US2474083A - Auxiliary charging device for internal-combustion engines - Google Patents

Description

June 21, 1949. M. A.'ZIMMERMAN 2,474,083

AUXILIARY,CHARGING DEVICE FOR INTERNAL-COMBUSTION ENGINES 2 Sheets-Sheet 1 Filed Sept. 9, 1946 INVENTOR. 7767?]?! 77% Z INNE /W111;

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M. A. ZIMMERMAN AUXILIARY CHARGING DEVICE FOR NGINES INTERNAL-COMBUSTION E 2 Sheets-Sheet 2 Filed Sept. 9,1946

l-I-IIL I N VEN TOR. JTERRI 7 M Z [Mm/WW1 Patented June 21, 1949 AUXILIARY CHARGING DEVICE FOR INTERNAL-COMBUSTION ENG INES Merritt A. Zimmerman,

to Associated Laboratories,

Cleveland, Ohio, assignor Inc., Cleveland,

Ohio, a corporation of Ohio Application September 9, 1946, Serial No. 695,584 4 Claims. (Cl. 26118) 1 This invention is in the nature of an improvement on and continuation in part of my Supplementary fuel injector, Serial No. 611,632, filed August 20, 1945, now abandoned.

The inventions of both my prior application and the present application relate to a novel construction of means to deliver an additional amount of fuel or liquid into the combustible mixture of an internal combustion engine during the action of opening the throttle.

In the present case, as in the former, the general object is to provide a simple effective device which will supply supplementary fluid for increasing the efiectiveness of combustion and for diminishing detonation effects, and which functions instantly and with certainty.

Among the objects of the present invention is the provision of a supplementary liquid container and charge forming and delivering injector which may be installed with standard carburetors with a minimum of expense and all parts of which may be those easily obtainable and so specifically designed in my novel arrangement as to provide for greatest convenience and simplicity of installation upon present standard automobiles.

As stated in my prior application, it had been proven that the most effective and desirable time to inject an anti-detonant or supplementary liquid is before the detonation sets in or begins. Experience has proven that about one half as much liquid, such as water, will prevent the detonating condition if injected in anticipationof the conditions causing it, as would be required to suppress detonation after it starts.

The present invention includes the provision of the means for carrying out the foregoing objects and others stated in my prior application, and more specifically the following; namely, producing a blanketing eifect to suppress detonation on subsequent peak pressures r temperatures after a starting or accelerating impulse; forcibly injecting the supplementary liquid without interfaring with normal throttle control; efiecting the formation of a charge consequent upon each return or partial closing throttle movement; providing for briefly continuing the pressure delivery of the supplementary liquid after each throttle opening movement; which pressure delivery, however, shall instantly cease at any time that the throttle starts to close; the prevention of flooding by excess injection, and the attainment of all these with a minimum of simple durable parts comprising an accessory assemblage.

In the drawings I have shown a preferred ing 23.

commercial form of my invention which" has been proven satisfactory in accomplishing the foregoing and other objects which will become apparentln the following description relatin thereto.

In the drawings,

Fig. 1 is an assembly view partly in section showing the supply vessel connections with the throttle and the mounting and the connecting of the charge forming means with a standard carburetor;

Fig. 2 is a plan on an enlarged scale view of the injector cylinder and connections;

Fig. 3 is an enlarged axial section through the valves and a portion of the injector cylinder, on the same scale as FIG. 2;

Fig. 4 is an enlarged sectional detail of the injector nozzle;

Fig. 5 is an elevation taken substantially on a plane indicated by the line 5-5 of Fig. 3.

The auxiliary liquid container may be of any form and appropriate size, but I have found that a glass bottle or jug of a type widely used and easily available inmost any locality, preferably having about a gallon capacity, eliminates many objections and has advantages in this auxiliary and accessory assemblage.

Such a jar container is designated in in Fig. l and is preferably securely fastened under the hood to the front wall of a driving compartment of an automobile by conveniently installed means, such, for example, as an L=shaped bracket plate 62 having rest portion l3 extending a suitabie distance under the bottom of the jar iii, and secured to the wall plate which is usually of metal and indicated at i 5 by bolts to.

Attached to the bracket ii and extendin around two sides of the bottle and meeting at the front are straps it having their ends secured as by a screw bolt/i9 to firmly clamp the container iii securing it against vibration.

Extending into the jar ill is a tube to firmly held in a cork or stopper 22 having a vent open- The tube 20 preferably reaches substantially to the bottom of the inside of the supplementary liquid container and is connected at its upper end to a flexible tube or hose 25 leading to a nipple 25 communicating with an intake valve 28 formed on a head member 30 of the charge forming cylinder 35. This cylinder is provided with a piston 36 having a piston rod or stem 38 projecting outwardly from the cylinder 35 at the end opposite the valves and by which fluid is ejected through the discharge valve 40 from which extends a hose receiving nipple 52 from which liquid is led through the hose Aid to the injection jet nozzle'extending into the carburetor C.

