US2354373A - Subcarburetor - Google Patents

Description

Jul 25,1944. LLAA K 2,354,373

SUBCARBURETOR Filed ,Feb. :5, 1943 2 Sheets-Sheet 1 3nnentor IIIIIIIIIIIIIIIIIIIIIu Patented July 25, 1944 SU-BCARBURETOR 7 Lincoln Hanks, Tacoma, Wash. Application February 3, 1943, Serial No. 474,514

12 Claim; (Cl. 123-119) This invention relates'to devices to be applied to an internal combustion engine, and especially to means whereby the power of theengine is increased without a corresponding increasein the gasoline fuel consumed, in other words in which the ratio between the miles driven and the gasoline consumed is increased.

,The objects of my invention are: crease the above-mentioned ratio; second, to provide means for utilizing the water vapor from the heated radiator; third, to provide means for utilizing the heat of the exhaust gases from the engine; fourth, to provide means to bring a stream of rectified exhaust gases into the fiow of fuel; fifth, to provide means for utilizingthe vapor from the fuel tank; sixth, to provide means for utilizing the vapor from the oil sump of the engine; seventh, toprovide means whereby the flow of these several vapors may be automatically controlled by the suction of the engine; and eighth, to provide means whereby the control of the flow of suchvapors may also be controlled either by a manual connection or by connection to the foot-throttle pedal. I

I attain these and other objects by the devices, mechanisms, and arrangements illustrated in the accompanying drawings, in which- Fig, 1 is a diagrammatical view showing. my improved subcarburetor connected to themain carburetor and the other essential parts ofthe automobile, showing the engine and its-normal parts in brokenlines; 2 is a vertical section of that form of my, improved vapor control valve first, to inwhich can be controlled byeither or both'the suction of the engineand mechanically; Fig. 3 is. a vertical sectiontaken on the line 3-3 in Fig. 4, showing also the automatic form of my control valve; andFig. 4; is. a plan view of -my apparatus, parts being broken, away to reveal the interiorthereof.,. p a

Similar numerals of, reference refer to. similar parts throughout the several views, I

As clearly seen in Fig. 1, my, improved apparatus is inserted between the "normal carburetor and the engine. Under the conditions of very slow speed and very high speed driving, my apparatus is, automatically being adapted vto, effect its economy of action at speeds which might provided with the usual carburetor 6 and air cleaner '1, mounted above my improved mixing chamber 8, and with the usual heatexchange chamber 91be1ow the said mixing, chamber '8, as well as the usual exhaust pipe 10, fuel pump ll, fuel tank, l2, and water-cooling radiator t3 Gasoline vapor from above the level of the gasoline in the tank I! is normallyallowed 'to escape throughthe vent which is necessary for the admittance of air into the tank l z to take the place of the gasoline pumped therefrom by thefuel pump ll. However, as seen inthe drawings, I increase the amount of this'gasoline vapor by admitting this needed air through one" or more vent pipes H which are open to the air at their upper. ends and which, lead into the bottom of'the tank. l2. A baffle I5, is suitably supported abovethe orifice of each vent pipe I4, in the tank [2, in order to breakup the air bubbles rising therefrom through the gasoline. The vapor thus formed is led awayfrom theftank [2 by means of the, pipe l'filto one ormorejof the control Valves hereinafter described.

Water vapor i'sformed above the. waterv int the cooling radiator l3 andis led therefrom byjthe' pipe I! to another of the control valves here after described. c, ,f; p f

A rectifier, represented by the box l8, is mounted on the heat exchange chamber 9fland.is;con nected to the exhaust passage therein. I 'I 'hi's' rectifier is adapted'to change the composition'o'f some of the exhaust gases to enrich them, where-, by the rectified, exhaust gases increasethe combustibility of the vapors with. whichjthey are m ixedin the mixing chamber a. The rectified gases are ledfrom the rectifier Hi to themixing chamber 8 by means of the pipe [9.1 Some 'of said rectified gases are ledthroughthe heatgxa I, change jacket of the mixing chamberfiand, are

be called normal, or cruising speeds, within a comparatively narrow range. This range ofaction may be adjusted within certain limitsto suit" the preference of the particular automobile operator;

Referring particularly to Fig. 1 itwill be seen that the engine 25,-outlined in brokenlines, is 55 fan 25 is ing 25, which is s upportedon exhausted therefrom by the pipe 2 0 1 leading to the. exhaust .pipe m of the engine 5... ,Th; e;

'mainder of said rectified gases are injectedinto the streams of vaporas they enter thernixing chamber, as hereinafter described.

Referring now, to Figs. 3 and f1,

mixing chamber structure, it will be Seenjthat the structure is secured between the carburetor 6 and the heat exchanger 9 by means of, bolts.

