US1790674A - Intebnal-combttstion engine - Google Patents

Description

Feb. 3, 1931. K, E, MQREE INTERNAL COMBUSTION ENGINE Filed Aug. 25, 1926 2 Sheets-Sheet l l i fj llfl/4 Feb. 3, 1931. K. E. MoREE INTERNAL COMBUSTION ENGINE Filed Aug. 25, 1926 2 Sheets-Sheet 2 i Y a j Patented Feb. 3, 1931 UNITED STATES PATENT oFFlcE t KINSEL E. MOREE, 0F RACINE, WISCONSIN, ASSIGNOR T0 J'. I. CASE PLOW WORKS, INC., A CORPORATION 0F MARYLAND INTEBNAL-COMB'USTION ENGINE Application led August 25,1926. Serial No. 131,348.

My invention relates more particularly to engines using kerosene as a fuel, although it will be seen from the specific description that it is also applicable to engines of the internal combustion type using other fuels. More particularly in kerosene consuming engines, it is desirable to supply a little water to the combustible mixture when the engine is developing power. On the other hand, when the engine is idling or `working under a light load, the addition of water is harmful.l My invention has for its object to supply the desired or required amount of water when the engine is developing power and to shut off the supply of water to the fuel when the engine is idling or' developing little power, the supply of water to the fuel being automatically controlled. With this object in view I rovide a water supply tank and a connection therefrom to some point in the combustible mixture supply, with a valve in said connection automatically controlled so as to permit the passage of water when the engine is developing a predetermined proportion of its horse power and to cut off the supply of water when the engine is developing less than this predetermined proportion of its horse power or is idling. Preferably and in the construction hereinafter described and shown in the accompanying drawings, the valve in the water supply connection is so connected to the throttle valve of the engine as to be controlled according to the position of the lat ter, so that when the throttle is open to develop said predetermined portion of the horse power of the engine, the water control valve is also open, but when the throttle valve is adjusted for a lesser development of horse power the water control yvalve is closed.

In kerosene consuming engines of the class to which my invention more particularly relates, it is usual to interpose a heater in which the carburetor air is heated on its way to the engine. Urdinarily the exhaustgases from the engine are used for the purpose of preheatingthe combustible mixture. In a preferred embodiment of my invention shown in the accompanying drawings and hereinafter described, I employ such a preheater intermediate the carburetor and the gas inlet manifold. In the prior art constructions with which I am familiar, it has been the practice to introduce the desired amount of water into the combustible mixture in advance of the heater. This has been found objectionable, however, because the water produces rust and scales in the preheater which envelope the heating surfaces thereof, thus reducing their efficiency and that of the engine. In my preferred construction the water is introduced between the preheater and the engine, preferably in the intake` manifold so that rusting and scaling in the preheater is obviated. Other features and advantages of my invention will appear from the drawings accompanying and forming a part of the specification, the detailed description and the following claims. It is tobe understood, however, that thedetailed description of a preferred form 1s for the purpose of exempliiication and that t-he scope of the invention is defined in the claims in which I have endeavored to distinguish it from the rior art so .far as known to me without, owever, rellnquishing any portion or feature thereof. n In the drawing accompanying and formlng a part of this application, Fig. l is a side elevation of an engine embodying my invention in its preferred form; Fig. 2 a vertical transverse section on the plane of the line 2 2 of Fig. l, on an enlarged scale showing thepart to which my invention more particularly relates; Fig. 3 a vertical section on the .plane of the line 3-3 of Fig. 2; Fig. 4 a horizontal section on the plane of the line 4-4 of Fig. 2; Fig. 5 an elevation on an enlarged scale of one of theelements of my improved construction; Fig. 6 a vertical section on a similar scale on the plane of the line 6*-6 of Fig. 2; and Fig. 'Z a horizontal section of a detail. Each part is identified by the same reference character wherever it occurs in the several views.

Referring more particularly to Fig. 1 a kerosene burning engine of known ty e is shown at 6. The exhaust manifold o the engine is shown at 7 and the intake manifold at 8. In the specific form of engine shown an air-cleaning device is indicated at 9 sup- ,A

plied with air either through the openinglO, 1n which case it is all pre eated by passing through a conduit in heat conductive relation tothe exhaust manifold, or more or less of the air may be supplied through the shutter controlled opening 11. From'the air cleaner 9, which may be o known type, the air passes by pipe 12 to carburetor 13, and then the combustible mixture asses through neck 14 to prelieater 15 and t en through opening 16 to the inlet manifold 8. I have shown the preheater as of a. known type in which the exhaust gases from the engine flow through pipes 17 to the outlet 18, the combustible mixture flowing upward around and about said pipes to the inlet manifold. The pipe or conduit for leading the gases from the exhaust manifold to the preheater is vshown at 19, there being an outlet opening 2O controlled by a hand valve 21 by which more or less ofthe gases may exhaust without passing through the preheater according to the position of the valve 21. y

For the purpose of the present invention, all of the above described construction may be taken as old and known in the art.

