US1766672A - Conversion valve for internal-combustion engines - Google Patents

Description

June 24; 1930. A. MOORE CONVERSION VALVE FOR INTERNAL COMBUSTION ENGINES Filed June 8, 1926 5 Sheets-Sheet INVENTOR 524 MA ro/v M0 oes ATTORNEY June 24, 1930. A. MOORE 1,766,672

CONVERSION VALVE FOR INTERNAL COMBUSTION ENGINES Filed June 8, 1926 5 Sheets-Sheet 2 [WI 1. 7a

fill INVENTOR /4EL//V rozv Mo was 7 BY W ATTORNEY June 24, 1930. MOORE 1,766,672

CONVERSION VALVE FOR INTERNAL COMBUSTION ENGINES Filed June 8, 1926 5 Sheets-Sheet 5 INVENTOR 4E1. lNg-TON 0o ATTORNEY A. MOORE June 24, 1930.

CONVERSION VALVE FOR INTERNAL COMBUSTION ENGINES 5 Sheets-Sheet 4 Filed June 8, 1926 ll \\\\\\\\\\wk rill/Ila VI I will?! lllllrll I INVENTOR Aez m/g- Tom/ 79m BY v1 ATTORNEY A. MOORE June 24, 1930.

CONVERSION VALVE FOR INTERNAL COMBUSTION ENGINES 5 Sheets-Sheet 5 m 6 INVENTOR 14eu-ro- A4005:

ATTORNEY Patented June 24, 1930 "unrrnn stares PATENT OFFEQE- ARLING'EQN IVIQQBE, Q1 NEW YGRK, N. 5. ASSIGNOR, BY MESNE ASSIGNMENTS, T6 MAXMOQR GORPORATION, OF NEW YORK, N. L, A CORPORATION OF DELAWARE CQNVERSIQN VALVE INTERNAL-COMBUSTION ENGINES application liecl 614.116 3,

Q form of apparatus for embodying and carrying out the invention.

In the accompanying drawings Fig. l is a side View of an internal combustion engine equipped with a conversion valve for carrying on my improved process. F 1g. 2 1s a fragmentary view on an enlarged scale partially in section, looking from the left hand end of Fig. 1 and showing the connection of the conversion valve to the engine. Fig 3 is a plan view of the conversion valve. F 1g. 4 is a sideview of the conversion valve with parts broken away. Fig. 5 is a View at right angles to Fig. 2 partially in elevation and partly in section on the line 5 5, Fig. 4. Fig. 6 is a transverse sectional view on the line 66, Fig. 7. Fig. 7 is a vertical section on line 7-7, Fig. 6. Fig. 8 is a bottom plan view of the conversion valve. Fig. 9 is a detail vertical sectional view showing the exhaust gas valve partially retracted. Fig. 10 is a view similar to Fig. 9 and showing the parts with the air valve open. Fig. 11 is a view similar to Figs. 9 and 10 showing the position of the valve parts at. open engine throttle positions with the exhaust gas port open and the water supply port open. Fig. 12 is a view similar to Fig. 10 on a reduced scale with the heater in side elevation and parts in the position occupied during the running of the engine at partially open throt-= tle The conversionvalve or device 10 shown pronouncedly curved.

, is madeof three principal parts, preferably formed aslcastings, including a body casting 12, a head ordome casting'14 fastened by screws 13 to the body casting 12, and a heater 16. L

The working parts, with the exception of the quantity control valve only, are carried on or in the removable barrel or cylinder 18 Serial No. 114,545.

received in a laterally directed bore 20 of casting 12 and secured in place as by screws 22. All the working parts are actuated by turning the cam ring 24, which rotates on the barrel 18 as a hub on its axle. Cam ring 24 is actuated from the throttle lever 26 through link 28, either by the customary hand throttle control, or by means of the accelerator foot pedal 30 working against a spring 32, said spring serving normally to keep the engine throttle 34 closed or substantially closed and the conversion device working parts in corresponding position. The link connection to cam ring 24 is made to either end of the two ended adjust-able crank pin 25.

