US1527844A - Steam superheater for internal-combustion engines - Google Patents

Description

Feb, 24. 1925. L. H. DAHLGREN ET AL smmsumnnmwn FOR INTERNAL COMBUSTION ENGINES Filed April 5, 1924 v v A sss 274/1/11 v gm entoz wow/01 H ,D/YHLGREN FMNK 61 5/1. TON

aflfozuug Patented Feb. 24, 1925.

LUIDWIG H. DAHLGBEN AND H.

BILTOI I, OF MINNEAPOLIS, MINNESOTA.

STEAM SUPERHEATER FOB INTERNAL-COMBUSTION ENGINES.

Application filed April 3,

To all whom itmag concern:

Be it known that we, LUDWIG H. DAHL- GREN and FRANK H. BILTON, citizens of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Steam Superheaters for Internal-Combustion Engines. of which the following is a specification.

This invention relates to improvements in internal combustion engines. and the main object is to provide an efficient. practical and highly novel means for injecting superheated steam into the explosive gas or mixture after it leaves the carbureter and before it is drawn into the combustion chambers.

It is well known, in the automotive engi neering field, that carbon and carbondeposits are a menace to the proper eficiency of a gas engine, and that such carbon deposits in a short time invariably cause preignition, bearing knocks, pounding, and similar evils having a destructive effect on the engine. It is also quite generally conceded that the presence of moisture or vapor in the gas has a definite tendency to break up the carbon deposits and to clean out the cylinders, ports and valves. We have found, however, that if this vapor or steam is pre-heated to a comparatively high degree before being injected into the engine, it is more effective in increasing the explosive efl'iciency of the engine than if injected in a cooler and more moist condition.

In order then that a superheated and comparatively dry steam may be introduced into the explosive gas before the latter reaches the combustion chambers of the engine, we have designed and provide the apparatus illustrated in the accompanying drawing, wherein:

Fig. 1 is a side elevation of an ordinary internal combustion engine. the apparatus embodying our invention being connected up therewith. 1

Fig. 2 is an enlarged detail sectional view as seen substantially on the line 2-2 in Fig. 1.

Fig. 3 is an enlarged detail sectional view as seen on the line 33 in Fig. 1.

Fig. 1 is a top or plan view of the separator shown in Fig. 3, but with the cover thereof removed.

Referring to the drawing more particularly and by reference characters A designates an internal combustion engine having an en 1924. Serial No. 703,906.

haust manifold B and an intake manifold C, all of common and well known construction. Suitably mounted adjacent to or upon the engine A is a water reservoir or tank 5, having an upstanding filler neck 6 closed by a suitable cap 7. Upon the exhaust manifold B are secured a pie-heater chest 8, and a super-heater chest 9, both of which are preferably identical in constructiomand upon the tank 5 is mounted what we choose to call a separator 10.. A pipe 11 connects one end of the tank 5 to the chest 8, a second pipe 12 connects the chest 8 to the separator 10, a third pipe 13 connects the separator to one end of the chest 9, while a fourth pipe 14 connects the other end of the chest 9 to the intake manifold C. All of the pipes are preferably insulated so as to preserve the heat and prevent condensation and distillation.

The chests 8 and 9 are formed with inner chambers 15 (see 2) and are provided with downwardly projecting flanges 16 forming saddles which fit snuglv over and cover a considerable area of the exhaust manifold. so that as the manifold becomes hot it will readily heat the chests to a high temperature. The chests are secured. in place by clamps 17, provided with hooked portions at their lower ends to grip under the manifold, and have set screws 18, at their upper ends, which bear down upon the chests.

The separator 10 consists of a cylindrical member having a flange 19 which is sealed upon the tank 5 about an opening 20 (Fig. 3), and is arranged centrally between the ends of the tank so that when the tank tilts forward and backward with the vehicle there will be a minimum tendency of the water in the tank to rush up into the separator.

The separator consists primarily of an outer shell 21, an inner shell 22, and integrally connecting radially arranged par titions 23, which divide the annular space between the shells into pockets or air spaces 24:. The pipe 12 communicates with one of the pockets 24 having perforations 25 at its lower end communicating with the tank 5. This pocket communicates with an adjacent pocket through a port 26 in the separating partition, and this second pocket opens to the interior of the shell 22 through a port 27. The top of the shell 22 has a curved cup 28 forming a chamber 29 between itself and the cover 30 of the separator, and a port 31, in this cup, permits a passage for steam from the port 23 to the chamber, and thence through the pipe 13 to the superheater.

When the engine is running and the exhaust manifold B has become thoroughly heated, thus also heating the steam chests 8 and 9, the pressure of the steam and the suction from the intake manifold will cause a steady flow of water from the tank 5 to the chest 8 through the pipe 11. As the water strikes the heated chamber it developes into steam, which rising in the pipe 12 will successively pass through a, pocket 24, the port 26, the second pocket 24, the port 27, the inner shell chamber, the port 31, the chamber 29, and to the pipe 13, which then conduct-s it to the super-heater or chest '9. Any condensation taking place in the separator will drop back into the tank 5 through the perforations 25, or through the inner cylinder jacket. As the steam from the separator now strikes the steam chest 9' it is heated to a high degree of temperature and is comparatively dry wheninjected into the intake manifold C through the-pipe 14.

It is understood that various modifications may be made in the general design and structural details of the invention as herein disclosed and described, provided, however, that such modifications come within the spirit and scope of the appended claims. Having now therefore fully shown and described the invention What we claim to be new and desire to protect by Letters Patent is:

1. The combination with an internal combustion engine, of a water supply tank, a separator communicating therewith, a-preheating chest and a super-heating chest secured to and adapted to be heated by ex haust manifold of the engine and respectively communicating with the separator, said preheating chest communicating with the supply tank and said superheating chest communicating with the gas supply pipe to the engine.

2. An apparatus for creating relatively dry steam and injecting it into the explosive mixture for an internal combustion engine, said apparatus including a pair of steam chests circuitously connected between a source of Water supply and the intake manifold of the engine, a separator arranged in thecircuit and between the steam chests, said separator having a series of chambers having intercommunicating steam ports and water discharge ports.

In testimony whereof we atfix our signatures.

LUDVVIG H. DAHLGR'ENM FRANK 'H. BILTON.

Images