US2052327A

US2052327A - Carbureting apparatus

Info

Publication number: US2052327A
Application number: US644242A
Authority: US
Inventors: Harry H Waters; Rudolph F Gagg
Original assignee: Reconstruction Finance Corp
Current assignee: Reconstruction Finance Corp
Priority date: 1932-11-25
Filing date: 1932-11-25
Publication date: 1936-08-25
Anticipated expiration: 1953-08-25

Description

Aug.l 25,-1936. H, H. WATERS ET Al. 2,052,327

` CARBURETING APPARATUS Filed NOV. 25, 1932 MHA un WY E Patented Aug. 2s, 193e CARBURETING APPARATUS Harry H. Waters, Clinton, Iowa, and Rudolph AF. Gags', Fairlawn, N. J., assignors, by mesne as-v signments, to Reconstruction Finance Corporation, Chicago, Ill., a corporation of United States Application November 25, V1932, Serial No. 644,242

17 Claims.

|'his invention relates to an improved method and apparatus for carbureting the air for an internal combustion engine.

.During the past few years, automotive englneers have realized that the temperature of the fuel in the cylinder chambers has a marked effect upon the efciency of the engine. Thus, when the engine is running slowly or under light load, the fuel stream should be at a. high temperature,an.d conversely, when the engine is under a heavy load orat high speed, the fuel stream should be comparatively cold. Roughly, the temperature of.

the fuel stream should vary inversely with the load or speed of the engine. To vary inversely the temperature of the fuel stream with the load or speed of the engine. various devices'have come into existence. Uniformly they accomplish their purpose by mixing air preheated by the exhaust pipe with air at atmospheric temperature to ob tain a given temperature in the fuel stream. It was also discovered that cold air should not be introduced into the fuel stream immediately upon theapplication of load to the engine, but should slightly lag the application of load. This was attained in various ways, one of which is, ,dis closed in applicants application No. 422,644

filed January 22, 1930, now Patent No. 1,901,618;

wherein a ball bearing check valve is used.

One reason for delaying the introduction of coldv air with an increase of load or upon throttle opening is to prevent upsetting the mixture due to the sudden in-rush of cold air which would result if no delay were provided. Under the effects of a sudden rush of cold air the fuel would not vaporize readily and the mixture would be temporarily-disturbed, in some cases suiciently to cause a temporary faltering of the engine.

In most engines the hot air system is designed for the passage of less air than is required by the engine underl full load and the path travelled by the hot air is longerv than that travelled by the cold air due to the hot air heating arrangements. If on throttle opening a sudden rush of cold air is permitted to enter the engine through its short path of travel the mixture would be dis.- turbed and faltering may result. On the other hand, by delaying the opening of the cold air conduits the air on acceleration is required to travel momentarily through the longer hot air passage- ,ways and through the more restricted path. A

'slightly` over-rich mixture is therefore taken into the engine temporarily, which is desirable in asslstingthe engine to assume the load quickly without any tendency towards faltering. In this respect the delayed admission of the cold air func- (Cl. 12S-25) tions similarly to the acceleration pump which is a part of many modern internal combustion engine carburetion systems, particularly as applied to automobiles. l

While it is desirable, therefore, to introduce cold air to the engine at full load to increase power and decrease detonation, there is no necessity for the immediate introduction of cold air upon acceleration but, on the contrary, the acceleration characteristics of the engine are considerably i111-, proved by a momentary delay, of cold air introduction for the reasons stated. The delay arrangement'has particular utility in engine installations in which the load upon the engine varies rapidly over a wide range. I

Concurrent with this developmentof tempera- 'ture control has been experimentation with antidetonators. To promote the complete and rapid explosion of fuel within the cylinder chamber, a small amount of some fluid such as water or alf cobol in the fuel stream is desirable and the amount varies with the load or speed of the engine. Inasmuch as it is desirable to increase the amount of anti-detonating duid and cold air in the fuel stream directly with the increase in load or speed of the engine, a single device has been utilized to control both. Such a device is shown in the above-mentioned patent of applicants.

