US1519393A - Fuel economizer for internal-combustion engines - Google Patents

Description

Dec. 6, 1 24- 1,519,393

. O. W. BROBERG FUEL ECONOMIZER FOR INTERNAL COMBUSTION ENGINES Filed Aug. 50, 1922 [Ia/ere, for

55:47 W .Bralery Patented Dec. 1%, i924.

Parent OSCAR- W. BROBERG, OF CLEVELAND, OHIO; MABEL BROIBERG ADMINISTRATRIX 0F SAID OSCAR W. BBOBEBG, DECEASED.

rum nconomwn non. mrnnNAL-comn'os'non swarm Application filed August 80, 1822. Serial No. 585,299.

To all whom it may concern:

\ Be it known that I, OSCAR W. Bnoanno, a resident of the city of Cleveland, in the county of Cuyahoga and State of Ohio,and a citizen of the United States, have invented certain new anduseful Improvements in Fuel Economizers for Internal- Combustion Engines, of which the following is a specification.

This invention relates to an improved device for economizing fuel in the use of internal combustion engines, and has for its objects aside from that mentioned, to provide such a device which is automatically controlled from the main throttle rod of the engine, sothat a saving is effected in the quantity of liquid fuel used, a saving in the amount of lubricating oil re uired, and a partial refinin of the latter O'll effected.

A further 0 ject' of my invention is to prevent the fuel gases accumulating in the intake manifold when the engine is stopped, from flowing back, after llqueiying, into the carburettor and flooding the latter, thus making it difiicult to start the engine thereafter. My improved device avoids such flooding of the carburettor.

A further object is to carry ofl' the hot vapors from the gear and crank cases and feed them into the intake manifold with the usual fuel gas mixture, thus servin to further heat such mixture and also coo the said lubricating oil of the cases.

It is a special object of my improvement to make the use of my economizer auto- 1 matic, so that it is connected with the manifold when the engine is running but discon: nected at all times when the latter is idle. This arises from the fact that the use of the improvement does not depend on the control of the operator, but is so connected to the main throttle'rod, that it is opened and closed therewith. It is therefore in use when it is needed.

A still further advantage results from my. improvement in that it may be fitted to any 1 internal combustion engine and that without buying new parts other than this device itself.

Other objects will appear as the description proceeds.

he invention consists essentially of the arrangements and construction of parts herein described, and the scope of which will be pointed out in the claims following,

it being understood that changes may be made in the structure disclosed within the scope of said claims.

In the drawings, in which similar reference characters indicate corresponding parts in the, several views,

.Figure 1 is a fragmentary side elevation ofan internal combustion engine with the im rovement applied thereto,

igure 2 is a plan view of the carburettor and my device with related parts,

Figure 3 is a view in cross section taken on the line 33 ofFig. 2, and

Figure 4 is a sectional view as seen in the plane indicated by the line 4-4 of Fig. 3.

My improved device is shown in the drawin s 1n connection with a conventional type 0 vehicle engine rovided with the usual crank case A, car urettor B, intake manifold C, and exhaust manifoldD. In Fig. 2 is also shown in plan the usual parts 1, 2 and 3 representing conventionally the throttle valve stem, lever and rod, respecable for my purpose as will be later ex plained. I

My economizer comprises a thin late a which is nearly rectangular in out ine, a circular aperture 5 intersecting the plate near its center, and tubular elements 6 and 7 being secured to the side and end of the late respectively. In some cases, it may found desirable to make these tubes integral with the plate, but I have shown them welded or brazed thereto. In any event, the interior of the tubes are made to communicate by an opening 6. v

The aperture 5 has communication with the tube 6 by means of a plurality of arallel small ipes 8, so that gases in tube will find read y entrance into the aperture 5. The lower end of the tube 7 has a substantially cylindrical bore 9. leading to the opening 6. About mid-way of its length art 7 has an inner nipple l0 separated mm the outer wall by an annular socket 11 to receive any liquid that might accumulate in the tube, and the upper surface of the part 10 is smooth and flat to receive a valve lunger at 15 and thus serve as an auxil- 1ary throttle. i

The upper end of the tube 7 is an lnner threaded part-12 which is shown as a separate part seated in the remainder of the tube for purposes of manufacture, but which may be made integral if desired. The reduced part 1O serves to conduct the sections of 7 together. The valve plunger part 14 is fitted to engage the threa ed part 12 at 13 so that as the part 14 is rotated it opens the art 9 into the space enclosing the reduce end of the lunger, or closes it at 15, as before explained. The

part 14 therefore serves as a throttle.