The carburetor passage through the flanges 2|, V I I 22*leads to the inner mixing chamber Z3 and;

out bythe passage 24. The chamber 'i's' pro vided with a freely rotating fan 25,"suit'abl y mounted in the center thereof ona' ba'll bearf a spider 2 'I." The provided with a baille 2'8'which rotates with it and which directs the vapors from the passage 22 outward to the outer portion of the chamber 23. The fan is rotated by the flow of vapors from the passage 22 to the passage 24. The lower part of the wall 29 forming the mixing chamber 23 is provided with annular flanges 30 adapted to catch any liquid and permit it to evaporate.

The outer wall 3| of the mixing chamber structure 8 is well separated from the inner wall 29 and forms the heat exchange jacket into which the pipes I9 and 20 lead, thus supplying this jacket with hot gases whereby the chamber 23 at the upper end of its stroke. An axial passage 52 leads through the piston 49 and its stem 50 to the cross-passage 5|. A control stem 53 leads up from the upper end of the stem 5|! and passes through the upper part 42 and is provided with an operating lever 54 adapted to turn the stem 50 and the piston 49 on their common axis. A spring 55 engages the top of the part 41 and an adjustable nut 56 on the said stem 53, thereby resisting the downward motion of the piston 49 and stem 50. An adjustable screw stop 51 passes into the lower chamber 45 to limit the downward motion of the piston 49, or it may be screwed upward to prevent any substantial movement of the hot gases therein against the wall 29 as they 1 pass around outside of the chamber 23, thereby insuring sufiicient heat therein to vaporize any liquid drops therein.

In Fig. 3 is shown the simplest form of control valve for supplying vapor to the mixingchamber 23. In this case the pipe 33 carries vapor from the gas tank, or oil sump, or the radiator, to the upper end of the upper valve chamber 34; the connection being controlled by thespring-actuated valve head 35. This valve 35"is provided with a guide stem 36, having grooves 31 extending lengthwise thereof and slidably fitting in the lower cylindrical chamber 38. The. pipe 39 leads from the inner mixing chamber 23 to this lower chamber 38. A spring 49 is mounted below the valve head 35 to press it upward against its seat.

When the pressure in the chamber123 is reduced, by the suction of the engine, to a prede termined point determined by the pressure of the spring 40, the valve head 35 is moved down; ward against the action of the said spring, thus admitting vapor into the chamber 34. The vapor then passes down through the grooves-31 and intothe mixing chamber .23. The lower that this pressure is brought to by theengine the more restricted becomes the area by which thevapor may pas-s in the grooves 31 of the valve stem 36, so that eventually at minimum pressure in the chamber 23 the vapor passages are entirely closed'ofi.

Referring, now, to Fig. 2, I have illustrated another form of this vapor control 'valve' in which the passage for the vapor may be controlled not only by the low pressure in. the mixing chamber 23 but also by manual'or foot co'nf trol. In this case the pipe 33, carrying the vapor, enters the-upper chamber 4| without restriction by any valve. The apparatus comprises .two main bodies 42 and 43 joined together by an intermediate body .44. The upperbody 42 forms the chamber 4|. The lower body 43 is provided with a cylindrical chamber 45 which "is connected to the mixing chamber 23'by the pipe .39. The intermediate body 44 is provided with a cylindrical axial passage 45 joining ,the two chambers 4| and 45, and the upperend 4! of this body 44 is of less diameter than the chamber 4| into which it projects. A cross-passage 48 is made in the wall of the restricted part, extending across it and connecting the chamber 4| with the central passage 46. I

A piston 49 is slidably fitted in the lower. chamber 45 and is provided with an upward-extending stem 50 slidably fitted in the passage 46 and extending above the position of the cross-passage 48. Across-passage 5| is formed :in this stem 50, said passage beingadapted to registerwith the first cross-passage 48 when the piston 49, is

the said piston along its axis. A connecting rod, or other suitable mechanism, 58 connects the lever 54 with the normal throttle pedal 59 and the manual control button 60.

It is therefore apparent that the vapor, in order to pass from the chamber 4| to the chamber 45 and the pipe 39, ,must pass through the passages 48, 5| and 52, and it is also evident that when the piston 49 is sucked down, against the action of the spring 55, the opening between the cross-passages 48 and 5| is reduced in area. It is also apparent that the said area is further controlled by rotating the stem 50 by means of the foot pedal 59 or the manual control 69, and that this latter control is independent of .the pressure-actuated control by the piston 49.

