US3043095A

US3043095A - Catalytic smog inhibitor

Info

Publication number: US3043095A
Application number: US23447A
Authority: US
Inventors: William J A Sturtz
Original assignee: Individual
Current assignee: Individual
Priority date: 1960-04-20
Filing date: 1960-04-20
Publication date: 1962-07-10
Anticipated expiration: 1979-07-10

Description

July 10, 1962 Filed April 20, 1960 W. J. A. STURTZ CATALYTIC SMOG INHIBITOR 2 Sheets-Sheet 1 IN V EN TOR:

H15 ATTOE/VEKS l V/u/AMMSTu/erz July 10, 1962 w. J. A. STURTZ 3,043,095

CATALYTIC SMOG INHIBITOR 2 Sheets-Sheet 2 Filed April 20, 1960 m A Mm%m w; w m 4Z1 A M M H w United States Patent 3,043,095 (IATALYTIC SMOG HTGR William J. A. Stnrtz, (01d) 1959 Pine Ave, Long Beach 6, Calif. Fiied Apr. 20, 1960, Ser. No. 23,447 9 Claims. (Cl. 60-29) My invention relates to a catalytic smog inhibitor of the type used in connection wth internal combustion engines.

An object of my invention is in the provision in a smog inhibitor of this character of an ignited catalyst thermostatic control valve unit for substantially removing from the exhausting gases of an internal combustion engine smog producing gases.

Another object of my invention is in the provision in a smog inhibitor of this character of a means whereby it may be readily adaptable to the standard exhaust systems of any internal combustion engine.

A further object of my invention is in the provision in a smog inhibitor of this character the operation of which is temperature-responsive and operates to substantially remove from the exhaust of an internal combustion engine smog producing gases.

A still further object of my invention is in the provision in a smog inhibitor of this character of a catalytic sleeve inhibitor for insertion into a portion of an exhaust manifold of any internal combustion engine for oxidizing the exhausting gases.

An equally important object of my invention is in the provision in a smog inhibitor of this character of a switch actuated electrical indicator for indicating the proper function or malfunction of the smog inhibitor with respect to the exhaust gases of an internal combustion engme.

Another object of my invention is in the provision in a smog inhibitor of this character of a cam actuated switch for controlling the energization of an exhaust ignition electrode.

Yet another object of my invention is in the provision in a smog inhibitor of this character of an apparatus that will prohibit the exhausting of smog producing gases from an internal combustion engine and at the same time function as a preheating unit for such engine.

Other objects will appear hereinafter.

The invention consists in the novel combination and arrangement of parts to be hereinafter described and claimed.

The invention will be best understood by reference to the accompanying drawings showing the preferred form of construction, and in which:

FIG. 1 is a fragmentary side elevational view of a standard form of manifold of an internal combustion engine shown in light lines together with the application of my smog inhibitor thereto;

FIG. 2 is a side elevational view of my invention -showing the parts thereof in normal unactuated position;

FIG. 3 is a side elevational view similar to FIG. 2 showing the parts thereof in actuated position;

FIG. 4 is a fragmetary detailed view taken on line 44 of FIG. 2; and

FIG. 5 is a perspective view of my catalytic sleeve inhibitor as used in my invention.

The object of this invention is a device that when incorporatedinto the exhaust system of an internal combustion engine will substantially reduce smog producing chemical components from the exhausted gases of such engine. The incomplete combustion of fuel in an internal combustion engine and the free exhausting of the chemical components of such incomplete combustion into the atmosphere results in a smog producing condition. The exhaust of an internal combustion engine consists of carbon and carbon monoxide, carbon dioxide, nitrogen and See water. The carbon monoxide and nitrogen are the greatest smog producing chemicals thus exhausted from the internal combustion engine. A greater amount of these chemicals are exhausted when the temperature is relatively low in the engine; such an example is the period of initially starting such engine.

Referring to FIG. 1 I show schematically in light lines a motor block 10 having conventionally mounted thereto a manifold 11. The manifold 11 terminates at one end into an exhaust port which is housed in an enlarged flange 12. Connected to the flange 12 through the employment of bolts 13 is the conventional metal pipe system of the engine exhaust. The exhaust of the internal combustion engine '10 is forced into the manifold 11 through the exhaust valve of each cylinder. The manifold 11 collects these exhaust gases and directs their passage to the exhaust pipe, not shown.