The said throttle member 14 is actuated by a,lever 17 which is'adjustably secured to said member by a screw 18, shown here as operated manually) therefore opens or closes,

the entrance of vapors into the tube part 9, by the intermediacy of. parts 22, 21, 17, 14 and 15.

Mounting :-As shown clearly in Fig. 2 of the drawings, the conventional manner of connectin the front end of the carburettor with t e intake manifold is to provide an external flange about the tubular opening from each, and clamp these flanges together by suitable coupling bolts. This construction is found on all engines of this t To mount my econ'omizer inposition, t ese aforesaid flanges are separated by withdrawing said bolts, and then inserting the plate 4 of my device between said flanges, s'o'that the opening 5 shall'be in exact alinement with said. carburettor and manifold tubes, the said opening being of such size as to .very accurately register with the other parts, as before explained. See Figs. 1 and 2. Longer bolts will then be substituted for those before employed and will be inserted through the holes 16 of the plate 4, and the clamp 22 fitted onto the link or rod 3. All fuel gases from the carburettor will now pass through the opening 5 and thence to the intake. When the engine stops running, due to the throttle 1 being closed, the vapors in said intake manifold after cooling, will flow back toward the carburettor, and in normal and ordinary conditions will flow back into the carburettor, flooding it and choking it, often causing difficulty in starting the engine again, especially in cold seasons. But with my de- 8 to direct the liquid into the pipes.

vice in position, such. liquefied vapors cannot reach the carburettor, but in passing through the opening 5 they drop down the pipes 8 into the tube 6, remaining there until the main throttle is again opened to start the engine. Then, as soon as the engine starts, as will now be done readily as the carburettor is free of liquid either thin or plastic, a vacuum in the manifold causes pressure in the tubes 6 and 7 to force the accumulated liquid there up into the pipes 8 and thence into the manifold and cylinders to add to the ordinary fuel.

Extending laterally and perpendicularly from the mid-point of tube 7, is a tube 20 which serves to feed the vapors from the casings to this auxiliary throttle space, and when the latter is open, to the parts 9, 6, 8, 5, and thence to the manifold. This tube 20 is connected by suitable fittings to the casings, either to the gear case at 23, as here shown, or to the breather pipe itself, as is well understood, or even by withdrawing the cap of the breather and adding another section into which the tube 20 may be detachably secured. It is immaterial, so far as my invention is concerned, how the said tube is connected with the cases or either of them. The essential feature is that the new device h'ere shown shall have communication with the upper portion of one of the casings so that the hot vapors thereinmay be conducted to the manifold by connection intermediate the manifold C and carburettor B. This connection is at the extreme lower end of the part (7, so that the device will receive all moisture flowing down from part C.

As a further means for making certain the flow of liquid from opening 5 into the tube part 6, the periphery, of'the said circle 5 has an annular groove'24 which serves as a trou h at its lower arc nearest the pi es ee Fig. 3. While liquid. might flow over a smooth surfaceof such opening into the carburettor, it is highly improbable that it will flow over such a trough-shaped groove as leads to these pipes.

Operation :-The plate 4 having been mounted between the flanges of the joint at the front end of the carburettor with tube 6 horizontal and below! the opening 5, and the clamp fixed to the rod 3, opening the main throttle in the usual manner will turn the stem 14 and also open the throttle leading totubes 6 and 7. The tube 20 is connected to a suitable opening insome high level of the crank case or an extension therefrom, and hot vapors will be drawn into pipes 8 whenever the main throttle is open-'-the engine running. Such drawing off of the hot vapors from the lubricating oils, not only enriches the fuel oil mixture but also refines the oil from which misses plate and its related parts requires no adin the plane of the lattr and pi ditional machining of old parts, and that when for any reason it should be desirable to remove the device temporarily, it can be easily done and the parts connected as before. This provides readily for repair of the parts. Or, if it should be desired to throw the attachment out 'of commission temporarily, it is only necessary to remove the clamp 22 fIOIIItllGTTOd 3, and fix the stem in ti htened relation so; as to hold the valve 15 c osed. This can be done without removing the plate.

