US1799074A - Fuel economizer - Google Patents

Description

March 31, 1931. 5 WALLENBERG 1,799,074

FUEL EGONOMI ZER Filed Jan. 3, 1928 Y Y Attormgy Patented Mar. 31, 1931 UNITED STATES PATENT EOFFFCE RICHARD S. WALLENBERG, OF BUFFALO, NEW YORK FUEL ECONOMIZER Application filed January 3, 1928. Serial No. 244,347.

portional with respect to the speed at which the automobile is traveling.

A further. object is to provide a fuel economizer of the above mentioned character which can be readily and easily installed without necessitating any material alterations of the parts of the engine with which the device is to be associated, the economizer being further simple in construction, inexpensive, strong and durable and further well adapted to the purpose for which it is designed.

A further object is to provide a fuel economizer of the above mentioned character which will not only tend to decrease the fuel consumption necessary to operate the engine, but which will also tend to eliminate the accumulation of carbon andthereby increase the efliciency in the operation ofthe engine.

Other objects and advantages of the invention will become apparent from the following description when taken in connection with the accompanying drawing.

In the accompanying drawing wherein like reference characters indicate like parts throughout the several views Figure 1 is a view partly in elevation and partly in perspective of the fuel economizer embodying my invention.

Figure 2 is a top plan view of the valve unit, and

Figure 3 is a vertical sectional viewthere- 7 through, the valve being shown in its released or open position.

In the drawing wherein for the purpose of illustration is shown thepreferred embodiment of my invention, the numeral 1 designates a gasket that is adapted to be disposed between the carburetor and adjacent end of an intake manifold of an internal combustion engine, not shown. The central bore 2 of this gasket is formed with a cavity 8 in the bottom thereof as shown more clearly in Figure 1, and the purpose thereof will be hereinafter more fully described.

Also forming a salient part of the present invention is the valve unit designated generally by the numeral 4, a conical shaped body 5 that is formed at its larger end anda tool engaging portion 6, the inner face of this tool engaging portion being threaded for receiving thethreaded end ofthe sleeve or shell 7 in the manner as clearly'illustrated in Figure 3. The outerv end of this shell or sleeve terminates in, va tapered nipple 8 that. isthreaded lnto a sultable fitting 9 at one side thereof. This sleeve or shell is also formed with a tool engaging portion designated by the numeral 10. i

The fitting 9 is in turn connected withthe gasket 1 through the medium of'the nipple 11, said nipple being in communication with a radial passage 12 that-extends into the bore 2 as shown in Figure 1.

The body 5 is formed with a central through passage 13 and the inner endof'this passage communicates with a conical shaped valve seat 14 formedin the larger end of the body. The body '5-is further formed with a series of radially disposed air passages 15 that extend from the-outer face of the body intothe conical seat portion 14 as is more clearly disclosed in Figure 3 of the drawing.

In the present instance, three such air passages are illustrated althoughit 18 to be understood that I do not wish to limit myself to the particular-numberof suchpassages.

A tubular extension 16 is formed-'on'the j smaller end of the conical shaped body 5, and

the outer end of this extension is threaded for receiving the cap 17.

A similar tubular extension '18 extends from the side. of the body 5 in an upward direction and cap 19 is threaded onthe upper threaded end of this tubularextension. The body is formed with allateral bore 20 that communicates with the tubular extension 18 whilethecentral'bore 13' of the 1 body communicates with the tubular extenion 16 all in the manner as shown in Figure 3.

An elongated valve sten 21 extends through the tubular extension 16 and through the bore 13 01" the bony 5, the outer end of the valve stem being slidahle through a suitable opening formed in the central portion of the cap 17. A conical shaped valve 22 is carried on the inner end of the valve stem for coop oration with he conical valve seat 14. A blade-like element 23 is carried on the larger free end of the conical valve 22 and is disposed within the sleeve or shell 7 as clearly illustrated in Figure The valve stem 21 is formed with a detent 24land cooperating therewith is the sliding plunger 25 that extends through the lateral bore 20 formed in the side of the conical shaped body 5 and also through the tubular extension 13. The cap 19 is formed with an opening through which the upper end of this plunger extends as clearly shown in Figure 3, the lower e: d of the plunger is adapted to cooperate with the detent formed in the valve stem 21 for holding the valve stem in its outermost position whereby the conical valve 22 will be seated in the conical valve seat 14 and thereby cut off communication between the air passages 15 and the sleeve 7.

