US1656356A - Charge-forming device for internal-combustion engines - Google Patents

Description

' Jan. 17, 1928. 1,656,356

J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed April 28, 1925 3 Sheets-Sheet l Jan. 17, 1928.

J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed April 28. 1925 3 Sheets-Sheet 2 J W VE N TOR BY 5 A TTORNEY Jan. 17, 1928.

' J. JUHASZ CHARGE FORMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed April 28. 1925 s Sheets-Sheet s Patented Jan. 17, 1928.

PATENT OFFICE- JOHN JUnAsz, on NEW YORK, N. Y.

CHARGEFORMING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application filed Apri128f1925. Serial No. 26,364.

The present invention relates to chargeforming devices for internal combustion engines, and more particularly to means for delivering a heated auxiliary air stream to the carbureter.

The main object of the invention is to provide a carbureter wherein the flow of heated auxiliary air thereinto is controlled by the throttle thereof.

Another object of the invention is to so construct the controlling means-that the heated auxiliary air is introduced at an angle to the flowof the combustible mixture, in order to induce turbulence, which, in conjunction with the high heat, tends to break up any globules of fuel before they enter the intake manifold of the en gine.

A further object of the invention is to so construct the controlling means that only a small stream of heated air is introduced into thecarbureter during the entire range of the throttle movement, and the bulk of the heated air is conducted into the carbureter within certain limits ofthe throttle movement.

A still further object of the invention is to produce a charge-forming device of the type mentioned which is simple in construction, efficient in operation and capable of manufacture on a commercial scale, or in other words one which is not so diflicult to make as to be beyond the reasonable cost of such a device.

Another object of the invention is to provide an air heating device, whichutilizes the heat ofthe exhaust gases of the engine.

With these and other objects in view, which will more fully appear as the nature of the invention is better understood, the same consists in the combination, arrangement and CODStIUCtIOII of parts herelnafter described,

pointed out in the appended claims and illustrated in the accompanying drawings, it be ing understood that many changes may be made in the size and proportion of the several parts and details of construction within the scopeof the appended claims, without de parting from the spirit or sacrificing any of theadvantagesof the invention.

One of the many possible embodimentsof the invention is illustrated in the accompanying drawings, in whichz d Figure 1 is a side elevation of an internal combustion, engine, showing in longitudinal section the intake and exhaustmanifolds thereof; Fig. 2 is a central vertical section taken through a charge-forming device, constructed inaccordance with the present invention; Fig.3 is a section taken on line 33 of Fig. 1, the throttle of the carbureter being removed; Fig. 4 is a side elevation of the throttle of the carbureter; Fig. 5 is a top elevation of the said throttle; Fig. 6 is a section taken on line 6-45 of Fig. 3, with the throttle in position on the carbureter, on a larger scale; Fig. 7 is a section similar to the one shown in Fig. 6, with the throttle in another position; and Fig. 8 is a section taken on line 8+8 of Fig. 3, with the throttle in position on the carbureter, on alarger scale.

Generally speaking the invention consists of providing in the exhaust manifold of an internal combustion engine an air heating tube and connecting the same to a carbureter to furnish a stream ofheated auxiliary air, the flow of heated air through the carbureter being controlled by the carbureter throttle in such a manner that a small quantity of heated air is admitted into the carbureter throughout the entire range ofmovement of the throttle, and the hull: of the heated air is admitted only throughoutthe ordinary drivlng range.

Referring now to the drawings, the numeral 10 indicates an internal combustion engine, on which is mountedan exhaust manitold 11 and an intake manifold 12. Tothe intake manifold is connected a carbureter 13 in the usual manner. The carbureter herein described is of the multi-jet type, it comprising a casing 14, inthe side of which is formed an opening 15, forming the air inlet to the carbureting chambers, an o ening 16 being provided in the upper face 0 the casing, constituting .the outlet through which the charges,'formed'in the chambers, pass to the intake manifold. The air inlet communicates'with a plurality of, in the present case three, Venturi passages, denoted by the numerals 17, 18 and 19, which form independent carbureting chambers, into each of which nals27of a cylindrical body 28, which is located within and snugly fits the cylindrical portion of the carbureter casing. This cylindrical throughout its length and. ex-

tends diametrically through the body of the throttle, it being adapted to co-operate with the carbureting chamber 19. The bores 30 and .31 intersect one another (Fig. 8), they having separate inlets I53 and 3.4, respec- 1.": mon outlet with the mixture outlet of the tively, but a common outlet 34. The bores and 31 are disposed at the side of the bore 32, their inlets co-operating with the carbureting chambers 17 and 18, and their comcarbureter casing.

