US2075790A - Degasser for internal combustion motors - Google Patents

Description

3 Sheets-Sheet l C. A. CHRISTENSEN DEGASSER FOR INTERNAL COMBUSTION MOTORS Filed Jan. 2'7, 1931 v m m m In on April 6, 1937.

wV//////////////////// B #4 ATTORNEY.

April 6, 1937.

c. A. CHRISTENSEN DEGASSER FOR INTERNAL COMBUSTION MOTORS Filed Jan. 2'7, 1951 3 Sheets-Sheet 2 lNVE NTOR: CLARENCE A. CHRISTI-I NSEN.

4/////////// I r///// A ATTORNEY.

Ap 6, 1937. c. A. CHRISTENSEN 2,075,790

.DEGASSER FOR INTERNAL COMBUSTION MOTORS 3 Sheets-Sheet 3 Filed Jan. 27, 1931 INVENTOR:

CLARENCE A. CHRISTENSEN ATTORNEY.

Patented Apr. 6, i937 rnrsnr outrun nnenssnn son INTERNAL CCQWWE$TEN 'MQTQRS @iarence it. Christensen, San Francisco, @alii... Wigner to inthan Company, line, San than cisco, @aiii... a corporation oi ilaliiornia Application January 2?, 19311, Serial No. Eillhhlh l3 @laims.

This invention relates to improvements to deuassers for internal combustion motors.

The principal object oi the invention-is to prevent the discharge of noxious fumes from the 5 internal combustion motors of automobiles, when coasting.

Another object is to prevent the intake of comhustible fuel gases into the motor while the vehicle is being decelerated or coasting and drivlo ing the motor.

is The motor is then driven by the momentum of the vehicle.

Modern carbureters are edective on very low suction and will continueto function, by aspiration, it atmosphere is bypassed into the intalre maniiold between the carburetor. and the motor cylinders. While such a diluted lean mixture will not burn regularly it is highly esplosive. when innited, and produces carbon monoiude and other noxious gases, in excess of the volume produced 25 in the regular operation of the motor under full combustion.

Broadly stated, the present invention consists of adding an au oillary throttle valve above the regular carburetor throttle valve with means for automatically admitting atmosphere through a bymss intermediate the said upper and lower throttle valves, for the purpose of diverting the suction from the carburetor.

In this specification and the accompanying 35 drawings the invention is disclosed in its preierred form. But it is to he understood that it is not limited to this form because it may he emhodied in other forms. It isalso to he under-= stood that in and by the claims following the description, it is desired to cover the invention in whatsoever form it may be embodied.

In the three sheets of drawings:

Fig. 1 iso vertical section through a degassing mechanism constructed and applied in accordance with this invention.

Fig. 2 is a fragmentary detail in reduced size oi the operating solenoid assembly, partly in cross section on theline II--E, Fig. i.

I ig.- 3 is asimilar view of the bypass valve 50 mechanism taken on the line III-m, Fig, 2.

Figs. 445 read together are a dialgrammtlc elevotion of the intake tube, showing the throttle control mechanism and electric circuit for energizing the solenoid for actuating the bypass valve.

Fig. 6 is a schematic diagram of the degasser assembly illustrating its mode of operation, the

planes of some of the parts having been rear= ranged for clarity.

In detail the construction illustrated in the drawings comprises the intake tube i connected with aconventional carburetor (not shown). The degasser mechanism has the tubular section 2 interposed between the intake tube i and the neck 3 of the manifold communicating with the cylinders of the motor.

During the operation of the motor the explosive mixture oi gasoline and air is drawn from the carhureter through the intake i-t--t by the suction produced by the reciprocation of the pistons withinthe cylinders. The volume of fuel mixture consumed by the engine, and the conse quent'speed thereoi are regulated by the butterfly valve ti pivoted at 5..

The housing 6 is integral with the section 2 of the intake and flares outwardly therefrom.

The open end of the housing 6 is closed by the cover plate 71 bolted thereto at t-t. The diephragin d has its margins confined between the abutting dances of the housing it and the plate '71 and partitions the chamber formed by the housing and its cover 7! into the atmospheric and suction compartments A and B, respectively.

The atmospheric pressine within the chamber A in the housing it is maintained by the inlet opening it in the lowerportion of the housing. The bypass ii communicates between the chamber A and the interior of the section 2 of the intake.

