US1722304A - Combined gas generator, carburetor, preheater, and controller - Google Patents

Description

July 30, 1929. F. c. LINDSEY 1,722,304

A COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER Filed Feb. 7-, 1922 5 Sheets-Sheet 1 F 17. L/NUSEK July 30, 1929. c 5553 1,722,304

COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER Filed Feb. 7. 1922 5 Sheets-Sheet 2 F? a x/vas'zx July 30,- 1929. F, c. LINDSEY COMBINED GAS GENERATOR, CARBURETOR, PREHEATEH, AND CONTROLLER Filed Feb. 7. 19,22 5 Sheets-Sheet 3 July 30, 1929. F. c. LINDSEY COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER 5 Sheets-Sheet 4 Filed Feb. 7. 1 922 a t canto? F. c. LINDSEY 1,722,304

COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER July 30, 1929.

. Filed Feb. 7, 1.922 5 Sheets-Sheet 5 M. w a, E

Patented July 30, 1929.

UNITED STATES FREDERICK C. LINDSEY, OF MILWAUKEE, WISCONSIN.

' COMBINED GAS GENERATOR, CARBURETOB, PREHEATER, AND CONTROLIIER.

Application filed February This invention relates to a combined gas generator, carburetor, pre-heater and controller; and, more specifically, to an attachment for internal combustion engines, for feedinggasoline-gas to the engine-cylinders, and automatically shutting off this gas and turning on the gas which it generates from kerosene, distillate or other liquid fuel that is less volatile than gasoline. It embodies certain principles that all also embodied in my engine-controlling mechanism described and claimed in an application filed by meon the th of Sept, 1920, under Serial Number 412,885. 7

One object of thisinvention is to simplify and otherwise improve upon the above mentioned engine-controlling mechanism and upon other known devices for a similar purpose.

A further object is to provide, as an element of the general combination, an improved combination including a combined gas-generating and thermally regulating or controlling member or unit which is operably connectible with other elements of the general combination in various ways.

A further object of the invention is to so combine the above mentioned unit with the other elements of the combination, that the whole constitutes a unit or unitary attachment which can be attached, by anyperson of ordinary ability, to the type of engine for which it is designed, Without disjoining any of its elements, and Without affecting the engine further than removing its gas-manifolds and the fasteners thereof.

Other objects and advantages will be pointed out or implied in the following details of description, in connection with the accompanying drawings in which,

Fig. 1 is a view showing a portion of the right side of an engine-body such as that of the well known Ford type, and my improved gas generating, carbureting, pre-heating and controlling attachment clamped to said engine-body by a clamp such as or similar to that or those used on the Ford engines vice being indicated partly in broken lines.

Fig. 3 is a. View similar to Fig. 1, but showmg a somewhat modified form and arrange- 7, 1921 Serial No. 534,800.

ment ofthe elements, the engine-body being omitted, interior.

Fig. 4 is a top plan view, enlarged, of a portion of the structure shown in Fig. 3, the preheating device being indicated partly in broken lines. I

Fig. 5'is an enlarged horizontal sectional view through the central part of the valveactuator-frame. I

Fig. 6 is an enlarged vertical sectional view of the thermostat and the screw-plug that connects it to the shell of the gas-generating chamber. l

Fig. 7 is a bottom plan view of the thermostat and screw-plug, a part of the valve-actuator-control-arm being broken out.

Fig. 8 is an enlarged vertical sectional View of the gas-generatorand heater, parts being broken away to show other parts and to Conserve space. g

Fig. 9 is a horizontal sectional view along the line 99 of Fig. 8, a part being broken out to show the continuity of the upper partition.

Fig. '10 is a horizontal sectional view along the line 10'10 of Fig. 8. I

Fig. 11 is an enlarged sectional View of the gas-feeding and gas-spreading device which constitutes a combined nozzle and checkvalve. I

Referring to these drawings in detail, in which similar reference characters correspond to similar parts throughout the several views; the invention consists in the construction and arrangement of combination of parts as fully described in the following:

At first, referringto Figs. 1 and-2, the'engine-body of a Ford engine is indicated at 1, and-the usual inlet bosses or portions, to which the intake manifold connects, is indicated at 2; the similar outlet portions or exhaust manifold connections being indicated at 3; and the usual clamp (or one of them), that holds the manifolds in place, being indicated at 4.

