US1793555A - Charge-forming apparatus for internal-combustion engines - Google Patents

Description

A. MOORE Filed Dec.

10 Sheets-Sheet 1 INVENTOR A r/inq/an M r WMMM ATTORNEYS. I

Feb. 24, 1931.

CHARGE-FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24,1931 MQORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30,192? 10 Sheets-Sheet 2 A. MOORE Feb. 24, 1931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30, 1-927 10 Sheets-Sheet 3,

v My 6 w W m E v n $7 m M W. x x V ATTORNEY 5 A. MOORE Feb. 24, 1931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 10 sneaks-sheet 4 INVENTOR fan 700re BY We 4mm ATTORNEYS Ffih 24, 1931. MOORE I 1 3 793555 CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30, 1927 10 She etS -Sheet 5 r ggfl aw w ATTORNEY 5,

A. MOORE Feb. 24, 11931.

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30 1927 10 Sheets-Sheet 6 r i TORNEY A. MOORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24, 1931.

Filed Dec. 30, 12527 10 Sheets-Sheet '7 AF/l77/0/1 N202? M I A'l TORNEYS.

A. MOORE 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24, 1931.

Filed Def:v 30, 1927 10 Sheets-Sheet 8 BY f ATTORNEY Feb. 2 1931. A. MboRE. 1,793,555

CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed Dec. 30, 1927 1 0 Sheets-Sheet 9 BY g ATTORNEY;

A. MOORE 1,793,555

Filed Dec. 50,1927 1o Sheets-Sheet 1o /Ir//'n /on Moore BY; fl

INVENTOR 'ITORNEY 5 CHARGE FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Feb. 24, 1931.

I i $.37 invention chargejfloliming ap fiat eronynqon I nxn oa-coar Ru t d-Feb. 24, 1931 a use rparatus for internal-1 combustion. engines,

- ,fusi'ng volatile orpractically volatile liq uid'. ffuel of which so-c'alled gasoline isqa typical present dayexample I v I With apparatus of my invention, the usual charge formingdevice, as a carburetor, for example, comprising a principal airand. fuel stream supply means, and provided w1th throttlingmeans for controlling the power output of i the engine, is sup lemented by charger means for deliverin a ditional ases into direct admixture with t e main fue and air stream on its way to the engine cylinders. These include means for supplyin exhaust gas, means for supplying preheate air, and i means for supplying air at atmospheric tem-' peratu herein referred to as cold air, these three supplementary supply means being" 20 each provided with metering means. These several supply and metering meansare arranged to be'operated in'consonance with the throttling of the principal fuel and air stream so that during the lower part of the power range of the engine, say up to approximately threesquarters of maximum com-' pression pressure, in which range-fuel econ-- omy and thorough fuel v porization are of much greater consequenc. than weight of charge, preheatedair is supplied with the exhaust gas; and throughout the remaining upper part of the power range of the engine, in which the getting of full weight of charge, and particularly of oxygen, into the engine cylinders for production of full power and full volumetric efliciency is paramount, the hot air supply is replaced by cold air, the exhaust gas supply means being arranged to deliver the cold an by aspiration, and the cold air serving in its turn to cool the exhaust gas. An important feature of the apparatus of the present invention resides in'combininlg the means for meterin the exhaust gas wit the air supplying an aspirating means so ,that the full presure and kinetic energy at which the exhaust gas is available can be utilized for aspirating air and delivering it to a Y the intake conduit, and shrinka e of the ex- -haust gas and especially of its Q content upon being mixed with the cold an canbe t Applieation megaw tt: V

. the sectional mass:

T-ear OFFICE assrenon, BY MESNE ASSIGNMENTS, TO 11.2., A conrona'rron or DELAWARE s "on inmnanAL-comnusrron enemas 927. ser al no. 243,616.

utilized for securing the aspiration of a maximum supplyof cold air. j

Another feature of the present invention resides in so constructing t e apparatus that theby-passed exhaust gas travels the shortest and most direct path from the exhaust conduit to the intake conduit.