However, controlling both the anti-detonating fluid and the temperature of the fuel stream by a single control unit may, in certain installations, be undesirable, due to the slow acting valve which delays the introduction of cold air to the fuel stream." While it is advantageous to delay the' 'injection of cold air to the fuel stream, the contrary is frequently true as to the anti-detonation fluid. It has been established that in certain engines the anti-detonation 'fluid should be injected into the manifold close to the cylinder chambers as nearly simultaneous with the imposition of load or speed as possible to resist any rectly and quickly with the imposition of lload or speed on the engine.

A second object is to provide jets for the antidetonation fluid within the manifold in close proximity tothe cylinder chambers.

the imposition of'load or speedv upon the engine,

nal combustion engine equipped in accordance with the present invention;

Figure 2 is an enlarged horizontal cross seetion of a portion of the apparatus disclosed in Figure 1;

Figure 3 is an elevational view, in section, taken along the line 3-3 of Figure 2;

Figure 4 is a view in side elevation, in section, of the device taken on. the line 4 4 of Figure 2; and

Figure 5 is an enlarged elevational view, in section, of a portion of the mechanism included in Figure l.

As illustrated in the drawing, reference numeral Ill indicates an internal combustion engine provided with an intake manifold I2, a fuel intake I4 leading thereto, a throttle valve 4IE5 for controlling the flow of fuel through the fuel intake, and a carburetor I8. In conformity with the general practice in the art of carbureting air,

.the engine of Figure 1 is equipped with means for admitting air to be mixed with the fuel as the latter passes to the intake manifold and, in accordance with the principles of the present invention, the temperature of suchy air depends upon the load or speed of the engine. Thus, hot air may be supplied through a iilter or cleaner 20 from whence it flows through a stove 22 surrounding an exhaust pipe 23 before being conducted through a passageway 24 to a temperature control unit 26. Cold air, on the other hand, is admitted through a filter or cleaner 21, which depends from the control unit 26.

As fully disclosed in applicants Patent No. 1,901,618, the control unit 26 comprises a double acting valve 28 actuated by means of a flexible diaphragm 32, the expansion or contraction of which is regulated by variations in pressure occurring within the intake manifold above the throttle valve, such variations being communi-I Y cated to the interior of the diaphragm through move either toward or away from the diaphragm proper. The valve is double acting for the purpose of controlling the admission of both hot and cold air. When moved upwardly from the dotted line position shown in Figure 1, it gradually closes oithe supply of hot air coming down through the passageway 24 and, conversely, when moved downwardly it tends to sli/ut oiI the supply of cold air.

In order 5to explain the operation of the teni perature control unit, let ussuppose that it suddenly becomes desirable to open the throttle valve I6, owing to the imposition of a heavier load on the engine or the desire to increase its speed. As soon as the valve I6 is open, any vacuum built up in the intake manifold I2 is destroyed, permitting expansion of the flexible diaphragm 32 by Ameans of a spring located interiorly of the diaphragm. This sudden expansion of the diaphragm moves. the valve 23 in the direction of thehot air opening and away from the cold air opening, thereby permitting the influx of cold air when the load or speed of the engine is high. In the reverse operation, let us suppose it suddenly becomes desirable to close the throttle valve to decrease the speed or to accommodate a lighter load. As soon as the valve is closed, a suction is built up in the intake manifold I2 which, through the passageway 34, is communicated to the interior diaphragm causing a collapsing action of the latter. As the diaphragm collapses, the double acting valvev moves in a direction to shut off the supply of cold air and increase the supply of warm air, thereby assuring that heated air will be delivered to the engine at low speeds -or loads. To avoid sudden or extreme changes in the temperature of the air owing into the intake manifold from the control unit 26, a ball control valve 30 is' located at the point of junction between the passageway 34 and the flexible diaphragm 32. As shown in Figure 5, the device comprises a small ball valve 36 adapted to control a valve opening 38 whichis retained in place by means of a punctured retaining ring 4U. Located to one side of the passageway 38 and extending parallel therewith, is a by-pass 42 which permits fluctuations in pressure to be transmitted through the valve even when the ball 36 is on its seat closing the opening 33. In operation, if the throttle valve I6 is suddenly thrown from closed 25 to open position, vacuum within the line 34 is immediately destroyed, causing the ball 36 to fall downward and close the opening 38. However, owingl to the small size of the by-pass 42 through which the pressure must now be transmitted to 30 the interior of the diaphragm, the destruction of the vacuum within the diaphragm isrdelayed or retarded, causing a gradual change in the temperature of the air admitted. This lagging action has been found desirable in order to obtain 35 eiilcient operation by causing the control valve 26 to lag the imposition of load or speed upon the engine. If the throttle valve is suddenly closed, causing a vacuum to be established in the passageway 34, the ball valve 36 quickly rises to the approximate position shown in Figure 5, opening the passageway '38 and permitting the rapid collapse or'constriction ofthe flexible diaphragm 34 and therefore we see that the operation of the valve 28 does not las with the decrease of load or speed of the engine.'