. Instead of the regular or usual Ford manifold, I use an intake manifold 5 and an outlet or exhaust manifold 6; these manifolds being designed to be fitted to and clamped on the Ford engine-body in the .usual way, that is, having branches which communicate with the interior of the enginebody through the connections 2 and 3, and to be clamped thereto by clamps such as or simi-- parts being broken out to show the lar to the one indicated at 4, appropriate seats being formed on or in the manifolds, for the clamps to be seated on.

In addition to the inwardly extending branches of the inlet or intake manifold, that connect to the engine-body, this manifold 5 is formed with an outwardly extending branch 7, the latter (itself) comprising two branches 8 and 9, and a valve 10 is provided in the branch 7 between the branches 8 and 9 (on the one hand) and the main body of the intake manifold (on the other hand). From the actuating arm of the valve 10, a link 11 extends through the well known central opening 12 of the engine body and connects to an arm '13 on the usual hand-throttle-rod of the Ford engine, thus connecting the valve or hand-throttle 10 to the steering post and enabling the flow of gas from both branches 8 and 9 to be readily controlled by hand of the driver of the automobile or operator of the engine.

' The usual Ford carburetor is indicated at 14, being typical of a gasoline-carburetor,

and a valve or throttle 15 is provided for this carburetor and for the branch 9 to control the flow of gas from this carburetor to the branch 9. A valve or throttle 16 is provided in'the branch 8, and the valve-arms of the valves 15 and 16 are connected by a link 17 in such manner that the movements of these valves are dependent upon one another, and that when either of these valves is closed the other is opened, and vice versa. Any appropriate means can be employed for actuating the link 17, either manually or automatically, and suitable means for its manual and automatic actuation will presently be described.

A combined carburetor and re-heater 18 is united with the outer end of the branch 8 and is in ,open communication with the latter, preferably extending down therefrom and being provided with a choke-valve or throttle 19 in or adjacent to an air-inlet 20 in its lower end. 'A link 21 or other appropriate means may-be provided to manually or otherwise open and close the choke valve. In addition to the valve 19,- I employ a spring-closed valve 22 in a valve-chamber 23 which communicates with the interior of the chamber 18 through the medium of a passage 24 and a constricted opening25, a thumb nut 26, or othe'rgappropriate adjusting or tensioning means may be provided in combination with cured in this connection 31"; so that the elements 6, 6, 31 31, 31 and 29 constitute one continuous outlet or exhaust passage.

Referring now to Figs. 1 and 9, it will be seen that the gas-feeding tube 30 extends from the heating pipe 29 into the upper compartment of the generator 31 and has its end secured in an opening 32 of an upper partition 33 ;the latter being preferably welded or otherwise permanently and securely united with the middle section of the generator-shell, or forming the upper end of this middle section. A lower partition 34; is likewise permanently secured to or made integral with or a part of the lower section 31 The upper and lower sections are provided with apertured ears 35 through which bolts 36 extend and are provided with nuts whereby they clamp the primarily separate upper, middle and lower sections of the generator 31 together.

The partitions and 3a are formed with a concentric aperture and six equally excentric apertures 37 which are also equally spaced from one another and from the inner surface of the shell or chamber which constitutes the main element of the generator 31. Seven annularly grooved tubes 38 are fitted, respectively, in corresponding upper and lower apertures 37 and there secured by any appropriate means, being. preferably welded to the lower partition and expanded or swaged in the apertures 37 of the upper partition, for convenience in assembling the elements of the generator. The peripheral grooves of the tubes 38 are indicated at 39 and 40, the latter being uppermost and being suificiently wide to receive the flared outlet end of an oil-feeding nozzle tl. There are seven of the nozzles 41, one for each tube 38, one of these nozzles being sufliciently long to reach the central one of the seven peripherally grooved tubes. These nozzles extend through the shell of the'generator and are secured thereto by any appropriate means,

