US2146246A

US2146246A - Combined fuel mixer and degasser for vehicular internal combustion engines

Info

Publication number: US2146246A
Application number: US94140A
Authority: US
Inventors: Llewelly T Barnes
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-08-04
Filing date: 1936-08-04
Publication date: 1939-02-07
Anticipated expiration: 1956-02-07

Description

Feb. 7, T BARNES I 2,146,246

y COMBINED FUEL MIXER AND DEGASSER FOR .VEHIGULAR v INTERNAL COMBUSTION ENGINES Filed Aug, 4, 1936 INVENTOR 4 Llewellyz Zfiarnes TTORNEY 1 gines, and easily incorporated Patented Feb. 7, 1939 v COMBINED FUEL FOR VEHICULAR ENGINES PATENT OFFICE MIXER AND 'DEGASSER INTERNAL COMBUSTION .Llewellyn T. Barnes, Hempstead, NLY'. Application August 4, 1936, Serial No. 94,140

8 Claims.

invention relates toimprovements in combustible fluid charge-forming devices for multicylinder intemal combustion engines, and is an improvement over the type shown in my apber 12,920, filedMarch 25, 1935,

plication for a Carburetion device, Serial Numand contemplates a combined homogenizing and degassing device adapted to improve the combustible mixture substantially throughout the-entire operating range of theengine, particularlyduring idling thereof,

and adapted to reduce the obnoxity of the exhaust gases of engines operating under varying powerloads, particularly during or after overrunning conditions as when Vehicle driven by i the engine the speed of the becomes greater than-the idling speed of the engine and the engine is thus driven by'the vehicle.

One of the main objects of the invention is to provide a simple, substantially unitarydevice having several desirable effects upon the stream the combustiblechargeduring certain conditions o'f operation andother desirable effects during other operating conditions,

these desirable effectsbeing produced by'the novel arrangement of cooperating fuel-and air passages in thesingle unitary device, easily installable in existing en- 'and made "adaptable to engines having special rue; charging characteristics.

Another object of the invention is to improve the charge distribution among the several cylinders of an engine, whereby charge pulsations and flow-back of the charge in the manifold is reduced and wherebyeach of the cylinders receives a substantially equal charge quantitatively and qualitatively.

It is well known that vehicular internal combustion engines produce an obnoxious exhaust asthe result of incomplete combustion of the fuel including lubricating oil sucked upinto the combustion chamber during the high vacuum overrunning condition mentioned,

when the throttle valve-of 'the carburetor is closed and the pistons are rapidly reciprocating, or during the idle running 'condition of the engine when the throttle is also fully closed.

It is further well known conditions the manifold from anindependent that during idling fluid fuel and air enter the intake source other than the main mixture supply, said sourceusually provide d by a by-pass or bleed opening in the interior. surface of .the carburetor conduit beyond the throttle valve and the main Venturi throat, of the carburetor.

This idling charge comprises an emulsion of air and liquid fuel and in issuing from theidling jet opening is directed obliquelyinto the entrance conduit of theintake manifold in the form of a relatively wet stream and therefore enters the cylinders in a poorly atomized condition. The lack of proper intermixture of the air and liquid fuel in the throat of the main Venturi of the carburetor and the passage-of the idling charge into the smooth and non-turbulating conduits of the intake manifold is-not induci-ve torapid, intimate and com- 10 plete mixing, and proper atomization of the fluid fuel. particles.

Accordingly, I propose the insertion of a venturi-like device actable upon the stream of the charge issuing from the main Venturi of carbure- 15.

tor during the cruising range of the engine and actableupon the idling stream to assist in greater atomization thereof, said device being provided with means for creating greater intermixtureand'homogeneity of the liquid fuel particles andthe air comprising the mixture during all operating conditions, said means permitting the "entrance of an auxiliary supply of air to the mixture issuing from the carburetor beyond the mainventuri and throttle. This auxiliary air not only serves to reduce the high vacuum in thecylinders when the throttle-is closed during over-running conditions, but is also adapted and arranged so as "to 'mix with the emulsified idling charge in the throat of this Venturi-like device during normal idle-running conditions of the engine When highvacuum conditions are also present in the'manifold system.

Other 'objects'and advantages of thedevice are contemplated which will become apparent in the following descriptionread in connection with the drawing forming part of my disclosure, in which:-- i

Fig. 1 isaperspeetive view of my device.

Fig. 2 is a side elevation of an engine partly 4O insection, showing my device with a carburetor and an intakemanifold in position employed in a vehicular internal combustion engine.

Fig. 3 is an enlarged sectional View of a portion of Fig. 2.

=Fig. =4 is a section taken on the line 4-4 of Fig. 3.

