US3081761A - Apparatus for supplying starting liquid to an engine - Google Patents

Description

March 19, 1963 A. v. Nx-:uBAuER APPARATUS FOR SUPPLYING STARTING LIQUID TO AN ENGINE Original Filed Feb. 9, 1953 3 Sheets-Sheet l .www

March 19, 1963 A. v. NEUBAUER APPARATUS FOR SUPPLYING STARTING LIQUID TO AN ENGINE Original Filed Feb. 9, 1953 3 Sheets-Sheet 22 Qwuwwwfxl t; A mn 1mi wc .www

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INVEN-ron A L BERT M 'Niue/WER ATTQRNEYS March 19, 1963 A. v. NEuBAUl-:R 3,081,751

APPARATUS FOR SUPPLYING STARTINGLIQUID T0 AN ENGINE Original Filed Feb. 9, 1955 3 Sheets-Sheet 3 AU ddl United States Patent O 3,081,761 APPARATUS FOR SUPPLYING STARTING LlQUiD T() AN ENGINE Albert V. Neubauer, Hammond, ind., assigner to Sinclair Refining ilompany, New York, N Y., a corporation of Maine Continuation of abandoned application Ser. No. 335,891,

Feb. 9, 1953. This application Apr. 3, 1956, Ser. No.

My invention relates to the cold Weather starting of internal combustion engines and in particular relates to an improved and novel device for injecting starting fluids for cold weather ignition into internal combustion engines.

In the normal operation of compression-ignition engines the fuel is ignited by the temperature provided by the working cylinder as the fuel is injected. in starting a cold engine, however, temperatures suicient to ignite the regular fuel are attained only after sutiicient work has been done in the compression of the charge admitted to the working cylinder so as to bring the par-ts of the engine into a direct heat exchange relationship with the contents of the working cylinder, as well as elevating the charge undergoing compression to a relatively high temperature. lf the atmospheric temperature is between about 60 and 80 F. this can be accomplished with a minimum of diniculty and without imparting too much of a load on the starting mechanism. However, if the atmospheric temperature falls the difficulty of starting a compression engine increases at an accelerated rate and becomes almost impossible at temperatures much below F. To overcome this difficulty special auxiliary starting fuels capable of ignition at relatively low temperature are advantageously used. For example, a particularly advantageous starting fluid is described in U.S. Patent 2,575,543 issued November 20, 1951, to Hoher-t D. Young. This starting fluid is a predominantly saturated, generally parafiinic, low pour point, light petroleum fraction boiling in the approximate range of 100-35G F. for example a heptane fraction, in

admixture with diethyl ether. Such an auxiliary starting fuel is injected into the working cylinder of the engines, usually at a point as close to the admission Valve of the cylinder as is practical in the particular engine. Although the problem of cold starting internal combustion engines is particularly acute with diesel engines, in extreme cold it becomes significant in starting gasoline engines quickly and reliably.

Several types of applicators for engine starting fluids have been proposed, but none of the commercially avaitable types appears to be satisfactory in design and functional characteristics. One of the most important design requirements is safety since cold Startinsy fluids are usually highly volatile infiammable liquids and usually contain diethyl ether. Auxiliary carburetors for handling ether containing iiuids are usually avoided since most lire insurance underwriters require a completely closed fiuid circuit for safety reasons. Auxiliary carburetors moreover are variable and wasteful in performance and require a separate installation for each engine. The use of built-in primers utilizing disposable capsules pierced by a plunger in a cylinder or container have received much wider acceptance. Permanent engine priming systems however are disadvantageous for cold starting because water gets into the system, the lines tend to plug and the system may prove inoperable when most needed. Also with diesel powered automotive equipment the vapors tend to backup into the cab and hence cause discomfort or annoyance for the operator. The commonly used gelatin capsules moreover tend to become brittle in cold weather so that chips or small pieces may break off when the capsule is pierced and be washed into the lines to plug valves. A

3,08l,761 Patented Mar. 19, 1963 further limitation of the effectiveness of' disposable capsules is that each capsule contains a single charge which is rapidly injected into the engine cylinders. If the operator is not skillful, the start may not be successful and will have to he repeated using another capsule under possibly less favorable conditions. The requirement of individual packaging of course makes the capsule system expensive.

