while the "fuel t 'ottle is closed. l

of the character described in oistributer. an air throttle valve contro no air liow to the distributor. and snrin For COHHQCUDQ said valve with a ,7 th tle to be operated in unison therewith but adapted to permit movement of the e to open position while the throttle is closed.

0, device oi. the character described inr llinp; air flow to th distributor, flevible means for connecting said element 7 means for contn the valve to be ed unison with the throttle, the t u'ieeus heinp; adapted to permit shift or? the element to move the valve to open scion wh le the fuel throttle is closed.

- v .th a fuel throttle n a dis 'uiter, an air throttle 'elling; ir new to the distributor, tor connectin said element with the le iucli.- sprin means combinat i and For conuecti said element with the valve to in unison with the throttle, the

spring being edsnteil to flex whereby said. element may be shifted for moving: the

of the character described. with a fuel ,"ol element with 7 i by ssid element may he inging the lever and operating ioned valve 15 an air throttle 20 a (1 istyibut J 0 me n e n a we bg el'an 1% in H 1.801; with throif-JQ

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