US1686737A - Charge-forming structure for internal-combustion motors - Google Patents

Description

G. W. DONNING CHARGE FORMING STRUCTURE FOR INTERNAL COMBUSTION IOTORS Filed April 18. 1922 2 Sheets-Sheet I Oct. 9, 1928. 1,686,737

G. w. DONNING CHARGE FORMING STRUCTURE FOR INTERNAL COMBUSTIQN MOTORS "Filed April 18. 1.922 I Z-Sh'eets-Shdet 2 Patented Oct. 9, 1928 UNITED STA GEORGE W. DONNING, OF BBIDGEPORT, CONNECTICUT.

CHARGE-FORMING STRUCTURE FOR INTERNAL-COMBUSTION MOTORS.

Application filed April 18,

This invention relates to charge-forming structures for lnternal combustion motors,

and primarily involves means associated withand influenced by thermal conditions of and 5. surrounding the motor for varying the temperature of the air flowing into and through a carbureter associated with th motor and, in some instances, also, the temperature of the gaseous mixture developed in the carbureter and as that'mixture is about to be discharged into the motor.

The object of the present invention is to provide a structure, comprising a plurality of components, whereby variations in the thermal conditions of an internal combustion motor-or of the air surrounding the sameautomatically effect a change in the temperature and conditions of the gaseous mixture preliminary to its introduction into the motor, and thereby effect the requisite vaporization of the charge-forming mixture at all times andunder all atmospheric conditions, the action of the structure being automatic and primarily in accordance with the thermal conditions of the motor.

Still another object within the contemplation of my invention is automatically to effect a variation of fuel to air, in some instances or under certaln cond1t1ons, to accord wlth 3 variations in conditions of or surrounding the motor.

Use of devices embodying the present invention makes possible satisfactory action and performance of the motor on a lean 5 adjustment of the carbureter. It also does this under opposite extremes oftemperature and climatic conditions because of the automatic regulation and control of the degrees of heat of the mixture in accordance with 40 thermal conditions of a motor, starting from a predetermined standard based upon knownefliciency. x A

With these and other objects in viewand which will be made apparent by the disclosure of my inventive-concept, as revealed in the following descriptionthe invention comprisesa related aggroupment of components. the action of some of which is made directly dependent upon the action of others,

whereby automatic coaction thereof is accomplished; there being means provided, to be manipulated by the user, for varying such coaction at the will of the user should occasion or unusual conditions require it.

In order that the invention may be readily 1922. Serial No. 554,684.

comprehended, various embodiinents thereof are shown in the accompanying drawings; but it is to be understood that these drawings are merely illustrative; that the invention is susce tible of various other embodiments and uti i zations; and that the structures herein exemplified are capable of a wide range of modification and variation without departing from their salient features or sacrificing any of their. underlying principles.

In these drawings:

Figure 1 is a view, somewhat fragmentary, of an internal combustion motor with its associated cooling system, intake and exhaust manifolds, and a carbureter, and with these are aggrouped the ins'trumentalities constituting my improvement;

Fig. 2 is a fragmentary view in vertical transverse section of a ortion of the intake manifold, of a: fuel con itioning' device associated therewith, and of a fuel-valve operated (in some instances) in conjunction therewith; j

Fig. 3 is a view-in section on the line 3-3, Fig. 1, showingthe internal construction of the fuel conditioning device;

Fig. 4 is an enlarged detail vertical sectional view illustrating the construction of the fuel valve;

Fig. 5 is a view of a modified form of thermostatic device, here shown as associated with the cooling system of an internal combustion mgtor; and

Fig. 6 is a fragmentary view partly in section and partly in elevation of a second embodiment of the invention.

