US1627139A - Auxiliary charge-forming means for internal-combustion engines - Google Patents

Description

` l 1,627,139 May 3 1927' A. J. P. BERTscl-IY AUXILIARY CHARGE FORMING MEANS FOR INTERNAL COMBUSTION ENGINES Filed May 9, 1925 A. JPRm-'CHK @www lll Patented May 3, 1927.I

UNITED STATES PATENT OFFICE.

ADOLPH J. P. BERTSCHY, 0F PLATTSMOUTH, NEBRASKA, ASSIGNOR TO DAVID 0. BAR- NELL, OF OMAHA, NEBRASKA.

.AUXILIARY CHARGE-FORMING MEANS FOR INTERNAL-COMBUSTION ENGINES.

Application led May 9,

My invention relates to charge-forming means for internal-combustion engines of the class commonly employed in motor vehicles. in which the engine-cylinders are cooled by liquid which is circulated through the cylinder-jackets and a radiator. It is the object of my invention to provide for such engines, as an auxiliary to the usual carburetor, a charge-forming device for utilizing the combustible vapors formed in the crank-case of the engine and escaping to the crank-case from the cylinders, and the moisture, or vapors from the cooling-liquid, which escape from'the radiator. -A further object of my invention is to provide auxiliary charge-forming means of the above type which may be conveniently applied to the engines of motor vehicles, with a minimum alteration of the customary equipment of such engines, and requiring a minimum of adaptative variations in the auxiliary charge-forming device itself to enable its application to any motor vehicle now commercially produced. A further object `of my invention is to provide an auxiliary charge-forming device which, when properly installed and adjusted, will not alter. or disturb the normalt'uuctioning of the regular carburetor, nor require any adjustment of the usual charge-controlling means except the reduction of the minimum throttle-opening which determines the idling-speed ofthe engine. A further object of my invention is to provide auxiliary charge-forming means which conserve the vapors from the crankcase and radiator, and also prevent admission or retention in thecrankcase ot' any constituents tending to dilute or impair the lubricating efficiency of the crank-case oil. A further object of my invention is to provide an auxiliary charge-forming device of the `general character above set forth, havingrr automatically operating suction-controlling means adapted to limit the fiowvof vapors through the same tothe intake-manifold,` and whereby increase of the enginespeed and the resulting `ncrease of suction at the intake-manifold; will effect an increase of the frictional resistance to flow of the `vapors through the auxiliary' device. and thus prevent excessive intake of the auxiliary vapors. .A further object of my invention is to provide automatic suction- `ontrolling means of the character Yabove svi: yforth, so constructed and arranged as 1925. Serial No. 29,135.

to become inoperative when the engine is cooled below a temperature at which there is an appreciable evolution of vapors from the radiator, and to resume operation when the engine becomes heated to a temperature at which there is evolution of such vapors in utilizable quantity.

In the accompanying drawings Fig. 1 is a side view of a device embodying my invention, and showing the parts of the engine with which the same is connected, Fig. 2 is a detail vertical section of the suction-controlling valves, Fig. 3 is a detail vertical section of the connection to the overflowpipe of the radiator, Fig. 4 is a vertical section on the line 4-4 of Fig. 2, showing a variation of the connections -with the intake-manifold, and Fig. 5 is a detail horizontal section on the line 5 5 of Fig. 2.

In carrying out my invention I provide, primarily, means for collecting the vapors from the radiator and from the engine crank-case combining said vapors, and delivering4 the same into the intake-manifold of the engine. The connection to the crankcase should be at the upper portion thereof, whereby there will be the least probability of withdrawing therefrom any liquid particles of the lubricating oil which is splashed within the crank-case when the engine is running. Usually the highest point at which the connection may be made with the crankcase is at one side of the breather-tube, and,

accordingly, there is indicated in Fi l the portion of the crank-case 6 with w ich the breather-tube 7 is connected. In the side of said tube' 7 a hole is drilled and tapped for receiving a nipple 8, said nipple having at the outer end thereof the nut 9 of a compression-coupling with which the metal tube 10 is connected and from which said tube extends to one inlet Aof the vapor-combining and controlling unit. Y