Heater '16 has a preferably square shank 36 extending through a similarly shaped hole 38 broached in the base of casting 12. The projecting portion 37 of shank 36 is screw threaded and these parts are held together by a locknut 40 screwed on to such threaded cylindrical portion of shank 36. The shank portion 37 extending beyond the locknut 40 is screwed into an opening provided in the engine exhaust manifold '42. Thisconnection is preferably made on a side of the engine exhaust manifold just back of the exhaust port of the rearmost engine cylinder, about vwhich usually present themselves when the surfaces to which the device is connected are The shank portion 37 of heater 16 extending into the exhaust conduit 42 is provided with twopassages for'exhaust gas. The main passage 44, which provides the exhaust gas to be supplied to the engine intake manifold 1 45, leads into the bore 46 of the heater 16, over the partition wall 48, and back through the well 50 to the exhaust gas valve 51 hereinafter referred to.

The other passage 52 for exhaust gas in the heater shank 37 is separated from the assage 44 by the intermediate wall 54. aid passage 52 supplies exhaust gas for heat jacketin the conversion device 10. Exhaust gas admitted through the inlet 52 .passes into the jacketing gas passage 56 adjacent to the outer wall or skin of the conversion device housing, through the communicating passage 58 in the dome casting 14, and back through the cored communicating jacket passages 60 to the port 62 leading into the bore 46 of the heater 16. Thus the exhaust gas jacket passages are" in communicating at the inlet end with exhaust gases in the engine conduit and at the outlet end with the interior of heater 16, within which there is an outlet for the exhaust gas controlled by valve 51, so that there is a circulation of exhaust gas through the jacket passages sufficient to keep the adjacent wall portions of the housing quite hot and to aid in the heating of the air passing therethrough. This jacketin with hot exhaust gas is most useful when t e atmospheric temperature is relatively low.

The incoming air entering the conversion device is admitted through a port 64 leading to the cored out air passages 66,which are substantially concentric with the exhaust gas jacket passages 56 and are separated therefrom by an intermediate wall 67. The air is led over the septums 68 and back throu h similarly cored passages 69 where it is elivered to the air inlet valve 70 hereinafter referred to. As the air is taken from immediately against the hot exhaust manifold 42, and is heated by being led through passages in the hot housing, it is quite hot when delivered to the air lnlet valve 70.

The mixin chamber 72 provided around heater 16 an between it and the inner walls 74 and 76 of the castings 12 and 14 respectively is kept extremely hot by the exhaust gases entering the heater 16 by reason of the interior of the heater being vented in communication with the inlet manifold at 51. A series of fins 78 are rovided on the exterior of heater 16 for providing an extensive heat conducting surface for the efiicient delivery of heat to the aseous mixture which passes through the eating and mixing chamber 72. The heater 16 is 0 good heat conductin material, preferably made of cast iron or 0 copper or alloy containing a major percentage of copper.

The outlet for the hot gases from mixing I chamber 72 to the intake manifold 45 is preferably arranged at the end of'the heater 16 as shown at 80. Such outlet is controlled by the poppet quantity control valve 82. Beyond the'valve 82 the hot and thoroughly admixed gases pass into the passage 83 in casting 12 and thence b the pipe 84 to the intake manifold 45. Tlie y are delivered the intake manifold 45 just over the engine throttle 34. The hot gases delivered at this point, on coming into contact with the fuel mixture delivered by the carburetor 86, serve to convert the more or less wet mixture delivered by the carburetor into dry gas for efficient combustion in the engine.

For supplying hot exhaust gas during idling and when the valve 82 is closed off 1 preferably provide an adjustable needle valve 88 (Fig. 5) for bypassing the valve 82 and admitting suflicient hot gaseous fluid for heating and vaporizing the mixture delivered by the carburetor at idling engine speeds. This needle valve, however, being always open, permits passage of some of the mixed gases even though valve 82 is open.

The valve structure arranged in or on barrel 18 comprises the poppet air valve 70 slidable in the bore 90 of the barrel 18, the exhaust gas valve 51 slidable in the bore 92 of the air valve 70 and the combined exhaust gas valve bore cleaning and water su ply tubular pin 94 extending within the ore 96 of the exhaust gas valve. The dowel 98 fixed in the barrel 18 extends through a slot 99 in the tubular stem 100 of the air valve 70 with its end projecting into the kerf 102 in the stem 104 of exhaust gas valve 51. In this way valves 51 and 70 may be moved longitudinally to a limited extent, but cannot be turned. Dowel 98 can be pulled out, after first removing barrel 18, as in making a disassembly, by pulling on a threaded pulling member screwed into the tapped hole 106. 'The pin 94 is adjustably held in place as by means of a split collar 110 on bracket arm 112 supported b the rod 113 screwed into casting 12. The ollow interior 95 of said member 94 is connected by a coupling 114 and a tube 116 (Fig. 1) with a source of water supply, as the engine water jacket, for example, and the water passed through a filtering device, as indicated at 118.