Turning now to the device which controls the injection of anti-detonating fluid, the reference numeral 44 in Figure 1 designates a control unit mounted independently of the temperature control unit 26. The fluid control device is provided with an intake passageway 46 through which ows the anti-detonating fluid that is circulated by means of a suitable pump 43.

As shown in Figure 3, anti-detonating fluid 55 flowing through the extremity 30 of the intake passageway 46 moves upwardly through a small passageway 62'bored centrally of a removable plug 58. The amount of fluid owing through the passageway 62 is controlled by means of a 30 valve 5B, the operation of which will be fully set forth hereinafter. From the v'passageway 62, the fluid enters a. larger compartment 34 where it is divided into any number of streams desiredl (two such stream 'are shown herein) by means of 65 branch ducts 12; 12 leading to outlets 14. 14. 'I'he fluid passing through the outlet passageway/s enters a plurality `of conduits 43,43, which lead to points immediately adjacent the `junction between the fuel intake I2 and the cylinders'of the en- 70 gine.

In the fluid control device 44, Just as in the temperature control unit 23, the amoimt of fluid admitted is varied and controlled in accordance with iluctuations in pressure occurring within 15 the intake manifold above the throttle valve. Such fluctuations are imparted to the device through -a tube 88 having a screw threaded connection 98 with a bored chamber 92 formed within the body of the device. A communicating duct 94 leads from the chamber 92 to the interior of a bellows diaphragm 80 which, by means of a cover 16, carries the'valve stem J.'ii hereinbefore referred to. By means of an adjustable lock vnut 18, the position of the tapered valve66 with reference to the valve opening 62 may be controlled as desired. As illustrated, the diaphragm is secured at 19 to the, body of the controldevice and at its upper extremityis crimped at 1l to inclose the rimof the cover 16. Located interiorly ofthe diaphragm for the purpose of normally holding the latter in expanded condition is a compression spring 82 andthe extent of the expansion of which the diaphragm is capable is governed by an adjustable guard or stop 84 mounted on projection pins 86.

As shown in the drawing, the valve stem 56 is packed by means of a suitable packing material 68 inclosed by means of'a washer 69, which is held in position by the aid of a compression Here also, in operation, variations in pressure occurring within the intake manifold above the throttle valve are imparted at the flexible diaphragm 80. In this case, however, the only ofce of the latter is to control ,the-extent of the opening 62 and therefore the

valve

56, 66 is singleacting. When the throttle valve I8 is closed, a vacuum is established within the intake manifold, causing that same vacuum to be imparted through the tube 88 and the duct 94 to the interior of the flexible diaphragm 88. This, fof course, causes the diaphragm.to collapse, tending teclose oil? or restrict the amount of anti-detonating fluid flowing through the passageway 62. Reversely, when the throttle valve I6 is wide open, the vacuum is entirely destroyed and the spring 82 moves the diaphragm 80 into its extended position, thereby allowing the maximum amount of anti-detonating fluid toenter through the valve opening l62. It will be observed that in this device there is no ball valve such as is used in connection with the diaphragm 32 of the temperature control unit 26. Without `the employment of any such valve, fluctuations in pressure are quickly 'transmitted to the interior of the fluid control unit, causing it to respond immediately and with the result that the amount of anti-detonating fluid supplied will be immediately responsive to, and in exact proportion with, fluctuations in pressure within the manifold. This, it has been found, is more desirable in some installations than having both the fluid control unit and the temperature control unit operated by the same diaphragm.