In the usual construction of lnotor Vehicles driven by liquid-cooled internal-combustion engines, there is a radiator llhaving at the upper portion thereof a chamber from which an overflow tube 12 extends the tube 12, and at the same time to allow the free discharge of any liquid that may overflow from the radiator, I dispose about the lower end lof said tube a pipe-T 13 of which the internal diameter is approximately twice the outer diameter of the tube, attaching the T to the ltube by any suitable means, such as a drop of solder 14 flowed into the space about the tube at the ,upper end of the T, the T being so positioned that thelower end of the tube terminates-substantially at the lower edge of the lateral opening of the T, as best shown in Fig. 3. Into said lateral opening of the T 13 ls'screwed a nipple 15 having at its end the nut 16 of a compression-coupling for connection with the tube 17 which is extended to the second inlet of the vapor-combining and controlling unit.

The outlet from the'vapor-combining and controlling unit is connected with the intakemanifold 18 of the engine, and is usually .made at the opening in said manifold provided for connection with the suction-tubev 1.9 from the vacuum-tank 20 -by which fuel is supplied to the carburetor. When the manifold is not provided with the opening for connection with the vacuum-tank suction-tube, 'I form an equivalent opening by drilling and tapping a hole in the side of the manifold at a point intermediate the car-r buretor connection and the Y or division of the manifold from which its'separate branches extend to the enginecylinders. In the illustratedstructure it is' assumed that -the assemblage includes the vacuum-tank 20, and in such case Athe -usual direct con. l nection of the suction-tube 19 to the man1- fold is displaced by the connectionv thereto from the vapor-combining and controlling unit, the latter connection having a branch to which the tube '19 is attached. The branch last referred to isthe lateral .opening of a T 21 to which said tube 19 is connected bythe usual nipple 22 and nut '23 of a compressiou-couplind. The T 21 is connected with lthe manifild by a pipe-elbow 24 in the arrangement shown in Figs. 1 and 2, and by 4a .pipe-nipple 25 in thev arrangement shown in `Fig.' 4.. In each case the remaining lbranch of the T 21 is connected by the pipe-nipple 26 with the outlet of the vapor-combining and controlling. unit. .In the case of an engine not 'provided 'with the vacuum-tank- 20, the T 21 is omitted and the nipple 26 is connected with the manifold, either directly or by suitable pipe-- fittings, as may be desired.

The outlet to which the nipple'26 is connected is formed at one side of a valve-body 27 having a seat -formed at the inner end of the opening leading to said nipple. The valve 28 for engagement with said seat is formed at the end of a threaded stem 29` which extends through the side of the body tending externally threaded nipples 32,

which are formed-integrally with the body' 27 and upon which are screwed the bodies 33 of the automatic suction-controlling valves. Said valve-bodies 33 are ofidentical form, being merely disposed vin right and left relation to thebody 27. At the lower end. of each body 33 is a threaded opening into which is screwed the up r branch of a T-shaped valve-body 34 havlng a seat formed at the lower end of the passage through said upper branch, a valve 35 being arranged to engage said seat, said valve 35 -being formed at the inner end of a threaded stem 36 which extends through the lower branch of the body 34, the lower end of said stem having a knurled head 37, and a knurled lock-nut 38 being disposed upon the threaded stem for retainingthe same in adjusted positions. The lateral branches of the bodies 34 arethreaded externally and provided with nuts 39 tov form compression-couplings for connection with the tubes 10 and 17. The valves 35 are employed for separately regulating the intake of vapors from the crank-case and radiator, supplied respectively through said tubes 10 and 17, and the valve 35. serves to regulate or to shut oii', if desired, the admission 'of the combined vapors'from the control-unit to the manifold. The upper ends of the bodies 33 are threaded internally to receive the plugs orheads-40 which close the upper ends o the valve-chambers 41. The main portion` of each chamber 41is trunco-conical in form, the lar and the lower en merging into aeshort cylindrical portion which adjourns the seat 42. Said seat has a central opening in which the lower portion ofthe valve-stem 43.