My invention provides an engine starting fluid applicator which can utilize bulk fluid and thus is susceptible of repeated or successive starts. It is portable and thus can be used to start an entire line of trucks or other engine powered equipment. it employs a closed air pressurized fluid circuit for safety requirements. It provides high atomization of duid at low pressures through non-clogging nozzles and is susceptible of multi-purpose design and variable control so as -to be equally applicable to trucks, buses, and off the road equipment as well as engines of different displacement and design. Application of air pressuring and air inductance principles in combination results in desirable high rate of iiuid injection initially with a gradually declining rate as a function of time as the operation proceeds followed by a tail or post-firing, continuing injection effective in boosting ignition during the first firing strokes of the cylinders following termination of direct iiuid application. The resulting features of automatic variation in injection rate subject to control in quantity and time provide signiiicant improvement in effectiveness of starting and tend to make the starting operation essentially independent of operating technique. The resulting applicator has been found economical and convenient in use and easily operable at all temperatures down to 65 F.

My invention comprises an engine starting uid applicator which is characterized by a closed air-duid circuit. The fluid supply means includes a metering chamber with means provided for establishing or holding a liquid level in the chamber. Pressure is imposed on the liquid surface by air supplied through an air pressuring line from an air supply means to the metering chamber. An air induction means for mixing air and starter uid is provided and includes an air ilow line supplied from the air supply means equipped with a flow restriction device. A. liquid discharge line is connected from the metering chamber to the low pressure side of the air induction means. The system is actuated by a control valve which may be manually or automatically operated and which is located in the air stream upstream of the air induction means so that only air and no starting fluid passes through it.

It is generally advantageous to provide a bulk fluid supply chamber in cooperation with the fluid metering chamber. Communicating valve means or ports are provided between the chambers for establishing a liquid level in the metering chamber and for equalizing air pressure within the two chambers by air release from the space over the liquid in the metering chamber to the air space in the fluid supply chamber.

It also is advantageous to provide an air supply tank as part of the air supply means for holding a known volume of air at a pressure predetermined by an adjustable relief valve. Since the total quantity and the rate at which the starting fluid is discharged from the applicator is controlled by the air supply, adjustment in the pressure of the relief valve provides additional means for regulating the ow of starting fluid into an engine or for adapting the applicator to service engines of dilferent displacement and design. The use of an air supply tank also makes control of the system independent off the source of compressed air, that is whether it is supplied by a hand pump or a mechanical compressor.

The total quantity of starting uid discharged from the system and its flow rate also can be regulated by varying the design and size of the iiow restrictor in the air induction means. Thus it is advantageous to design the air induction means inthe form of a mixing head equipped with three passageways. The main passageway connects the air supply means and actuating control valve with the lineV that leads to-the engine. An air bleed orifice ot' appropriate size and design is placed in this line. The upstream side of the air bleed orifice has a passageway which supplies air to the air pressuring line and thus to the uid metering chamber when the actuating control valve is open. The downstream or low pressure side of the air bleed orice has a passageway which inducts uid forced through the uid discharge line from the metering charnber by air pressure on the uid surface in a manner resulting in admixture of the fluid with the air passing through the air bleed orifice. Variation in the size, shape or design of the air bleed orice can be utilized to regulate the flow of air into the uid Stream and hence control the quantity and rate of duid discharge. A spray nozzle of given restriction characteristics is employed. Variation in the restrictive characteristic of the spray nozzle also provides a means for regulation of the quantity and rate of fluid flow.

In a particularly advantageous arrangement of the feed and flow elements of the applicator, the bulk uid supply chamber is designed in the form of a small cylindrical tank with a dependent iluid metering chamber equipped with communicating valve means between the two chambers for establishing or holding a liquid level by gravity flow and for equalizing air pressure within the two chambers. The valve means may take the form of a float valve actuated by air pressure, or other pressure vari-able uid transfer means such as appropriately designed Siphon tubes or port. Now for maximum safety, the air supply tank may be in annular form surrounding the bulk tluid supply chamber so that the circuit is not only completely closed but is air `jacketed or under air pressure except for the lines discharging into the engine fuel or combustion sections.