I do not desire to limit m self to the exact form of the parts here ilustrated or to the particular structure described, but desire to claim any modifications possible within the. spirit and scope of the invention.

What 1 claim as new and desire to secure by Letters Patent is:

1. In an internal combustion engine, a, valve mechanism adapted to be inserted between the intake manifold and carburetor,-

comprising a, late having an aperture therethrough, t e peripheral edge of the aperture having an annular groove serving as a trough at its lower port on, a tube secured to the lower n of said plate and connecting said tube and trough, where y liquefied gases flowing back from the intake will flow into the trough, down the pipes and thence into the edge tube, a control valve for directin the entrance of gases into said tube and tiience to said pipes, and means for controlling said valve, substantially as set forth. Y I 2. Ina device for economizing fuel of'internal combustion engines, a fiat plate having a transverse aperture near its center and smaller apertures for securing the device in position between the carburetor and intake manifold, a pair of tubes, one of which is mounted on an edge of the plate and the other on another edge at right angles to the first, the tubes communicating with 'each other and one of them having means for communicating with the first mentioned apertur and the other havin a threaded openin and a shoulder there elow spaced from t e outer wall of the tube, a threaded stem-engaging said threaded opening and havin a valve element for resting on said shoul er when the stem is secured into the opening, a tube leading to said space, and actuating means for said valve stem, substantially set forth.

3. In an internal combustion engine having a carbureter and intake manifold detachab y connected together, and gear and crank.

cases, a fuel economizing mechanism comprising a flat plate adapted to be secured between said carbureter and manifold and having a transverse opening therethrough in alinement with the axes of said carbureter and manifold, tubular parts secured to 1ntersecting edges of said plate, one of said tubes being below said opening, parallel pipes within said plate and leading from said lower tube up into the opening, and the other tubular part having a reduced bore at one end communicating with the first tube, a larger internally threaded opening at the other, thus providing a shoulder between the two openmgs, and an intermediate enlar ed space between the two openings, a stem diaving a plunger at one and adapted to engage the shoulder to close the reduced opening, and a threaded part to register with the threaded opening, a tube intersecting the plane of the plate and communi eating with said intermediate space, a lever secured to said stem for actuating the same, and means for connecting said last mentioned tube with the case, substantially as set forth. i

4:. In an internal combustion engine, the combination with the'crank-case havin a suitable port, an intake manifold, a carureter, carbureter valve and control rod therefor, of fuel economizer mechanism adapted to be inserted between the lower end of the intake manifold and the carbureter comprising an apertured plate having a tube parallel with and fixed to the lower edge 0 said plate and pipes within said plate establishing communication between the said aperture and tube, valve means for controlling the entrance of fluids into mid tube, means for conducting fluids from said port to said valve means, and means connected with said control rod for actuating said valve means, substantially as set forth.

5. In an internal combustion engine, the combination with the intake manifold and carbureter detachably connected together adjacent the combustion end of the carburotor, of means including a plate inserted between the carbureter and manifold and having a socket below the level of the carbureter for receiving therein liquids flowing back from the manifold, thereby preventing flooding of the carbureter when the engine is not running, and means for directi hot vapors from the crank case to said liquid receiving means to vaporize and ex el said back-flowing liquids into the manifo d when the engine. is running, substantially as set forth.

6. A fuel economizing mechanism for internal combustion engines comprising a secondary throttle means, a that late secured between the carbureter and t e intake lac transverse of said plate near its center and small pipes entering said aperture and communicatmg with said tube, the latter having communication with said throttle means, and means controlled automatically by the main throttle mechanism of the engine for in turn controlling the said secondary throttle means, substantially as set forth.

7. In an internal combustion engine, the combination with the crank case, intake manifold and carbureter, of means inserted between the manifold and carbureter for catching the back-flowing liquid from the manifold, said means including an apertured plate and pipes within the plate leading from its lower edge to said aperture and means connected with said crank case for receiving hot vapors from the latter and di rectin them into said pipes for vaporizing said liquid and returning them to the said manifold, substantially as set forth.

In testimony whereof I hereunto afiix my signature.

- OSCAR W. BROBERG.

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