US2019050A - Combination intake and heating manifold and regulating valve therefor - Google Patents

Description

Oct. 29, 1935.

COMBINATION INTAKE AND HEATING MANIFOLD AND REGULATING VALVE THEREFOR 2 Sheets-Sheet 1 Filed July 19, 1955 ATTORNEY 0. F. HOYT Oct. 29, 1935.

COMBINATION INTAKE AND HEATING MANIFOLD AND REGULATING VALVE THEREFOR Filed July 19, 1933 2 Sheets-Sheet 2 ATTORN EY Patented Oct. 29, 1935 UNITED STATES PATENT OFFICE COMBINATION INTAKE AND HEATING MANIFOLD AND REGULATING VALVE THEREFOR Claims.

The object of this invention is to provide a modified form of intake manifold between the carbureter and the valves of the engine that will heat the intake and permit the burning of gaso- 5 line either with or without low grade fuel oils,

such as kerosene and the several grades of standard fuel oil.

Another object of the invention is to provide a modified form of intake that will enable the carbureter to run exclusively on fuel oil without the addition of gasoline.

Another object of the invention is to provide a modified form of intake that will enable the engine to start on fuel oil fed from the earbureter without the addition of any asoline.

These and other objects of my invention will be illustrated in the drawings, described in the specification, and pointed out in the claims at the end thereof.

In the drawings;

Figure 1 is a side elevation of the engine showing my improved manifold in place thereon, together with the heating apparatus therefor.

Figure 2 is a vertical section through the engine, partly broken away, and through the manifold showing the valve in closed position, the section being taken on the line 2:13-2a: of Figure 1.

Figure 3 is a top plan view of the heating coil that is placed in the carbureter, some of the parts being shown in section. A similar coil is also used in the intake manifold.

Figure 4 is an elevation of the thermostat shown at the top of Figure 1, viewed from the right.

Figure 5 is an elevation of the thermostat of Figure 4, viewed from the left of Figure l, and showing the regulating switch operated by the thermostat.

Figure 6 is a side elevation of the parts shown in Figures 4 and 5.

Figure 7 is a diagrammatic view of the circuits controlled by the thermostat and switch of Figures 4, 5 and 6.

Figure 8 is a top plan view of the exhaust manifold together with the intake manifold and the thermostat control.

Figure 9 is a vertical section through the manifold, the section being taken on the line'9:z:9x

of Figure 8, the thermostat being omitted.

Figure 10 is a side elevation of the thermostat and regulating switch viewed from the left as they are shown in Figure 8.

Figure 11 is a sectional View of the coupling between the tube through which the fuel is fed from the carbureter to the manifold that goes to the valves.

In the drawings like reference numerals indicate like parts.

In the drawings reference numeral I indicates 5 an ordinary engine such as is used for driving automobiles. 2 indicates a standard carbureter such as is used on any make of automobile, which carbureter is adapted to mix air and fuel oil, or air and fuel oil and gasoline, or air and 10 gasoline. This carbureter is provided with a head which is coupled to a head l, and between them is a gasket 5, such as is shown in Figure 3, having the spiral resistance coil 6 therein which is heated temporarily on the starting 15 of the engine only and is used to heat the mixture when oil, or oil and gasoline together, are used to feed the engine, and may be used in cold weather when gasoline alone is used. 7 indicates the electrical conductor by which the 20 current is fed to the heating coil E3, the conductor making contact with the metal washer 8, stem 9, and clamping nut Iii, and is insulated by the washer H and sleeve [2. The far end of the coil 6 may beagrounded on the engine. 25

The head 4 connects with the U-shaped tube l3, which is located inside of a housing I4, which also serves as the exhaust manifold or tube of the engine. This manifold is shaped so that it can be divided into two chambers or passageways 30 by the rotation of the valve or partition l5 which is pivotally mounted on the arbors l6 and I1. The valve i5 is long and narrow and preferably has the shape of a segment of a cylinder. The outer portion of the exhaust manifold also has 35 the shape of a segment of a cylinder in which the valve i5 can turn so that in one position it closes the open side of the cylinder, which open side i8 is bounded by the dotted lines shown in Figure 9. The valve itself is shown in solid lines 40 in Figure 9 and is somewhat longer and wider than the dotted line opening.

. The U-shaped tube 23 that carries the mixture of fuel and air is shown in transverse section in Figure 2, and is wholly contained within the cyl- 45 inder bounded by the stationary cylindrical segment and the moving cylindrical segment, as shown in Figure 2. When the valve i5 is in the position shown in Figure 2, the exhaust of the engine will pass through the housing that is 50 shown to the right of the valve I 5 in Figure 2. The hot exhaust does not then come directly in contact with the U-shaped pipe I 3. But when the valve is turned down the two passageways on either side of the valve l5 are thrown together 55 and the hot exhaust can then come directly in contact with the U-shaped pipe I3, in which case it will heat the mixture of oil and air therein to a suitable temperature.

In order to regulate the heating effect of the exhaust on the tube l3, the thermostat 20 is carried in the housing 2|, which housing is in contact with the housing M which carries the exhaust. As the housing I4 heats up, the housing 2| and the thermostat 20 will also heat up causing the thermostat to turn the shaft 22, which extends through the housing and carries the arm 23 thereon. This arm makes electrical contact with the,, terminals 24 and 25, which are connected to the circuits and heating coils 26 and 6. The heating coil 6 is located in the gasket 5 heretofore described, and the heating coil 26 is a similar heating coil and is located in the gasket 21 that is clamped between the delivery end of the tube l3 and the manifold tube 28. Through the manifold 28 the heated fuel mixture is delivered to the engine cylinders. The manifold 28 is provided with cooling fins 29, 29 by which the mixture is cooled off a little before it reaches the engine cylinders.

spring engages with the stop 5| carried on the housing 2 I, and the rotation of the housing clockwise in Figure 4 will swing the arm 23 up against the pin in Figure 5. The expansion of the spring as it heats up will draw the arm 23 down clockwise as shown in Figure 5.

