US2188175A

US2188175A - Carburetor attachment for internal combustion engines

Info

Publication number: US2188175A
Application number: US216263A
Authority: US
Inventors: Robert J Condon
Original assignee: Individual
Current assignee: Individual
Priority date: 1938-06-28
Filing date: 1938-06-28
Publication date: 1940-01-23
Anticipated expiration: 1957-01-23

Description

Jan. 23, 1940. R. J. coNDoN 2,188,175

CARBURETOR ATTACHMENT FOR INTERNAL coMBUsTIoN ENGINES Filed June 28, 1938 Patented Jan. 23, 1940 UNITED STATES CARBURETOR ATTACHMENT FOR INTER- NAL COMBUSTION ENGINES Robert J. Condon, Hollywood, Calif.

Application June 28, 1938, Serial No. 216,263

9 Claims.

This invention relates to an attachment for internal combustion engines in conjunction with a carburetor and has as its primary object the provision of a means for effecting the withdrawal of oil vapors from the engine crank case and the introduction of such vapors together with the carbureted fuel and moisture laden air into the engine cylinders in such manner as to result in improved engine performance.

Another object is to provide a carburetor attachment of the above character which is so constructed so as to automatically operate with a variable action according to variations in the extent of suction developed on the intake stroke of the engine pistons under varying operating conditions of the engine, so as not to interfere with the operation of the engine at any speed thereof.

Another object isto provide an arrangement in the attachment whereby the oil vapors and moisture laden air will be thoroughly intermixed before coming into contact with the carburetedk fuel together with a construction for effecting thorough intermixture of the carbureted fuel with the oil vapor and moist air mixture as the iiuid passes to the engine intake manifold.

Another object is to provide a valve structure in the attachment which is so constructed and operated as to automatically act to vary the supply of the oil vapor and moisture laden air mixture according to variations in suction induced in the engine intake, and which will permit of ready removal and replacement of the valve parts and which also permits easy access to the valve posts for cleansing purposes without the necessity of dismantling the valve.

A further object is to provide an attachment of the above character embodying few parts of simple construction, and which is adapted to be readily assembled and applied to the carburetor and associated parts of a combustion engine power plant as now commonly employed on motor vehicles.

With the foregoing objects in view, together with such other objects and advantages as may subsequently appear, the invention is carried into effect as illustrated by way of example in the accompanying drawing. in which:

Fig. 1 is a view in side elevation of a portion of the combustion engine power plant of a motor vehicle, showing -the invention as applied;`

Fig. 2 is a detail in horizontal section taken on the line 2-2 of Fig. 1:

Fig. 3 is a view in vertical section with parts (ci. 12s-25) in elevation of the valve structure indicated'by the arrow 3 in Fig. 1;

Fig.,4 is a view in section on a reduced scale as seen on the line 4 4 of Fig. 3 in the direction indicated by the arrows; 5

Fig. 5 is a view in section partly in elevation as seen on the line 5-5 of Fig. 4 in the direction indicated by the arrows.

Referring to the drawing more specifically A indicates generally an internal combustion engine 10 tted With a carburetor B connecting with the engine intake manifold C, D designates the breather pipe or intake of the engine crank case, and E denotes a Water containing radiator associated in the engine cooling system. The car- 15 buretor and intake manifold embody the usual end flanges F and G respectively, which iianges are detachably connected together by bolts H.

In carrying out the present invention a disk 1, particularly shown in Fig. 2, is interposed be- 20 tween the ilanges F and G and clamped in place therebetween by the bolts H; the disk I being formed with marginal open ended channels 8 and 9 that are positioned astride the bolts H. The disk I is formed with a central opening III 25 arranged to register with the outlet and inlet openings of the carburetor B and intake manifold C, and arranged in the opening I0 is a freely revoluble vane II carried on a pivot pin I2. A cross bar I3 extending diametrically of the open- 30 ing I IJ and carried on the margins thereof, affords a support for `the pin I2 and the vane II.

Projecting from the outer margin of the disk 1 is an internally threaded collar I4 from the interior of which leads a considerably reduced 35 passage I5 communicating with the opening I0 through the margin of the latter. Connecting with the collar I4 through a nipple I6 is a conduit I1 the outer end of which connects through a nipple I8 with anelongated tubular valve hous- 40 ing I9 having a cylindrical bore 20 extending v-longitudinally therethrough one end of which bore is internally threaded, as indicated at 2l, to receive the nipple I8, and the other end of which is internally .threaded to receive an apertured 45 plug 22. f

Arranged in the bore 20 is a reciprocal cylindrical valve 23 mounted for slidable movement longitudinally of the bore 20-and which valve is normally disposed with one end thereof abutting against the apertured plug 22. An expansion coil spring 24 is interposed between the inner end of the valve 23 andthe nipple I8 and acts to retain the valve 23 in a normally closed or retracted position. The *valve ..23 -is--tubularvthroughout a portion of the length thereof, being formed with a bore 25 which is closed at the outer end of the valve by an end wall 28 and which opens at the inner end of the valve through a reduction sleeve 21 to the bore 20 of the valve housing I9. Formed intermediate the ends of the valve 23 is a circumferentially extending channel 28 the bottom wall of which is formed with a series of spaced longitudinally aligned apertures 29'leading to the valve bore 25. The side margins of the channels 28 are parallel and extend on a plane perpendicular to the axis of the valve.

