US1487618A - Attachment for internal-combustion engines - Google Patents

Description

7 March 18-, 1924. 1,487,618

J. STUTIKA ATTACHMENT FOR INTERNAL COMBUSTION ENGINES F iled June 26 1922 2 Shoots-Shoot i swank I Jaw/v 670mm March 1 8 1924.

J. STUTIKA ATTACHIBNT POR- INTERNAL COMBUSTION ENGINES Filed June '26. 1922 2 Shoots-Sheet 2 Qwuenkoz p JOHN 670mm Patented Mar. 18, 1924.

UNETED STA'EES JOHN STUTIKA, OF WEST 'PULLMAN, v ILLINOIS.

ATTACHMIENT FOB, INTERNAL-COMBUSTION ENGINES.

Application filed une as, 1922. Serial No. 570,879.

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Be it known that I, J OHN STUTIKA, a citizen of the United States, residing at West Pullman, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Attachments for Internal-Combustion Engines, of which the following is a specification. V

This invention relates to devices'for hu midifying the combustible charges of inter nal combustion engines and for supplying additional combustible charges when desired.

The device comprises a. valve casing having a pipe connected to a source of water vapor such as the radiator of an automobile, a pipe connected to the intake manifold, and a pipe connected with an auxiliary gasoline tank mounted adjacent the carburetor of the automobile, means being provided and controlled by the spark rod of the automobile for feeding moisture, moisture and combustible charges, or combustible charges alone to the intake manifold of the engine.

An important object of the invention is the provision of a valve of the above mentioned character automatically controlled by the spark rod of the automobile for selectively admitting moisture or combustible charges or both to the intake manifold of the engine.

Other objects and advantages of the invention will be apparent duringthe course of the following description.

In the drawings, I have shown one embodiment of the invention. In this show- Figure 1 is a side elevation of a portion of the automobile, showing the attachment in place thereon,

Figure 2 is a detail sectional view through the valve taken on line 22 of Figure 1,

Figure 3 is a plan view of the valve and associated elements,

Figure 4 is an end elevation of the same,

Figure 5 is a diagrammatic sectional'view showing one position ofthe valve within the casing,

Figure 6 is a similar view showing a second position of the Valve,

Figure 7 is a similar view showing a third position of the valve,

Figure 8 is a similar view showing a fourth position of the valve, and,

Figure 9 is a detail elevation showing the A spark control rod 16 is mounted adj acent' the steering column and adapted to be con trolled by the usual spark lever 17. The

combustible charge for the. engine is provided for through the usual carburetor l8 while the usual engine cooling apparatus is employed including a radiator 19. As usual the radiator 19 is provided with an overflow pipe 20. 1

The numeral 21 designates a. valve casing preferably mounted, as shown in Figure 1, and this valve casing is provided with an in let port 22 and anoutlet port 23, these portsv communicating respectively with the inte-.

rior of the casing through the medium of relatively long narrow passages 24: and 25.

A valve body 26 is mounted within the valve casing and is preferably tapered and provided with an internal bore 27. A nipple 28 is sorew-threaded into the larger end of the valve casing and a spring 29 is mo unted between the inner end of the nipple and the larger end of the valve body whereby the latter is made to fit tightly within the valve casing. The smaller end of the valve body is provided with a screw-threaded opening for the reception of a screwthreaded stem 30 having an operating handle 31 This'steni has its inner end projecting within the bore 27 of the valve and is provided externally of the valve with a lock nut 32 for a purpose to be described. The

valve is provided with a series of relatively large openings 33, preferably three in number and a single smaller opening 34 adjacent the openings 33, these' openings being adapted successively to register with the passage 25. The'lower portion of thevalve is provided with a seriesof small openings 35, preferably two in number, and a pair of larger openings 36, these openings being adapted successively to register with the passage 24. v 7

As shown in Figure 3, theva1ve body is provided adjacent 'thesmaller. end .Qwith' steam. It will be apparent also that a small quantity of additional air will be drawn into the manifold through the small opening 57 in the nipple 28. When running at exceptionally high speeds where a further advanced spark is desirable and a slightly greater amount of combustible fuel is necessary, the valve 26 will be advanced to the position shown in Figure 6 in which the openings 33 communicate as before with the intake manifold while the small openings 35 afford communication with the auxiliary tank 61. Since the area of the openings 35 is materially less than that of the openings 33, a partial vacuum will be maintained in the valve 26, to hold the valve 44 in open position. In this position of the valve it will be apparent that both water vapor and additional air will be supplied to the engine as well as an additional combustible charge. lVhen the engine is not running the spark may be further advanced to place the valve 26 in the position shown in Figure .5 when all the ports will be closed.

During days when suficient water vapor is present in the atmosphere to supply the normal needs of the engine, the cap 55 may be revolved to one-half a revolution to close the opening 56. Under this condition moisture will pass into the engine through the air intake of the carburetor and also through the small opening 57 of the nipple 28. In connection with the opening 57 it is noted that when the engine is not in operation, any water of condensation forming in the pipe 53 will be drained out through this opening.

