US1675611A - Method and apparatus for reducing carbon monoxide in motor-exhaust gases - Google Patents

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E. J. LACY METHOD AND APPARATUS FOR REDUCING-CARBON MONOXIDE IN MOTOR EXHAUST GASES Filed may 1v, 192e;v

HIHHH July 3, 192s.

Witwe/ao Patented July 3, 192s.

UNITED STATES yPATENT OFFICE. y

EDWARD J'. LACY, 0F NEW YORK, N. Y.l

IIETHOD AND APPARATUS FOB RDUCING CARBON MONOXDE IN MOTOR-EXHAUST GASES.

Application med may 1'7, 1926. serial no. 109,713.

This appiication forms avcontinuation in part of my pendin U. S. applications, Serial Nos. 705,592 and 17,847, filed April 1U, 1924, andMarch 23, 1925, respectively, hoth alziandoned.

It is well known that the exhaust gases from internal combustion motors, contain such a quantity of carbon monoxide, as to be very injurious to health and often deadly, particularly when work must he done in a garage or the like in which the motor of a machinevis operating. It is also known that if complete combustion of all fuel suppiied to the motor could be obtained, the exhaust gases would not possess the poisonous character which must otherwise exist. This has led to the production of numerous devices, special fuels, etc., for aiding comhustion in the motor cylinders,'.but the effects obtained have fallen farl below expectations, with the result that discharge of poisonous gases from all motor vehicles still continues, to the detriment of all who must hreathe the gas-laden air.

I haveconducted numerous experiments, in attempting to at least materially reduce the amount of carbon monoxide in the exhaust gases of my own machine, and although a number of these experiments have not shown the desired results, they have led to the provision of a remarkably efficient method which materially reduces the carbon monoxide contents of the exhaust gases, and with further development, I believe, may `prohahiy he made to absolutely eliminate this poisonous factor. This new method also materially decreases my fuel consumption, with no sacrifice of power, speed, etc. In fact, the performance of the motor is hettered` in every way and appreciable deposit of carbon therein is prevented also.

I have experimented with the use of steam sione, taken from the radiator and admitted into the fuel intake of the motor,` but aside from tending to keep the motor free of carbon deposits, the results were not appreciahly better than when running on a mixl ture abundant with air.

I have in other tests taken a portion of the exhaust gases from the exhaust pipe and conducted them to the fuel intake of the I motor for reburning with the fuel {'/rom the carbureter. By this, I gained somewhat better combustion, a slight reduction in fuel.

until further thought and experimentation determined that to gain the best results, (l) the exhaust gases must be'taken from the portion of the exhaust, pipe adjacent the muffler inlet where the pressure is greatest; (2) these gases must be collected at different distinct points and the gases from sald vpoints must be thoroughly mixed into a homogeneous gas, as the ordinary exhaust gases are of a streak of fat and streak of lean nature; (3) this homogeneous gas must be immediately sped to the fuel intake of the motor without any retardation or appreciable'drop in temperature, by a short direct route; and (4) the steam must be mixed with the hot rapidly moving gas,

immediately before entrance thereof into the fuel intake of the motor. Under these circumstances, mixture of the hot exhaust gas and steam with the usual fuel from the carbureter, produces excellent combustion in the motor and decreases the carbon monoxide in the exhaust gases to a greater degree than heretofore possible. The motor is also kept substantially free of carbon and a tre mendous saving in fuel is effected. This fuel saving and the reduction of carbon monoxide, is not due solely to the excellent 'combustion attained, but is due lar ely to the fact that Vanyunburned fuel umts dis charging with the exhaust gases, are to aV largevextent returned to the motor with fuel from thecarbureter and given further chance to burn. Such fuel units crack or vaporize when the motor lires and are made to perform work, instead of escaping. The use of my invention with substantially a newY Pierce car, shows a remarkable increase in mileage from seventy to eighty percent; and in one of my experiments, I have been able by the use of my invention, to idle the motor of one machine with the oarbureter disconnected, using exhaust gases from another machine mixed with steam as the only fuel.

The preferred apparatus for carrying the method into ef'l'ect, is disclosed in the accompanying drawing.

Figure 1 is a side elevationshowing the apparatus installed for use.

Figure 2 is a longitudinal sectional view through a portion of the exhaust pipe and its muffler showing the preferred location of the exhaust gas collector and mixer.

Figure Bis an enlarged vertical sectional view through the gas collector and mixer, and associated parts.

Figure 4 is a vertical transverse sectional view on line 4 4 of Fig. 3.

In the drawings above briefly described, M designates an automobile motor having the usual fuel intake I, exhaust pipe E, muffler E. carbureter C and radiator R.

Disposed longitudinally in the exhaust pipe E, adjacent its point Aof communication with the muffler E, is a relatively small pipe 1 which is formed with a plurality of perforations l2, the end of the `pipe adjacent the muffler being preferably provided with a suitable cap or the like 3 having an opening 4, while its opposite end is provided with a coupling 5. A sleeve 7 surrounds the pipe 1 in spaced relation therewith and has its opposite ends closed, preferably by the cap 3 and the couplingr 5, said sleeve being formed with longitudinal slits 8. The pipe 1`, by means of the coupling 5 is connected to a pipe 9 which, in the present showing, leads longitudinally through the exhaust pipe E `to a three-way coupling .10, which coupling communicates with the intake I as indicated at 11. Also connected with the coupling 10, I have shown a steam pipe 12 leading from the upper end of the radiator R.