Formed in the valve housing I9 is a port 30 which leads from the bore 2U at a point covered by the portion of valve 23 extending between the channel 28 of the valve 23 and the inner end of the latter when the valve is disposed in its normal outermost position, as particularly shown in Fig. 3.

The port 30 leads to a dual inlet 3I formed in a transversely extending part 32 of the housing I9. One end of the inlet 3| connects through a coupling 33 with a conduit 34 leading to and opening into the upper portion of the engine crank case as through the wall of the breather tube D of the latter. The other end of the intake 3| connects through a coupling 35 with a conduit 36 which connects with the overflow pipe 31 of the radiator E at a suitable point intermediate the ends of such overow pipe.

The valve housing I9 is formed on the wall portion thereof opposite the port 30 with an internally threaded opening 38 fitted with a screw plug 39, through which opening access may be had to the valve channel 28 and the apertures 29, if need be, without necessitating removal of the valve from the housing; the opening 38 also giving access to the port 30 when the valve 23 is removed.

As a means for facilitating mounting of the n valve housing I9, a ange 40 is formed on the intake housing 32, which ange is formed with a threaded opening 4I for engagement by a bolt or screw connecting with a suitablesupporting bracket mounted on the engine block not necessary to be here shown.

In the operation of the invention the valve 23 is normally positioned under the urge of the spring 24 with its outer end abutting the screw plug 22 and in which position the port 3l! is closed; the spring 24 being tensioned to maintain the valve in this closed position during the operation of the engine at idling speed so as to prevent the feed of uids through the valve to the carburetted fuel when the engine is idling. Operation of the engine will `create a suction in the intake manifold C during the intake strokes of the engine pistons and will accordingly subject the valve 23 to the action of such suction throughk the passage I5 and conduit I1, which action tends to move the valve 23 inwardly in Vopposition to the spring 24.

In event of acceleration of the engine above idling speed either gradually or suddenly, in-

creased suction will be developed in the intake manifold and in the forward portion of the valve bore such as to effect inward movement of the valve 23 in opposition to the spring 24. The extent of such movement of the valve will of course be dependent entirely upon the magnitude of the suction to ,'which the valve is subjected, and lwhich is proportional to engine speed above idling speed;` In any event inward movement of the valve 23 will cause the inner margin of the chan-v aisaivs nel 28 to advance over the port 39 and progressively open the latter to the channel 28 as the l, valve moves inward. f The port 30 will obviously J be fully opened when the forward edge of the channel 28 reaches a position past the port as 5 shown in Fig. 4. By forming the channel 28 of a width exceeding the diameter of port 30 the valve 23 will be capable of continued advance after uncovering the port 30 without increase of area of intake .port opening.

0n partial r complete opening of the port 30 by inward movement of the valve 23 the suction induced in the bore 20 of the valve housing will act to draw oil vapors from the crank case through the conduit 34 and at the same time will act to draw. water vapors or moisture laden air from above the water levelin the radiator E through the overflow pipe 31 and conduit 36; such fluids being drawn into the dual intake 3l and brought together in the port 30 and then be delivered to the intake manifold C after passing through the channel 28, reduced apertures 29 and enlarged bore and the reduction sleeve 21 of the valve 23, and then through the enlarged bore 20 of the valve housing I9, reduced conduit I1 and 25 further reduced passage I5. The oil and water vapors thus introduced into the intake manifold become thoroughly intermixed during their course of travel from the dual intake to their point of 'discharge into the intake manifold through the passage I5. This mixture of oil and water vapor on entering the opening III in the disk 'I will meet the flowing stream of carburetted fuel ilowing from the carburetor B to the intake manifold C which iiowing stream inducedby suction of the intake stroke of the engine pistons will effect rapid rotation of the vane II such as to effect a cyclonic action on the carburetted fuel and the incoming mixture of oil and water vapors and will thereby effect such thorough intermingling of the fluids entering the intake manifold as to insure delivery to the engine cylinders of a uniform mixture of the carburetted fuel and the oil and water vapors.

An important feature of the invention resides in the combined lubricating and cooling action of the mixture of crank case oil vapors and moisture laden air on the engine cylinders which results ina decrease in engine vibration and a consequent smoothness of engine operation, minimizes the possibility of over heating ofthe engine, and decreases the friction betweenthe engine pistons and cylinder walls thus enabling lesser fuel consumption. Furthermore the suction induced in the crank case reduces" crank case pressures.