The air valve 70 is normally held closed by a spring 120 received in an annular recess 122 in the barrel 18 and exerts its thrust against a nut 124 screwed on the threaded stem 100 of the valve 70 and provided with a set or lock screw 126.

Clam d on the air valve stem 100 immediately yond the nut 124 by a split collar 128 is a yoke 130. The arms 130 and 130" of said yoke coact with cam lugs 132, 132" on the rotary cam member 24. When the cam lugs 132', 132 come opposite to and coact with the yoke arms 130, 130" they serve to close air valve 70, if open, and to prevent its opening, if already closed.

Exhaust gas valve 51 is pushed inwardly by spring 134 encircling pin 94 and reacting against the bracket arm 112. The outward movement of valve 51 is imparted by cam lugs 136 on the member 24 coacting with the adjustable thrust pins 138 mounted in a split clamp crosshead 140 adjustably secured on the stem of valve 51 (see Fig. 6). It will be seen that the valves move smoothly and readily and without binding by reason of the duplication and consequent balance of the valve operating means.

In addition to controlling movements of valves 51 and 70 in the manner described, member 24 is provided with a peripheral cam portion 142 by which the poppet quantity valve 82 is actuated. This valve 82 is normally held closed by suction from the intake manifold, but a light leaf spring 144 may be provided to assist in the closing. The spring 144 may be conveniently held in place under the lock nut of screw 145. The tappet 146 is adjustably secured in place on the stem of valve 82 by the locknut 148. The poppet valve 82 is preferably made separate from and slidable upon its stem 149 in order to secure efficient seating under all conditions. Stem 149 is provided with an enlarged portion 150 on which the valve 82 rests .when the stem 149 is raised to open valve 82.

Valve 51 is cylindrical and enters a cylindrical port 152 in heater 16. its movement inwardly toward heater 16 is stopped by the distance pins 138 coming into contact with the side of cam ring 24 (Fig. 6). It is actuated in the opposite direction against spring 134 by the ring 24 being turned to engage cam lugs 136 with the distance pins 138.

Radial bleeding passages 154 extend through the wall of valve 51. They serve to provide communication from the mixing chamber 72 to the bore 96 of valve 51, which in'turn is open at its end .to the interior of the exhaust gas supply and heater member 16, and their degree of opening may be adjusted as desired by shifting pin 94 in or out in its adjustable support on bracket 112,

as will be plain from Figs. 6 and 7, and a similar result can be obtained by adjusting the distance pins 138 in and out, and thereby changing the limiting position of valve 51.

Pin 94 is provided with one or more lateral water outlets 156 leading from its end closed bore 95. Such water outlet is normally sealed, the pin 94 having a close fit in the bore 96 of valve 51. When valve 51 is substantially fully opened, as indicated in Fig. 11, and the opening 156 registers with a bleeding passage 154, water is admitted to chamber 72, and a spray being drawn therefrom by the suction of the intake, the Water is flashed into dry superheated steam upon coming into contact with the-highly heated member16, and is delivered with the exhaust gas to the engine intake to modify the charge. Air valve 7 O, which may be opened by suction pulling against spring 120 and may be closed or held closed by arms 130, 130 of yoke 130 coming intoengagement with cam lugs 132 132 is preferably formed as an inwardly opening poppet valve and has a seat 158 in the barrel 18, the adjacent portion of barrel 18 being cut away on top and bottom as shown in Fig. 7 to bring the space behind valve 7 0 into communication with the inlet passage 69 for heated air.

The stem 100 of valve 70 is provided with radial air passages 160 adapted to communicate with longitudinal grooves 162 in the stem 104 of valve 51, which, when both valves 51 and 70 are closed, as shown in Figs. 7 and 9, communicate with chamber 72 and provide for bleeding in sufficient air for idling. The extent of opening of grooves 162 into chamber 72 is adjustable by screwing in or out the distance pins 138, and thereby moving valve 51 containing grooves 162 in or out.