The apparatus herein disclosed and claimed is; but one of many forms of apparatus which can'be used to practice my improved process of forming charges for internal combustion engines, covered and to be covered in separate process applications.

The present invention will be best understood from the following description of pre ferred embodiments thereof applied to a a four-cycle engine, which are shown in the ac companying drawings and in which Fig. 1 is an-assembly view of an internal combustion engine comprising an inbuilt charger with special manifolding. Fig. 2 is an enlargedpart sectional view, part taken approximately on line 2-2, Fig. 1. p 1

Fig. 3 is a section on approximately the .line 3-3, Fig. 1.

Fig. 4is a vertical sectional view of the assembly-shown in Fig. 1.

Fig. 5 is a horizontal section on line 5-5,

Fig. 4.-

Fig. 6 is an enlargement of a part of Fig. 4.

Fig. 7 is a section on approximately the line 7-7, Fig. 6. r 4

Fig. 8 is atop plan view of ma manifolding of Fig. 1 partly in section. Fig. 9 is a bottom plan view looking upward from line 9-9, Fig. 1.

Fig. 10 is a section on line 10-10,.Fig. 1.

Figs. 11, 12 and 13 are sections on approximately the line 11-11, Fig. 7, and showing respectively portions of the charger operating mechanism for idling, part power and V full power. I

Fig. 14 is an end view looking in the direction of the arrows from line 1414, Fig. 6.

Fig. 15 is a section on approximately the line 15 15, Fig. 6.

Fig. 16 is a section on approximately the line 16-16, Fig. 6. v

-Fig. 17 is an end view looking from line 17-17, Fig. 6.

Fig. 18 is a part sectionalview on approximately the line 18-18, Fig. 6.

Fig. 19 is a view similar to Fig. 1, but showing an accessory charger equipment,

' without special manifolding.

Fig. 20 is a schematic section showing the relation of the charger parts'in accessory equipments such as shown in Fig. 19.

Fig. 21 is a section on approximately the line 2121, Fig. 20.

Fig. 22 is a section similar to a part of Fig. 21, but showing a Pitot tube for eduction of exhaust gases from the exhaust manifold, with an elbow fitting in order to provide a more universal adaptation for accessory forming these several functions bein added to the usual engine.

The means for effecting these functions are connected together in the order stated, and formfa bypass conduit from exhaust to intake supplied in its course from exhaust to intake, with valved admission ports for preheated air and cold air. The bypass is preferably arranged to take the shortest and most direct ath from exhaust to intake.

The ypass'conduit shown is comprised in three principal castings 10, 12 and 14 conparts of the internal com ustion meeting the exhaust manifold 16 with the riser 18 of the intake manifold 20, said castings 10, 12 and 14 being arranged end toend in substantially straight line relation, and

preferably substantially parallelto and-uner the main or header parts of the engine manifold. (See assembly view, Fig. 1.)

The arrangement shown in Fig. 1 is a preferred construction where the charger is built into the engine or when special manifolds are supplied therewith.

The exhaust manifold serves for supplying-exhaust gas and for preheating the air used at partial engine load. The exhaust gas is preferably taken from the exhaust mani-v fold near the rearmost exhaust gas port, as through passage 22,intowhich the as is directed by the baffle 24. The mouth 0 passage 22 is directed upstream in the exhaust conduit and, with the inbuilt construction. can be arranged opposite the elbow 26 by which the stantially surround the exhaust gas passage I The cast-ing 10 is preferably in the nature of an elbow conduit for the exhaust gas and preheated air, and preferably comprises the substantially horizontal flange 34 to be bolted to the exhaust conduit flange 28 on a substantially horizontal parting line.