The tubular stern it is slidnhiy mounted in the spider it and has the valve it threaded on the end thereof. The spring it expands between the valve it and the spider it and closes the bypass it by seating the valve it; at it.

The annular bushing it is'slidable on the tube it and is adapted to engage the collar it formed on the end thereof. This bushing is screwed into the end of the sleeve it and attaches the center of the diaphrm thereto.

The rear end of the sleeve it telescopes within the guide cup it threaded in the hollow boss H of the plate l. The extent of the movement of the sleeve and the diaphragm is limited by the annular shoulder 22 on the sleeve contacting the cup 20. The movement may thus be regulated by screwing the cup M in or out. The jam nut 23 looks the cup in adjusted position.

The spring 24 expands between the end of the cup 20 and the woll25 within the sleeve l9 and serves to maintain the sleeve and diaphragm in extended position, as is shown in Fig. 1.

The rod 28 is slidable within the tube l2 and is resiliently attached to the wall 25 by the screw 21 threaded in the rod 26 and the encircling spring .28 expanding between the head of the screw and the wall 25. The end of the rod 26 is flattened as at 29 and extends through the bypass I l. The lever 30 is fulcrumed on the hinge 3| gained into the section 2 of the intake and is connected to the yoke end of the rod 26 at 32, by a pin and slot connection.

The auxiliary butterfly valve 33 is cross pivoted at 34 in the section 2 of the intake. The link 35 operatively connects thebutterfly valve 33 to the lever 35.

The operation of the motor creates a suction in the intake manifold 3. This is utilized to operate the diaphragm 9. The tube 36 is connected to a hole drilled and tapped in the manifold 3 and communicates with a three-way solenoid valve, see Fig. 3.

r This valve comprises the chamber- 3!v at the end of the tube 36. The passage 36 communicates with the chamber 31 and opens into the chamber A which is maintained at atmospheric pressure. The passage 39 is disposed at right angles to the passage 38, and communicates between the chamber 31 and the bypass 40 opening into the chamber B.

The valve head 4| registers with the seat 42 in the passage 38 and the seat 43 formed on the end of the tube 36. The stem 44 carries the head 4| and is guided in the spider 45. The spring 46 encircles the stem 44 and expands between the head 4| and the spider 45, seating the valve at 43. This closes the end of the tube 36.

The housing 6 is recessed as at 50 to accommodate the solenoid 48. The soft iron end 49 of the stem 44 extends into the solenoid and forms the movable core thereof.

The solenoid is adapted to be energized by the conventional generator 5| which is bolted to the timing case of the motor and is driven in the usual manner. The negative pole of the generator is grounded on the engine block, and the positive pole is connected at 52 to the cutout 53.

The wire 54 connects the cutout to the battery 55, the negative pole of which is grounded at 56. When the engine is operating at ordinary speed, the current generated at 5| flows through the cutout 53 to the battery 55 and through the ground 56 back to the grounded pole of the generator.

load circuit breaker, opening the circuit when the generator does not produce suflicient current to resist the counterbalancing flow from the battery 55. 'This prevents leakage of the current from the battery through the generator when the 7 motor is idling or dead.

The wire 51 connects one end of the solenoid 48 to the terminal 52 between the generator and the cutout. The other end of the solenoid coil 48 is connected through the wire 58, to the dielectric base 59 on the exterior of the intake 2. The blade 60 is mounted on the base 59 and carries the contact 6|.

The lever 62 is fu'lcrumed at 63 on the intake and has mounted thereon the contactor 64 opposite the contactor 6|. The rod 65 is connected to one end of the lever 62 and is operable at the will of the driver.

The lever 69 is flxed onthe pivot 5 to operate the intake throttle valve 4. The link 66 is connected to the end of the lever 62 opposite the rod 65. The spring 61 in cooperation with the slot 68 resiliently connects the link 66 to the 75 larger 69.

The cutout 53 functions principally as an under-- When the throttle is manipulated by the driver, the rod 65 is moved longitudinally, swinging the lever 62 and adjusting the position of the valve clines the lever 62 to bring the contacts 64 and 6| together, grounding the circuit of the solenoid 48.