In conclusion, it will be seen that applicants have provided a temperature control unit which retards lor delays the introduction of cold air to the manifold upon theI imposition of load or speed and have combined therewith means for introducing anti-detonation fluid instantly upon the imposition of 'such load or speed. It will be appreciated that the illustrated embodiment of the invention is merely suggestive, and that modifications of the design and arrangement of the apparatus may be made from time to time without departing from the scopeI of the invention as set forth in the appended claims.

Having thus described the invention, what we claim as new and desire to secure by Letters Patent of the United States is:

1. That improvement in methods. of carbure- Ation for internal combustion engines which comprises `controlling the temperature of the combustible mixture in response vto pressure changes occurring within the intake manifold and .independently controlling the injection of anti-detonation fluid in response to such changes in pressure, the temperature control and the fluid injection bearing a predetermined timed relation.

2. That improvement in methods of carburetion for internal combustion engines which comprises introducing into a fuel stream anti-detonating fluid and combustion supporting fluid, the introduction of both fluids being dependent upon variations -in pressure occurring within the intake manifold, changes in the amount of one 'of said iluids introduced being ,arranged to lag changes in the amount of said other fluid being introduced. y f

3. rThat improvement in *methods of carburetion for internal combustion engines which comprises varying l,the temperature of the fuel stream slowly in accordance with variations in pressure occurring within the intake manifold and varying the injection of an anti-detonating fluid more quickly in accordance with said variations in pressure. I

4. That improvement in methods of carburetion for internal combustion engines which comprises controlling the temperature l of air admitted to a fuel stream in accordance with variations in the pressure of the fuel being fed, delaying the change in temperature of the air admitted upon a sudden increase in the amount of fuel being fed and -adding to the fuel stream without delay material for reducing detonation of said fuel.

5. That improvement in methods of carburetion for internal combustion engines which comprises controlling the temperature of air adi' mitted to a fuel stream in accordance with vabustion engines having, in combination, means for controlling the temperature of air fed into a fuel stream and independently operable `means for controlling the amount of an anti-detonating fluid supplied to said fuel stream, the operating characteristics of said temperature controlling means and said fluid supplying means bearing a predetermined timed relation.

7. A carbureting system for internal combustion engines having, in combination, means for governing the temperature of air supplied to the intake manifold of the engine, said means being responsive to fluctuations in pressure occurring within the intake manifold, and means for independently governing the admission of an antidetonating fluid to the intake manifold of the engine, said latter named means being controlled likewise by fluctuations in pressure occurring within the intake manifold, the operating characteristics of said temperature governing means and said anti-detonatingiluid governing means bearing a predetermined timed relation.

8. A carburetlng apparatus for internal com- 75 bustion engines having, in combination, a'unit for controlling the temperature of air admitted to the intake manifold of the engine and a device for independently controlling the admission of an' anti-detonating fluid into said intake manifold, the operating characteristics of the temperature controlling unit and said iiuid controlling device bearing a predetermined timed relation, said control device comprising a flexible diaphragm, means connecting the interior of said flexible diaphragm with the intake manifold of the engine, a valve carried by said flexible diaphragm, and a valve opening, the size of which is adapted to be regulated by the position of said valve.