Figs. 5 and 6 are diagrammatic views of an engine similar to that shown in Fig. 2 and illustrate modified applications of my device.

Fig. 7 is a fragmentary sectional view of a portion of further modification of my device.

Referring to Fig. 1, a multi-cylinder engine In isprovided withan intakemanifold generally indicated at H having a main inlet or trunk por- 55 tion I2 and branches I3 to the separate cylinders of the engines.

Between the exit portion of the carbureter 20 and the inlet portion I2 of the intake manifold providing a conduit for the passage of fluid fuel, I provide a unitary homogenizing and degassing device I4 comprising a tubular venturi-like body I5 providing internally thereof an arcuate throat I6 and a conical entrance mouth portion I I. This mouth portion I1 is of such size as to embrace a major portion of the stream of fuel and air mixture issuing from the main venturi of the carbureter into the exit portion I 9 of the carbureter. Preferably integrally formed with the body I5 on the downstream side of the throat there is provided a skirt portion 2|, extending into the intake manifold trunk portion. The embracing or cross-sectional area of this skirt portion being less than the area of the base of the conical mouth portion I! of the venturi-like device, forms an extension of the throat. The area of the passage provided by this skirt portion is relatively much less than the cross sectional area of the conducting passage provided by the trunk portion I2 of the intake manifold, thus providing an expansion space immediately beyond the skirt portion.

In order to prevent the too sudden expansion of the stream beyond the free end of the skirt, I provide a plurality of slots I8 in the skirt. The slots are V-shaped which allows a gradual expansion of the stream in a divergent path to simulate the effect of a fully confined venturi. The exit portion of the stream is thus confined substantially as indicated by the dot and dash lines in Figure 2. This construction also provides a flow-back check for dampening the vapor surges in the manifold, which will be more fully de scribed later.

Preferably, but not essentially, formed with the body I5 and is a transversely directed flange 22.

integrally exteriorly thereof, annular mounting This flange 22 is disposed substantially in the plane of the arcuate portion of the throat I6 but may be arranged higher or lower on the body I5 of the device so as to position the venturi more or less into the trunk of the manifold. This flange is provided with a plurality of radially disposed holes 23, the purpose of which will be later described.

The flange 22 may be made flexible or yielding to serve as a seal against air leak. By providing an annular channel 24 in the external portion of the flange 22, two relatively thin and

flexible flanges

25 and 26 are provided which are adapted to be yieldingly clamped between the

flanges

21 and 28 of the intake manifold and the carburetor, respectively. Separate gaskets or other means for sealing the device against leakage may be provided if desired.

A space or gap 29 is thus provided between the carburetor and manifold flanges, which space allows communication of the throat of the venturi with the outside atmosphere via the holes 23.

In the exit conduit I9 of the carburetor a throttle valve 3I is usually provided, which is in the form of a butterfly valve, and is disposed after the main venturi 32 of the carburetor rela tive to the direction of flow.

The upstream extremity of the mouth portion I! of the venturi is spaced as at 33 from the internal surface 34 of the carburetor exit conduit I9. The exterior surface of the conical mouth portion is inwardly directed to form an annular pocket 35 which communicates with the throat through angularly and upwardly directed holes 36 terminating in the throat and passing thru the juncture of the conical entrance portion I1 and the flange 22.

Under normal operating or cruising conditions (throttle partly open) a substantial reduction of pressure is created at the throat I6 of the device, thus drawing any liquid or heavy ends, comprising relatively large liquid particles which happen to be trapped in the pocket, into the throat via the holes 36, whereupon the liquid fuel or liquid particles reaching the pocket 35 are subject to intimate dispersion by intimate contact with the incoming auxiliary air entering the throat through holes 23.

During "cruising conditions when the engine is under load and propelling a vehicle, the major portion of the charge issuing from the carburetor passes through the conical entrance portion of the device, and the fuel trapped by the pocket is mixed with a relatively small or insignificant quantity of auxiliary air due to the preponderance of primary air passing thru the main venturi of the carburetor. The air to fuel ratio is relatively constant under these relatively large volumetric requirements since the small amount of auxiliary air does not disturb this ratio over a wide cruising range. Although the auxiliary air holes provide a constant intake area the volume of auxiliary air passing therethru varies in accordance with the power requirements.

In some cases the normal setting of a carburetor is unchanged in that the additional supply of auxiliary air is not critical over the major portion of the higher power output range, but this additional supply of air is very vital in the lower operating range, particularly during idling conditions (throttle closed) or in the power output range slightly higher or above the idling range. In the higher power output range the auxiliary air, however, provides jets of pure air which aids in assimilating and vaporizing the liquid creepage along the wall 34 and heavy ends of the liquid particles, which are forced outwardly in the conduit I9 and ultimately enter the annular pocket 35. The number of holes 22 and/or 36 may be varied so as to provide the proper amount of auxiliary air or suflicient pocket passages, but I have found that an equal number of auxiliary air and pocket holes equally and alternately spaced around the throat amply accommodates a wide range of variation in volumetric requirements.

