US1510151A - Diluting device for internal-combustion engines - Google Patents

Description

Sept. 30. 1924. 1,510,151

L. C. MOORE DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Feb. 2, 1922- 3 Sheets-Shut l gwuowtox L CMooI'e Sept. 30 1924.

1.. c. MOORE DILUTING DEVICE FOR INTERNAL COMBU "STION ENGINES Filed Feb. 2, 1922 5 Shanta- Sheet 3 grwanfw L C.MOOJ'e v amm s Sept, 30, 1924. 3 1,510,151

L. c. MOORE DILUTING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Feb. 2, 1922 3 Sheen-$58M s R I v gnocntw G-fww i, iktomes a 2 cylinders;

for heatingfthe air and steam and wherein Patented Sept. 30,. 192.4, f

PATENT oF Fic-EQ LAWRENCE CLYDE, Moon-n, or :PIQUA, omo, Assrenonor ONE-HALF To JoHN HEnRY MOORE, or LIMA, OHIO.

DILnTrNe nnv on FOR INTERNAL-COMBUSTION"ENGINES;

1 ilpplieationfiled February 2, 1922. sen-a1 N6. 533,550."

To all whom it"may concern. I

Be it known that I, LAWRENCE C. Moore, citizen of the United States, residing at Piqua, in the county of Miami and State of Ohio, have invented certain new and useful Improvements in Diluting Devices. for Internal-Combustion Engines, of, which the following'is a specification. p 7

Thisinvention relates to'an improved diluting device for internal combustion engines and seeksas one of itsprincipalfobjects, to provide a device. for introducing a mixture .ofheated air and steam into the fuel mixtureof an enginefor thus increas-- ing' the'combustibility of theffuel mixture and accordingly increasing "the eiiiciency of the enginewhile tending to cool the. engine cylinders as well as deter the formation of carbon in-the firing "chambers of the TA furtherobject of the invention is to provide aydQVlCG embodying a superheater theflow of mixed air and steam tothe fuel mixture of the engine may be readily controlled Q 'And the invention has as a still further objectto provide a devicejwell adapted for use in connection'with the various makes of engines as now upon the market.

gOther and incidental objects will appear hereinafter. r

Inthe drawings:' Figure 1 is aper'sp'ective view showing my improveddiluting device in connection with a -conventiona1 internal combustion engine jandr",shown in section, v I Figure 6 is a'detail section showing a slightlymodified construction,

"detail-elevation of the (115-.

Figure 7 is a plan View showing'a modified form of control mechanism for the valve of the device, and 1 F ignre 8 is a detail perspective view of the pontrol mechanism illustrated in Fig- I s, I

\ Referring now'more particularlydtocthe drawings, I have shown my improved device in connection with'a conventional internal combustione-ngine 10, the device being particularly adapted for use in connection with Ford engines; However, I do not wish to be limited inthis regard sincethe device'wil'l proveequally efficient when used in co nneetion with engines of other makes. The overfiow pipe of the radiator is indicated at 12 Iand,-as is well known, thiswpipe extends from a point withinthe filler tubeof the radiator downwardly to a point exterior to the radiator. The-intake manifold of the'engine is indicated at 13 and the exhaust manifold at 14. j Associated with the. intake manifold is the engine carburetor 15..

g carrying the invention into effect, .I employ a .sup'erheater comprising spaced parallel pipes 16 detachably connected near the rear ends thereofias shown in detail in Figure 4, by a cross pipel? and closing the superheater pipesfat theiradjacent ends are plugs 18 threaded into. the pipes so that the superheater pipes may be readily cleaned. As shown in Figure.1,'the superheater pipes are arranged to straddle the exhaust manifold 1 4 of the engine extendingv longitudi' nally of .the manifold, the pipes resting against the manifold to be effectually heated thereby, and leading'forwardly from one of.

said pipes a combined air and steam pipe 1 I '19. As shown in .detail 'in Figure 3,'the.

- pipe'19' extends through the'baok wall. of

the top'tank oftheradiator 1 1 and is thence directed upwardly ,within' the filler tube of the radiator to a point above the upper. end

. of theoverflow'p'ipe 12 so that Waterin the radiator 1 cannot? rise to a I level 1 above. 'theupper-end of the pipe 19;, Fixed upon said pipe'at the backw'all of thetop tank is a sleeve 20- soldered -or otherwise securedto shoulder and the inner face of the back wall is a gasket 22 while a similar gasket 23 is arranged upon the sleeve to confront the outer face of the back wall. Threaded upon the sleeve is a nut 24 which may be adjusted for tightly clamping the gaskets between said nut and the shoulder 21 coacting with the back wall of the top tank to provide a sealed joint. Thus, the pipe 19 may 3e readily connected with the top tank without the use of solder but to facilitate the mounting of the pipe upon the tank, I preferably form said pipe in sections and connecting said sections is an appropriate coupling 25.

