US1767675A - Means for cooling engines and purifying lubricants - Google Patents

Description

June 24, 1930. J F, ow 1,767,675

MEANS FOR C OOLING ENGINES AND PURIFYING LUBRICANTS Filed Feb. 27, 1928 2 j Z %MN%ZNTOR Patented June 24, 19330 OFFICE JOHN FREDERICK HOWAR'IH, OF NEW YORK, N. Y.

MEANS FOR COOLING ENGINES AND PURIFYING LUBRICANTS Application filed February 27, 1928.

My invention relates to means for, purifying the lubricating oil of an engine, and particularly an internal combustion engine, by removing diluents therefrom, and at the same time substantially cooling the oil and the engine itself. Incident to the purification of the lubricant, combustible parts of the diluents are conveyed to the engine cylinders and burned, thus realizing the fuel value of the diluents which otherwise would be lost.

In its broader aspect the invention comprises means for continuously drawing air into the engine crank case through a convenient opening such as the ordinary breather fitting, and removing this air which in its passage through the crank case takes up vaporous material therein including fractions of the engine fuel which have found their way into the crank case past the pistons, some fractions of the lubricant, and Water vapor produced by combustion. This vapor laden air hereinafter termed vapors is taken from a point in the crank 25 case substantially remote from the air en trance and conveyed to a condensing chamber in which the heavier fractions of the Vapors are condensed, these heavier fractions including portions of the lubricant, and the 3 more volatile fractions are conveyed from the condensing chamber to the engine intake manifold, in which the low pressure provides the means for producing the circulation of air and vapor through the crank case and manifold to the engine. The combustible parts of the material removed from the crank case are thus returned to the engine for burning along with the fresh charge. The condensing chamber preferably includes means automatically operated by variations in the manifold pressure produced by variations of throttle position or otherwise, to control the flow of air and vapors and also effect the return at intervals to the crank case of condensate in the condensing chamber. The practically continuous circulation of cool atmospheric air through the crank case materially reduces the temperature therein and makes the lubricant more effective.

Serial No. 257,324.

The characteristics and advantages of the invention are further sufiiciently explained in connection with they following detail description of the accompanying drawings, which illustrate one representative embodiment. After considering this example, skilled persons will understand that many variations may be made Without departing from the principles involved, and I contemplate the employment of any structures that are properly within the scope of the appended claims.

Fig. 1 is a side elevation of a typical motor vehicle engine, with oil purifying and cooling mechanism embodying the invention in one form, applied thereto;

Fig. 2 is a vertical section of theoil purifying mechanism on line 22 of Fig. 1.

The purifying or condensing apparatus, aside from pipe connections andother appurtenances, consists of a condensing chamber 1 having an intake fitting or pipe connection 2 at the bottom and also having a cap 3 provided with an outlet fitting or pipe connection. 4. The intake fitting is con! 75 nected by a pipe 5 to a port 6 in the crank case C of an engine E at a point preferably remote from the breather B which ordinarily provides for movements of air into and from the crank case caused by piston movements and temperature variations. The outlet fitting 4 is connected by a pipe 7 to the engine intake manifold M, preferably at a point above the throttle.

The cap 3 is detachably secured as by screws 8 and also retains in position the flange 9 of a cylinder 10 having at its midlength an annular channel 11 communicating with a port 12 affording connection between the cylinder and the interior of the condensing chamber 1, under control of a piston 13. The upper end of cylinder 10 communicates with the discharge connection and a spring 14 urges the piston to its lower position as shown. The piston is connected to the upper end of a rod 15 which passes through an aperture 16 in the bottom of the cylinder, this aperture being formed as a valve seat in cooperation with a tapered valve formation 17 on the rod at pipe 21 are in their lower positions.

only hne of egress from the chamber 1 is .Inthe lower end of the pipe are ports 23 so dimensioned thatwhen the piston is in its lower position as shown the ports are closed by the wall of the counterbore, and when the piston rises substantially the ports establish communication between the lower part of the condensing chamber and the intake fitting 2 for the return of condensate into the engine crank case through pipe 5.