The casing of the carbureter is so shaped immediately above the cylindrical portion thereof that, when the throttle is turned, the discharge ends of the bores therein are decreased or increased, depending upon the direction in which the throttle is turned. Attention is, however, calledto the fact that provision is made in the side of the casing above the cylindrical portion thereof that the discharge opening 34 of the bores 30 and 31 is somewhat uncovered when the throttle is in its fullyclosed position (Fig. 8), so as to admit of a flow of air past the, fuel nozzle in the chamber 17, to furnish the proper amount of combustible mixture for the motor for idling. The throttle may be actuated in any suitable manner-by means not shown, means being also provided (not shown), for limiting the; movement, ofthe said throttle.

A pipe 36 of heat conducting material, such as metal, is. extended through the exhaust manifold, the inlet end 3.7 of the. said pipe beinm projected through the closedend of theex aust manifold. The pipeis extended within the exhaust manifoldpractically for the length of the latter, and isthen led throughthe said manifold at138 and connected in. any suitable manner with an apertore-39 in the head 2,5,.of the carburetor. This, aperture communicates with an areshaped pocket 40 inthe inner face of the head 25 In the throttle is formed a passage 41, the inletend 42 of which terminates in that end face .43 of the cylindrical throttle body which contacts with the head 25 so as to make an air-tightfit. The outlet end 44 of, the passage 41 terminates in theleading edge 45 .of the combined discharge, opening 34' of the bores 30 and 81 of the throttle body. The aperture 39 and the pocket 40 are. disposed in the. path of the inlet end 42 of thepassage 41, so that, throughout the entire range of movement of the throttle, the passage 41 is in communication with the pipe 36. In the throttle is furthermore formed a pamage io, the inlet end 47 of which terminatesin the end face 43 of the throttle, while its outlet end,48 terminates in the cylindrical face of the said throttle a substantial distance in front of the leading edge 49 of the discharge end of the bore 32 in the throttle body (Fig. 5). The crosssectional area of the passage 46 is considerably. larger than the cross-sectional area of the passage 41, for a purpose hereinafter to be described. The inlet end 47 of the passage 46 is adapted to communicate with the aperture 39 in the head 25..

The operation of the charge-forming device as follows: hen the throttle is in its closed position, shown in Fig. 8- of the drawings, the carbureting chambers 18 and 19 do not communicate with the carbureter outlet 16. The carbureting chamber 17 communicates, however, through the bore. 30 and the common outlet 34 of the last-mentioned bore and the bore 31 with the said earbureter outlet, a minimum opening being provided, sufficient to permit of, a flow of air past. the fuel nozzle in the carburet'ing chamber 17 to furnish combustible mixture for the motor to run idle, that is to say to run. without load. For sometime, during the movement of the throttle in .the direction of the arrow shown in Fig. 8 toward'opening position, the bore 230 communicates with the carbureting chamber 17 alone, more particularly until the leading edge of the inlet to the bore 32 reaches the rear edge of the carbureting chamber 19; The bore 31 is so positioned in the throttle in relation to the bores 30, and 32 that the carbureting chamber 18 is cut in after the chamber 19 has been opened. Thereafter the chamber 17 communicates with the throttle passage 31,