is guided, and a plurality of peripheral openings which communicate with'the inlet passage. from vthe respective re latingvalve 34. The upper portion of t e stem 43 exten-ds slidably through acentral er end being uppermost,Y

' valve-v opening in the plug or head'40, and said head has a portion-44 which extends down ing upward movement .of the .valve 45. Said va1ve 45 is plate secured to or `made' integral with the stem 43, the diameter'thereof beingsuch that the diskisrslidable .within the lower cylindrical Aportion of the chamber 41, and

into the chamber 41 to forma stop for limit-420A formed by, a thin disk orcircular adapted to engagethe 'seat 42'to cover and l shut otffthe openings through said seat.

the installation Vof tle described de# i motor vehicle,

vices upon the engine of the parts connected thereby.

the valve-bodies 33 are disposed vertically, but the positions of the other parts are variable as may be most convenient for the extension of the tubes 10, 17 and 19 between body 27 may be rotated about the horizontal axis of the nipples 32, so that the outlet connected with the nipple 26 extends vertically as in Figs. 1 and 2, horizontally as in Fig. 4, or at any intermediate angle. Similarly, each of the bodies 34 may be rotated about the axis of its vertical branches, so that its lateral branch extends in the direction which is best suited for connection with the tubes 10 or 17. The T 21 may also be rotated so that its lateral branch extends in that direction which is most convenient for connection with the tube 19. The tubes 10, 17 and 19 may be readily bent so as to pass around parts of the engine or other structure which may extend between thepparts connected by said tubes. It Will thus be seen that the device is universally applicable to the engines of all standard motor vehicles. with a minimum of adaptative alterations of parts, and without change of the principal structural: elements.

1t will be noted that the. outlet from thel vapor combining and controlling device is connected with the mani'foldat a point between the carburetor intake and the cylinders, and. as the engine throttle is usually associated with the carburetor, the intake of vapors from the auxiliary device will not be controlled by the throttle. When the device is installed in connection with a vacuuinetank, as shown, the area of the passage through the parts 21 and 24 or 25, should be substantially equal to the combined area of the passage through the tube 19 and the opening through the seat of the valve 28, so that should the latter valve be fully opened the suction to the vacuuiii-tank will not be so lowered as to be ineffective.

After the device has been installed, as hereinbefore described, testing and adjustment thereof for operation lnay be eifected as follows: The valve 28, and both of the valves 35 are tirst closed, and the engine started and operated for such time as may be required to bring the same to a normal or average working temperature. The valve 28 is then opened slightly, and the operation of one of the valves 45 tested by slightly opening the respective valve 35. The suction in the chamber 41 should lift the valve 45, which is shown by the raising of the pri0- truding end of the valve-stem 43, and the force of the suction upon said valve 45 may be ascertained by pressing down upon its stem. The first-opened valve 35` is j then closed. and the other valve 45 tested in like manner by opening the second valve 35. After the operation of the valves 45 has been tested, the adjustment of the device may be added to the mixture supplied from the carburetor. The other valve 35, controlling the connection to the radiator, is 'then opened. As the tube 17 is open to atmosphere at the end thereof adjoining the radiator-overflow tubev 12, a` large proportion of air will be drawn through said tube, together with the vapors emitted from the tube 12. Said vapors will consist largely of moisture or water-vapor, although in Winter, when an alcoholic mixture is used as a nonfreezing cooling-liquid, some of the emitted Vapor will be combustible. The air drawn through the tube 17 causes a leaner mixture to be supplied to the engine, so that the speed thereofl will be increased, and will become greater than when the entire com` bustible charge Was received from the carburetor. Tentative or trial adjustments of the valves 35 and 28 may be continued until the engine-speed has been increased as much as possible without changing the position of the throttle, and the attainment of such Speed will indicate a proper proportioning of the charge-elements supplied through the tubes 1() and 17. Finally, the throttle is adjusted as to its minimum-opening or idling position, so that the desired idling-speed of the engine will be attained. while the auxiliary charge is being supplied. Upon completion of the adjustments. the valve 28 and valves 35 are secured in adjusted position by tightening down the lock- nuts 31 and 38, and the engine may then be .operated in the usual way by manual variation of the position of the throttle to secure the desired speed.

