US1727197A - Internal-combustion engine - Google Patents

Description

Sept. 3, 1929. H. F. BRYAN ET AL 1,727,197

INTERNAL COMBUSTION ENGINE Filed Nov. 25, 1925 2 Sheets-Sheet 1 Fig- 1 [NVEN TOR M RYFBRYAN Kai Ema]: Evsgm MTNESS wgw Sept; 3, 1929. H. F. BRYAN ET AL 7 INTERNAL COMBUSTION ENGINE Filed Nov. 25, 1925 2 Sheets-Sheet 2 -5RYAN zfiY FkANa/s Evsmu Patented Sept. 3, 1929.

UNITED STATES PATENT OFFICE.

HARRY F. BRYAN, OF CHICAGO, ILLINOIS, AND ROY FRANCIS ENSIGN, OF PASADENA, CALIFORNIA, ASSIGNORS TO ENSIGN CARBURETOR COMPANY, OF LOS ANGELES, CALIFORNIA, A CORPORATION OF CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed November 25, 1925. Serial No. 71,491.

This discovery and invention includes novel means for supplying liquids to the combustion chambers of internal combustion engines.

It is well recognized that internal combustion engines when working at full load or large fractions of full load, will not sustain maximum power continuously because the high temperature of the piston head is com municated to the top piston ring. destroying its lubrication, which reacts to raise the temperature of the piston still higher with a consequent loss of power through detonation and excessive friction.

This invention is applicable for supplying to the cyilnders of internal combustion engines, water for the purpose of preventing detonation on the firing stroke and pre-ignition on the compression stroke of the piston, and oil for lubricating between the cylinder walls and the top ring of the piston.

Heretofore it has been considered impracticable to properly regulate the introduction of liquids, as such, into the engine cylinder by way of theengine manifold, because such liquids are needed when, and only when, there is a considerable load upon the engine, and corresponding low manifold depression; whereas the depressions that are strongest and best adapted to draw such liquids into the manlfold or the engine cylinders, occur while the engine is operating under light load, which is the very time such liquids are not needed.

We have discovered that b applying the suction due to the velocity 0 the air in the intake of the manifold before it reaches the throttle to lift the liquid from below the surface of a body of liquidhaving a constant level subject to air pressure, and applying through a restricted passage, to such lifted liquid, the depression of the manifold, that the liquid will be carried by the manifold suction through the manifoldin quantities proportional to the quantity of air flowing through the air intake. The pressure on the surface of the liquid may be atmospheric or it may be the pressure of the air intake; or it may be further regulated by a restricted orifice supplying air to' said restricted passage connected with the manifold. Such regulation may be used to determine at what fraction of full load the liquid begins to be applied to the engine manifold.

In thisimprovement, use is made of the volume of the infiowing air as a means to proportion and determine the time, and the period, of the application of either of the liquids to the engine cylinders.

An object of this invention is to provide means for conducting said method, and whereby the liquid will be automatically and invariably introduced at the time it is needed.

A principle of this invention is that the volume of the inflowin airdetermines the period wherein the liquids will be carried to the cylinder and the volume of such liquid delivered to the engine manifold at the various loads, respectively, on the engine. The principle involved for all of these uses is the same in each instance; but in order to carry out the invention effectively, slight changes of mechanical construction are required for the application of the invention to liquids of different characters.

An object of the invention is to make provision whereby the delivery of the required liquid to'the engine cylinder will be in such volume as the operation of the engine may call for irrespective of the resistance to air supply by intervention of a stove or air cleaner.

In carrying out this invention we do not limit ourselves to any particular means fol; carburetin g theinfiowing air, but a carbureter of conventional form will be shown for the air intake of or to the engine manifold.

Other objects, advantages and features of invention may appear from the accompanying drawings, the subjoined detailed description and the appended claims.

The accompanying drawings illustrate the invention.

Figure 1 is a fragmental elevation partly in section of an apparatus constructed in accordance with this invention and comprising an attachment applied to an engine for the introduction of water to an engine cylinder through the engine manifold. The engine carbureter body is shown in elevation and the attachment and the carbureter air intake are shown in section.