The cylinder 35 may be mounted in any convcnient position, but for practical purposes I have found it convenient and desirable to provide an L-shaped bracket 69 which may be secured by bolts i to the front wall of the driving compartment, designated Ida which may be the same wall member as designated i5.

Another L-shaped bracket member 84 having upwardly extending portion 85 may be bolted as at 66, Figs. 2 and 5, to the valve head and cylinder 35 and longitudinal slots 62 formed-in one or both of the members 6d and M receiving bolts 68 may provide for adiustably positioning the cylinder and associated parts 35.

The piston 86 is preferably connected to be actuated by the throttle rod, as follows:

A yoke member preferably formed of wirerod is shown as guided in an enlargement a! on the cylinder to which the valve head 3c is secured, the yoke member slidably passing thmugh openings formed in the members at and 3t and having a flattened enlargement provided with a hole slidable on the valve stem 38 and a spring it surrounding the stem 38 is interposed between the flattened portion $5 of the yoke member 88 extending through a guide opening in a boss 12 formed at the rear of the cylinder.

The forward ends of the legs of the yoke as are shown as connected by bridge clamp members 15 having portions bent to embrace the ends of the clamp, as indicated at it, and held in. suitably adjusted position by screws ill. have a central opening it through which extends a hook of a small link rod 88 having'its other end secured to a screw held clamp bracket 32, suitably positioned on a throttle rod dd, which is connected in the usual manner to the rock arm 8'7 for turning the main throttle shaft 8-8 when the rock levers 99 and ti are actuated by the foot throttle indicated at 95.-

The outer end of the piston rod 38 may be provided with a suitable stop, here shown as a cotter pin 39, by which the piston is retracted for charging as the throttle lever 85 and link 8!! move to the right in Fig- 1.

As the throttle is opened, the throttle lever 81, link 85 and foot throttle member 95 move to the left pulling on the link 80, the yoke '68 compresses the spring iii to move the piston 36 to the left, discharging liquid from the cylinder through the valve dB to the injector nozzle 56 and into the carburetor C, delivering an amount corresponding to the extent of compression of the spring. Only a portion of the carburetor is shown, but it is indicated as a standard construction now used in many automobiles, having a butterfly choke 98, a main Venturl passage V and an auxiliary venturi V above the butterfly throttle valve, not shown.

The valves 28 and 38 may be any suitable durable check valves responsive to low pressure. As shown, they are self-contained in cages, indicated at IOI, each having an enlarged portion which may be clamped between enlarged heads I02 of the nipple members 25 and 62, and having closure springs indicated at Hi4 acting against closure disks I05 (Fig. 3).

The valve 28 is positioned to permit flow into the cylinder and to act as a check against return flow therethrough, while its companion, the valve 30, is positioned to permit flow fromthe cylinder and to act as a check against suction The members 75 five to thirty-five thousandths 4 backwardly through the tube pum ing action drawing liquid irom the container ill and expelling it toward the carburetor.

The piston is preferably of the O-ring type which has been found to efi'ectively prevent leakassuring a age and to work very easily when lubricated by the water or auxiliary liquids.

It will be noted that friction on; the piston rod is reduced to a minimum because it has no packing glands, and it is additionally-guided tor a position the O-ring by the connection of the. piston rod with the yoke while the spring--may'- V when used. Its passage 53 is shown as larger than the control jet opening 5t formed in a head member 55 fitted by threads into an enlarged opening in the outer end of the member 5i, and having its outer wall of a size to permit the hose connection 46 to pass over it and onto a portion of the member 5i.

This jet opening is preferably about twentyof an inch in diameter, while the passage 53 leading therefrom is somewhat larger, say, about one-sixteenth of an inch.

The fine jet emitted from the opening 55 passes forcibly through a larger passage 53, and I have found the eiilciency is improved by providing an intake vent opening at 56 leading to the passage 53 at the carburetor side of the small jet.

To prevent clogging of the small jet I may insert a plug of filter material into the tube, as indicated at 51.

In the position shown in Fig. l the foot throttle member 95 is at rest, and the throttle valve on the shaft 88 would be in closed or idling position.