The lower portion of the piston rod is formed as a stem 24 of reduced diameter and this may have a conical lower end 25. Substantially at'the top of the reduced stem portion of the rod, ports 26 are provided in pipe 21 leading to a cylinder chamber 27 about the upper end of thepipe, this chamber being provided by a sleeve 28 fitting the pipe below the ports and having its upper end open to produce an annular vapor flow which is baffled by the concave lower face of a plate 29 formed as a part of a sleeve 30 secured on the piston rod at the upper end ofpipe 18.

' Desirably, and especially for use in starting the engine, a throttle valve 35 is placed in the outlet fitting, the shaft of this valve having a lever arm 36 to provide for a link connection (not shown) to a control device convenient to the driver.

Under normal operating conditions, that is, say, when the engine is running with substantially openethrottle and fair speed under a moderate load, the special throttle 35 in the condensing appliance is maintained in open position and the degree of pressure in the engine manifold M which, at such time is equivalent to. say from approximately 3" to 11" mercury gauge, produces a flow of atmospheric air through the breather B into the crank case, where the air takes up from the mistof oilproduced by piston and crank movements, the vaporous parts thereof in cluding fractions of the fuel, some lighter fractlonsof the lubricant, and water vapor, and the vapors thus produced are drawn through pipe 5 and fitting 2 and through the interiorof pipe 21. At this time on account of the stated manifold pressure which is insuflicient to overcome the. pressure of spring 14 and the weight of the piston and connectedparts, the piston with its rod and The therefore through port 12 to the cylinder above the piston and so through the outlet fitting and pipe 7 to the engine manifold. The rate of vapor'flow in the pipe is retarded by stem 24 and the'vapor flows through ports 26 and upward through the cylinder chamber 27 and strikes the curved baiile face 29 and is thus deflected outward and downward into contact with the inner wall of the chamber, which is sufiiciently cooled by contact with exterior or pure air to produce condensation of the heavier fractions of the vapors. The upward air flow along the wall causes this condensate or liquid to flow slowly downward to the bottom of the chamber and also produces intimate contact with the liquid of the moving vapors, sufficient for removal of substantially all of the volatiles including the fuel fractions, while the lubricant fractions are condensed and retained temporarily at the 'bottom of the chamber. Finally'the vapors charged with the fuel fractions passes to the engine manifold for reintroduction into the cylinder. When the vacuum in the engine manifold is substantially increased, as for.

example when the engine is idling with nearly closed throttle, the resulting lower pressure in pipe 7 is sufficient to raise piston 13 against the force of its spring, thus establishing communication between the interior of chamber 1- and external or pure air through the passages 18 and 19 and the valve opening 16. At the same time port 12 is closed by the piston thus preventing any air flow through the purifying device to the engine manifold, or in other Words preventing any undesired dilution of the engine charge under the stated condition of operation. At the same time the lower end of pipe 21 is raised suflicient to permit con: densate in the bottom of the chamber to re- 23 and pipe 5.

The special throttle 35 is desirably closed when the engine is started, especially if the engine is cold, thus preventlng undesired dilution of the engine charge in starting; or, as otherwise stated, preventing any interference with the established carbureter action, or effect of the carbureter choke, etc.

It thusappears that the invention in its preferred form includes means for automatic self regulation, thatis the air circulation and purification of the engine oil is carried on turn to the engine crank case through ports under all ordinary ornormal operating c0n-.

ditions of the vehicle, and under abnormal conditions as when the engine is idling org starting, the action is interru ted 1n suc manner as to prevent inter erence with proper carburation at such time.

What I claim is: L-Apparatus of the character described comprising a condensing chamber, a-connec- .tion from an intakepart thereof to an engine crank case, and a connection from a discharge part of the casing tothe engine intake manifold, and means for controlling vapor flow through the condensing chamber, said means being under control of pressure in the engine intake manifold.

2. Apparatus of the character described comprising a condensing chamber, a connection from an intake part thereof to an engine crank case, and a connection from a discharge part of the casing to the engine intake manifold, and means for controlling vapor flow through the condensing chamber, said means being under control of pressure in the engine intake manifold, and including a piston subjected at one side to manifold pressure and at the other side to substantially atmospheric pressure, and valve means controlled by the piston.