Tension of the spring 51 against the valve 4A may be regulated to adjust the amount of water vapor drawn through the valve by loosening the jam nut 32 and adjusting the stem 30 inwardly or outwardly to vary the position of the plug 50, and the nut 32 again tightened to lock the stem 30 against movement.

As is well known, carburetors employed in internal combustionengines often flood during the normal operation of the engine and more particularly when starting, causing a loss of combustible fuel. In the present construct-ion I provide the auxiliary tank 61 mounted beneath the float chamber of the carburetor to catch the waste due to the flooding of the carburetor. As shown in Figure 9, the arrangement of the head 63 of the tank 61 forms a basin to catch the drippings from the carburetor, the fuel caught in this basin passing into the tank 61 through the opening 64. If it is found that insufllcient combustible fuel is supplied to the tank 61 through the means above stated, the pet cock of the carburetor may be opened to supply additional gasoline.

The arrangement of the elongated passages 24 and 25 allows for the arrangement in alinement of the relatively large openings of the valve 26 whereby a substantial area of these openings is obtained, while at the same time relatively slight movements .of the valve 26 place theivarious openings of the valve 26 in or out of registration with these'passages;

It is to be understoodthat the formof my invention herewithshown and described is to be taken as a preferred example of the same, and that various changes in the shape,

valve arranged in said pipe, means for nor- 7 mally closing said check valve, a conduit for, connectingsaid valvecasing tothe in take manifold of the engine, a control valve arranged in said valve casing, said control valve being provided with openings, of varying sizes, and means for operating said control valve, t I a 2. .The'combination with an internal combustion engine having an intake manifold and a spark control rod, of a valve casing,

an auxiliary gasoline tank, means for connecting said tank to said valve casing, a' pipe for connecting said valve casing to a source of water supply, a check valve arranged in said pipe, means for normally closing said check valve, a conduit for connecting said valve casing to the intake manifold of the engine, a control valve arranged in said valve casing, said control valve being provided with openings adapted to communicate with said auxiliary tank and the intake manifold of the engine, and means connectedbetween said control valve and the spark control rod of the engine for operating said control valve.

3. The combination with an internal combustion engine having an intake manifold, of a valve casing, said valve casing being providedinitssideswith aninlet port and an outlet port, said valve casing being further provided with elongated passages arranged longitudinally of said valve casing to afford communication between said ports and the interior of said valve casing, an auxiliary gasoline tank, means for connecting said tank to said inlet port, a pipe for connecting said valve casing to a source of water vapor supply, a conduit for connecting said outlet port to the intake manifold of the engine, a check valve arranged in said pipe, means for normally closing said check valve, a control valve arranged in said valve cas ing, said control valve being provided, with openings adapted to selectively register with said elongated passages, and means for operating said control valve.

4. The combination with an internal combustion engine having an intake manifold and a spark control rod, of a valve casing, a pipe for connecting said valve casing to a source of water vapor supply, a conduit for connecting said valve casing to the intake manifold of the engine, a control valve arranged in said valve casing, and means connected between said control valve and the spark control rod of the engine for operating said control valve.

5. The combination with an internal coinbustion engine having an intake manifold, of a valve casing, said valve casing being provided in its sides with an inlet port and an outlet port, said valve casing being further provided with elongated passages arranged longitudinally of said valve casing to afford communication between said ports and the interior of said valve casing,ranauxiliary gasoline tank, means for connecting said tank to saidinlet port, a pipe for connecting said valve casing to a source 01 Water'vapor supply, a check v-alvearranged in said pipe, 'means for normallyclos'ing said check valve, a conduit for connecting said outlet port to the intake manifold of theengine, a control valve arranged in said casing, said control valve being provided with longitudinal sets of openings of varying sizes, said sets of openings being adapted to selectively re ister with said passages, said check valve eing adapted to be opened under normal conditions by the suction of the intake manifold of the engine when said outlet port communicates with the interior of the valve casing and to close when the openings in the valve affording communication between said outlet port and. the interior vof the valve are smaller than the openings affording communication between said inlet port and the interior of said valve, and means for operating said control valve.

6. The combination with an internal combustion engine having an intake manifold,

of a valve casing, an auxiliary fuel tank, means for connecting said tank to said valve casing, a pipe for connecting said valve casing to a source of Water vapor supply, a check valve arranged in said pipe, a control valve arranged in said valve casing adjacent and in axial alinenient with said check valve, a compression spring arranged between said valves and adapted to normally close said check valve, said control valve being provided with openings of varying sizes, and means for operating said control valve.

In testimony whereof I aifix my signature in the presence of two witnesses.

JOHN STUTIKA.

VVitne'sses FRANK J. FISHER, FRANK SIMUTIs.

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