Various other advantages directed to improved engine performance accrue as a matter of course by reason of the lubricating and cooling action induced in the upper portion of the engine cylinders.

By forming the valve structure as set forth ready access to the valve for cleaning the small apertures 29 may be had without disassembling the valve by removing the screw plug 39 and then accelerating the engine to cause the valve to advance to the position shown in Fig. 4 where the apertures 29 may be reached by a suitable tool and at the same time an inrush of air through the opening 38 and apertures 29 under the suction induced by the engine will effect a Ycleansing action on the line leading through the valve to the intake manifold. However if need be the valve 23 may be readily removed and replaced by removing the end plug 22, -since the spring 24 75.

will then act toeject the valve. By this arrangement cleansing, repairing and renewal o f the valve parts may be effected without-dismantling the attachment, or detaching any of the line connections.

While I have shown and described a specic embodiment of my invention I do not limit myself to the exact details of construction set forth, and the invention embraces such changes, modications and equivalents of the parts and'their formation and arrangement as come within the ,purview of the appended claims.

I claim:

1. The combination With a combustion engine power plant including a fuel intake, a carburetor connected to said intake, a crank case, and a Water containing radiator, a valve housing formed with an elongated bore having an end outlet and a side inlet port connecting with a dual inlet, a conduit leading from said outlet to said fuel intake, a conduit leading from the upper portion of said crank case to one of said dual inlets, a conduit leading from above the water level in said radiator to the other of said dual inlets, a tubular valve in said bore slidable longitudinally thereof, a spring in said housing yieldably holding said valve in a position closing said inlet port, `said valve being arranged to move to an open position in opposition'to said spring under the urge of suction induced in said fuel intake; said valve being formed with a circumferential channel intermediate its ends having a series of apertures in its bottom wall leading to the interior of the valve, said channel being arranged to be positioned to uncover said port whensaid valve is moved in opposition to said spring.

2. In a structure of the kind described, an elongated tubular valve housing having through it a longitudinal axial bore, a conduit attached to one end portion of said housing, closure means for the opposite end of said housing provided with an air relief vent, a tubular valve within said housing, said valve having an external circumferential channel around it the bottom wall of which is formed with a series of longitudinally spaced apertures leading to the bore of the valve, said valve housing having through its side an inlet passage, said valve having a. sliding working flt within said housing to bring its said circumferential channel into and out of register with said inlet passage, a compression spring acting between the conduit equipped end portion of said casing and said valve to move said valve into a closed relation to said inlet passage and into an abutting relation to said plug, the spring being sufficiently compressible to permit a suction force equal to that of an internal combustion engine at times to move said valve to an open position.

3. 'Ihe structure called for in claim 2 in which the valve housing is formed with a side opening for affording access to the apertured channel of the valve, and a plug closing said side opening.

4. In a structure of the kind described, a fuel feed intake connection for an internal combustion engine comprising conduit sections having flanged end portions, a plate interposed between said end sections, said plate having through it an opening which forms a continuation of theV passage afforded by said conduit sections, there being a cross-bar carried by said plate extending diametrically across the opening therethrough, a freely rotatable vane pivotally mounted upon the mid-length portion of said cross-bar, there being a radial inlet passage through said plate positioned to admit a stream of uid into the path of said vane, a main fuel feed supply for said conduit sections, and an auxiliary supply to furnish fluid to said passage through said plate including a water vapor supply and a crankcase vapor supply.

5. In combination with an engine having an intake manifold, carburetor, a crankcase and a radiator; a plate for insertion between the manifold and carburetor and containing a central bore aligned with the carburetor and' manifold passages, passage means opening with said bore, valve means controlling delivery to said passage means, and inlet means for supplying separately water vapor from the radiator and vapor from the crankcase to the valve means said valve means comprising an adjustable tubular member communicating with said intake manifold and provided with a series of apertures for successively registering with the inlet means for throttling the admission of vapor thereto.

6. The combination of claim 5 wherein the valve adjustment is in proportion to engine suction. 1

'7. The combination of claim 5 wherein the valve adjustment is in proportion to engine suction, and means for preventing vapor ow during periods of low vacuum.

8. The combination' of claim 5 wherein the valve is reciprocable in a cylindrical bore and is r provided with a series of radial ports longitudinally aligned in a clrcumferentially recessed portion of the valve periphery and adapted to successively register with said inlet means.

9. The combination of claim 5 wherein the valve is reciprocable in a cylindrical bore and is provided with a series oi' radial ports longitudinally aligned in a circumferentially recessed portion of the valve periphery and adapted to successively register with said inlet means wherein the valve adjustment is in proportion to engine suction, and means for preventing vapor iiow during periods of low vacuum.

, ROBERT J. CONDON.