so that, When the throttle is brought to fully open positiom all ofthe carbureting charnbers arein action, Inasmuch as the passage 41 is constantly in communication with; the hot air pipe 36, a small quantity ofhot ain will be causedto flow into the carbureter during the entirerange of the throttle move.- ment By the vacuum in the intake-manifold. As appears from Fig. 8' of the drawings, the passage 41 communicates with the carburetenabovethe throttle, when the, latter is in its fully closed'position. The said pas sage also communicates with the carbureter while the throttle is moved toward and to fully open position. over, that. when the throttle is in its closing position, as shown in Fig 7' of the drawings, the inlet end 47 of the passage46-does not communicate with the aperture'39 inthe head 25 ofthe carbureter casing, so that heated air will not flow into the carbureter through the last-mentioned passage. When the throttle is shifted toward opening position, the inlet end 47 of the passage 46 is brought into communication with the aperture. 39, sothatheated air will flow through the passage 46 into the carbureter casing. The inlet. end 47 ofthe passage is gradually uncovered, so that the. amount of'air flowing It is to. be noted, howthrough the passage 46 increases with thethrottle opening movement. Inasmuch as the outlet end 48 of the passage 46 is dis posed a substantial distance in front of the leading edge 49 of the outlet end of the bore 32, the flow of heated air through the passage 46 is gradually cut off, it being entirely out olt' before the throttle is fully opened. From the foregoing it appears that a small quantity of heated air is admitted into the carbureter during the entire range of throttle movement. This quantity of heated air is gradually increased up to a certain point of the throttle movement and is then again gradually decreased before the throttle is in its fully open position.

The auxiliary air stream is heated to a high temperature by the exhaust gases, and is introduced into the main intake stream at an angle to the flow of the latter, as clearly appears from the drawings. A turbulence is thus induced in the main intake stream, which, in conjunction with the high heat, breaks up any globules of fuel a just before they enter the intake manifold.

The amount of heated air admitted into the carbureter is, as described above, dependent on the'amount the throttle is open and proportionate thus to the speed the engine is running at. The heated auxiliary air is thus properly proportioned to the flow of fuel to the engine, heating the atomized raw fuel and converting the atomized fuel into a dry gaseous explosive mixture, so that the mixture passing into the engine will have a greater explosive force. Condensation of the fuel is also practically eliminated. Actual experiments have shown a decided increase in car mileage and a decided decrease in the carbon monoxide contents of the exhaust gases. From this it wouldappear that a more perfect combustion is obtained in the engine than when a cold auxiliary air stream is admitted into the explosive mixture.

It is to be noted that, while herein a specific multi-nozzle carbureter has been described, the invention is applicable, to others just as well, the invention residing mainly in the provision of a throttle which controls the flow of heated auxiliary air into the carbureter, gradually increasing the amount of heated air up to'a certain point of the throttle opening and then gradually decreasing the same.

What I claim is 1. In an internal combustion engine, the combination with an intake-manifold, of a carbureter including a casing having an air inlet receiving direct from the atmosphere the main supply of air and a combustible mixture outlet communicating with said intake-manifold, a plurality of carburetiizg chambers communicating with said inlet, a cylindrical throttle interposedbetween said .carbureting chambers and said outlet provided with bores through which communications are adapted to be established gradually and in succession between said carbureting chambers and said outlet, and a conduit for supplying heated auxiliary air to said carbureter, said throttle being provided with a passage constantly in communication with said conduit and with said carbureter outlet, said throttle being furthermore provided with a passage in communication with said conduit and with said combustible mixture outlet only during part of its movement.

2. In an internal combustion engine, the combination with an intake manifold, of a carbureter including a carbureting chamber communicating with said manifold and re ceiving direct from the atmosphere the main supply of air, said carbureter including a throttle, a conduit for supplying heated auxiliary air to said carbureter, and means associated with said throttle for controlling the flow of heated auxiliary air to said carbureter, said controlling means. admitting heated auxiliary air into the carbureter dur ing the entire range of the throttle movement and ermitting of a gradualincrease of the auxiliary air up to a certain point of the throttle movement toward opening position and then gradually decreasing the same, said controlling means being wholly embodied in said carbureter and partlyconstituted by said throttle.

Signed at New York, in thecounty of New York, and State of New York, this 24th day of April, A. D. 1925.

JOHN J UHASZ.

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