The outer annular passage 36 in the. casting 10 for preheated air communicates with the similarly formed supply passage having its mouth at 32, and the elbow-shaped inner passage 38 communicates with the mouth 22 of the exhaust gas supply passage. The elbow passage38 for exhaust gas communicates through the concealedpipe 40 with the exhaust gas chamber 42 in the second casting member 12. It will be seen that the passage 36 for preheatedair surrounds the pipe 40 for supplying exhaust gas and the air is heated thereby. Passage 36 communicates with the hot air passage 49 in the casting12 extending beyond the exhaust gas chamber 42 therein, and passage 49 is provided with a valve, as the butterfly valve 43, for metering the preheated air.' Castings 10 and 12 are preferably bolted together on the substantially vertical parting line indicated at 46.

The casting 12 also contains means for supplying cold air, and as has been stated, the cold air supply means is used for metering the exhaust gas. The exhaust gas chamber 42 in casting 12 is preferably of annular formation and is crossed by the tapered nozzle 48 of the cold air. supply tube 50, which can be moved in and out with respect to the throat member 52 to meter the quantity of exhaust gas passing from chamber 42- through the annular passage 54 surrounding the end of tapered nozzle 48. The nozzle tube 50 has a clearance groove cut around it behind the cutting or scraping ring part 51. which serves as the tube is rotated and so moved lengthwise to keep the end of the bore in which the tube works free from any accumulation of carbon or the like deposits and so having different size passages.

' tion 62 of the passage in throat member 52 on the side adjacent to the exhaust gas chamber 42 is widest at its mouth and tapers down therebeyond. Thus the opening around the mouth 58 of the nozzle 48 for passage of exhaust gas is narrowed as the tubularmember 50 is moved back, and decreases as the member 50 is moved forward. Such tapering portion 62 merges into the central throat portion 64, which is preferably substantially cylindrical and extends without material enlargement a substantial distance from the mouth 58 of the tubular member 50. This. throat portion 64 of the passage in said throat member 52 merges into the tapering expansion portion 66 which increasesin area as the distance from throat portion 64 increases, and serves for discharging the mixture of exhaust gas and air into the expan sion conduit passage 68.

Preheated air which passes the metering valve 43 passes intothe annular passage 68 through port 69 located behind the mouth 72 of the-throat member 52 and is aspirated .by the exhaust gas passing out through the. mouth 72 of throat member 52to a'suflicient extent to obviate any possible tendency toward the blowing back of the exhaust gas through the passage provided for theentrance for preheated air.

Throat member 52 is adjustable to and away from exhaust gas chamber 42, as by means of the eccentric screw 74. The valves for preheated air and cold air and the tube for metering exhaust gas are operated by actuating means'working in consonance with the opening and closing movement of the throttle and to be described later.

The mixture of exhaust gas and air supplied through the conduit 68 is delivered to the intake conduit leading to the engine cylinder-s through an annular orifice surrounding the main fuel and air stream. Such dellvery means is embodied in a third casting 14 which is bolted to the central casting 12' along the vertical parting lines 76. The passage 78 in this third casting member 14 affords an extension of the expansion conduit 68 and delivers the mixture of exhaust gases andair substantially tangentially into an annular chamber 80 surrounding a thimble 82, through the bore 84 whereof the main fuel and air stream passes from the carburetor,

and out through the annular orifice 85 into swirling turbulent and thorough admixture with the main fuel and air stream, which moves in the same direction as the'gases comingthrough orifice 85, and is supplied the cold air, are separate and distinct and 'capable of individual adjustment,so that;adjustment, replacement or change .of-"anygii j thereofv will in no way interfere with the proper adjustment, change or replacement of any of the other of such means.

Endwise movement of the tubular air supply member 50 to meter the'exhaust gas is preferably obtained by imparting rotational movement thereto in such a way that as it is rotated it is also moved longitudinally,

whereby itsrelation to throat member 52 and the opening therebetween and the quantity of exhaust gas metered canbe altered as desired.