the oil from any convenient source (not shown). The nozzles 41 are preferably of the novel construction shown, having radial grooves @5111 their extreme mner ends, for

spreading the oil laterally in the grooves 40. The grooves 39 may be termed capillary grooves, being so narrow that they retain oil by capillary attraction until the oil therein becomes thoroughly heated and begins to vaporize. .Vhen each upper groove becomes filled with oil, it overflows into and fills the next lower groove, and soon down the seven series of grooves. The series of capillary grooves of each generating tubev 38 issufficiently long to prevent any oil from reaching the lower end thereof when the tubes are properly heated while the oil is being fed thereto, but whatever oil reaches the lower partition is thereby vaporized gradually until dissipated. As the exhaust-fluid passes through the portion 6" of the exhaust manifold, in the direction of the arrow (Fig. 8), it strikes laterally inclined ridges 46 and d7 which constitute means to spread the hot gas or fluid, to distribute the heat in approximately equal proportions to the seven generating tubes. This heated fluid imparts heat to the tubes 38, and the latter impart heat to the oil for vaporizing it. As the hot fluid passes from the generating tubes, a portion of it strikes a thermostat 48, preferably of the type shown in Figs. 6, 7, and 8 (later described), and the hot gas then flows to the outer air through the medium of the L-shaped heating pipe 29, part of this exhaust-gas passing into a heating chamber or hot-jacket 49 in the form of an annular or hollow cylirr,

drical gas-chamber which surrounds the carbureting chamber of the member 18. The hot exhaust gas enters the chamber 49 through a pipe 50 and leaves it through a pipe 51, these atter pipes being preferably of the flexible metal type, as indicated. The pipe 50 communicates with the pipe 29 through a connection 50 which meets the upper end of the upright part of the pipe at such an angle and position that its inner opening or intake is directly in the path of the outwardly rushing exhaust-gas; and the connection of the pipe 51 is such that the rush of the exhaustby its outlet tends to create a vacuum therein, so that a circulation of hot gas is continually maintained in the heat-jacket 49 so long as the exhaust-gas flows through'the pipe 29. The exhaust-gas in the pipe 29 also heats the feed-pipe 30, which latter may be formed with any appropriate number of coils 30 and the section of this feed-pipe that connects the pipe 29 with the nozzle 28 is relatively short and preferably jacketed to avoid condensation of the gas therein. This arrangement of the elements 28, 29 and 30 is made possible by the L-shape of the pipe 29 and the proximity of the upright part of the pipe 29 to the upright member 18.

A valve 52 is provided at the junction of the nozzle 28 and pipe 30, and the arm of this valve is connected to an automatically operated and thermally controlled actuator 53 through the medium of a link 54: and an arm. 55. The nozzle 28 is shown in detail in Fig. 11, and comprises an externally threaded tubular body 28 a combined closing and gasspreading disk 28", and a disleretaining screw 28, the latter being secured approximately in the upwardly opening outlet of the nozzle and having its head sufficiently elevated above the outlet of the nozzle to permit the'disk to be raised to the broken line position so that gas can pass around its edges and be spread thereby while being sucked into the carbureting chamber. The constricted opening 25, by limiting the volume of air entering the carburetor 18, increases the force of suction for drawing the gas through the nozzle 28 and pipe 30. The nozzle 28 is heatjacketed, as indicated at 28, to prevent the cold air from the inlet 25 from causing gas to condense in the nozzle. This nozzle is directly in the path of the carbureting air, that is, directly over the inlet 25, and spreads the entering air so that it is forced into the gas which is spread by the disk 28 This spreading of the entering air and gas tends to form a vacuum in the center of the carbureting chamber, and the partially mixed air and gas whirls into and out of this partial vacuum while ascending to the intake manifold, thus effecting a. thorough mixing ofthe air and gas after it'has become reheated by its contact with the heat-jacketed wall of the carburetor. 2

Referring now to Figs. 1 and 5, it will be seen that the automatically actuating and controlling mechanism is very similar to a portion of that, shown in my prior application (above referred to), and comprises the previously mentioned actuator 53 and a supporting frame 56, the latter being (in the present instance) secured to the carbureting chamber 18, as indicated in Fig. 2, by wings or ears 57 on the carburetor 18. A bracket- 58 may also be provided for more rigidly uniting the member 56 with the branches of the intake manifold.