The invention will be further illustrated by reference tc the accompanying drawings of which FIG. 1 is a simplilied schematic drawing illustrating its features and the principle of operation. FIGS. 2, 3 and 4 are assembly and detail drawings illustratingY a working model of a particular embodiment of my applicator. For clarity and convenience the following discussion is directed to FIG. 1 but all parts referred to in the discussion of FIG. l are similarly numbered on the other drawings.

FIG. 2 represents a bottom plan View of the illustrated applicator.

FIG. 3 represents a vertical section across the lines 3-3 of FIG. 2.

FIG. 4 represents a vertical section across the lines 4-4 of FIG. 2.

FIG. 5 represents a vertical section across the lines 5-5 of FIG. 2.

FIG. 6 represents a detailed section along the lines 6 6 of FIG. 4.

Air supply chamber or tank 1 holds a known volume of air at a predetermined pressure, as determined by an adjustable relief valve 2, in order to regulate the flow of starting fluid into a particular engine. Engines of varying types and displacements require different starting fluid quantities and rates of starting fluid flow in order to obtain ready starting under cold operating conditions. The total quantity and the rate at which the uid is discharged can be controlled by the air supply chamber pressure. Air is supplied to the chamber 1 by line 3,l for example, by an air pump or from a compressed air supply source, and retained in the chamber by a check valve 4. The higher the pressure in the chamber the higher the rate of flow and' the greater will be the total quantity of fluid discharged from the unit. For example, the working pressure range of the working model illustrated is 10 to 100 pounds per square inch and the capacity of the air supply chamber is. 500 cubic centimeters.

Air is released from the air supply chamber 1 through valve 5. The valve can be either mechanically or electrically actuated depending upon the installation of the unit. Mechanical or manual actuation is preferably used on a portable unit and onengines equipped with magneto starting systems rather than a battery system. Electrical actuation is preferably used in permanent installations where a permanent battery system is employed. The control valve 5 is positioned so that it passes only air and no liquid travels through it. Air from the valve 5 passes through line 6 to an induction means or air-fluid mixing head 7 and thence through line 8 to iluid metering chamber 9.

Fluid supply chamber 10 acts solely as a reservoir for the starting huid. The capacity of the fluid supply chamber is advantageously large enough to enable the unit to be used many times without relling the reservoir. in the illustrated applicator, the `iluid supply chamber l@ is connected with the fluid metering chamber 9 by means of two valves 11 and 12. The quantity of uid in the supply chamber 10 or the volume of air space above the uid in the chamber has no effect upon the ow rate or the quantity of fluid discharged from the unit. The fluid supply chamber on the applicator shown has a capacity of 16 fluid ounces or 473.6 cubic centimeters.

The iluid measuring or metering chamber 9 allows the unit to operate identically each time it is triggered with a given air pressure. In the applicator illustrated, the fluid level in the fluid metering chamber 9 is controlled by a oat mechanism 13 which operates two valves 11 and 12 connecting the fluid supply chamber 10 with the fluid metering chamber 9. Valve 11 permits uid to flow from the uid supply chamber 10 into the fluid metering charnber 9. Valve 12 allows the air inthe liuid metering chamber 9 to equalize in pressure with the fluid supply chamber 10. This valve also allows the air displacedl by the uid that flows into the fluid metering chamber 9 to pass through pipe 12a into the fluid supply chamber 10 so that uid will ow into the metering chamber 9 by gravity. When the fluid level in chamber 9 is at its desired level, the float mechanism 13 closes the two valves 11 and 12 and the ow of iluid stops. The Huid and air valves 11 and 12 will not drop with the float mechanism 13 if the air pressure in the metering chamber 9 is above a given amount. The valves will remain closed until the force acting on the face of the valves, due to the air pressure, is less than or equal to the weight of the valve itself plus the fluid headl acting on it. When this point is reached the valves drop to rest on the float arm and Huidflows into the metering chamber 9 until it reaches its desired level when the float again closes the. valves. The valves on the applicator illustrated drop when the pressure in fluid metering chamber 9 is approximately tive pounds per square inch. While the above described regulating device, consisting of the two valves 1-1 and 12 and the float mechanism 13, is an advantageous means of controlling the fluid level in the fluid metering chamber 9, the level can be regulated in known manner by other methods than that illustrated.