In the construction shown such operating I means comprises crank pin 88 which extends entirely through and across the tube 50 (Fig. 15) and roller 90 surrounding the projecting portion of the crank pin 88, which crank pin and roller come out through anopening 92 in the side of the casting 12 and pro ect through a cam slot 94 which is preferably formed in the replaceable and adjustable cam piece 96, and is of a shape to impart suitable longitudinal movement to'tube 50 as the latter is rotated. To adjust cam-piece 96 and vary the relation of cam slot 94 to crank pin 88, said cam-piece96 is preferably pivoted at 94 to an arm 100 bolted to the casting 12, and. the second fastening of cam-piece 96 is by means of a bolt 102 passing through a slot 104 and thus permitting adjustment of the cam-piece 96 and consequently adjustment of the relation of the cam slot 94 therein with respect to the crank pin 88. ,By removing cam-piece 96 and replacing it with another, any desired shape be obtained.

Tube 50 is turned, by suitable means such as the universally articulated link 106 connected to crank pin 88 and actuated from the elbow lever 108. Elbow lever 108 is connected to the throttle arm 110 by means of link 112, and serves for actuating the airmetering means as well as the means for metering the exhaust gas bypassed; Stop means such as a stop pin 114 serves to limit the movement of the. elbow lever 108. It will be seen from Figs. 11-13 that with theparts of-slot and resulting movement of tube 50 can proportioned as shown, upon partial opening heated air, a link 116 is provided pivoted to arm 108B of the elbow lever 108. Said link 116 is provided with a stud 118 extending through a slot 120 in the adjustable and replaceable cam slot piece 122. Said stud 118 guided by cam slot 120 turns a crank 124 fixed on the shaft 1260f the preheated air valve 43 and thereby serves to open said valve 43 against the closing action of the coil return spring 128 (Fig. 18). Substantially any desired movement of valve 43 can be obtained by suitable choice of cam slot.

As will be seen from Fig. 11, on moving from the idling position of Fig. 11 to the part throttle position of Fig. 12, the valve 43 is openedby the engagement of stud 118 with the surface 130 of the crank member 124, and upon further opening of the throttle as to the position of Fig. 13, the preheated air valve 43 is closed by its return spring 128. By adjusting or replacing cam slot piece 122, the motion of the preheated air valve can be regulatedas desired. The means for operati-ng thecold air valveGO comprises a lost motion connectionto the elbow lever 108, so that the cold air valve 'GO' dOes-notJbegin to open until the preheated air valve 43' is about to close; In the-form shown, this connection comprises link 132 having an elongated slot 134 to receive the pin 130 of the crank 138. Link 132 serves to open the valve 60 against the closing action of the coil return spring 140 (Fig. 7 Link 132 can readily be re-. moved and replaced by another ofsuitable formation to give any desired movement of the cold. air valve 60.

Where the opening 142 of the bore 144 of a the casting 12, containing the cold air tube 50 and the cold air metering'valve 60, is so arranged or pointed that exterior means are required for directing cold, air into such port,

, suitable directing means such asthe u shaped casting 146.can be bolted thereto as shown in Fig. 5, and'the mouth 148 of casting 146 directed toward the engine fan or otherwise arranged to receive a suitable supply of cold air.

In cases where the charger cannot be inbuilt or special manifolds supplied therewith, the connections to the exhaust manifold and other intake conduit can be modified so as to be adaptedto be used with'existing manifolds,

and such arrangement is shown in Figs. 19- 24. The accessory equipment for connection to the exhaust manifold comprises an impact tube 200 having an opening 202 directed against'the flow! of the gas in the exhaust passage, and with'a tapered neck 204 adapted to fit a taper hole 206 which can be readily formed in the exhaust manifold, and secured in place by bolts- 208 passing through the flange 210 withjwhiehthe'taper neck portion 1 This fiangeca 204 of nap-a e member 200 is supplied. connected with the exhaust 'b'v eansof a coupling 212,