Fig. 2 is .a fragmental vertical section of a water supplying attachment constructed in accordance with this invention, with direct atmospheric pressure on the surface of the liquid in the water bowl.

Fig. 3 is a view analogous to Fig. 1 showing the attachment as constructed and arranged for introducing oil to the valve chamber.

Fig. 4; is a diagrammatic fragmental detail in vertical section on line :12, Fig. 3, showing extension of the liquid introducing tube into the valve chamber.

an engine, to the valve chambers 2 of which the usual manifold 3 is applied inthe usual way, 4 is a carbureter between the air intake 5,

and the throttle 6. A hot spot 7, is shown with inlet 8 and outlet 9 for exhaust gases to heat the combustible mixture supplied by the carbureter. 10 indicates a constant level liquid chamber provided with a restricted air vent 11 which is shown in Figs. 1 and 3 as a Pitot tube open at the air intake to the manifold 3, so that the air pressure in the chambers and 10 above the liquid level surface 13 in said chambers respectively will be coordinate with the air intake pressure.

In Figs. 2 and 5 the air in the constant level chambers 10 and 10 is open to the atmosphere directly through vents 11 instead of through a Pitot tube 11.

This form of construction may be used where there is no likelihood of dust entering the vent 11.

14 is a riser connected to the chamber 10 below the liquid level 13therein through the liquid assage 15 and orifice 16 which is adjusted v a needle valve 17 that can be set to adjust the amount of the liquid delivered to the riser.

The riser is connected at its upper end to the air intake 5.

Liquid delivery means are connected to the riser 1 1 between the liquid level surface 13 and the manifold 3; and said means comprises a restricted orifice 18 and a tube 19 which opens to the manifold between its mixture inlet 20 and the valve chamber 2, and is merely an extension of the bore 21 to which the tube is connected by a union 22. i

The liquid delivery tube is shown having branches 23 that open into the manifoldbeyond the hot spot 7 so as not, to be vaporized by the heat, and to be delivered to the valve chamber and thence past the valve to the engine cylinder 24, as a liquid.

A bleed 25 between the air space12 in the constant level liquid chamber and the bore 21, is provided to reduce the pressure on the liquid in the chamber to determine the load at which the delivery of the liquid will begin.

In Fig. 1, a water supply connection 26 is shown to deliver water under pressure through a valve 27 operated by a lever 28 and float 29 adapted to shut off the supply at the constant level.

The riser is shown located between the manifold air inlet 5 and the choke 30; and

the air intake is shown connected to an air' cleaner 31.

In the form shown in Fig. 3 the parts above described which are common to the two forms are indicated by the same numerals as in Fig. 1. The air cleaner is omitted, and the end of the manifold air intake 5 of the attachment is shown provided with a slit 32, and has cars 33 to be drawn together by a bolt 34 to clamp the attachment to the manifold air intake 5.

The constant level chamber 10 has a dam .35, the height. of which determines the level 13 of the oil 36, which is supplied by a pump 37 through a system comprising the feed pipe 38 that enters the chamber 10' below the liquid level, and the drain pipe 40 that has its outlet 40' submerged in the crank case oil 400 and, that returns the overflow from the dam to the crank case 41 from which the pump draws it to return it to the constant level chamber.

The supply of oil is continuous through the oiling system feed pipe 42.

In Fig. 4 the oil delivery terminal 43 of the communicating means between the riser and manifold is shown opening just above the valve in the valve chamber 2, so that the oil can enter the combustion chamber of the engine whenever the load conditions demand and without contact. with the manifold.

In an operating engine, the depression in the manifold above the carbureter will always be greater than in the air intake.

Assume that an engine to which this invention may be applied is in operation, and the throttle is closed to an idle, no load, position; the liquid delivery means 19 will then apply a maximum depression to the orifice 18, but the upper end of the riser '14, is sufliciently large normally to supply air from the air intake 5It0 the orifice 18 without producing sufiicient depression in the lower end of the riser 14,.to lift the liquid, through the passage. lfi'and the orifice 16 high enough in the riser 14 to reach the orifice 18, and therefore, no liquid will pass by way of the tube 19 t0 the engine manifold.