During idling conditions, however, when the throttle is closed or substantially closed and the emulsified charge is fed through a small opening (or openings) 36 in the side wall 34 of the exit conduit I9 of the carburetor, most of the idling mixture enters the pocket 35, due to the poor directional dispersion and the disorderly entrance of this idling charge. The idling charge with the aid of my device I 4 is, however, mixed with the auxiliary air at the throat of the venturi I5, thus providing an orderly and intimate and greatly improved mixture of air with the poorly vaporized idling mixture, thus creating an improved atomization of the charge beyond the throat of the Venturi device I4 allowing a greater air to fuel ratio to form the combustible mixture in the lower speeds. It may be found necessary to decrease the amount of idling air through the idling jet 38 to compensate for the additional auxiliary air taken in through the holes 23. This adjustment is, however, not critical, in that the greater intimacy of the air and the fuel particles permitslthe introduction and assimilation of additional air for a given amount of fuel issuing from theidling jet,thus increasing the efliciency ofthe engine initheidling range and resulting in a higher idling speed for the same amount of fuel by comparison with an engine operating under the same conditions without the novel device. Economical idling is thus effected. and maintained in that the amount of auxiliary air drawn into the throat varies .Withthe condition of vacuum which in turn varies with the speed of the engine. I

During over-running operating conditions when the pistons are reciprocating rapidly :and the throttle is closed, creating a corresponding high vacuum in the cylinders and in the intake manifold, the auxiliary airis drawn through the.

openings 23 at relatively high velocity and assists in breaking .this high vacuum in the cylinders, thus preventing-oil from entering the combustion chamber, later to be burned and passed out through the exhaust.v This provides degassing of theexhaust. By degassing is meant, the

elimination of obnoxious odors :of incomplete combustion of certain components of the lubricating fluids. other than the fluids intended to I provide thecombustion.

It will therefore be seen that the auxiliary air holes in the throat of the venturi not only provide air to mix with the charge issuing from the carburetor to aid in producing a higher degree,

.of atomization of the liquid fuel particles during the entire cruising range, but also aids in providing auxiliary air to form a more effective and properly-atomized charge during idling condition,

and further, this auxiliary air supply functions to break the high vacuum in the low speed or idling range. 3 i

By such construction of the venturi-like device just described, it will be noted that free and easy flow is afforded the stream in one direction, (indicated by arrow in Figure 2) andthat a relatively interrupted and tortuous flow is effected on the stream in the opposite direction.

Due to sudden interruption of the stream flowing at high velocity, as occurs upon sudden closing of the intake valves, the rebound of the stream tending to flow back thru the carburetor is retarded or dampened by my device. This above mentioned resistance to free flow in the opposite direction is and frictional resistance setup by the lack of stream lines in the structure of the skirt portion.

By providing a venturi-like device similar to the one shown in detail in Figure 2, at the extremity of each of the branches I3, or in the cylinder port, substantially ahead of the inlet valves of the engine, additional flow-back check is afforded which supplements the action of the Venturi device in the inlet trunk conduit 12. This is illustated in Figure 5, the individual Venturi devices being shown in dotted lines and indicated by the reference character 4|. The devices 4| may have holes such as 23 and 3B for the purpose set forth or the holes may be eliminated. In

, some cases it has been found desirable to omit the holes in certain of the devices, some of the remaining devices in the engine being provided with pocket by-pass holes only, and other of the remaining devices being provided only with auxiliary air holes.

It will be understood that I am not limited to the introduction of only auxiliary air and that any other fluids may be caused to flow thru the auxiliary air holes 23. The holes 36 may be of concaused by the eddy currentsverging (in the direction of flow) :conical formation, which creates a venturi effectupon the liquid or emulsion passing .therethru. This is shown in Figure 7.

As seen innFigure 6, in some cases the main venturi-like device need not be employed in the trunkof the intake manifold, and a venturi-like device maybe employed only at the exit of some of the branches of the manifold.

It is to be understood that various arrangements anddispositions of thedevices may be had depending upon particular characteristics of the engine.

Although I have shown anddescribed the .preferred constructio-nof my device, it will be noted that minor changes may be made without departing from the principles of its operation.