Fluid discharged from chamber 9 by air pressure when valve 5 is actuated flows through line 14 and is inducted into air inductance means or mixing head 7. The mixing head 7 shown is a device for metering air into the stream of fluid on the way to the engine from the fluid metering chamber 9. As shown the air from the air supply chamber 1 passes through the control valve 5 and into mixing head 7 through line 6. The mixing head 7, in the applicator illustrated is designed with three passageways. One connects the control valve 5 with line 15 leading to the engine. This passage is restricted by an air bleed orifice 16. On the upstream side of the air bleed orice 16 is a passage, air pressuring line 8, which carries air to the fluid metering chamber 9 and pressurizes it when the control valve S is opened. When the fluid metering chamber 9 is pressurized fluid is forced through the third.

passage, fluid discharge line 14, to the downstream side of the air bleed orifice 16 inthe mixing chamber 7. At this point the air that is bled through the orifice 16 is mixed with the fluid that was forced through passage 14 from the fluid metering chamber 9. The air bleed orifice 16 thus regulates the flow of air into the fluid stream. The total quantity of fluid discharged and the flow rate then can be regulated by the size of the air bleed orifice. The quantity of fluid delivered and the flow rate decreases as the air bleed orifice size increases. Air bleed orifices from 0.010 to 0.060 inch in diameter, for example, are suitable for most engine requirements. Other flow restriction devices, e.g. venturi section, can be employed.

The air-fluid mixture is thus forced from the mixing head 7 and into line 15 which may lead to the engine intake manifold or to a selected point in the engine fuel or combustion system. The mixture may be sprayed into the intake manifold through a check valve 17 and an appropriate spray nozzle 18. The check valve serves to prevent any fluid from being drawn into the engine due to the intake manifold vacuum.

Thus, the metered air-fluid mixture may be expelled in predetermined volume and at a steadily diminishing rate, dependent upon the pressure employed in the air supply chamber to actuate the system, but independent of the height of the fluid in the bulk fluid supply chamber. Automatic control of the volume-rate characteristics is inherent to a marked degree in the system so that effectiveness of operation is essentially independent of operator technique. Delivery characteristics of the air-fluid mixture are such that all engines can be started on a minimum of fluid with a minimum of cranking and without manipulation on the part of the operator except for charging and triggering the device.

Numerous other advantages are provided by the invention. The closed air-fluid circuit is safe for the use of highly volatile and inflammable starting fluids, variable control of fluid quantity to meet the requirements of engines of various displacements and designs is obtained, precise control of fluid injection rate over a given time period is provided and bulk fluid permitting successive starts can be used. Moreover, the applicator may be constructed of a few simple parts permitting economical rugged construction and servicing. The air flow not only functions as a propellant, inductant and control means but as an ignition ingredient since the pressuring air is intimately admixed with starting fluid and hence use is particularly advantageous with fluids that are promoted in starting properties by exposure to oxygen containing gases.

The compactness of design is illustrated by the arrangement of elements in the applicator illustrated in FIGS. 2-5. Arrangement of the air supply tank 6 in the form of an annulus around fluid supply tank contributes compactness and provides a safety feature. Compactness of construction with gravity flow of fluid from supply chamber 10 to metering chamber 9 are provided by superposing supply chamber 10 over metering chamber 9. For extreme lightness and portability ifthis is desired, or for economy in construction cost, either or both of the air and fluid supply tanks may be eliminated. A simple metering chamber with a removable filling port and suitable air relief valve may be employed. The air supply means may be a simple hand pump or source of compressed air although precise control of quantity and rate of fluid discharge then may be lost and in any event are more difficult to attain.