Upon opening the throttle and applying load-on the engine, the depression above the throttle will decrease and air flow will increase through the air intake 5 and 5, for each increase of load; and the liquid will rise into and will stand higher and higher in the riser 14,111itil at some predetermined load it will reach the orifice 18, when the greater depression in the engine manifold will draw liquid through the orifice 18 with some air from the riser 14, so that the liquid is rapidly propelled with some air into the engine manifold or the valve chamber. The depression at 5 will always be such that it ,will increase the flow of liquid in proportion to the amount of air flowing, so that at the wide open throttle full load, a requisite amount of liquid will be delivered to the engine manifold. This amount.

of liquid may be adjusted by means of the needle valve 17. It is understood that at all times the depression in the riser 14 is mainly a result of the flow past the upper end of the riser 14 and is slightly increased by the suction'developed at 18, from the delivery pipe 19.

, The orifice 44 that delivers oil from the pump into the constant level oil chamber 10 is restricted so that the pressure from the pump will not cause disturbance in the constant level chamber and deliver too much oil thereto.

To adjust the device to different engines and to begin delivery of liquid at the proper load, a proper size of bleed 25 is required. With closed throttle, considerable depression is imposed on the surface of the liquid by bleed 25, thus preventing liquid from passing into the riser through the orifice 16. As the throttle is opened, this depression becomes less and less, and the point at which it becomes low enough to allow liquid to pass through the orifice 16 and up the riser to the orifice 18 is determined by the size of the bleed 25.

In Figure 1, the branches 23 of the fuel delivery tube 19 are shown delivering water just beyond the hot spot.

If it were placed underneath the hot spot the water would be largely vaporized or converted into steam before reaching the combustion chamber and the desired results would not be secured. Placed in the position shown it is not vaporized or broken up and reaches the cylinders in a condition to absorb sufficient heat to prevent detonation.

It may be further desirable to place this delivery pipe shown in Fig. 1 at any point on the manifold from that shown in Fig. 1 to that shown in Fig. 4.

In Figs. 3, 4 and 5 there is shown an application of this invention for the purpose of lubricating the engine cylinders with oil. In this case the delivery tube 19 is carried in well over the engine valve so as to deliver the oil as little vaporized or heated as possible into the engine cylinder.

Tests with this invention have shown first that engines using a heavy fuel such as kero sene, will use much less total water for cooling when the water for use in the invention is taken from the radiator or .water jacket of the engine to the connection 26, than if the engine is run on the same load without this device; and when using the device shown in Figs. 2 and 3 using oil to lubricate the cylinder, the en ine radiator will use still less water and evelop'more continuous power and at a thinner mixture or higher economy than when operated simply with a radiator or with the injection water shown in Fig. 1.

This invention may be put to a still further control of load condltions in extremely warm weather. Hot spots or the amount of heat necessary from whatever source to vaporize fuel in the manifold in cold weather may be suflicient to seriously decrease the power output of an engine in hot weather; hence it is desirable to be able to counteract this by cooling the hot spot.

' With riser 14 and the air vent 11 of proper relative size, the bleed 25 may be reduced so that part of the water will flow by way of the orifice 18 and part up through the riser 14 to the air intake 5 and on through the manifold thus cooling the hot spot.

In case of stoppage of the orifice 18 and bleed 25 the apparatus will still function because liquid from the constantlevel liquid chamber will be supplied through the riser to the air intake, the Pitot tube supplying the necessary pressure to the surface of the liquid in the constant level liquid chamber.

' We claim 1. The combination with an internal combustion engine manifold, and an air intake leading to said manifold; of a constant level liquid chamber; a riser connected to the chamber below the liquid level,and to the air intake; and liquid delivery means connected to the riser between the liquid level and the air intake and communicating with the manifold.