Operation of the illustrative apparatus shown may be briefly reviewed as follows:

When the engine throttle 34 is closed, the exhaust gas and air proportioning valve 51 and 70 and the quantity control valve 82' are closed as shown in Fig. 7. For idling the engine the exhaust gas and air are proportioned by the bleeding apertures 154 and 162, and the quantity of the mixture thereof admitted to the intake manifold is controlled by the needle valve 88, Fig. 5.

As soon as the throttle 34 is opened well beyond idling position, the quantity valve 82 begins to open and the air valve 701s released by cam lugs 132 132 moving out of register with yoke arms 130 130". Air valve 70 is thus freed to open against the tension of spring 120 in accordance with the suction exerted thereon. The tension on spring 120 is adjusted by means of-nut 124. The air valve 70 is shown in open position in Fig. 10. In such position all the exhaust gas admitted is that passing bleeding openings 154.

At wider throttle openings where detonation would otherwise occur, that is to say, toward open throttle with low compression engines and at lesser throttle openings with higher compression engines, the quantity valve 82 is open, air valve 70 is closed by means of cam lugs 130, 130 and exhaust gas valve 51 is opened (Fig. 11) shutting ofi' the air bleeding passages or grooves 162, exposing the water outlet passage 156 to suction of the intake and supplying water to be flashed into dry steam on contact with heater 16, and admitting exhaust gas through exhaust gas port 152.

1. In an internal combustion engine including exhaust and intake manifolds and throttle, means for bypassing exhaust gas from exhaust to intake over the throttle, a spring opposed air inlet valve to the bypass conduit, and means for preventing opening of said valve at predetermined positions of the throttle.

2. In an internal combustion engine including a throttle, haust gas and air into the engine intake over means for introducing exthe throttle during partial throttle openings of predetermined extent, and means for in troducing exhaust gas and steam at Wider throttle openings.

3. In an internal combustion engine including a throttle, means for introducing exhaust gas into the engine intake over the throttle, and means for introducing highly heated steam with the exhaust gas only when the throttle is opened to a predetermined extent.

4. In an internal combustion engine including a throttle, means for introducing exhaust gas into the engine intake over the throttle at all throttle openings, and means for introducing steam therewith during a part less than all of the range of throttle opening.

5. In an internal combustion engine, a conduit leading to the engine intake, means for admitting water to said conduit, a valve for admitting exhaust gas to said conduit, said valve serving to close the orifice of said water admitting means and to expose said orifice when opened to a predetermined extent for admitting water to the conduit.

6. In an internal combustion engine 1ncluding an exhaust conduit and an intake conduit, means for bypassing exhaust gas from the exhaust conduit to the intake above the throttle, a valve for controlling the admission of air to said bypass, a valve for controlling passage of the exhaust gas through the bypass, said valves being opened successively,

, and means rendered operativewhen the exhaust valve opens for admitting water to said bypass.

7. The process of operating an lnternal combustion engine, which comprises delivering exhaust gas and air to the intake up to a predetermined throttle opening, and delivering exhaust gas and steam at Wider throttle openings.

8. In an internal combustion engine including exhaust manifold, intake and throttle, means for supplying exhaust gas from the exhaust manifold to the intake above the throttle, means for supplying air to said first named means, and means for controlling the extent of opening of said exhaust gas and air supplying means; said last named means providing openings of minimum area through said several supplying means at idlin 9. In an internal combustion engine including exhaust manifold, intake and throttle, a by-pass from exhaust manifold to mtake above the throttle, an air. inlet to said bypass, and meansfor jointly controlling said by-pass and said air inlet; said means providing bleed orifices through said by-pass and said air inlet at idling for the exhaust,

gas and air.

cluding exhaust manifold and intake, an ex haust gas by-pass from exhaust manifold to intake, a tubular water supplying member having a lateral orifice adapted to discharge into said by-pass, and an open ended tubular valve disposed upon said member to close the orifice thereof, and controlling the passage of exhaust gas through said by-pass; said tubular valve havin a lateral orifice providing a bleed passage fhr exhaust gas through said valve in one position thereof, and adapted to register with said first named orifice in another position of said valve.