It is desired that the intensity of the heat of the exhaust-gas be absorbed by the generating tubes (and transmitted or conducted thereby to the kerosene or other oil) before it begins to act on the thermostat 418, so the oil will be thoroughly vaporized before the actuator 53 is permitted to automatically shut off the gasoline-gas and turn on the kerosene-gas: Therefore, the thermostat is preferably located in the top or cover of the generator 31; and, in order to conveniently and properly connect this thermostat to' a detent 59, this detent extends up approximately to the level of the thermostat-arm 60 and is operatively connected to the latter by a link 61 and a bell-crank or lever 62, the latter being pivoted on a standard or arm 63 which is shown partly in broken lines in Fig. 1, the detent 59 being also partly in broken lines. The detent 59 engages with a notch in the sliding rod of the actuator 58and holds this rod in the position shown, when the engine is to be fed gasoline-gas, thereby holding the valve 15 open and the valve 16 closed; this being accomplished through the medium of an arm 6% and the link 17. This arm is provided with a slot that receives a lateral extension or stud on the link 17 so as to permit the necessary lateral movements of the link while being moved longitudinally by the arm 6st.

From the foregoing paragraph, in connection with the description of the arm and its adjuncts, it will be seen that the valves 1", 16 and 52 are simultaneously actuated by the actuator 53,and of course, the valves 16 and 52 must be opened simultaneously and closed simultaneously, so that gas can pass intoand out of the carburetor simultaneously. The special purpose of the valve 16 is to prevent the engine from drawing air through the carburetor 18 and thinning the mixture from the carburetor 14 when the latter is in use; while the purpose of the valve 52 is to completely shut off the'kerosene-gas or other oil gas when the engine is to use only gasolinegas.

To prevent the actuator 53 from automatically shifting the valves, when only gasoline is to be used, a detent is pivoted on the frame 56 at 66 and engages with a shoulder 67 of the actuator-rod, this shoulder and a similar one 67 being preferably in the form of a hardened steel plate or block. When automatic actuation is desired, the actuator-rod is pressed by a spring 68 in such manner that it tends to move rightward, but can not so move until the thermostat causes the detent 59 to release the actuator-rod. The spring 68 is made operative or has power stored therein by pressure of a member 69 thereagainst, and this pressure is obtained by sliding the member 69 along the actuator-rod by any manually operable means. One such means consists of a block 70, a link 71 pivoted thereto, an arm 72 pivoted to the link 71, and an oscillatory shaft or rod 73 journalled in suitable bearings and carrying the arm 72. The shaft 7 3 extends through the opening 12 of the engine-body and may be connected with any appropriate actuating means. The block is slidable on the actuator-rod, and can be moved in either direction from the position shown without at once effecting movement of the actuator-rod. lVhen the member 69 is moved rightward (or forward) it exerts a cam-action on the detent 65 so as to move it out of engagement with the shoal der 67 while storing power in the spring 68 for automatically shifting the valves when the actuator is released by the thermally actuated detent 59.

The automatically controlling mechanism also includes a detent 65 pivoted at 66 a shoulder 67 to engage this detent, a meme ber 69 to compress a spring 68 and release the detent 65, and a spring or springs 74 (shown partly in broken lines) for pressing the detents 67 and 67 a into engagement with the shoulders of the actuator-rod. These members operate in a manner similar to that of the corresponding members at the righthand of the block 7 O; that is, when this block is moved leftward (or rearward), it stores power in the spring 69 and at the same time begins to release the actuator-rod from the detent 65 thereby shifting the valves from the oil-gas-feeding-position to the position for feeding gasoline-gas (as shown). Limiting collars 75 are secured on the actuator-rod, and while taper pins are here shown for securing them and the arm 64: in place, any other appropriate means may be employed. The arm 55 is here shown as being integral with one of the limiting collars. A key 76 or any other appropriate means may be employed to prevent rotary movement while permitting longitudinal movement of the actuator-shaft.