To further increase the power of the combustion of these vapors, I introduce into the several pipes 39 some of the above-mentioned rectified gases from theheat-exchange chamber between the walls 29 and 3|, by means of jet fittings 6| in the said pipes 39 (Figs. .2, 3, 4). As before stated I may take the vapors used in this apparatus either fromthe fuel tank I2, the oil sump of the engine 5, or the radiator I3, or from any combination thereof, depending on the circumstances thereof and the desires of the operator in the particular case.

It is, of course, understood that many changes may be made in the'details of my invention as above described without departing from the spirit of my invention as outlined in the appended claims.

Having therefore described myinvention, what I claim and desire to secure by'Letters Patent is:

1. In an internal combustion engine having a carburetor, the combination of a subcarburetor interposed-between the carburetor and the engine and containing a mixing'chamber; a freely rotating fan mounted 'in the mixing chamber and athwart the stream of vapor passing from Qe carburetor to the engine, and turned thereby; a supplemental vapor supply pipe leading into said mixing chamber; and a spring-resisted automatic valve in said supply pipe and operated by the difference of pressure between the mixing chamber and the atmosphere, whereby said pipe is closed at an extreme difference ofpressure and opened only at predetermined differences of pressure 2. The combination of claim 1, wherein the mixing chamber is heated by the engine.

3. The combination of claim 1, wherein the mixing chamber is provided with means adapted to catch and retain liquid fuel; and wherein said mixing chamber is heated by the exhaust gases from the engine to evaporate said liquid fuel therein. 1

4.. In an internal combustion engine having a carburetor, the combination of a subcarburetor interposed-between the carburetor andthe engine and containing a mixing chamber; a freelyrotate ing fan mounted in the mixing chamber and athwart the stream of vapor passing from the carburetor to the engine, and turned thereby; a baflle mounted centrally above said fan' and adapted to deflect the stream of vapor to the outer part of the mixing chamber; a supplemental vapor supply pipe leading into the stream of vapor in the mixing chamber; and a spring-resisted automatic valve in said supply pipe and operated by the difierence of pressure between the mixing chamber and the atmosphere, whereby said pipe carburetor from which fuel vapor is sucked by p the engine; the combination of a mixing chamber interposed between the carburetor and the engine; a supplemental vapor supply pipe leading into said mixing. chamber; a spring-resisted auto matic valve in said supply pipe and operated by the difierence of pressure between the mixing chamber and the atmosphere; and mechanically operated means-adapted to control the flow of vapor through said automatic Valve.

6. The combination of claim 5, wherein said mechanically operated means comprises means for altering the relation between said automatic valve and the vapor passage. v

7. The combination of claim 5, wherein said mechanically operated means comprises means for altering the relation between said automatic valve and the vapor passage by rotating the automatic valve therein.

8. The combination of claim 5, wherein the force of the spring applied to said automatic valve may be adjusted.

9. In an internal combustion engine havin a carburetor a water-cooling radiator and a fuel tank with liquid fuel therein; the combination of a subcarburetor interposed between the carburetor and the engine, and containing a mixing chamber through which the fuel vapor passes from the carburetor; separate vapor supply pipes leading to the mixing chamber respectively from the upper parts of the radiator and the fuel tank; and separate valve means in said vapor supply pipes and each adapted to control the flow of vapor in each such vapor supply pipe.

10. In an internal combustion engine having a carburetor, a Water-cooling radiator, and an oil' sump in the engine; the combination of a subcarburetor interposed between the carburetor and the engine and containing a mixing chamber through which the fuel vapor passes from the carburetor; separate vapor supply pipes leading to the mixing chamber respectively from the upper .parts of the radiator and oil sump; and separate valve means in said vapor supply pipes and adapted to control the flow of vapor in each such vapor supply pipe.

11. In an internal combustion engine having a carburetor, a fuel tank with liquid fuel therein; and an oil sump in the engine; the combination of a subcarburetor interposed between the carburetor and the engine,- and containing a mixing chamber through which the fuel vapor passes from the carburetor; separate vapor supply pipes leading to the mixing chamber respectively from the upper parts of the fuel tank and the oil sump;

and separate valve means in said vapor supply pipes and adapted to control the flow of vapor in each such vapor supply pipe.

12. In an internal combustion engine having a carburetor, a water-cooling radiator, a fuel tank with liquid fuel therein, and an oil sump in the engine; the combination of a subcarburetor interposed between the carburetor and the engine, and containing a mixing chamber through which the fuel vapor passes from the carburetor; separate vapor supply pipes leading to the mixing chamber respectively from the upper parts of the watercooling radiator, the fuel tank, and the oil sump; and separate valve means in said vapor supply pipes and adapted to control the flow of vapor in each such vapor supply pipe.

LINCOLN HANKS.

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