gaspipe which is preferably provided with several extra bolt holes to enable connections to be made as desired. With such arrangement the preheated air passage 36 can be formed in a sleeve 214 adapted to be bolted to the central casting member 12 and the wide mouthed shell 216 being telescopically arranged upon sleeve 214 and adapted to be extended toward the exhaust manifold over the flange connection, 210, 212 after the latter has been made P be used when a portion of the exhaust pipe to which impact tube 200 is connected is sub stantially" parallel to the intake r'iser. When the angular relation between the exhaust pipe and the intake riser is otherwise, as for example, at right angles or an angle of de rees, the elbow fitting 217 of Fig. 22, or the 45 degree fitting 218 of Fig. 24, can be used in place of the simple pipe flange, as will be readily understood.

In the case of accessory equipment',such as shown in Figs. 19-24, the most convenient arrangement for inserting the delivery connection from the charger apparatus in theintake lineisto' be obtained by lowering the. carburetor a-n'd; insertin a suitable delivery means bet-ween theca-r ure tor flange and the flange of the inta'ke'riser.

In Fig. 19, I have shown such-a member 220 of substantially minimum height, so that the lowering of 'the'carburetor may not be too great. Bolt openings 222, 224, are provided .flow toward the engine cylinders, the intake manifold .pressure and the initial cylinder .pressure are materially raised without ad-.

vrsely affecting the fuel lifting and metering capacity of the principal air stream. The delivery of air by the aspirator arrangement substantially as shown gives a source of air supply during the range at and toward maximum cylinder compression much in excess of that available when dependence is placed-entirely on enginev cylinder induction.

Iclaim:

1,.In charger apparatusfor. internal combustion engines, an'exhaust gas bypass from exhaust to intake, andan'air conduit for bringing air into, admixture with the exhaust .gas supplied to the intake, said air conduit comprising a movable tubillaudischarge end portion-extending into the bypass,and con- 21 shows an arrangement adapted to izo trol means connected thereto for actuating the same froma distance to meter the exhaust engines, an exhaust gas bypass from exhaust to intake, longitudinally movable tubular meteringmeans for exhaust gas bypassed,

said meteringmeansserving to supply air through its tubular bore and out of the. end

thereof into admixture with the exhaust gas, anda connection tosaidmetering means for actuatingthe same."

3. In a 'charger for internal combustion. engines,"an exhaust gas bypass from exhaust to intake, and an air conduit extendingin substantially'the same direction, the end of the airconduit-extending into and terminatv j I i In ing in an annular part of the exhaust gasb'ypass whereby air is aspirated by exhausig ga's ge" in 1 without substantial deflectioiror cha the direction of travel ofyeach.

4. In acharger ;for internal combustion engines, an exhaustgasbypass from exhaust; v to intake, an" air conduit extending in sub-1* fi stantially the same direction as the exhaust. gas bypass, an air valve in said conduit, and c an air aspirating junction betweenthe .ex+;

haust gas passage anda-ir" conduit so ar ranged that air is aspirated by the'exhaust gas without; material deflection or changein the direction of movement of each:

. 5. In a "charger for internal from exhaust to intake having provision -.for

preserving, kinetic energy; of 'thej exhaust gases, an air .conduit joining the; exhaust gas bypass while extending in substantiallythe same direction as said bypass,-and an aspirator junction between theexhaust gas and air passages comprising a rlmovable section of, the air conduit, said.- section serving as a a metering means for metering the exhaust gas 'passing through said bypass.

6. In a charger for internal combustion engines, an exhaust gasfbypass from exhaust to intake, an air conduit, a valve therein, and said air conduit having a portion beyond the valve actuated adjunctively tothrottling' for metering the exhaust gas passed through said bypassv f 7. In acharger for internal combustion engines, an exhaust gas bypass from exhaust to intake, an air conduit joining said exhaust gas passage and having a movable-portion at the region .offjoinder, said movable conduit portion actuated .adjunctively to throttling toim eter the exhaust gas going through the exhaust gas bypass.