Referring to these drawings-the referencecharacter 1 designates, generally. a motor of I any appropriate construction and horse-power, and protected by a motor-hood H. and having the usual intake manifold 2, exhaust manifold 3, and cooling system 4 adapted to be influenced by. thermal conditions of the motor and thus to effect alcooling of the motor, as

usual, Operativelyconnected to the intake manifold is a 'carbureter5', of any required design and construction. It is to be understood that the invention now about to be described'is similarlv applicable to the forms of motor in which the charge-intake is of the built-in type, where'the water of the cooling system afiects the ingoing mixture, or, as shown, in my Patent No. 1233,7623, 'Fig. 1,

. where the inlet manifold is influenced by the thermal conditions of the cooling system.-

For conducting heated air into the carbureter, a conduit or pipe 6 is provided and directly connected to the intake of the carbureter. The opposite end of the conduit 6 is connected to an air-heater, stove or temperature-changing device 7 which, in this instance, is designed to have its contents infiuenced by the heat of the exhaust manifold to which it is juxtaposed for that purpose. The air-heater 7, in this instance, has an intake or opening 8 normally opening into the atmosphere. It will be understood that air flowing through the intake into the heater 7 is more or less heated by the thermal conditions of the exhaust-manifold so that the temperature of such air will have been more or less varied before it passes from the heater 7 through thev conduit 6 into the carburetor 5 to be therein combined with fuelsupplied to the carburetor in the usual manner. The heater 7 is provided with a second intake or opening 9, and this iscontrolled by a valvedevice 10 operating on a fulcrum 11.

Associated with the motor-and, in this instance, mounted on or against the head thereof-is a thermostatic-device 12, the action of which is influenced by thermal conditions of the motor cooling system and more or less by the condition of the air surrounding the n10- tor and under the motor hood H. This thermostatic-device is of novel COIlStl'l'lCtlOll and is disclosed in detail in my companion application, filed April 8, 1922, Serial No. 555,500. It will sufiice to say, here, that this thermostatic-device is adapted to operate not only the valve 10 of the air-heater 7in a manner presently to be explained-but also other devices for effecting the requisite vaporization and proportioning of the fuel, etc. The thermostat, in this instance, comprises a casing 13 for housing a thermostatic coil 14 formed of thermostatic metal and carrying an adjusting device '16, operable for varying the tension of the coil .14 and, thus, regulating the action of the thermostatic-device, as a whole, so that the actuatable components with which it is connected may likewise have their action varied.

Fast on the shaft 15 is an actuating arm 17, and to the free end of this is connected av link 18 which, in turn, is connected to the valve-device 10. It will be understood that when the arm 17 is lifted by the thermostatic coil 14when the thermal conditions influence that coil to perform such an operation the valve-device 10 is moved either to open the heater and to shift the device to any of the positions illustrated in dotted lines or, if the valve-device then occupies any of the dotted-line positions, to close the same. It will be understood that a setting of the device 16 will predetermine the action of the Valvedevice 10 and that, also, any change effected in the thermostatic coil 14 by the adjusting device 16 will likewise result in a change of action of the valve-device 10. It may here be explained that, if the valve-device 10 be closed, as shown in Fig. 1, all air passing from the heater 7 into the pipe 6 will be more or less heated by reason of the presence of the exhaust manifold to the heater. If, however, the valve-device 10 is raised under the influence of the thermostatic-device, air will flow into the heater and, thence, into the pipe 6 without having its temperature appreciably changed. In other words, a certain volume of cold air will be permitted to pass into the pipe 6 and, thence, into the carburetor 5 if thermal conditions of the motor require the introduction into it of a cool mixture at any particular time or under any required conditions.

Associated withand, in this instance, encompassing-the intake manifold 2 is what I shall herein term a hot-spot or vaporizer device 19, comprising a housing 20 provided with an exhaust-gas-outlet 21 at one side.

Extending from the exhaust manifold 3 and connected to the housing 20-and, in this instance, leading directly into the sameis a conduit or pipe 22, the function of which is to lead heated or exhaust gases from the exhaust manifold 3 into the housing 20 whereby, by

reason of the fact that the housing encompasses a portion of the intake 2, such gases coming in contact with the external sur t'ace of the intake 2 will heat the same so that any,

globules which condense or separate from the charge-forming mixture, as it passes from the carburetor into and through the intake 2, will thereby be vaporized. Thus, the device 19 may be considered as a vaporizer and, likewise, a so-called hot spot" instrumentality.