3. Apparatus of the character described comprising a condensing chamber, a connection from an intake part thereof to an engine crank case, and a connection from a discharge part of the casing to the engine intake manifold, and means for controlling vapor flow through the condensing chamber, said means being under control of pressure in the engine intake manifold, and including a piston subjected atone side to manifold pres sure and at the other side to substantially atmospheric pressure, and valvemeans controlled by the piston, said valve means serving to open and close communication be tween the chamber and atmosphere.

4. Apparatus of the character described comprising a condensing chamber, a connection from an intake part thereof to an engine crank case, and a connection from a discharge part of the casing to the engine intake manifold, and means for controlling vapor flow through the condensing chamber, said means being under control of pressure in the engine intake manifold, and including a piston subjected at one side to manifold pressure and at the other side to substantially atmospheric pressure, and valve means controlled by the piston, said valve 'means serving to open and close communication between the chamber and atmosphere, and also to control communication between a lower part of the chamber and the connection leading to the engine crank case.

5. A condensing apparatus for purposes described comprising a chamber, an intake fitting at thebottom thereof adapted to be connected with an engine casing, an outlet fitting at the top of the chamber adapted to be connected to the manifold of the engine, a cylinder having its upper end communicating with the outlet fitting, a port in the cylinder wall affording communication with the chamber, a piston in the cylinder, a piston rod connected to said piston, a pipe connected to and'movable with the piston rod and havlng its lower end communicating communication with the chamber, a piston in the cylinder, a piston rod connected with the piston, a pipe connected to and movable with the piston rod and having its lower end communicating with the intake fitting, and means including a battle for directing vapors entering through the pipe toward the chamber walls, the piston also having a valve cooperating with a seat in the lower part of the cylinder, to control communication between theinterior of the chamber and atmosphere.

7 .YA condensing apparatus for purposes described comprising a chamber, an intake fitting at the bottom thereof adapted to be connected to the crank case of an engine, an outlet fitting at the top of the chamber adapted to be connected with the manifold of the engine, a cylinder having its upper end communicating with the outlet fitting, a

port in the cylinder wall affording communication with the chamber, a piston in the cylinder, a piston rod connected with the piston,

a pipe connected to and movable with the piston rod and having its lower end COlHr municating with the intake fitting, and means including a bafl'le' for directing vapors from the pipe toward the chamber walls, the

piston rod having a reduced lower end within said pipe.. w 8. A condensing apparatus for purposes described comprising a chamber, an intake fitting atthe bottom thereof and adapted to be connected with the'crank case of an en'- gine, an outlet fitting at the top of the chamber and adapted to'be connected with the manifold of the engine, a'cylinder having its upper end communicating with the outlet fitting, a port in the cylinder wall affording. communication with the chamber, a piston in the cylinder, a piston rod connected'with the piston, a pipe connected toand movable.

with the piston rod and having its lowerend communicating with the intake fitting, and means including a baffle for directing vapors fromthe pipe toward the chamber walls, the

pipe having ports opposite the upper end of said reduced rod portion, and means about the pipe for directing air issuing from the ports upward and against the bafie.

9. A condensing apparatus for purposes described comprising a chamber, an intake fitting at the bottom thereof and adapted to be connected with the crank case of an engine, an outlet fitting at the topof the chamber and adapted to be connected with the manifold of the engine, a cylinder having its upper end communicating with the outlet fitting, a port in the cylinder wall afiording communication with the chamber, a piston in the cylinder, a piston rod connected with the piston, a pipe connected to and movable with the piston rod and having its lower end communicating with the intake fitting, and means including a baiile for directing vapors from the pipe toward the chamber walls, and a spring urging the piston to downward position.

10. A condensing apparatus for purposes described comprising a chamber, an intake fitting at the bottom thereof and adapted to be connected to the crank case of an engine, an outlet fitting at the top of the chamber and adapted to be connected with the manifold of the engine, a cylinder having its upper end communicating with the outlet fitting, a port in the cylinder wall affording communication with the chamber, a piston in the cylinder, a piston rod connected with the piston, a pipe connected to and movable with the piston rod and having its lower end communicating with the intake fitting, and means including a baffle for directing vapors from the pipe toward the chamber walls, and a movable valve in the outlet fitting to shut off connection between the engine manifold and the condensing chamber.

Signed at New York city, in the county of New York and State of New York this 9th day of November A. D. 1927.

- JOHN FREDERICKHOWARTH.

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