For the purpose of manually controlling the plunger 25, there is provided on the instrument board of the vehicle (not shown) the plate 26, the same being formed with an opening 2? through which is slidable the redlike member 28, the same being formed at its outer end with a knob 29. A coupling 30 is secured on the upper end of the plunger 25, a similar coupling 31 being secured on the inner end of the rod 28 and a cable 32 is connected at its respective end to these couplings. The intermediate portion of the cables may be trained over the guide pulley shown at 33 in Figure 1. This rod 28 is formed with one or more notches such as is shown at 28 and the purpose thereof is to provide a means whereby the rod-like member 28 may be held in any adjusted position for securing the slidable plunger 25 in a raised position out of engagement with the valve stem 21 and the notch engages the bottom of the opening 27 formed in the bracket or plate 26.

A coil spring 34 is arranged within the tubular extension 18 and cooperates with the plunger rod 25 for normally urging the same downwardly. A light tension spring 35 is arranged in the tubular extension 16 for normally holding the valve 22 in a seated position against the conical valve seat 1 1, and to further position the detent 2i in alinement with the lateral bore 20 whereby the spring pressed plunger 25 may cooperate therewith.

Also forming a part of the present invention is the U-shaped tube 36, one end thereof being in communication with the gasoline trap depression 3, while the other end of said tube extends into the fitting 9 as shown very clearly in Figure 1. The purpose of this tube is to provide a means for trapping the gasoline that does not enter the cylinders of the internal combustion engine and the gasoline that flows downwardly in the intake manifold will enter the pocket or trap 3, and will be delivered to the tube 36 from which the trapped gasoline is delivered to the fitting, an d the gasoline so entrapped will be returned v'th the fresh charge to the cylinders, thus preventing waste of the fuel and at the same time permitting the trapped gasoline to be utilized as a. primer to facilitate the easy starting of the engine.

In operation when the lznob or handle 29 is grasped and the rob 28 is pulled rearwardly, the cable 32 will lift the spring plunger 25 upwardly out of engagement with the detent 2 1 d the suction will act on the bladelike elen'icnt 23 and the valve 22 to draw the valve 22 outwardly away from the valve seat 14iso that the valve will assume the position shown in Figure 3, and in this manner air will be permitted to enter through the pas- 15 into the sleeve or shell 7 from which the air is delivered to the fitting 9 and in turn is discharged into the bore of the fitting 1 where the same becomes commingled with the incoming charge of fuel.

As the engine runs faster, the suction will naturally urge the Valve 22 further away from the Valve seat so that more air will be ad mitted, and therefore a properly mixed charge of air and gasoline will be delivered to the cylinders of the internal combustion engine. The U-shaped tube will prevent waste of unburnt fuel, and in this manner the present invention will greatly increase the eiiiciency of the operation of the internal combustion engine as well as reduce the fuel consumption necessary to operate the engine.

A tube 37 extends from the fitting 9 and the outer end of this tube is normally closed by means of a cap 38 as shown very clearly in Figure 3. This tube is to be used for removing carbon from the engine and in use the cap 38 is removed, and a rubber hose or the like is secured on the free end of the tube, the other end of the hose being connected with any suitable source of liquid that is to be used in removing the carbon.

It will thus be seen from the foregoing description that I have provided a fuel economizer for use in conjunction with internal combustion engines which is of such construction as to permit the same to be readily and easily installed without necessitating any material alterations of the parts of the engine with which the device is associated, the economizer being further positive and efiicient in its operation at all times.

While I have shown the preferred embodiment of my invention, it is to be understood that various changes in the size, shape and arrangement of parts may be resorted to Without departing from the spirit of the invention and the scope of the appended claim.

Having thus described the invention, What I claim as new is In a fuel economizer, an air valve unit comprising a body formed With a conical valve seat having air supply passages communicating With said seat and radiating therefrom, a valve stem slidable through the body, a conical valve on the inner end of the stem for the seat, resilient means for normally holding the valve in a closed position against the seat and over the passageway, and positive means for locking the valve on its seat against movement including aspring pressed plunger disposed laterally in the body,the valve stem being formed With a detent in Which the lower end of the plunger rod is disposed When the valve stem is in one position, and manual means located at a remote point from the air valve for disengaging the plunger rod from the detent.

In testimony whereof I affix my signature.

RICHARD S. l/VALLENBERG.

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