This application is a continuation of my prior filed application Serial No. 335,801, filed February 9, 1953, now abandoned.

I claim:

l. A diesel engine starting fluid applicator adapted for injecting a starting fluid which is different from the fluid employed as the primary diesel fuel into a diesel engine, said applicator being characterized by a closed air-fluid circuit, which comprises a closed starting fluid bulk supply chamber, a closed starting fluid metering chamber, means communicating said supply chamber with said metering chamber so that during filling of the metering ychamber air from said metering chamber escapes into said supply chamber, a closed air supply chamber separate from said starting fluid supply chamber, an air pressuring line from the air supply chamber to the metering chamber, air induction means for mixing air and starting fluid including an air flow line supplied from the air supply means With flow restriction means in said air flow line, a liquid discharge line from the metering chamber connected to the low pressure side of the air induction means, actuating control valve means upstream of said air induction means controlling flow of air to said induction means and metering chamber from said air supply chamber, said control Valve means being operable to release air from said air supply chamber, means associated with the starting fluid supply chamber and the metering chamber to prevent air and starting fluid from passing between said starting fluid supply chamber and said metering chamber when said actuating control valve -means is operated to release air in order that the quantity of starting fluid discharged from the metering chamber immediately upon the release of air is independent of the fluid level in said supply chamber, said air supply chamber adapeted so that pressure of the air therein during use substantially diminishes when said control valve means is open thereby providing automatic diminishing of rate of injection of the starting fluid, and said flow restriction means and said metering chamber being adapted to permit continuing and diminishing rate of injection of starting fluid after closing said control valve means.

2. Apparatus for facilitating the starting of an internal combustion engine having an engine fuel system, which comprises a reservoir separate from the engine fuel system for a starting-aid liquid different from the fuel in the engine fuel system, an air-pump connected with said reservoir, venturi means operatively associated with said pump so that the air delivered by the pump will carry with it liquid from the reservoir, conduit means separate from the engine fuel system connecting the reservoir with said engine, and vaporizing means for said liquid in the connection of said conduit with said engine.

3. Apparatus for supplying starting fluid to an internal combustion engine having operating fuel supply means comprising a supply conduit terminating at the engine, an air-pump connected to the conduit to cause air to circulate therein, a tank for the starting fluid separate from the operating fuel supply means and including fluid-tight closure means, a closed starting fluid metering chamber in a fluid metering relationship with said tank and adapted to meter a defined amount of starting fluid to the engine and venturi means in the conduit, the conduit comprising downstream of the pump a first branch terminating at the venturi means and a second branch terminating at the upper part of the fluid metering chamber.

4. Apparatus for supplying starting fluid to an internal combustion engine having operating fuel supply means comp-rising a supply conduit terminating at the engine, means to cause air to circulate in the supply conduit in a direction toward the engine, a tank for the starting fluid separate from the operating fuel supply means, a closed starting fluid metering chamber in a fluid metering relationship with said tank and adapted to meter a defined amount of starting fluid to the engine and air venturi means for conveying the starting fluid from the chamber in response to air circulation in the conduit.

5. Apparatus according to claim 4 wherein. the means to cause air to circulate comprise a pump.

I6. Apparatus according to claim 4 wherein the supply conduit opens into the intake manifold of the engine.

7. Apparatus according to claim 6, further comprising means adjacent the connection of the supply conduit to the intake manifold for Vaporizing the starting fluid.

8. Apparatus according to claim 4 wherein the conveying means in the tank comprise a unitary structure.

9. Apparatus for facilitating the starting of an internal combustion engine having an engine fuel system, which comprises a' reservoir separate from the engine fuel system for a starting-aid liquid different from the fuel in the engine fuel system, a starting fluid metering chamber in a iluid metering relationship with ysaid reservoir and adapted to meter a defined amount of starting lluid to the engine, an air-source connected with said chamber, means operatively associated with said source so that the air delivered by the source will carry liquid from the chamber to the engine, and conduit means separate from the engine fuel system connecting the chamber with said engine.