12. In an internal combustion-engine in cluding exhaust and intake manifolds, a b pass from the exhaust manifold to the inta e manifold, means for supplying air to said by-pass, and a valve for controlling said air supplying means; said valve including a bleed orifice for supplying small quantities of air to said by-pass when said valve is in closed position.

13. In an internal combustion engine including exhaust manifold and intake, a bypass from exhaust manifold to intake, means for supplying air to said by-pass, valves for controlling t e passage of exhaust gas and air through and to said by-pass respectively;

said valves including bleed orifices open when said valves are in closed position, and means for controlling said valves.

14. In an internal combustion engine includin exhaust manifold, intake and throttle, a y-pass from exhaust manifold to intake above the throttle, means for suppl ing air to said by-pass, valves for contro ling said by-pass and said air supplyin means and closed at idling, and means for iileeding limited quantities of air and exhaust gas to the intake when said valves are in closed position.

15. In an internal combustion engine including an intake and a throttle, means for introducing limited quantities of exhaust gas and air in a heated condition into the engine intake over the throttle during partial throttle openings, and means for introducing exhaust gas in greater quantities and steam at Wider throttle openings.

16. In an internal combustion engine including exhaust manifold, intake and throttle, a bypass from exhaust manifold to intake, means for supplying air thereto, valvuhaust gas through said by-pass and of air through said air supplying means; said means providlng bleed orifices for the pas- III lar means for controlling the discharge of the exhaust gas and air mixture into the intake, and an orifice associated with said last named means for bleeding the mixture into the intake when said last named means is closed.

17. In an internal combustion engine ineluding exhaust manifold, intake and throttle, means for supplying exhaust gas from the exhaust manifold to the intake above the throttle, means for supplying air in a heated condition to said means, means for supplying water to said first named means, a valve controlling -said air supplying means, a valve controlling said exhaust gas supplying means and said water supplying means; said valves in the closing position thereof having bleed .orifices open for the passage of exhaust gas and air to the intake in limited quantities at idling, and means for controlling said valves to permit of the opening of said air valve at an intermediate throttle position and of said last named valve to admit exhaust gas in greater quantities and water as the throttle opens to a wider extent.

18. In an internal combustion engine including exhaust manifold and intake, a heater interposed between said exhaust manifold and intake having a mixing chamber communicating with said intake, and exhaust gas and air passages communicating with said mixing chamber, atubular water conveying member projecting into said mixing chamber and having a lateral discharge orifice, a tubular valve disposed about said water conveying member and controlling the passage of exhaust gas and water to said mixing chamber, and a Valve disposed about said first named valve and controlling the passage of air to said mixing chamber, and means for controlling said valves.

19. In an internal combustion engineineluding exhaust manifold and intake, a heater interposed between said exhaust manifold and intake having a mixing chamber communicating with the intake, and exhaust gas and air passages communicating with said mixing chamber, a slidable valve controlling the passage of exhaust gas to said mixing chamber, a valve slidably disposed upon said first named valve and operated by intake suction for controlling the admission of air to said 7 mixing chamber; said valves being normally closed at idling and including means for bleeding limited quantities of exhaust gas and air to said mixing chamber at idling, and means for controlling said valves.

20. In an internal combustion engine in; cluding exhaust manifold, intake andthrottle, a by-pass from said exhaust manifold to said intake above the throttle, means for supplying air to said by-pass a valve operated by intake suction for controlling the admission of air to said by-pass, and means for retaining said valve at idling against opening movement.

21 In an internal combustion engine including exhaust manifold, intake and throttle, a by-pass from said exhaust manifold to said intake above the throttle, means for supplying air to said by-pass, a valve operated by intake suction for controlling the admission of air to said by-pass, means for retaining said valve at idling against opening movement, and means for bleeding relatively small quantities of exhaust gas and air to said intake at idling.

22. An internal combustion engine comprising a conduit for conducting engine gases to the intake, and a movable Valvular member disposed in said conduit for controlling the passage of said engine gases therethrough and having a passage therein for conducting air into the intake.

23. In an internal combustion engine comprising an exhaust gas bypass from exhaust manifold to intake, means for supplying air into admixture with the exhaust gas and means for controlling the passage of exhaust gas and air including a movable member disposed in said bypass for controlling the exname hereto.

ARLINGTON MOORE.

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