In the case of an abrupt closing of the throttle, the resilient connection 6'|--68 produces a lag in the closing of the butterfly valve 4. This allows the contacts 646| to be brought together slightly in advance of the closing of the throttle valve 4 to insure the prompt operation of the degasser mechanism as will be presently more fully described.

The device operates substantially as follows:

When the butterfly valve 4 is closed to eifect deceleration of the motor, the suction maintained in the intake 3 continues to draw fuel from the carbureter beyond the closed butterfly valve 4. This fuel passes through the motor without being fully consumed and is discharged from the exhaust, causing an objectionable odor.

Closing of the throttle 4 brings the contacts 646| together, closing'the circuit of the solenoid. Current then flows from the generator 50 to the solenoid 48 and thence through the ground 6|- 64-63 back to the grounded-pole of the generator.

When the solenoid is thus energized, the core' 49 on theend of the stem 44 is drawn into the solenoid. This withdraws the valve head 4| from the end of the tube 36 and seats it at 42, closing the passage 38.

The air impounded in the diaphragm chamber B isdrawn through the passage 40, the passage 39, and the tube 36 to the intake manifold 3 by the motor suction in the manifold.

The diaphragm 9 is then forced into the evacuated chamber B by the atmospheric pressure -ma intained in the chamber A. This retracts the sleeve l9 into the cup 20 until stopped by the shoulder 22.

The rod 26 is also drawn backward by reason of its connection with the sleeve l9. This swings the lever 30 toward the bypass ll, closing the auxiliary butterfly valve 33. After the valve 33 is closed, the compression of the spring 28 encircling the. screw 21, permits the sleeve I9 to continue its backward movement.

The annular bushing I8 has a short idle movement before contacting the collar As the movement of the sleeve 19 progresses, the bushing l8 draws the tube l2 backward, unseating the valve l4 and opening the bypass Atmosphere is thus admitted through the opening I0 and the bypass l| into the intake between the two closed butterfly valves 4 and 33. This stops the suction acting below the closed throttle valve 4 and prevents aspiration through the carbureter.

Due to the idle movement of the bushing l8 before contacting the collar H, the butterfly 33 6 closes before the valve I4 is opened. This prevents the motor from drawing an-excessive volume of air through the bypass II when the valve l4 opens.

When the motor is again accelerated, the contact 6|64 is broken. This opens the circuit of the solenoid 48. The valve 4| is returned to its seat 43 in the end of the tube 36 by the expansion of the spring 46. This closes the communib B. Atmospheric and means for admitting atmosphere into the incation between manifold 3.

Atmosphere then passes from thechamber A through the passages 38 and as to the chamber pressure is then restored on both sides of the diaphragm d and permits the spring it to restore the sleeve it to inoperative position. The restoration of the sleeve it releases the the chamber B and the intake 10 bushing it from the collar i'l, permitting the spring it to reseat the valve it at it, closing the bypass ii.

As previously stated, the spring it is compressed by the continued operative movement of 15 the sleeve it after the butterfly valve ti is closed.

t tromotive force of the The rod 26, therefore, remains stationary, during the first part of the restoration movement, until regains its normal position contacting the end of the rod it. The rod-is then moved to its inoperative position, see Fig. 1. This swings the lever til outward and opens the butterfly 33, leaving an unobstructed path for the fuel mixture drawn upward from the carburetor.

As may be readily understood, the delay in the opening of the butterfly tit allows the bypass valve to close first. This exhausts the atmosphere in the section 2 before the fuel gas is admitted to the intake 3 through the opening valves d-tt. Dilution of the first volume of fuel mixture with atmosphere from the bypass is thus effectually prevented.

Should the motor be stopped or idled for a period, the generator bi fails to generate sumcient current at the reduced speed to sustain the elecsolenoid. The valve til then reseats in the tube 36 and causes the restoration oi the mechanism to inoperativeposition, in the nner described.

It is obvious that the diaphragm i could be 4 dispensed with, and a solenoid arranged to opcrate the bypass valve i i and the butterfly valve 33 directly, instead of by suction as disclosed, without departing from the spirit of this invention.

The decreased pressure in the intake i subse quent to the complete closing of the'throttle valve t obviously could be utilized also for operating the diaphragm directly, without the use of the solenoid valve di-dti, within the purview of the it annexed claims.