When the device has been properly udjusted, as above set forth, the control of the auxiliary charge-elements atvarious en gine-speeds is eii'ected automatically by the valves 45, and it will be necessary to con` sider in detail the manner in which said valves perform this function.. lVhen said valves 45 are engaged with the seats 42 and suction from the manifold causes a lowering of pressure in the valve-chambers 41. the pressure in the intake-passagesibelow the valves will lift the saine from their seats, as the latter pressure will be substantially atmospheric until the valves assume an open position. Because of the sliding fitl ofthe valve-disks in the lower cylindrical portions of the chambers 41, there -is no appreciable opening formed about the disks until the same have been lifted into the conical portions of the valve-chambers. After the valves enter the upperor conical portions of the chambers, the area of the annular passages about the disks becomes greater as the -upward movement is continued. Upon the o ening ofthe valves the suction from the c ambers 41 is communicated to the intake passages below the valves, andthere is a corresponding lowering of pressure in said intake passages, to which the supply from atmos phere is limited by the adjusting-valves 35.

It will now be noted that as the upper portions of the valve-stems 43 extend through the heads 40, the upper ends of said stems are constantly subject to atmospheric pressure, while the lower ends of the valvestems are in the intake passages land are thus subject to the reduced or sub-atmospheric pressure existing in said intake passages when the valves are open. In consequence of the facts noted,it is found that during the operation of the device the valves 45 tend to assume positions intermediate the seats 42 and the upper stops 44, such as indicated by dotted lines in Fig. 2, the exact positions being dependent upon the intensity of suction from the manifold and the extent to which the intake passages are re` stricted by the adjusting-valves 35. It will be obvious that v while the conditions remain constant each valve 45 will remain in bal-v ance at a position such that the restriction or resistance offeredto the flow of elastic fluids about vits edges will result in a ditl'erence of pressures upon the upper and lower surfaces of the disk, equal to the weight of the valve plus the excess of atmospheric pressure upon the upper end of the stem over the pressure in the intake passage at the lower end of the stem. It will be seen that` with a given suction in the chamberl 41 above the valve-disk, if the valve is at an. elevation such that the opening about its edges enables the pressure in the intake passage to become reduced below the balancingpressure, the valve will be constrained to move downwardly in the conical chamber, to thereby reduce tbe area of the annular opening about its edges and increase the frictional resistance thereat until the pressures.

are restored to the balancing-point. By reason of the action above noted, it is observed in practice thatwhen the speed of the engine exceeds a critical minimum, the valves begin a downward movement, which continues as the engine-speed increases. The valves thus .offer a progressively in,- ereasing resistance to the flo'w of elastic fluid past them, as the suction at the manifold 1s increased, and thus automatically limit the intake of the auxiliary chargeforming constituentsl through. the tubes 10 and 17, so that for all speeds df the engine ,resulting from the' configuration of the upper surfaces thereof and their relation to the walls of the valve-chambers. The flat upper surfaces of the valve-disks do not conform with the steamline of the fiuids which pass about the edges of the disks, and, consequently, there is anl eddying of said fluids over the central portions of the disks. By reason thereof, it is found that after the device has been in operation, for a time,

there is a slight accumulation of liquid upon the upper surfaces of the disks 45, said liquid being water on the valve which controls the intake of vapor from the radiator, and usually being lubricating oil on the valve which controlsintake from the crank-case. While the running of the engine is continued the accumulation of liquid on the upper surfaces of the valves is maintained by the eddy-currents, but when the engine is stopped the liquid spreads to the edges of the disks and seeps into the joints between the disks and their'seats 42. In winter, when the engine has'been stopped for such a time that'the temperature of the parts f becomes reduced substantially to that of the atmosphere, the water in the seat-joint and about the edges of the valve controlling the intake from the pipe 17, freezes and causes said valve to adhere to the seat. This valve is thereby rendered inoperative until the engine has been started and run for such time that heat therefrom will commence to melt vthe film of ice upon the valve-seat. At extremely low temperatures, the film of lubricating oil upon and around the seat ofthe other control-valve, will become so thick and adhesive as to retard opening of saidl valve, so that said valve may also become inoperative until the engine has been run for a short time, or