10. The apparatus of claim 9 wherein the reservoir which is separate from the engine fuel system is adapted for a starting-aid liquid consisting essentially of a predominantly saturate-d, generally paraiinic, low pour point, light petroleum fraction boiling` in the approximate range of 100* to 350" F.

1l. The apparatus of claim 10- Wherein the means operatively associated with a source so that air delivered by the sou-rce will carry liquid from the chamber to` the engine is an air venturi, andthe apparatus `further cornprises v'aporizing means adjacent the connection between the conduit and the engine for vaporizing the starting Huid.

References Cited in the le of this patent UNITED STATES PATENTS 1,191,062 Clark et al. July l1, 1916 1,974,585 Prentiss Sept. 25, 1934 2,788,781 Frisch Apr. 16', 1957

Claims (1)

1. A DIESEL ENGINE STARTING FLUID APPLICATOR ADAPTED FOR INJECTING A STARTING FLUID WHICH IS DIFFERENT FROM THE FLUID EMPLOYED AS THE PRIMARY DIESEL FUEL INTO A DIESEL ENGINE, SAID APPLICATOR BEING CHARACTERIZED BY A CLOSED AIR-FLUID CIRCUIT, WHICH COMPRISES A CLOSED STARTING FLUID BULK SUPPLY CHAMBER, A CLOSED STARTING FLUID METERING CHAMBER, MEANS COMMUNICATING SAID SUPPLY CHAMBER WITH SAID METERING CHAMBER SO THAT DURING FILLING OF THE METERING CHAMBER AIR FROM SAID METERING CHAMBER ESCAPES INTO SAID SUPPLY CHAMBER, A CLOSED AIR SUPPLY CHAMBER SEPARATE FROM SAID STARTING FLUID SUPPLY CHAMBER, AN AIR PRESSURING LINE FROM THE AIR SUPPLY CHAMBER TO THE METERING CHAMBER, AIR INDUCTION MEANS FOR MIXING AIR AND STARTING FLUID INCLUDING AN AIR FLOW LINE SUPPLIED FROM THE AIR SUPPLY MEANS WITH FLOW RESTRICTION MEANS IN SAID AIR FLOW LINE, A LIQUID DISCHARGE LINE FROM THE METERING CHAMBER CONNECTED TO THE LOW PRESSURE SIDE OF THE AIR INDUCTION MEANS, ACTUATING CONTROL VALVE MEANS UPSTREAM OF SAID AIR INDUCTION MEANS CONTROLLING FLOW OF AIR TO SAID INDUCTION MEANS AND METERING CHAMBER FROM SAID AIR SUPPLY CHAMBER, SAID CONTROL VALVE MEANS BEING OPERABLE TO RELEASE AIR FROM SAID AIR SUPPLY CHAMBER, MEANS ASSOCIATED WITH THE STARTING FLUID SUPPLY CHAMBER AND THE METERING CHAMBER TO PREVENT AIR AND STARTING FLUID FROM PASSING BETWEEN SAID STARTING FLUID SUPPLY CHAMBER AND SAID METERING CHAMBER WHEN SAID ACTUATING CONTROL VALVE MEANS IS OPERATED TO RELEASE AIR IN ORDER THAT THE QUANTITY OF STARTING FLUID DISCHARGED FROM THE METERING CHAMBER IMMEDIATELY UPON THE RELEASE OF AIR IS INDEPENDENT OF THE FLUID LEVEL IN SAID SUPPLY CHAMBER, SAID AIR SUPPLY CHAMBER ADAPTED SO THAT PRESSURE OF THE AIR THEREIN DURING USE SUBSTANTIALLY DIMINISHES WHEN SAID CONTROL VALVE MEANS IS OPEN THEREBY PROVIDING AUTOMATIC DIMINISHING OF RATE OF INJECTION OF THE STARTING FLUID, AND SAID FLOW RESTRICTION MEANS AND SAID METERING CHAMBER BEING ADAPTED TO PERMIT CONTINUING AND DIMINISHING RATE OF INJECTION OF STARTING FLUID AFTER CLOSING SAID CONTROL VALVE MEANS.

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