To secure an automaticoperation of the valve or damper l5, the arbor or shaft I6 is extended through the housing l4 and carries an arm 3| on the end thereof. This arm is connected to the arm 23 by a link 32 so that the two arms are moved together by the thermostat. The arm 3| is angularly adjustable on the arbor l6 by the set screw 33,'so that the valve I5 will be in the correct starting position. For the position of the arm shown in Figure 10, the valve l5 should be wide open, or slightly closed.

Forthe purpose of connecting the tube l3 at either end, the tube is slightly expanded at each end and threaded with a female thread. This connects to a nipple 35 which is provided with a male thread, which in turn is threaded to the head 4, leaving the nipple partly exposed as shown at the left in Figure 1. The connection shownin Figure 11 is used in connecting the delivery end of the tube |3 to the housing 4.

. The housing is threaded as shown in Figure 11 at 35a and-36 to receive the bolts 31, by which the manifold and gasket are clamped to the housing to make the connection with the pipe l3. The

housing is pro-vided with a boss 38, against which the gasket 21 is clamped, which gasket is similar to the gasket 5 shown in Figure 3,

In operation, before the engine starts, and when the parts are cold, and the arms 23 and 3| are held in the position shown in Figure 10 by the thermostat, the carbureter is filled with the desired'fuel. The ignition switch 40 is closed, causing the coils 6 and 28 to heat up. The engine is then turned over, drawing in a charge heated by the resistance coils 6 and 26, which charge will explode and drive the engine. The coils 6 and 26 remain heated up until the exhaust manifold becomes heated and the tube I3 is also heated. Then the thermostat 2|] becomes heated 'up-and moves the'arm 23, breaking contact first of said passageways and adapted to be separated with the circuit that heats the coil 26 in the gasket 21, and as the thermostat 20 further heats up it moves the arm 23 further and breaks contact with the circuit that heats the coil 6, which is placed just above the carburetor. As the arm 5 23 moves, it also moves the valve i5 from open position more and more toward closed position until the tube |3is sufiiciently heated up, in which case the thermostat 20 closes the valve I5 completely or nearly completely. The exact result is 10 secured by adjusting the arm 3| on the shaft l6 that carries the valve I5. This adjustment may have to be changed from time to time owing to the change in the temperature of air from summer to winter, or from winter to summer, or the 15 change in the fuels used, but the desired setting having been once reached for the given conditions, the apparatus will act automatically to furnishthe proper explosive charge to the engine continuously.

It will be understood that'in burning 'oil for fuel, it is desirable to increase the compression in the engine cylinders by decreasing the-clearance therein, and also increase the voltage in the spark that ignites the charge by adding an extra 25 coil in series;

I have also found that by feeding a little'water into the engine cylinder for each charge the power and smoothness'of operation of the motor is perceptibly increased, more so when'burning 3 oil than when burning gasoline.

I claim:

1. The combination of an internal combustion engine, of a housing attached thereto having a long tubular passageway therein adapted to receive the exhaust, a long narrow valve adapted to divide said housing into two passageways, an intake pipe located intermediate its ends in one of said passageways and adapted to be separated from the engine exhaust or exposed to it by the positionlof said valve, a thermostat spring located on, said housing and adapted to receive heat therefrom, an arm adapted to be swung by said thermostat spring, an arm on. the end of said valve outside of the housing, a link connecting said arms by which the thermostat operates to move the valve.

2. The combination of an internal combustion engine, of a housing attached thereto having a long tubular passageway therein adapted to receive the exhaust, a long narrow valve adapted to divide said housing into two passageways, an intake pipe located intermediate its ends in one from the engine exhaust or exposed to it by the 55 position of said valve, a'thermostat spring located on said housing and adapted to receive heat therefrom, an arm adapted to *be swung by said thermostat spring, an arm on the end of'said valve outside of the housing, a link connecting said arms by which the thermostat operates to move the valve, an electrical'circuit adapted to heat the fuel passing through the intakepipe, said circuit being adapted to be opened or closed by the movement of said arm;

3. The combination of an internal combustion engine, a stationary housing attached thereto having a large opening therein adapted to receive the exhaust of the engine, one part of said housing having the shape'of-a segment of a cylinder and having an opening along one side thereof, a valve having theshapeof a segment of 'a cylinder pivotallymountedconcentric with the stationary segment of the cylinder and be-275 'ing adapted to swing to open or close the opening in the side thereof.

4. The combination of an intemal combustion engine, a carbureter, an intake pipe and manifold adapted to convey a fuel mixture from the carbureter to the engine, an exhaust manifold and means for heating the intake pipe therefrom, an electrical circuit adapted to heat the fuel passing through the intake pipe, an ignition switch for closing said circuit, a thermostatically controlled switch for opening the circuit, and means for operating said switch from the heat of the exhaust manifold.

5. The combination of an internal combustion engine, a carbureter therefor, a housing attached thereto having a large opening therein adapted to receive the exhaust, a pipe leading from said carbureter and extending into and out of the housing, an intake manifold connected to said pipe outside of the housing, a heating coil placed at the intake and the outlet ends of said pipe, through which coils the fuel mixture passes, a thermostat operated by the heat of the exhaust adapted to cut out first one of said heating coils 10 and then cut out the other heating coil as the. heat of the exhaust increases.

CORNELIUS F. HOYT.

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