until excessive suction has been caused in the'manifold by racing or extreme acceleration of the en ine-speed. Now it is desirable that thel operative soon after the engine is started, as there are combustible vapors present in the crank-oase almost immediatel upon the starting of the-engine, and the eliveryT of said vapors to the intake manifold aids in the production of thericher charge which is required when the engine is cold. The in-y hibition of opening of the other controlvalve until such time as the engine has become thoroughl heated, also conforms closel-y with the desired conditions, because until ast-mentioned valve become los such temperature conditions have been attained the leaner mixture resulting from infrom the radiator until the cooling-liquid has been warmed to a temperature above the freezing-point of Water. The valve becomes operative, therefore, at a time closely coin- '10 cident with that at which it becomes desirable to supply ya leaner charge, and when emission of vapor from the radiator comcontrolling va .past the mences.

The advantages, incident to the introduction of moisture or water-vapor as a constituent of the charge supplied to an internal-combustion engine, are well-knowh, and it has often been demonstrated that the moistened `charge will burn cleaner, expand' more uniformly, and in time result in the elimination of carbon deposits from the cylinders. Theeduction ofvapors from the crank-case, by returning to the -cylinders the. combustible,` gases which escapepast the pistons, eliminates the loss of fuel values from this source," and also prevents dilution and lowered eiiiciency of the lubricating oil in the crank-case by thecondensation therein of the gasoline vapors which leak istons, or b liquid asoline which may be awn into e cylin `ers and eventually reach the 'crank-case without having been vaporized.

I am well aware that various devices have been heretofore proposed for withdrawing vapors from the crank-case and returning the same as a constituent-of the charge supplied tothe cylinders of an internal-combustion engine, and for utilizing moistureI from the radiator as a further constituent of the charge, and my invention does not reside broadly inthe provision oi suchdevices, but in the combination and arrangement of the means f or regulating and automatically controlling the same during the operation of the engine, and for facilitating the installation of the mechanism upon engines of the various designs employed in` motor vehicles. l A

Referring again to the automatic suctionves, it is noted that the restrictive action of said valves, eiective for a given suction in the manifold, is 'altered by varying theproportionate area of the valve-disks and of the stems which vare subject to atmospheric pressure. Thus, if the diameter of the stem 43 be increased without correspondingly increasing the area of the disk 45, the restrictive action of the valve will be greater for'a iven suction, because a greater pressure-differential be.

Vpede air and vapors from the cooling-uid of l the engine, ya second conduit arranged to receive vapors from the crank-case of the engine, an adjusting-valve for each conduit tol limit flow through the-same, means connecting said conduits and arranged to deliverthe vapors received therefrom to the intake manifold of the engine, andv automatic suction-controlling means for each conduit, said suction-controlling means adapted and arranged to proportionally imflow through the respective conduit as suction from the manifold is increased.

2. Auxiliary charge-forming means for internal-combustion engines, comprising a vapor-combining and controlling unit having twoinlet passages and a common outlet passage, the latter being connected with the suction intake ofthe engine, an ad'usting-y valve for each inlet passage, there elng a valve-chamber mediate each inlet passage and the common outlet, and an automatic control-valve arranged in each of said chambers and movable to variably impede low thereto from the respective inlet passage, said valve being openable by pressure from the inlet passage and having a member constantly subjectr to atmospherlc pressure tendingvto close the same, whereby during operation the valve is balanced at intermediate positions for maintaining a substantially constant pressure-differential between the respective inlet passage and the common outlet.

3. In a deviceof the class described, a suction-controlling Avalve comprising a dy having a tapering valve-chamber communi eating with an outlet near the-larger end thereof and with an intake-passa e at the smaller end thereof, a valve-seat ormed at take-passage, a valve engageable with said seat and movable into the larger portion of the chamber to variably impede flow of vapors from the intakeassage to the out let, adjustingv means or restricting the .the end of said chamber adjoining -the inintake-passage, and biasing means tending i to move said valve toward the seat when pressure in the intake-passage is Iless than atmospheric.

ADOLPH .1.11). BEa'rscHYi

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