-9. In a carbureting system for internal combustion engines, the combination of a hot air intake, a cold air intake, a valve intermediate said intakes for proportioning said hot and cold air into a fuel stream, means for controlling said valve according to pressures within a manifold, a water intake, a valve intermediate said water intake and said manifold and independently op erable means for controlling said valve according to pressure changes in the manifold, the operating characteristics of said air-proportioning valve and said water-intake valve bearing a predetermined timed relation. l

10. In a carbureting system for internal combustion engines, the combination of a hot air intake, a cold-air intake, a valve intermediate said intakes whereby the amount of hot and cold air may be varied to obtain a given temperature in a fuel stream, operating means for the air valve comprising a stem on said valve, a bellows on said stem, a conduit Aconnecting the interior of said bellows with the engine manifold whereby changes in pressure in said manifold will expand or contract said bellows and thereby control admission of hot and cold air into the fuel stream, a water intake, a valve intermediate said water intake and said manifold, operating means for the water valve comprising a stem on said ,valve and a bellows thereon, and a conduit connecting the interior of said bellows and said manifold whereby pressure .changes in the manifold expand or contract' said bellows to control the admission of uid into said manifold, the operating characteristics of the operating means for the air valve and water valve bearing a predetermined, timed relation.

11. In a carbureting system for internal combustion engines, the combination of a valve intermediate hot and cold air intakes and feeding a fuel stream, a stem on said valve and bellows on said stem, said bellows being rigidly fastened to some portion of the engine, a conduit connecting the interior of said bellows with a manifold, and a valve in said conduit having a ball bearing therein slidably operative to prevent the rapid expansion of said bellows upon increases of pressure in the manifold whereby cold air is slowly injected into the fuel stream, a water intake, a valve intermediate vsaid water intake and said manifold, a stem on said valve and bellows on said stem rigidly fixed to the engine, a. conduit connecting the interior of saidy bellows with said manifold whereby said bellows reacts instantly to pressure changes in the manifold.

12,. In a 'carbureting system for internal combustion engines, the combination of a temperaturev controlling unit which increases the temperature of the fuel stream with variations in the pressure Within the engine intake manifold, and an independently operable anti-detonation control unit comprising an anti-detonating uid in# take, a valve in said' intake, a stem on said valve and bellows on said stem rigidly fastened to the engine, and a conduit connecting the interior of said bellows with said manifold, whereby increases in pressure in the manifold open said valve, permitting an ejection of anti-detonating iiuid into the manifold, the operating characteristics for said temperature controlling unit and said anti-detonating fluid control unit bearing a predetermined timed relation;

13. That improvement in methods of carbure'tion for internal combustion engines which comprises controllingthe temperature of the fuel in response to pressure changes occurring within the tion engines having, -in combination, means for controlling the temperature of air fed into a fuel stream. and independent means for controlling the amount of anti-detonating fluid supplied to said fuel stream, the functioning of the temperature controlling means lagging behind the functioning of the anti-detonating'fluidcontrolling means.

15.'In a carbureting system for an internal combustion engine having an `intake, means for governing the temperature of the combustible mixture supplied to the intake, said means being controlled by variations in the pressure within the intake, and independently operable means for controlling the introduction of anti-detonatng iiuid into said intake, said last-named means also being controlled by variations in the pressure within `-the intake and operating in timed relation to the operation `of said rst-nained means.

16. In a. carbureting system for an internal combustion engine having an intake, means for governing the temperature of the combustible mixture supplied to the intake, said means being controlled by variations in the operating condil tions within the intake, and independently operable means for controlling the introduction of anti-detonating lfluid into said intake," said lastnamed means also being controlled by variations in the operating conditions within the intake and functioning in predetermined timed operating relation to the operation of said iirst named means.

17. In a carbureting system for an internal combustion engine having 'an intake, means for governing the temperature of the combustible mixture supplied to the intake, said means being controlled by variations in the operating conditions within the intake, and independently operable means for controlling the introduction of anti-detonating fluid into said intake, sai'cl lastnamed means also being controlled by variations in the operating conditions within the intake and having operating characteristics different from but bearing a predetermined timed relation to those of said iirst means, whereby operation` of bothmeans may be simultaneously initiated and the temperature and anti-detonation iluid control will bear a predetermined relation.

HARRY H. WATERS. RUDOLPH F. GAGG.