Interposed between the flange 12 of the manifold 11 at the exhaust port thereof is my catalytic smog inhibitor unit 14 which operates in conjunction with a metal sleeve 15 which is adapted to be inserted into the exhaust port of the manifold 11. This metal sleeve 15 is perspectively shown in FIG. 5. This sleeve 15 is constructed from suitable material having high oxidation activity, 'such, for example, as platinum, palladium or cooper. There it can be seen that the sleeve 15 terminates into a flange 16 which is of the same configuration of the flange 12 of the manifold 11. This flange 16 is provided with apertures 17 through which the bolts 13 project. The diameter of the sleeve 15 is less than the inner diameter of the neck portion 18 of the manifold 11 so that when the sleeve 15 is inserted into the neck '18 of the manifold 11 the body portion 19 of the sleeve will lie in spaced parallel relation with respect to the inner wall of the neck 13 of the manifold 11. This is for a purpose hereinafter made apparent. As seen in FIG. 5 the body 19 of the sleeve is provided with a cut-out portion 20. This cut-out portion 20 lies in open communication with the exhaust valve of the engine and therefore will'in no way interfere with the exhausting operation thereof. My inhibitor unit .14 comprises a body 21 having formed therein a circular opening 22. This opening 22 is adapted to lie in open communication with the exhaust opening 23' of the sleeve 19., The body 21 provides a hollow housing bracket 23 into which is frictionally positioned a switch housing 24. The switch of the switch housing 24 has a terminal thereof connected to a suitable electrical conduit 25 which has its free end connected to one end 26 of an elecrode 27. This electrode 27 is conveniently mounted in a housing 28 formed integrally with the body 21 as shown. An element 29 of the electrode 27 extends into the opening 22 as seen in FIG.

2 and 3.

Pivotally mounted upon a shaft 30 is a butterfly valve 31 having a diameter less than the inner diameter of the sleeve 15 adjacent the flange '16 thereof. One end 32 of the shaft 30 extends out of the body 21 and lies in a plane that is spaced parallelly from the electrode 27. Fixedly mounted on the end 32 of the shaft 30 is an eccentric cam 33. This cam 33 has its edge thereof in bearing engagement with a plunger member 34 of the switch contained in the switch housing 24.

Journalled upon an exposed portion of the opposite end of the shaft 30 is a counterweight 35.

Extending from the body 21 is a stud 36. This stud 36 supports a housing 37. Within the housing 37 is coiled a temperature sensitive spring (not shown) which has one end fixed to a bushing '42 fixedly carried by the shaft 30 and the opposite end fixed to the stud 36.

Mounted on the stud 36 and adapted to lie in facial abutment with the spring housing 37 is a temperature indicia bearing plate 38. This plate 38 has formed therein a slot 39 through which extends a screw 40 which is threadableinto the free end of the stud 36. The plate 33 is provided with a central opening 41 through which extends the bushing 42 which is fixedly connected to the shaft 3% By such an arrangement upon loosening of the screw 49 the plate 38 may be adjusted about the bushing 41 to the extremities as defined by the slot 39.

A suitable pointer 43 is carried by the shaft 33 and is adapted to move over the plate 38 as the shaft 33 rotates in a manner hereinafter explained so that the pointer 43 will indicate the operative temperatures of the butterfly valve 31 as will hereinafter be made apparent. On the free end 44 of the shaft is mounted a sleeve 45. This sleeve '45 is adapted to receive the rotatable switch actuator 46 of a rotary switch 47. This switch 47 is supported by a bracket 43 which by a leg 49 is connected to the stud 36. The sleeve 45 is connected to the rotatable switch actuator 46 by a set screw 50. By' such an arrangement the amount of rotation of the rotatable switch actuator 46 can be regulated in ratio to the amount of rotation of the shaft 30 in a manner and for a purpose hereinafter made apparent.

Carried by the counterweight is an elongated spring finger 51 which is of a length to engage the stud 36 so as to provide a yieldable stop against further rotation of the shaft 30 and butterfly valve 31.