For varying the temperature of the contents of the hot spot device inversely to the motortemperature variations, the flow of the heated or exhaust gases from the device 19 may be varied or cut off, which, through the outlet 21, is controlled by a valve-device 21 (Fi 1) operating on a fulcrum 23 and actuated y a short arm 24 which, in turn, is connected to a long arm 25 which is threaded into a connecting member 26, the latter being pivotally attached to the arm 17. The connection between the long arm 25 and the connecting member 26 permits adjustment therebetween whenever occasion requires.

In this instance, one wall of the intake manifold 2 is provided with a port or opening 27 through which exhaust gases may pass from the conduit 22 into the intake 2 and thus mix with and assist in further breaking up any floating globules, thereby further conditioning the fuelfor use. Means are provided, in this instance, for controlling the flow of the exhaust gases into the intake 2, such means constituting what I shall herein designate a fuel-conditioning device and including a small rotary valve-device 28 which is actuatable to close the port 27 and, to that end, ex-

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tends outside of the housing 20, where it is connected, at 31, to the long arm 25 so as to receive motion therefrom whenever the thermostat raises the arm 17 to move the valve of the heater 7 and to operate the valve 21 which controls the gas-outlet 21 of the mixture-heater 19.

In some instances, it is or may be desirable to control the flow of fuel-from a suitable source of supply-into the carbureter and,

' thus, to vary such flow automatically through thepperation of the thermostat: To this end,

a connecting arm a is pivotally attached to the actuating arm 29, as at b, and also to a valveoperating lever c fulcrumed in a bracket d outstanding from the carbureter 5 and connected to a valve-member 6 operating in a fuel-nozzle f adjustably mounted in the carbureter 5. The valve-member e carries perforated guides g and h, which guide the reciprocatlng movement of the valve-member e, the latter being tapered, as at z', to control the flow of the fuel through the orifice j-all as clearly shown in Fig. 4. The structure, just described, has the function of proportioning the fuel to the admitted air; hence I shall herein refer to the same as a fuel-proportionin device.

It will e understood that, after the-motor is in operation, the air-heater 7 is in its hottest condition, to increase'the temperature of its contents, when the valve 10 is closed, as in the position shown in Fig. 1; whereas the vaporizer 19 is hottest, to increase the temperature of its contents, while the valve 21 is open; and-that, also, the valve-device 28 may operate as a fuel-conditioning device-by the flow of a part of the exhaust gases from the pipe 22' directly into the intake manifold 2'even though the valve 21 be open: Thus, while the motor is cold or cool, a limited amount of the exhaust gases may be permitted to pass into the'intake manifold and commingle with the ingoing mixture in order to vaporize the floating globules of the fuel. \Vhen, however, the motorbecomes heated and the thermostat is thereby rendered active to actuate the arm 30, the port 27 will be closed and the fuel-conditioning action and function of the device will be arrested.

It is to be understood, of course, that the fuel-conditioning device, the hot spot, the air-heater 7, and the fuel-proportioning device may be separately utilized to vary the condition of the gaseous mixture flowing through the intake manifold; or these several instrumentalities may all-0r any two or more of them-be operated in conjunction. One heats the air before forming thegaseous mixture; another vaporizes that which condenses orrseparates in the manifold without the heating gas admixing with the gaseous mixture; while another functions to introduce heated gases into the intake so as to mix with and become a part of the ingoing gasehot water cooling system and, likewise, to

the exhaust manifold. The thermostat is, therefore, influenced by these and, also by the thermal condition of the air under the motor hood.

In order to conservethe fuel by effecting vaporization thereof and, thus, preclude liability of unvaporized fuel penetrating into the crank case and thereby reducing the lubricating efficiency of the oil therein, and to reduce the formation of carbon to a minimum, much more heat is necessary to effect such vaporization while the motor is cold or Warming up. It is important, therefore, to provide for the highest degree of heating, both of the air which goes into the carbureter and of the gaseous mixture which passes therefrom into the intake manifold, at that time, namely, when the motor is cold or warming up. Then, instead of permitting the heat to ill) remain constant, or practically so, it is desirable that it should be gradually reduced as the motor approaches or exceeds ideal working conditions; and, when these conditions are exceeded, the heat from the outside should be cut ofi; otherwise volumetric efliciency is seriously sacrlficed and other troubles may develop.