If the source of kerosene supply is above the level of the distributing chamber 42, a valve should be provided to prevent oil from gravitating into the generator when not in use; but if said source is below the level of the distributing chamber, no valve is needed for this purpose, and any appropriate means may be employed, if necessary or desirable, to aid the suction of the engine in drawing oil or kerosene into the distributing chamber and generator.

Referring again to Figs. 6, 7 and 8 :The screwplug 7 7 preferably forms the supporting and bearing element for a rotary shaft 7 8 having secured thereon the arm 60 that connects to and actuates the link 61. On a depending boss 79 of this member 7 7 a spiral member 80 is secured by any appropriate means, a pin 81 and a screw 82 being here shown for this purpose. An arm 83 is fitted on a non-cylindrical part 8a of the shaft 78, and a screw 85 secures this arm on the shaft. A link 86 is pivotally connected to the outer ends of the spiral member and the arm 83. The spiral member is composed of two metal strips riveted together, the inner strip 87 hav ing a greater coefficient of expansion than the outer strip 88. As the hot exhaust-gas strikes this coil or spiral member, the difference of expansion of the strips 87 and 88 tends to unwind the coil, and this unwinding movement causes the link 86 to travel in the direction of the arrow (Fig. 7), carrying therewith the arm 88 shaft 78 and arm 60 in the clockwise direction, as referred to Fig. 7, and the contra-clockwise direction as referred to Fig. 2.

Modified form.

In the modified form shown in Figs. 3 and l, the arrangement of parts is considered preferable where the invention is applied when the engine is designed and manufactured, and is also applicable to types of ready built engines where the previously described Ford attachment is inapplicable. In this modified form, the automatic actuator has its frame 560 secured directly on or quite near the engine-body (not here shown), so the arm 60 extends inward (instead of outward as in the Ford type), and therefore, the thermostat 48 must have the coil reversed, which can be done without materially changing the structure of the several elements thereof.

In this form, the detent 590, being relatively'short, is operatedby a lever 620 that is pivoted directly on the main part of the frame 560. A spring 621 holds the detent in operative position, and a slot 622 permits independent movement of the link when the thermostat becomes excessively cool. The

spring and slot may be dispensed with however, as in the Ford type, where the link 61 is flexible and springy so it will bend somewhat when the back pressure of the thermostat is sufliciently great to bend it, and will then return to normal when the temperature is normal or between extremes.

In this form of the invention, the members 69 and 69 are actuated by a loop 700 formed on a sheet metal strip which constitutes a lever 701 which is connected by a link 702 to a handle 7 03, the latter being pivoted on a bracket 704: which includes a segment having the positions for feeding gasoline and kerosene indicated thereon by the letters G and K, respectively.

Instead of the previously described levers 55 and 64:, this form of the invention embodies an arm 640 to which is secured a jointed or flexible link 6&1 provided with lateral exten sions 64:2 and 643 connected, respectively,

with the valves 52 and 16, a link 54A being employed as a medium between the valve 52 and the arm 642. The arm 643 is directly pivoted to the arm of the valve 10, and the link 641 is directly pivoted to the arm of the valve 15.

I11 this form, the main body of the intake manifold is indicated at 500, its outward extension at 7000, the two branches of the latter at 800 and 900 (connecting respectively with the oil-gascarburetor and gasoline-gascarburetor), the gasoline-gascarburetor is indicated at 140, and the exhaust manifold is indicated at 600. The parts not mentioned with respect to this modified form are substantially the same as those described for the Ford type.

Suitable pipe couplings and unions are provided, either as shown or in any other appropriate arrangement, but specific reference to these appears unnecessary.

It is not intended to limit this invention to the exact construction and arrangement here shown and described, but changes may be made within the scope of the inventive ideas as implied and claimed.