. 55 motor having a throttle Having thus described this invention, what is claimed and desired to secure by Letters Patent i i. In combination with an internal combustion valve in the intake, an auxiliary valve in said intake, means for closing said auxiliary valve when said throttle valve is closed, and means operated by sail auxiliary valve closing means for admitting atmosphere into the 60 intake subsequent to the closing of said auxiliary valve.

2. In combination with an internal combus= tion motor having a throttle valve in the intake, an auxiliary valve in said intake, a bypass communicating with the atmosphere between said 7 auxiliary valve.

75 auxiliary valve valves, means to close said bypass, means, operable when said throttle valve is closed, for closing said auxiliary valve, and means for opening said bypass subsequent to the closing of said 3. In combination with an internal combustion motor having a generator, and a throttle valve in the intake, an auxiliary valve in said intake,

means actuated when said throttle valve is closed,

- supply control valve;

by the generator for closing said take subsequent valve. I

4. In combination with an internal combustion motor having a throttle valve in the intake and a generator operable above a predetermined motor speed, an auxiliary throttle valve in said intake, an open circuit adapted to be actuated by said generator, a solenoid included in said circuit, means for closing said circuit when said throttle valve is closed, means operated by said solenoid for closing said auxiliary valve, and means for admitting atmosphere into said intake when said auxiliary valve is closed.

5. In combination with an internal combustion motor having a throttle valve in the intake; an auxiliary valve in said intake means for closing said auxiliary valve when said throttle valve is closed; and means, operated by the closing oi said auxiliary valve, for admitting atmosphere into the intake.

6. In combination with an internal combusto the closing of the aliary valves; a valve arranged to close said bypass; means, operable when said throttle valve is closed, for closing said aliary valve; and means, operated by the closing of said auxiliary valve, for opening said bypass valve.

7. In combination with an tion motor having a throttle valve in the intake; an auxiliary valve in said intake; a bypass comthe atmosphere between said valves; a valve arranged to close said bypass; means, actuated by the suction in said intake, for closing said auxiliary valve valve is closed; and means for opening said bypass valve subsequent to the closing oi said auxiliary valve.

8. In combination with an internal combustion motor having a throttle valve in the intake; an auxiliary valve in said intake; a bypass communicating with the atmosphere between said valves; a valve arranged to close said bypass; a housing having a chamber sage communicating with the intake above said valves; a valve closing said passage; electromagnetic means for opening said passage valve; means for energizing said electromagnetic means when said throttle valve is closed; and a dia phragm in said chamber operatively connected to said auxiliary and bypass valves.

9. In combination with an internal combustion motor having a throttle valve in the intake; an auxiliary valve in said intake; a bypass between said valves comnuiriicating with the atmosphere; a valve arranged to close said .by pass and having a stem extending therefrom; a member loosely engaging said stem; means for internal combus-- when said throttle iii therein with a pasactuating said member when said throttle valve is closed; and a rod operatively connected to said tuated member.

10. Fuel control mechanism adapted for association with the carburetor and. throttle of an internal combustion 4 means responsive to pressures on the engine side of the throttlelower than normal idling intake manifold pressures to actuate said valve only when the throttle is in idling position to cut oil the fuel supply to the carburetor, and positively acting manually operable means to re-establish the fuel supply to the engine comprising a fuel moved away 11. Fuel control mechanism adapted for asso elation with the carbureter and throttle of an internal combustion engine comprising a fuel supply control valve; means responsive to pressures on the engine side of the throttle lower than norto actuate 'said valve'oniy when said throttle is in idling position to cut of! lo the fuel supply to the carbureter; and means to 5 tion motor having an intake manifold, a throttle valve in said intake manifold, an auxiliary valve in said intake manifold between said throttle valve and the combustion chamber of said motor mom-zap adapted to completely close 01! said manifold. and means for admitting atmosphere into the chamber formed between said valves whereby the suction can in said manifold above said auxiliary valve, and destroyed in said manifoldbelow said auxiliary valve.

13. Fuel control mechanism adapted for association with the intake manifold and carbureter of an internal combustion motor comprising a pair of valves located in said manifold, and means for opening the manifold passage between said valves to the atmosphere whereby the suction on the carhureter is stopped while at the same time maintaining as ction in the section of the intake manifold above the valve nearest the engine.

CLARENCE A. CHRISTENSEN.

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