My construction, efficient during all seasons; it is equallyiefiicient in the summer as in colder weather when atmospheric conditions more quickly affect the motor and its cooling system. By-reason of the fact that'the thermostat is influenced in its action by thermal conditions of the motor, etc.,'and inasmuch as the flow of coldair into and through the heater 7 and of heated gases into the vaporizer 19, or the fuelconditioning device 2728, are controlled through the thermostat, it follows that theaction of the heater 7 and the vaporizer 19, etc., are automatically governed through the thermostat and in accordance with the thermal condition of the motor. Moreover, the chilling or over-heating of the gaseous mix ture by the motor cooling system is compensated for automatically by the means herein revealed for-regulating the temperature of the mixture inversely to that of the motor. Such means assist in permittinga heating-up of the motor until the requisite condition, for higher efiiciency, is attained; and, likewise,- automatic checking of any tendency of the motor to overheat is provided.

By the provision of the air-heater 7, the vaporizer 19, the fuelizer, automatically governing their action in accordance with thermal conditions of the moas herein disclosed, is

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and the means for its overheating.v

tor, considerably more heat may be provided to effect vaporization of the fuel at any required moment to accord wit-h the thermal condition of the motor, inasmuch as auto matic meansthe thermostat, for example are provided to be influenced by the heat of the. motor and in such manner as to regulate the temperature of the gaseous mixture flowing into the motor substantially inversely to the heat of the motor whether the air passing into the carbureter is preheated-by means of the heater 7, for example-or the gaseous mixture is heated as it passes into and through the intake manifold.

By providing for the automatic regulation of the temperature of the gaseous mixture, the heat may be more constantly maintained at the required peak of compression than if introduced into the motor, sometimes too hot and sometimes too cold, or at a fixed temperature, Without regard to the wide range in motor-temperature variations.

The mixture-heater and the fuel-conditioning device, singly or by coaction, tend to maintain the motor, after its initial start, at the highest degree of efficiency, which means that its temperature is regulated to a nice degree constantly and for varying weather conditions; with the result that the cooling system of the motor is caused more efficiently to function for checking the overheating of the motor when the latter is subjected to unusual action, or unusual conditions prevail that ordinarily Would tend to quickly effect Freezing of the radiator is rendered less likely because of cont-r01 of thermal conditions.

The adjusting device 16 in the thermostat provides for regulating the action of the thermostat, and this means that the time of actionthe instant of operation, in other wordsof the valve 10, the valve 22, the fuelvalve e, and the valve 28, one or all, may be changed from the standardized factory-setting at the will of the operator whenever necessary or desired.

In Fig. 5, I have shown a'modification contemplating the mounting of the thermostat upon the radiator 32 so as to be primarily influenced by the thermal conditions existing therein or thereabouts. In this instance, the thermostatic-device, marked 33, includes a housing 34 clamped or otherwise secured to the radiator, and a plate 35 of thermostatic metal secured in the housing, as at 36, for oscillation in respect to an adjusting screw 37 by which the extent of movement of the plate 35 may be regulated. The actuating arm 17 of my first-described embodiment would then be pivotally connected, as at 38, to the free, end of the plate 35. It will be seen that by reason of such a connection, whenever the thermostat is operated by thermal conditions of the radiator, the actuating arm 17 is operated, whereupon those parts connected with it'as described in connection with my preferred embodiment-will similarly be operated and to perform the functions already ascribed thereto.

In Fig. 6, Ihave shown a somewhat different embodiment from that illustrated in Figs. 1 to 5: In this instance, however, the thermostat 39, the same as in Fig. 1, is mounted directly on the wall of the motor 1, and comprises a thermostat casing 40 provided with ports 40 and 40 for housing a thermostat-element 41 to which is' secured a stem 42 that is pivotally connected to an actuating arm 43 pivoted at 44 on a bracket 45 secured to the casing 40. In this embodiment, the actuating arm is for operating a valve 46 in an air-conduit 47, the valve 46 being connected to the arm 43 through linkage 48, 49, 50, 51, 52. The conduit 47 constitutes an air-intake for the carbureter 5 and is'connected by a second conduit 53 to a heater 54, through which extends a portion of the exhaust manifold 3. The heater 54 is provided with openings 55 for the intake of air under the suction action of the motor as developed through the earl bureter, and the conduits 47 and 53. The heater is also provided with a closure 56 which may be manually opened and closed, as desired. The heater is divided by a partition 57. Normally, air passing through the openings 55 in the heater will be heated by the exhaust manifold and passed through the port 58 into the conduit 53 and, thence, through the conduit 47 into the carbureter 5. If the motor is running at higher speed and is still cold, it develops a greater degree of suction through the carbureter and the conduits 47 and 53, it will actuate a spring-com trolled valve 59 to open the same and thereby permit an additional amount of heated air, from the portion of the heater to the right of the partition 57, to