What I claim as my invention is 1. In a gas-generating, gas-heating and carbureting device, the combination of a gas-generator comprising a gas-generator chamber and a hea ing fluid chamber, a carburetor connected for open communication with the intake manifold of an internal combustion engine and provided with a controlling valve, a heating fluid chamber around said carburetor, the first said heating fluid chamber being connected for open communication with the heating fluid chamber of said carburetor and for open communication with the exhaust manifold of said engine and also for open communication with the outer air, an exhaust discharge pipe being provided to establish such communication with the second said heating fluid chamber and with the outer air, and a gas-conducting pipe connected for establishing an open communication between said gas-generating chamber and said carburetor, the greater part of this gas-conducting pipe being within the said exhaust discharge pipe.

2. The structure defined by claim 1, and means automatically cont-rolled by said gas generator for controlling said valve and thereby the flow of gas from said gas generator to saidcarburetor.

8. The structure defined by claim 1, means automatically controllable for controlling the flow of gas through said gas-conducting pipe, and means to detain the automatic means against effecting its control, for the purpose specified.

4. The combination of an exhaust-manifold, a combined gas generator and thermostat united therewith in position to be heated by the exhaust gas or fluid, a carburetor, means to conductgas from said gas generator to said carburetor, an intake manifold ar ranged to receive gas from said carburetor, a second carburetor arranged to feed gas to said intake manifold, valves to control the flow of gas from both carburetors, means controllable by the thermostat for controlling the valves, the last said means including an automatically actuated member, means including a locking detent to hold said member against premature actuation, and means connecting this locking detent to the thermostat for unlocking movement of the detent.

5. The combination of an exhaust-manifold, a combined gas-generator and thermostate in position to be heated by the exhaust fluid of said exhaust manifold, a carburator, means to conduct gas from said gas-generator to said carburetor an intake manifold to receive gas from said carburetor, a second car buretor arranged to feed gas to said intake manifold, valves to control the flow of gas from both these carburetors, means including.

an actuating member for operating said Valves, a spring for actuating the actuating member, means to render said spring alternately operative and inoperative with respect to said actuating member, a locking detent to hold said actuating member against the pressure of said spring, and means operable by said thermostate to release said actuating member from the locking detent.

6. The combination With a conduit provided With a valve and adapted to have fluid passed therethrough, a second conduit adapted to have fluid passed therethrough and being in such proximate relation to the first said conduit that the temperature of the fluid in the first said conduit is changed by the temperature of the fluid in the second said. conduit, a thermostat in such proximate relation to the second said conduit that it is actuated by the temperature of the fluid in the latter, an actuating device settable for automatically operating said valve, detaining means to prevent untimely actuation of said actuating ,device, and means operatively connecting said detaining means to said thermostat for releasing said actuating device.

7 The combination of a fluid-passage having apertured partitions therein and including a gas-generating tube extendinn through the apertured partitions and combining with its adjuncts to form a gas-generating chamber around this tube, means to feed a liquid into contact With the exterior of said gasgenerating tube so that the heat from the fluid in said fluid-passage is imparted to said liquid for generating gas therefrom, a thermostat in position to be in contact With the said fluid in its exit from said gas-generating tube, means to conduct gas from said gas-generating-chamber, and means controllable by said thermostat for controlling the flow of gas from said gas-generating chamber.

8. As an article of merchandise, the unitary structure Which includes an intake manifold, an exhaust manifold, these manifolds being adapted to be fitted and secured to an enginebody of the Ford-type in lieu of the usual Ford-type manifolds, carburetors for feeding different kinds of gas to said intake manifold, valves for controlling the flow of gas in the respective carburetors, automatically operative means to actuate the valve-controlling means, a gas generator in proper relation to the exhaust manifold for being heated by the latter, means to conduct gas from said gas generator to one of said carburetors, a thermostat in position to receive heat from fluid that passes through the exhaust manifold, and means operatively connecting said thermostat With said automatically operative means so as to control the latter by the thermostat.

In testimony whereof I affix my signature.

FREDERICK o. LINDSEY;

Images