I provide a suitable tank 23 for containing the water to be supplied to the combustible mixture and connected by pipe 24, hollowcasting25 and pipe 26 with the inlet manifold 8 of the engine, preferably and as shown on the top side of the latter, as at 29. A. valve 30, whichl may be set by hand, is interposed in the water passage for the purpose of adjusting the Water supply under Working conditions.

Casting 25 is bolted toa hollow boss 32 on the neck 14 between the carburetor and the heater-I Pipe 24 is connected to casting 25 by the nipple 33 and pipe 26 connected to said casting by the nipple 34. Nipple 33 enters and communicates with a chamber 35 in said casting and nipple 34 enters and communicates with a chamber 36. Chambers 35, 36 are separated by the diaphragm 37l and communicate with the hollow 38 of the boss 32 above mentioned by means for openings 39, 40 respectively. Chamber 38 is cylindrical and contains a valve 41 of circular outline (see Figs. 4 and 5) which controls communication between the openings 39, 40. For this purpose the valve is rotary -in chamber 38 and provided with a diametric groove 42` of a length sufficient to communicate with the respective parts 39, 40 when the valve is in the proper position. Chamber 38 and valve 41 are coaxial with the spindle 44 of the throttle valve 45 and said spindle extends through the wall of the neck at 46 and is enlarged at 47 within the chamber 3 8. The enlarged end of the spindle is provided with a cross kerf or cove 48'which receives a key or rib 49-on t e back of the valve 41. Thus the valve 41 turns with the throttle valve '45, v sprin 49 holds the valve 41 against its seat. e connections between the throttle valve spindle and the valve 41, and the latter are so. designed that when the throttle valve is in position to develop a predetermined portion of the horse power of the engine, or more, the valve 41 establishes communication between the ports 39 and 40 and thus a quantity of water, regulated by the valve 30 above mentioned, is supplied to the intake manifold of the engine. But when the throttle valve is closed or opened to less than predetermined extent, the groove or channel in the valve occupies a position such that there is no feed of water to the engine as the valve 41 is in the open position `when the engine is not working, it is desirable to provide against the flow of water into the intake manifold .at such time. For this purpose valve 41 is bored at 56 and an' opening 55 is also made from the interior of the chamber 38 to the outside. Thus, any water flowing from thev chamber 23- at such times is discharged through the last mentioned opening to the exterior of the engine.

From theforegoing description, my invention and the operation thereof may be readily understood. When the throttle valve is closed or open only toan intermediate point, say a point at which less than three quarters of the .horse power of the engine will be de veloped, valve 41 is closed. When the throttle valveis further opened, however, valve 41 is opened and permits the assage of the proper amount of water to the inlet manifold of the engine. Thus it is possible to supply `the engine with the desired amount of water" when it is under load without introducing water -when the engine is idling or under small load, at which time the introduction of water would be harmful. By introducing the water into thev intake manifold, beyond the preheater corrosion and scaling in the preheater is avoided. f

1. In an internal combustion engine of the class described having an inlet conduit and an oscillating throttle valve` arranged therein, a humidifying device comprising a water tank and connections for delivering water from said tank to the inlet conduit and a rotary valvekeyed to said throttle valve and shutting oli' said water connections except for a limited portion of the range of movement of the throttle valve. Y l

2. In an internal combustion4 engine of the class described, having a throttle valve mounted on a spindle, a humidifying device comprising a chamber into which said spindle projects, a casting secured to the housing and having an inlet and an outlet chamber there-l in and openings from the respective chambers into the chamber of the housing, a'pipe connecting the outlet chamber to the intake of the CTI ' humidifyn engine, a water'tank, a pipe connecting the tank to the inlet chamber of the casting, a valve in the chamber of the housing connected to the spindle for rotation therewith.

3. In an internal combustion engine of the class described having a throttle valve and a spindle on which 'the valve is mounted, a humidifying device comprising a housing into which the spindle projects, a casting secured thereto and having an inlet and an outlet chamber therein and openings from the respective chambers into the chamber of the housing, a rotary valve in the housing having a channel in the face thereof for connecting said openings in the casting and connected tothe spindle for rotation therewith, a pipe connecting the outlet chamber to the intake of the engine, a water tank, a pipe connecting the tank to the inlet chamber of the casting.

4. In an internal combustion engine of the class described, having a throttle Avalve and a spindle on which the valve is mounted, a device comprising a. housing havinfr a c amber into which the spindle extends, a casting closing one end of the housing and having inlet and outlet chambers with openings therefrom into'the housing, a rotary valve in the chamber of th housing having a channel for connecting said openings, a spring in the housing`c^hamber ressing the valve to its seat, the valve being eyed to the spindle for rotation therewith, a water tank, a ipe connecting the inlet chamber of the castlng to the tank, and a pipe connectin the outlet chamber of the casting to the fue inlet of the engine.

In testimony whereof, I have subscribed my name.

KINSEL E. MOREE.

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