the carbureter provided the valves 46 and 51 are maintained on their seats bythe thermostat while the motor is still cold.

In the event that the motor should be heating up too much, whereby its higher thermal condition will influence the thermostat, this latter device will open the valve 46 to permit cold air to pass into the conduit 47 and thence into the carbureter 5. At the same time, the valve 60 is operatively connected to the linkage by Which the valve 46 is controlled. and is. moved to cut oil passage of heated air through the conduit 47 from the heater 54. As soon as different thermal conditions of the motor have thereby been brought about and whereby the thermostat on the motor is again influenced to close the valve 46 and open the valve 60, heated air will then be perenter the conduit 53 and eventually pass into mitted to flow from the heater 54 into the iao stat,means are provided and, in this instance, these comprise an actuator 61 which includes a flexible portion 62, and which carries a dog 63 adapted to engage in an apertured plate or bracket 64 on ,the dash. The flexible portion 62 of the actuator 61 permits the tension of the actuator 61 to be varied, whereby the action of the thermostat may similarly be varied to accord with any predetermined requirements. I

Where, herein, the expression influenced by the thermal condition of the motor appears, it is to be understood that this expression includes not only those conditions which are'directly traceable to the motor itself, but also those which may indirectly develop therefrom; for instance, the thermal conditions of the air, under the motor hood, are more or less affected by the thermal conditions of the motor, and these'air conditions will more or less influence the thermostaticdevice herein disclosed.

It will be understood that the devices herein illustrated and embodying certain features of my invention are adapted to be used as attachments upon motor vehicles already completed, or built in as a part of the motor equipment during the course of construction.

What I claim is:

1. In combination, an internal-combustion motor, an intake-manifold leading thereinto, an exhaust-manifold leading out of the motor, a carbureter connected to the intake-' manifold, a fuel-conditioning device encompassing the intake-manifold, a conduit leading out of the exhaust-manifold for conveying heated gases to and around the fuelconditioning device and also into the intake: manifold, mechanism for controlling the flow of the heated gases into the intake-manifold and out of the fuel-conditioning device, a thermostat associated with and influenced by thermal conditions oi the motor and connected to said mechanism for actuating the same, an air-heater associated with the ex-- haust-manifold and having its contents influenced thereby, and a connection between the heater and the carbureter for conveying the contents of the heater to the carbureter.

2. In combination, an internal-combustion motor, an intake-manifold leadin thereinto, an exhaust-manifold leading out 0% the motor, a carbureter connected to the intake-manifold, a fuel-conditioning device encompassing the intake-manifold, a conduit leading out of the exhaust-manifold for conveyin heated ases to and around the fuel-con 'tioning evi'ce and also into the intake-manifold,

' mechanism 'for controlling the flow of the heated gases into theintake-manifold and out of the fuel-conditioning device, a thermostat associated with and influenced by thermal conditions of the motor and connected to said mechanism for'actuating the same, an

air-heater associated with the exhaust-manifold and having its contents influenced thereby, a connection between the heater and the carbureter for conveying the contents of the heater to the carbureter, and a valve-device associated with the heater for controlling the flow of air thereinto. v

3. In combination, an internal-combustion motor, an intake-manifold leading thereinto,

an exhaust-manifold leading out of the nected to said mechanism for actuating the' same, an air-heater associated with the exhaust-manifold and having its contents influenced thereby, a connection between the heater and the carbureter for conveying thev contents of the heater to the carbureter, a valve-device associated with. the heater for controlling the flow of air thereinto, and a connection between the valve and the thermostat whereby action of the latter controls the movement of the former.