8., In a charger for. internal combustion engines, anjexhaust .gas'bypass from exhaust to intake, an .airconduit joining the said "bypass in an aspirating junction in which the exhaust gas is metered by a movable part offthe"air-conduit, an actuating connection thereto, and an air valve in the air conduit.

iombustion engines, a' substantially; .rightj'li-ne bypass 'haust gas'raetering'meanscomprising an 'X- I i-ally,,rr'iovable air supply nozzle .with.,a sure.

rounding passage for the exhaust gas and; a Irelatively stationaryfthroat member into to intake, a chamber enlargement therein,

a longitudinally, m b air pp y tube x crossing said chamber, an actuating connec;

'tion thereto, and outlet means from said.

9. In a charger for internal-combustionf engines, an exhaust gas bypass from exhaust chamber for mixture of air and'exhaust-gas. 10, In a charger1-for internal combustion engines, an exhaust gas bypass from exhaust I to intake and enlarged into a chamber located at an intermediate point in its; len' h," an air in. the 'chamber, -the. air itube being" actuated .tancefrom the chamber outlet to 'meterthe engines, an to intake,

passingthrdughfsaid-bypass iar'ger for internal combustion;

xhaust gas bypass from exhaust "a unitary exhaust gas metering-- andairI'as ratingmeans actuated to efi'ecti" ering' entirely at the aspirating'i ori ,aiidgunitary air aspirating an valves for introducing preheated air and/or cold air into admixture with the exhaust gasin the bypass, the means for introducing cold air serving as the movable valve to meter the exhaust gas.

16. In a charger for internal combustion engines, an exhaust gas bypass from exhaust to intake, valved means for introducing cold air into" admixture with the exhaust gas, said ineans comprising a movable air passage member for metering theexhaust gas, and an actuating connectionthereto.

exhaust gas:'bypass from- 'exliiiau st x 17.'In a charger forinternal combustion engines, an exhaust gas bypass from exhaust to intake, valved means for introducing cold air intoa'dmixture with the exhaust gas in the bypass, and unitary cold air aspirator and exhaust gas metering means actuated to eifect the metering of exhaust gas entirely at the aspirator orifice.

18. In an internal combustion en ine', means comprising a combined meter an injector for utilizing kinetic energy of the exhaust gas of the engine to inject air into the intake conduit, said meter and injector being movable to control the metering of the exhaust gas, the exhaust gas passage to the said injector being free and open and the passage from said injector to the intake conduit being free and open, and the metering being accomplished. at the injector passage.

19. In an internal combustion engine, a bypass conduit from exhaust to intake, a combined air injector and exhaust gas metering member longitudinally movable in said bypass, a throat memberwith which said member coacts, and means interlinked with the engine throttle for moving said metering member with respect to said throat member so that at very low and substantially wide open throttle positions it is closer to the throat member than at intermediate throttle positions.

20. Aninternal combustion engine com prising an exhaust gas bypass from exhaust to intake, means for introducing preheated and cool air into said bypass, and means for controlling the passage of exhaust gas and air including a longitudinally movable tubular member disposed in said bypass for controlling the extent of opening thereof and having a passage for the discharge of air into the bypass from certain of said air introducing means, said controlling means serving to admit preheated air at certain of the positions of said tubular member and cool air at other of the positions thereof.

21. An internal combustion engine comprising an exhaust gas bypass from exhaust to intake, means for introducing air into said bypass,and means for controlling the passage of exhaust as and air including a l0ngitudinally mova le tubular member disposed in said bypass for controlling the extent of opening thereof and having the bore thereof for the discharge of air into the bypass from said air introducing means.

In testimony Where0f,I have signed my name hereto.

ARLINGTON MOORE.

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