The body 21 provides suitable apertures 52 for the reception of the bolts 13 when the control unit 14 is operatively placed between the exhaust end of the manifold 11 and the first pipe section of the exhaust system.

The presence in the exhaust of an internal combustion engine of carbon and carbon monoxide is in direct ratio to the heat of the exhausting gases. That is to say the greater amount of carbon and carbon monoxide in the exhausting gases the cooler such exhausting gases will be. It is therefore the purpose of my smog inhibitor to restrict the exhausting of the exhaust gases when the temperature thereof is below a preselected degree.

Normally the butterfly valve 31 of my device is in its closed position as shown in FIG. 2. When the ignition of such engine is turned on, electrical current is allowed to pass through a suitable conduit 53 to the switch in the switch housing 2-4 and in turn to the electrode27 so that the exposed tip 29 thereof will electrically glow as combustion of the fuel commences in the engine. The exhaust gases therefrom will be collected by the manifold 11 and directed to the exhaust system. However, the exhausting gases will engage the closed butterfly valve 31 and will be restricted from passing into the exhaust system associated therewith. Certain of these gases in the manifold 11 will be trapped between the inner wall of the manifold and the neck portion 19 of the metal sleeve 15. The sleeve 15 acts as a catalyst and will cause oxidization of the gases trapped in the manifold 11 by the closed butterfly valve The purpose of the catalytic sleeve 15 is two-fold: First, the sleeve 15 is designed to catch a portion of the water (H O) contained in the expelling engine exhaust. The catalytic sleeve 15 will'be heated by the escaping exhaust and will split the atoms of the H 0, thus producing steam, and mix the same with the carbon monoxide, and the catalytic treated nitrogen with the carbon monoxide, to produce a further combustible gas. 7

As the cool gases are trapped at the exhaust end of the manifold :11 by the butterfly valve 31 they will be ignited by the glowing electrode 27. By such action the temperature of the gases will be increased and will be conducted down the shaft 3i on to the coiled spring within the housing 37 causing the same to react in releasing its coiled tension to a degree that the pressure of the trapped gases will cause the butterfly valve 31 to open. As the valve 31 opens it will rotate the shaft 39. The rotating of the shaft 30 will rotate the cam 33 connected to the end 32 thereof permitting the switch plunger 34 to move into a position where the switch within the housing 24 is inop erative. In the inoperative position of the switch, electrical energy is discontinued to the electrode 27. As the internal combustion engine continues to operate the exhaust gases thereof will be of a suflicient temperature to maintain the butterfly valve 31 in its open position.

.As the butterfly valve 31 moves to its open position it rotates the shaft 30 and such shaft by its connection to the sleeve and theslceves connection to the r0- tatable actuator 46 of the-switch 47 will open the contacts of such switch 47 and extinguish a smog indicating light 54. This light 54 is shown in a schematic circuit diagram as seen in FIG. 2 wherein such 1ight'54 is connected to the switch 47 and a battery 55 or the like. If the temperature of the gases of the internal combustion engine falls to a degree which causes the spring within housing 37 to close or partially close the butterfly valve 31, the contacts of the switch 47 will be made and the light 54 will be illuminated to indicate that the engine is exhausting smog producing gases. At the same time the cam 33 will again act upon the plunger 34 closing the switch in the switch housing 24 to again cause the electrode 27 to be energized and glow.

The oxidizing, of certain of the gases contained in the exhaust that is entrapped in the manifold is more readily achieved when such gases are moist .0 It is also the purpose of the sleeve 15 to entrap between it and the inner wall of the neck 18 of the manifoldll a portion of the water vapor that is normally contained in the engine exhaust. As the sleeve 15 is heated by the exhausting gas the water vapor will expand and combine with the exhausting gases and moisten/the same. The additionla heat from the electrode 27 will burn these gases reducing the amount of free carbon therein and effectuate the oxidizing of the carbon monoxide into carbon -coil could be substituted therefor without affecting the scope and operation of my invention.

It should be also borne in mind that the sleeve 45 connected to the shaft 30 can be fixedly adjusted about the rotatable actuator 46 so that the switch '47 will be actuated at any predetermined partially open position of the valve 31.

