US3164451A

US3164451A - Fuel atomizing device

Info

Publication number: US3164451A
Application number: US144693A
Authority: US
Inventors: Edgar W Almquist
Original assignee: ALMQUIST ENGINEERING CO
Current assignee: ALMQUIST ENGINEERING Co
Priority date: 1961-10-12
Filing date: 1961-10-12
Publication date: 1965-01-05
Anticipated expiration: 1982-01-05

Description

1965 E. w. ALMQUIST 3,164,451

FUEL ATOMIZING DEVICE Filed Oct. 12, 1961 IN VENTOR -ED GAR w. ALMQUI T United States Patent r 3,164,451 FUEL ATOMIZING DEVICE Edgar W. Airnquist, Alrnquist Engineering (10.,

Mitford, Pa. Filed Oct. 12, 1961, Ser. No. 144,693 1 Claim. (Cl. td-180) V This invention relates to a device for improving the efficiency, and performance, of an internal combustion engine.

One object of the invention is to produce an improved device of the type set forth.

Other things being equal, incomplete atomization results in inefiicient combustion.

It is therefore a still furthe-r object to produce an improved atomizing device.

The full nature of the invention will be understood from the following specification and the accompanying drawings in which:

FIG. 1 is a fragmentary and diagrammatic plan view showing the application of my improved fuel mixture atomizing device to the manifold of an internal combustion engine employing a dual carburetor.

FIG. 2 is a sectional view looking in the direction of line 22 on FIG. 1. and including a diagrammatic representation of the carburetor which is omitted from FIG. 1.

FIG. 3 is a sectional view looking in the direction of line 33 on FIG. 1.

In the drawings, I show a plate 10 adapted to be interposed between the bottom of the carburetor 12 and the top of the manifold 14, as best shown in FIG. 2. In the drawings, a dual carburetor is shown and therefore plate 10 is provided with two openings 16, which register with the

throats

18 and 19 of the carburetor and the manifold, respectively. Plate It) is also provided with a passage 29 which leads from outside of the carburetor to each of openings 16 for the purpose hereinafter set forth.

In order to vary the air intake with the temperature of the engine, I provide a tube 26, one end of which is provided with a nipple 27 which enters passage 20 and the other end of which leads to one end of a casing 28.

The interior of casing 28 is hollow and houses a tube 30 to one end of which tube 26 is connected, as at 32, and the other end of which provides a seat 34 for a ball valve 35. Ball valve 36 is biased, downwardly, as viewed in FIG. 1, by a spring 33, and it is biased in the opposite direction by spring 40. Preferably, the upper end of spring 40 passes through the ball valve, as at 39. The other end of casing 28 is provided with a chamber 42 which opens to the atmosphere through screen 44. The connection between chamber 42 and the interior of casing 28 is controlled by thermostat 46 and, in the preferred embodiment, the movement of spring 38, in ball valve unseating direction, is augmented by thermostat 48, provided the rated temperature has been reached.

It will be understood that the springs and thermostats are so calibrated that, taken alone, spring 38 is heavier and stronger than spring 44); that under the vacuum prevailing during idling, or cold starting (of the order of 12 to 21"), the combined force of suction and of spring 40 is greater than the force of spring 38, and that thermostats 46 and 4% are calibrated to move in response to predetermined temperature conditions.

To insure a minimum of air intake under all conditions, I provide ball valve 36, or its seat 34, with one, or more, slots 50 which, when only thermostat 46 moves in opening direction, will allow some air to reach the carburetor, even when ball 36 is seated infully closing position. Slots are preferably spiral so as to give the entering air a swirling motion which helps keep the air passage clean.

The operation of the structure described is as follows:

Before starting up and with the engine cold, thermostat 46 is in closing position, thermostat 48 is contracted and has no effect on spring 38. When the engine is started up, the vacuum in the intake manifold combines with the force of spring 40 to seat ball valve 36 against the action of spring 38 to reduce the air intake to that permitted by the conventional air valve, not shown, which forms part of the conventional carburetor. As the engine warms up, thermostat 45 opens and permits air to enter casing 23 and to pass through slots 59, thus moderately increasing the air intake. As the suction in the intake manifold decreases, spring 38 overcomes spring 40 and unseats ball valve 36, further to increase the air intake which, as noted, is given a swirling action by slots 59. In the event that, for any reason, spring 38 fails to unseat ball valve 36, I provide thermostat 48 which, acting in response to increased temperature, pushes spring 38 downwardly, as viewed in FIG. 1, to unseat ball valve 36.

In order to improve the atomization of the air-fuel mixture, openings 16 are made smaller than

throats

18 and 19 and the rims of these openings are serrated as at 60. Also, outwardly of the serrated edge of the openings I provide a trough 52 and a downwardly inclined gutter 54 which carries .a pin 56 on which is freely rotatable a fan 58. By this arrangement, any unvaporized fuel tends to collect in trough 52 from which it flows down gutter 54 onto rotating blades of fan 58. Any fuel overflowing trough 52 will flow onto serrations 60 which scatter the fuel and accelerate evaporation thereof by the downwardly moving stream of air.

It will thus be seen that, by the provision of ball valve 36,

thermostats

46 and 48 and

springs

38 and 40, the air intake is increased as the engine warms up independently of the rate of flow of the fuel injected, thus improving combustion, and econ omizing on fuel, and that, by the provision of trough 52 and serrated ring 60, and by locating rotating fan blades below the throat 18 of the carburetor, the atomization of the fuel is improved, thus further improving combustion and, hence, the efficiency. Since, when the engine is first started up thermostat 46 is in closing position, nothing can reach the carburetor through passage 20 and there will be no interference in the mixture as set for starting. As the engine warms up, and thermostat 46 begins to open, additional air begins to flow into the carburetor, first through groove 50 and later through passage 30 itself as ball valve 36 is unseated. The increased air flow corrects over-rich mixtures and compensates for high under-hood temperatures.

According to my invention, hose 26 is made flexible enough and long enough to permit location of casing 28, which contains the valve and the thermostats, at any desired strategic position. For example, to delay opening of thermostat 46, casing 28 will be placed in a relatively cool place, such as outside the hood, and vice versa. This is not true where the thermostat is fixedly placed in the carburetor or in the manifold, or close thereto.

"What I claim is:

An atomizing device for a combustion engine of the type which includes a carbuertor having a discharge throat and a manifold having an intake throat,

said discharge throat and said intake throat constituting a continuous passage,

said device including:

a plate clamped between said carburetor and said manifold and having an opening formed therein smaller than said intake throat,

the rim of said opening being serrated,

an annular trough formed in the upper surface of said plate and surrounding said rim,

a downwardly inclined gutter carried by said plate and extending into said intake throat, and

freely rotatable fan blades carried by the lower end of said gutter .and'rotatable by the flow of atomized fuel downwardly through said intake throat,

the upper end of said gutter communicating with said trough to eonduct'liquid fuel from said trough to said blades.

" Rogers 4818O Kummerer 48l80 Harnrock et al. 4818O Church 123124 Scarozza 48--180 Kratzer 123-124 Hutchinson 48218() Falzone 48-180 Beck 48180 Palzone 48-180 Cadclock 48-180 MORRIS O. WOLK, Primary Examiner.

GEORGE D. MITCHELL, Examiner.