When the motor M is in operation, suction 1s of course created through the pipes 9 and 12, through the perforations 2 of the tube 1, and through the slits 8 of the sleeve 7.

g The result is that a portion ofl the exhaust gases from the exhaust pipe E are drawn rst into the sleeve 7 and then into the ipe 9, from which they travel directly, rapldly, umnterruptedly, andwithout appreciable drop l1n temperature, to the intake I, and as suction is created'in the pipe12, 'steam 1s drawn from the radiator and mixed Vwith the exhaust gas immediately before the latter is introduced into said intake, and by supplying the mixture of exhaust gas and steam to the fuel intake of the motor, said mixture of course intimately co-mingles with the fuel from the carbureter C, and the excellent results hereinbeforeset forth, are effected.

The pressure of the exhaust is greatest near the first baille plate vof the m'ufller and it is at this location that I co1- two eaches, one of said rea the steam source while ythe other reach exlect such gases. Moreover, the construction of the collector is such as to collect the exhaust gases at different distinct points and then thoroughly mix them to produce a single homogeneous gas which flows through the pipe 9 for mixture with steam from the pipe 12. This taking of exhaust gases from different 'distinct points and thoroughly mixing them, is very important for the reason that the exhaust gases are not .of uniform constituency, but possess the characteristic commonly explained by the expression streak of lean and streak of fat. Thus, without collecting the gases at different points and thoroughly mixing the gases collected at such points, a uniform geneous mixture of exhaust gases, shall take' place, While such mixture is traveling from the apertured collecting and mixing device, to the intake manifold I. Hence, I prefer to locate the pipe 9 so as to continually receive heat from the exhaust pipe until it reaches a point in extremely close proximity to the intake manifold. In the. present disclosure, the pipe 9 is shown within the exhaust pipe E, for this conservation of heat. Moreover, the steam pipe 12 is so disposed that it receives heat from the radiator R as long as possible and then takes a short direct route to the coupling 10. posed portions of this pipe 12, the coupling 10, the pipe 9 and the connection 11, are preferably well covered with asbestos or some other heat insulator, so that no appreciable cooling either of the exhaust gases or the steam, can take place. Moreover, the steam is mixed with the exhaust gases so close to the intake manifold, that before said steam exerts any appreciable cooling effect whatever upon the exhaust gases, the mixture has entered the intake manifold I for mixture with fuel from the carbureter C.

As excellent results have been obtained from the details disclosed, they are preferably followed. However, Within the scope of the invention as claimed, modifications may of course be made.

I claim: 41. The combination with an internal combustion engine; of piping leading to the fuel inlet passage of the engine from the interior of the exhaust gas passage of said engine, a portion of said piping being disposed longitudinally in said exhaust passage and being formed with longitudinally spaced perforations for the purpose set forth.

2. The combination with an internal com: bustion engine and a (source ofsteam associated therewith; of iping leadin fuel inlet passage of e en 'ne ang having es leading from to thev All exa slitted sleeve surroun ing said perforated lv tends into and leads from the exhaust passage, a portion of the iping in said exhaust passage being dispose longitudinally there-` of and having longitudinallfy splaced perforations for the purpose set ort 3'. The combination with an internal combustion motor having an exhaust pipe provided with a muier; of an exhaust gas collector in said exhaust pipeadjacent its point of entrance into said muffler, means for conhaust gas collector and mixer comprising a 20 perforated pipe adapted to be placed in an exhaust pipe and adapted for connection at one end with the fuel intake of amotor, the other end of said pi e being closed, and

pipe in spaced relation therewith, both ends of said sleeve being closed.

v 5.- The combination with an internal combustion engine having an exhaust pipe; of

an apertured exhaust gas collector disposed in sald pipe and having its apertures spaced apart longitudinally of the exhaust pipe, and

, piping leadingl directly from said collector to the intake manifold of the engine, said piping being disposed longitudinally of the exhaust ipe and in suiliciently close relation therewit to prevent appreciable drop in temperature during passa e of the collected, exhaust ases from the col ector to the intake manifol 6. The combination with an internal combustion engine having an exhaust pipe; of

an exhaust gas collector in said exhaust pipe,

and pipin leading directly from said collector to the intake manifoldr of the en 'ne, said piping being disposed within sai i-exhaust pipe from saidcollector to a point in extremely close proximity to the intake manifold'to prevent any appreciable drop in temperature of the collected exhaust gases while in transit from the collector to the intake manifold.

7. A structure as specified in claim 6; together with steam supply piping connected with the first named piping substantially at ifts dpoint of entrance into the intake mani- 8. The combination4 with an internal com- -bustion englne having an exhaust pipe provided With a muffler; of an exhaust gas collector in said exhaust pipe adjacent its point' of connection with the muler, said collectol` being formed with exhaust gas inlets spaced apart longitudinally of the exhaust pipe to receive exhaust gas from different distinct points of said' pipe, and piping leading from said exhaust gas collector directly to the intake manifold of the engine, said piping extending longitu- .dinally of the exhaust pipe and being in such close proximity thereto as to prevent appreciable ldrop in temperature of the collected exhaust gases during transit to the 9. A structure as specified in claim 8; said piping being disposed within said exhaust the collected exhaust gases immediately be-l or entrance thereof into the intake maniol 11. The combination with an internal combustion engine having an exhaust pipe, of an apertured exhaust gas collector disposed in said pipe, piping leading directly from said collector to the intake manifold of the engine, said piping being dis osed longitudinally oftheexhaust pipe an in sufficiently close relation therewith to prevent appreciable drop in temperature during passage of the collected exhaust gases from the collector to the intake manifold, and steam supply piping connected with the first-named pipmg substantially at its point of entrance to the intake manifold.

In testimony whereof I lhave hereunto aixed my signature.

v EDWARD J. LACY.

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