Leading downwardly and rearwardly' from the forward end of the otherof the superheater pipes 16 is an outlet pipe 26 and interposed in said pipe is an appropriate control valve 27 operable by a lever 28. Swingingly connected at one end to this lever is a control rod 29 which extends rearwardly to a (point where the rod may be conveniently reached so that the valve may be manually controlled with ease. At its rear end the pipe 26 is connected to a distributer block 30. As shown in detail in Figure 2, the block 30 is shaped to fit between the confronting flanges of the manifold 13 and carburetor l5 and is secured by appropriate bolts extending between the flanges through the block. This block is formed centrally with a passage31 registering with the passages of the carbureter and manifold and entering through one side of the block is .an opening 32 while at its opposite side the block is provided with a socket 33. Fitting through the opening 32 is a discharge nozzle 34 extending diametrically of the passage 31. At one end this nozzle snugly seats in the socket 33 while at its opposite end said nozzle is provided with threads to engage the threads of the opening 32 so that the nozzle is thus removably secured upon the block, and formed in the nozzle at its forward side is a plurality of discharge openings 35 leading into the passage 31. Threaded upon the lower end of the nozzle is an elbow 36 connecting the pipe. 26 with the n zzl I As will now be readily understood in view of the preceding description, when the engine is running and the valve 27 is open, engine suction will draw a mixture of steam and air from the radiator 11 through the pipe 19 into thesuperheater, air being supplied to the radiator through the overflow pipe 12. The mixture of steam and air will then flow rearwardly through one pipe of thesuperheater and then, forwardly through the other pipe thereof so-that the steam and air will be superheated, when the mixture will be thence drawn through the pipe 26 andinto the nozzle 34 to be discharged into the intake manifold. Upon entering the manifold, the mixture of steam and air will, of course, mingle with the fuel mixture in the manifold so that the. fuel mixture will contain. not only an auxiliary supply of oxygen but also supply of moisture. As is well known, the combustibilit of the fuel m=ixturewill thus be appreciably enhanced for accordingly enhancing the elliciency of the engine while the presence of the moisture in the fuel mixture. will tend to cool the engine cylinders. Furthermore, the moisture will, as is also .well known, tend to prevent the formation of carbon in the cylinders. The valve 27 may, of course, be adjusted from time to time to regulate the flow of air and steam through the manifold in order to secure the best results. I accordingly provide an exceedingly efficient device for the purpose set forth and, as will now be appreciated, a device which may be readily installed.

In'Figure 6 of the drawings, I have illustrated a slight modification which pertains more particularly to the superheater. In

this-figure, an engine block is indicated at 37 and the exhaust manifold of the engine at 38. Integrall-y -formed on the manifold at its upper side are superheater tubes or pipes 39 corresponding to the pipes 16 of the preferred construction. in this modification, the superheater is a permanent part of the exhaust manifold.

In Figures 7 and 8 of "the drawings, I have illustrated a slightly modified form of control for the valve of the device, the device being shown, in Figure 7, in connec tion with the engine 40 of a Ford vehicle. The steering rod of the vehicle is indicated at 41, the throttle control rod at 42, and

the spark control rod at 43. The superheater of the present device is indicated at 44, the outlet pipe leading from said superheater at 45, the control valve interposed in said pipe at 46, and the valve lever at 47.

In the present modification, I employ an arm48 which, as shown. is fixed to the throttle control rod 42 and extending be tween said arm and the control valve lever 47 is a rod 49. Thus, when the rod 42 is rotated for opening the throttle valve of the engine. the valve lever '47 will be swung for coincidently opening the valve 46. Accordingly, the How of hot air and steam to the intake manifold of the engine will be Accordingly,

automatically regulated to conform to any increase or decrease in the flow of fuelmixvtnre to the engine. I

Having thus described the invention, what is claimed as new is:

In diluting device for internal combustion engines. a rigid superheater unit including spaced superheater pipes to extend along the exhaust manifold of the engine resting on said manifold to .be supported throughout their length thereby, a cross pipe connecting the superheater pipes near corresponding ends thereof, removable plugs cloeino thesuperheeter pipes at said ends thereor, :1 combined air and moisture suptween the engine carburetor and intake manifold forming a, connection between the 10 outlet of the carburetor and the intake of the manifold, and an outlet pipe connecting the opposite end of the other of said euperheater pipes with said distributor.

In testimony whereof I a-filx my signature. LAVRENCE CLYDE MOORE. [1,. 8-]

Images