For starting or accelerating the throttle rod and associated parts would be moved to the left, pulling on the link 80 and yoke 68 to advance the yoke along the stem or piston rod 38 compressing the spring 10 against a charge of liquid previously drawn into the cylinder 35. The spring Iii now exerts pressure closing the check valve 28 and 30, forcing the passage of fluid through the tube 44 and through the jet opening 54 and passage 53 to the carburetor. This action is quick and actually simultaneously starts antidetonant into the intake of the carburetor at the moment the main fuel passage is bein opened, liquid from'the jet 50 is atomized and enters the cylinders of the engine mixed with the operational fuel.

Varying distances of throttle opening cause corresponding variation in compression of the spring 10 whereby fluid is caused to flow at rates corresponding to the power or torque requirements.

It will be seen that a slight movement of throttle opening will stress the spring 10 only sufficiently to exert a. portion of its pressure against the piston 36. The result will be, as the spring expands a part only of its length, to force only a opening the valve part of the liquid in the cylinder 35 into the tube 44, which normally is already filled. This results in a correspondingly short interval of discharge from the injection nozzle. If, however, the throttle is open to its fullest extent, this sprin will be compressed sufliciently to move the piston for a full stroke, providing this open position is maintained for a sufficient length of time to empty the cylinder.

Likewise, it will be noted that at the moment of such full opening movement the pressure on the spring 10 is at its maximum. Thus, injection is effected from the nozzle 50 into the carburetor at its highest pressure at the moment of greatest need. This assures the charge of auxiliary liquid entering the engine ahead of the high torque and other extreme conditions.

As stated, it is desirable to avoid gravity flow from the storage container l0, and although the valves 28 and 30 normally preclude this, the storage container is preferably mounted below the carburetor. During running conditions the passages to and from the cylinder remain filled with liquid so that the slightest operation of the yoke 68 and compression of the spring 10 produces the desired effect instantly.

It has been found that a one gallon jar filled with water will last through drivin conditions of as high as 800 miles, although obviously the use of the auxiliary liquid would be faster under severe conditions.

From the foregoing description it will be seen that I have provided an auxiliary liquid injector device which may be installed quickly, and which comprises rugged simple parts not likely to get out of order, and by which the advantages enumerated above and those set forth at length in my prior application may be attained.

The auxiliary liquid may be plain water. However, various auxiliary fuels may be used if desired. A mixture suitable for use as a detonation preventive, as well as for increased fuel emciency, is a mixture of approximately 50% water and 50% alcohol. Whatever the fluid the injection is positive and certain and does not continue after the engine is stopped and the ignition turned 011, nor does it inject fuel when the automobile is coasting to a stop.

Various modifications may be made in the details of the construction described without departing from the spirit and intent or the invention as summarized in the appended claims.

Having thus described my invention, what I claim is:

1. An auxiliary fluid injector for an internal combustion engine comprising a container for liquid, an injector nozzle extending into the carburetor, a reciprocating pump and connections between the container and pump and between the pump and nozzle, means rigidly mounting the pump with relation to the carburetor, the pump having an actuating rod extending outside the pump and movable axially toward and away from the carburetor, a yoke member having slide mem bers parallel to said actuating rod and having a slidable connection therewith, a spring between the yoke member and rod, and means connecting the yoke member with the carburetor throttle actuating means.

2. In a device of the character described in claim 1, in which said yoke has a removable link connection with the usual throttle rod.

3. An auxiliary fluid injector for an internal combustion engine, comprising a container for liquid, an injector nozzle extending into the carburetor, a reciprocating pump and tubular con nections between the container and pump and between the pump and nozzle, means rigidly mounting the pump with relation to the carburetor, the pump having an actuating rod extending outside the pump and movabl axially toward and away from the carburetor, a yoke member bridging across said actuating rod and movable with relation thereto and connected therewith for reciprocating the rod, a link attached to said yoke member and adapted to be connected to the usual throttle rod for the carburetor, a spring for moving the pump rod in one direction to inject fluid when the throttle rod yoke and link are moved, means for returning the pump rod in counter movement, and clamping means adjustable along the throttle rod and to which said link is connected whereby movement of the carburetor throttle actuates th pump to force liquid under spring pressure into the injector nozzle.

4. The device of the character described in claim 3 in which said injector nozzle is provided with a vent opening to prevent carburetor suction drawing liquid through the nozzle.

MERRI'IT A. ZIMMERMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,201,300 Hikish Oct. 17, 1916 1,412,487 Peterson Apr. 11, 1922 1,430,119 Savery Sept. 26, 1922 1,573,690 Edwards Feb. 16, 1926 1,806,999 Ling May 26, 1931 1,947,919 Prentiss Feb. 20, 1934 2,069,642 Briggs Feb. 2, 1937 2,252,958 Bicknell Aug. 19, 1941 2,291,431 Hertz July 28, 1942 2,312,819 Heitler Mar. 2, 1943

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