4. In combination, an internal-combustion motor, an intake-manifold leading thereinto, an exhaust-manifold leading out of the motor, a carbureter'connected to the intakemanifold, a fuel-conditioning device encompassing the intake-manifold, a conduit leading out of the exhaust-manifold for conveying heated gases to and around the fuel-conditioning device and also into the intakemanifold, mechanism for controlling the flow of the heated gases into the intake-manifold and out of the fuel-conditioning device, a thermostat associated with and influenced by thermal conditions of the motor and con-- n'ect'ed to said mechanism for actuating the same, an air-heater associated with the exhaust-manifold and having its contents influenced thereby, a connection between the heater and the carbureter for-conveying the contents of the heater to the carbureter, a valve-device associated with the heater for controlling the flow of air thereinto, a connection between the valve and the thermostat whereby action of the latter controls movement of the former, and means for regulating the action ofthe thermostat and operable at the will of the user. 7

5. In combination, an internal-combustion motor,.a carbureter associated therewith for introducin the gaseous mixture thereinto, a motor-inta e associated with the carbureter, a vaporizer inclosin a portion of the intake, a fuel-conditioning evice associated with the intake, an exhaust-manifold communicating with the vaporizer and fuel-conditioning de vice, a valve device for controlling the flow of gases with relation to the vaporizer and fuelconditioning device, a fuel-valve associated,

with the carbureter for controlling the flow of fuel thereinto, a thermostatic device associated with the motor and influenced by the thermal conditions thereof, connections between the thermostatic device and the fuelvalve and said gas-controlling valve, an airconduit leading into the carburetor, an airheater connected to the conduit, a valve-device for controlling the passage of air through the heater, and a connection between said airvalve device and the thermostatic device.

6. The combination with an internal combustion motor having intake and exhaust manifolds, of a carburetor, an air heater associated with the exhaust manifold and having its contents influenced thereby, a valve for controlling passage of air into said heater, means for conveying the contents of the heater to the carburetor, an intake temperature changing device associated with the intake, means for directing exhaust gases into said device, a valve controlling exit of the exhaust gases from said device, a valve permitting and controlling flow of exhaust gas from the device into the intake, a thermostat mounted on the motor and operable by change in thermal conditions thereof, and means whereby operation of the thermostat controls movement of said valves.

7. The combination with an internal combustion motor having intake and exhaust manifolds, of a carbureter, an airheater associated with the exhaust manifold and having its contents influenced thereby, a valve for controlling passage of air into said heater, means for conveying the contents of the heater to the carbureter, an intake temperature changing device associated with the intake, means or directing exhaust gases into said device, a valve controlling exit of the exhaust gases from said device, a valve permitting and controlling flow of exhaust gas from the device into the intake, a valve controlling entrance of fuel into the carbureter, a thermostat mounted on the motor and operable by change in thermal conditions thereof, and means whereby operation of the thermostat controls movement of said valves.

8. The combination with an internal combustion motor having intake and exhaust manifolds, of a carbureter, an air heater associated with the exhaust manifold and having its contents influenced thereby, a valve for controlling passage of air into said heater, means for conveying the contents of the heater to the carbureter, an intake temperature changing device associated with the intake, means for directing exhaust gases into said device, a valve controlling exit of the exhaust gases from said device, a valve permitting and controlling flow of exhaust gas from the device into the intake, a valve controlling entrance of fuel into the carburetor, a thermostat mounted on themotor and operable by change in thermal conditions thereof, means whereby operation of the thermostat controls movement of said valves, and means for varying the action of the thermostat at the will of the user.

9. The combination with an internal combustion motor having a fuel intake and an exhaust, of a fluid heater associated therewith and having a valve for ing the degree of temperature of fluid passing through the intake, an exhaust gas device leading into the intake and provided with a valve for controlling the volume of exhaust gas entering the intake, and a thermostatcommon to both-devices for actuation thereof at predetermined periods.

In testimony whereof I aflix GEORGE W.

my signature.

DON N ING controlling and vary-

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