What I claim as new and desire to secure by Letters Patent, is:

1. In combination with an engine having an intake manifold, a carburetor having an exit passage for fluid issuing therefrom, a venturi-like device between the carburetor and the intake manifold and in the path of fluid flowing from said carburetor to said manifold, said device comprising an internally converging conical portion forming a mouth and a reduced throat, said mouth adapted to embrace substantially the entire area of said exit' passage, thereby affording unrestrictive access to substantially all of the fluid issuing from the carburetor and into said device, a flange for supporting said device and for maintaining it in the path of flow of fluid issuing from said carburetor, and a substantially cylindrical skirt portion merging with and of substantially the same passage area as the area of said throat portion and extending from said flange in the direction of flow, said skirt portion being materially spaced from the walls of said manifold, thereby forming an annular pocket, said skirt being provided with means affording lateral passage of the fluid through said skirt whereby expansion and uninterrupted flow of the fluid is afforded in the direction toward the engine, said annular pocket causing fluid flowing in the opposite directionto ta-kea circuitous path throughsaid lateral passage means in saidskirt whereby back-flow of the fluid is retarded during back-surging of the fluid.

2. In combination with a fluid fuel induction internal combustion engine, an apparatus of the character described including a conduit, a onepiece venturi-like body in said conduit, means for maintaining said body immovably in said conduit and in sealed engagement with said conduit, said body having an internally converging conical mouth portion extending axially and spaced from said conduit, thereby forming an annular pocket at the juncture of said means and said body, said pocket adapted to receive fuel passing through said body and said conduit, means providing communication between said pocket and the interior of said venturi-like body whereby any fluid fuel coursing in said conduit 7 internal combustionengine, an apparatus of the character described including a conduit, a onepiece venturi-like body in said conduit, means for maintaining said body immovably in said conduit and in sealed engagement with said conduit, said body having an internally converging conical mouth portion extending axially and spaced from said conduit, thereby forming an annular pocket at the juncture of said means and said body, said pocket adapted to receive fuel passing through said body and said conduit, means providing communication between said pocket and the interior of said venturi-like body whereby any fluid-fuel coursing in said conduit and entering said pocket is afforded exit into the interior of said body, and means affording communication between the interior of said body and the exterior of said conduit whereby other fluid from a source external of said conduit is afforded access to the interior of said body, said first and second means of communication terminating internally of said body substantially in the same transverse zone of said body.

4. In combination with a carburetor and an intake manifold providing a common conduit, a one-piece venturi-like body in said conduit and between said carburetor and said intake manifold, flange means for maintaining said body immovably in said conduit in sealed engagement with said conduit, a converging conical mouth portion on the upstream side of said body and extending from said means toward said carbureter and spaced from said conduit forming an annular pocket bounded by said mouth portion, said means, and said conduit, means affording communication of said pocket and the interior of said body, whereby any fluid in said pocket is afforded access to the interior of said body, said body having a substantially cylindrical skirt portion extending in the direction of flow and having a smaller external diameter than the initial entrance diameter of said conical mouth portion, and slots in said skirt portion affording gradual expansion of the fluid during its passage in said skirt toward the manifold, said skirt being spaced from said conduit, said flange means forming a bar between said skirt and said conduit whereby fluid flowing in the opposite direction is caused to enter the interior of said body in a tortuous path and through said slots.

5. In combination with a conduit, a device of the character described comprising a venturilike body having a converging conical mouth portion, a throat portion at the end of said mouth portion and providing a minimum passage area through said venturi-like body, a skirt portion coextensive with said throat portion, a flange external of said body and of greater outer dimension than said mouth portion and extending transversely to the axis of said body, said flange adapted to be secured to said conduit, said mouth being spaced from said conduit to form an annular pocket in communication with the upstream side of said conduit, said pocket being disposed at the juncture of said body and said flange, means providing communication between said pocket and said throat, and means providing communication between the interior of said venturi-like body substantially at said throat and the exterior of said conduit.

6. A combined fluid fuel mixing and degassing device adapted for insertion at the juncture of a separable induction conduit directing the flow of atomized fuel to an internal combustion engine, said device comprising a one-piece cylindrical venturi-like body providing a continuous passage internally thereof for said atomized fuel; said passage comprising a mouth adapted to form a converging entrance for said fuel, a throat formed by a restricted portion of said passage merging with said mouth, and a substantially cylindrical exit portion continuing beyond said throat in the direction of flow, a flange on the exterior of said body adapted for sealed engagement with spaced abuttable surfaces of said portions of said conduit, whereby said body is maintained within the conduit, and holes in said flange, whereby said throat is communicative with the atmosphere outside the conduit and whereby only auxiliary air is admittable into said passage to mix initially at the throat with said atomized fuel,

'7. The combination with a carburetor and an intake manifold of a device as claimed in claim 6 disposed substantially between the adjacent flanges of a carburetor and an intake manifold.

8. The combination with an engine and intake manifold of a device as claimed in claim 6 disposed substantially between intake manifold.

LLEWELLYN T. BARNES.

the engine and the