While I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation andmodification without departing from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having thus described my invention, What I claim as new and desire to protect by Letters Patent is:

l. A smog inhibitor for. use in the exhaust'system of internal combustion engines comprisinga catalyst in the form of a hollow sleeve disposed in a spaced apart parallelly extending position within the exhaust system for oxidizing certain of the exhaust gases, a movable exhaust restricting means carried at one end of said sleeve having an operative position for restricting exhausting of low temperature gases from the internal combustion engine during their period of oxidizing, means for'heating said exhaust gases for aiding their oxidation, and temperature-responsive means for permitting the heated oxidized gases to move said exhaust restricting means from its operative position to an inoperative position whereby the heated and oxidized gases will be exhausted through the exhaust system.

2. A smog inhibitor as defined in claim 1, wherein said movable exhaust restricting means includes a valve rotatably supported by a shaft provided by said smog inhibitor.

3. A smog inhibitor as defined in claim 1 wherein said means for heating said exhaust gases includes an electrode positioned relative to said exhaust restricting means when it is in its operative position, so as to heat said exhaust gases during their period of oxidation.

4. A smog inhibitor for use in the exhaust system of an internal combustion engine comprising a body portion interposed between the exhaust port of the engine manifold and the intake bore of the exhaust system, an exhaust oxidizing catalyst extending forwardly of said body into said exhaust port of said manifold in a spaced relation thereto, said body having formed therein a central circular opening having open communication with the manifold on one side and the exhaust ssytem on the other, said body providing within said circular opening a restricting means having an operative position for partially closing said circular opening for restricting the exhaust of gases from the manifold into the exhaust system, means for rotatably connecting said restricting means to said body, temperatureresponsive means for regulating the rotation of said restricting means to an inoperative position, means for igniting the exhaust gases when said restricting means is in its operative position for restricting exhausting of said gases from said manifold, elect ical connector means for said igniting means, and switch means for cooperating with said connector means for energizing said igniting means when said restricting means is in its operative position so as to heat said restricted exhaust gases to actuate said temperature-responsive means so as to rotate said restricting means to its inoperative position thereby to permit unrestricted exhausting of said heated gases.

5. A smog inhibitor as defined in claim 4 wherein said restricting means comprises a rotatable butterfly valve.

6. A smog inhibitor as defined by claim 4 wherein said means for igniting the restricted exhaust gases comprises an electrode.

7. A smog inhibitor as defined in claim 4 having a second switch means responsive to partial rotation of said restricting means for energizing an indicator for visually indicating the exhausting of smog-producing gases 8. A smog inhibitor for use in the exhaust system of an internal combustion engine comprising a body portion interposed between the exhaust port of the engine manifold and the intake bore of the exhaust system, an exhaust oxidizing catalyst extending forwardly of said body into said exhaust port of said manifold in a spaced relation thereto, said body having formed therein a central circular opening having open communication with the manifold on one side and the exhaust system on the other, said body providing within said circular opening a rotatable butterfly valve having an operative position for partially closing said circular opening for restricting the exhaust of gases from the manifold into the exhaust system, means for rotatably connecting said butterfly valve to said body, temperature-responsive means for regulating the rotation of said butterfly valve to an inoperative position, an electrode for igniting the exhaust gases when said butterfly valve is in its operative position for restricting exhausting of said gases from said manifold, electrical connector means for said electrode, and switch means for cooperating with said connector means for energizing said electrode when said butterfly means is in its operative position so as to heat said restricted exhaust gases to actuate said temperatureresponsive means so as to rotate said butterfly valve to its inoperative position thereby to permit unrestricted exhausting of said heated gases, and second switch means responsive to partial rotation of said restricting means for energizing an indicator for visually indicating the exhausting of smog-producing gases. 7

9. A smog inhibitor as definedin claim 8 and having a rotatable cam means operatively connected to said first-mentioned switch means for energizing said electrode when said valve. means is in its operative position and for deenergizing said electrode when said valve means is rotated into its inoperative position.

References Cited in the file of this patent UNITED STATES PATENTS 2,038,567 Ittner Apr. 28, 1936 2,807,930 Bratton Oct. 1, 1957 2,851,852 Cornelius Sept. 16, 1958 2,858,667 Reske Nov. 4, 1958