2. The combination with an internal combustion engine manifold and an air intake leading to said manifold, of a constant level liquid chamber provided with a restricted air vent; a riser connected to the chamber below the liquid level and to the air intake; and liquid delivery means connected to the riser between the liquid level and the air intake and communicating with the manifold, said means being provided with a bleed communicating with the constant level chamber above the liquid level.

3. The combination with an internal combustion engine manifold having an air intake leading to said manifold and a throttle between the intake and the manifold; of a constant level liquid chamber; a riser connected to the chamber below the liquid level, and to the air intake; and liquid delivery means connected to the riser between the liquid level and the air intake and communicating with the manifold.

4. The combination with an internal comleading to said manifold; of a constant level liquid chamber provided with a restricted air vent; said constant level chamber provided with a connection to the oil lubricating system, of the internal combustion engine; a riser connected to the chamber below the liquid level and to the air intake; and oil delivery means connected to the riser between the oil level and the air intake and communicating with the inner end of the manifold.

6. The means set forth for supplying liquid to the cylinders of internal combustion engines at a point beyond the engine throttle, which comprises a constant level liquid chamber; a riser tube connected with said chamber through an adjustable orifice and communicating with the air intake passage of the engine carhureter; a Pitot tube open to air intake and communicating with the constant level chamber above the liquid therein; and a liquid supply tube connected to the riser and to the engine manifold above the throttle and adapted to deliver liquid from the riser to the engine cylinder. 7

7. The means set forth for supplying liquid to the cylinders of internal combustion engines at a point beyond the engine throttle, which comprises a constant level liquid chamher; a riser tube connected with said chamber thrbugh an adjustable orifice and communicating with the air intake passage of the engine carburetor; a Pitot tube open to air intake andcommunicating with the constant level chamber above, the liquid therein; a liquid supply tube connected to the riser and to the engine manifold above the throttle and adapted to deliver liquid from the riser,"

to the engine cylinder; and a calibrated bleed supplying air to said liquid supply tube from above the level of the liquid in the constant level chamber.

8. In an internal combustion engine having a manifold, an air intake pipe, a carbureter and a throttle for the intake pipe; of

means for supplying to the intake pipe be yond the throttle, a nondetonating liquid; said means comprising aconstant levelliquid chamber provided with an orifice leading from near the bottom of the chamber; a riser tube in suction communication with the air intake of the carbureter; a Pitot tube projecting into the air intake communicating withsaid chamber above the liquid level; a li uid supply tube leading from said riser tdbe to the intake manifold beyond the throttle, and a calibrated bleed supplyingair from portioning a liquid supply to said manifoldv above said throttle; said means comprising a constant level liquid chamber; ariser tube opening from the bottom of said chamber and in suction'communication with said air intake; there being an orifice in communication with the bottom ofthe riser and the constant level chamber; a Pitot tube extending into said air intake and communicating with the upper portion of said chamber; and a liquid supply tube communicating with said riser and with said intake manifold, and provided with a calibrated air bleed communicating with the upper portion of said float chamber.

10. The means set forth for supplying liquid to the cylinder of an internal combus tion engine, which comprises a constant level liquid chamber, a riser tube connected with said chamber below the liquid level in such chamber and communicating with the air intake passage of the engine carbureter, a passage open to the air intake and communicating with the constant level chamber above the liquid therein, and a. restricted passage connecting the engine manifold above the throttle with the constant level liquid chamber above the liquid. I

11. The combination with an internal combustion engine manifold and an air intake leading to said manifold, of a constant level liquid chamber provided with a restricted air vent open to the air intake; a riser connected to the chamber below the liquid level and to the air intake; and liquid delivery means con- I nected to the'riser between the liquid level and the air intake and communicating with the manifold; saidmeans being provided with a bleed communicating with the constant level chamber above the liquid level.

In testimony whereof, we have hereunto set our hands- Said HARRY F. BRYAN at Chicago, Illinois, this 23 day of November 1925,

HARRY F BRYAN. Said RoY FRANCIS ENsIeN at Los Angeles, California, this 29th day of October 1925,

ROY FRANCIS ENSIGN.

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