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Publication numberUS1106881 A
Publication typeGrant
Publication dateAug 11, 1914
Filing dateMay 10, 1913
Priority dateMay 10, 1913
Publication numberUS 1106881 A, US 1106881A, US-A-1106881, US1106881 A, US1106881A
InventorsYasuji Maruyama
Original AssigneeYasuji Maruyama
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Internal-combustion engine.
US 1106881 A
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Description  (OCR text may contain errors)


APPLIGATIOH FILED MAY 10, 1913. V I 1,106,88 1 a Patented Aug. 11, 1914 2 Tksnnm L.




1,106,881. Patented Au .11,1914.


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Specification of Letters Patented Alt ir, feta application filed May 10, 1913. serial No. 7663413.

, To all whom, it may concern:

Be it lrnown that T, YAsUJI MARUYAMA, a subject of the Emperor of Japan, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Internal-Com: bustion Engines, of which the following is a specification.

This invention relates to internal combustion engines,'and my special object is to improve this type of engine in such a way as to utilize kerosene or other similar grades of liquid hydrocarbons as an efficient and satisfactory fuel for operating the engine.

In carryingout this object, I arrange the fuel supply in conjunction with the exhaust manifold of the engine, in order to make use of the heat of the exhaust gases for vaporizing the fuel ito' which air is afterward introduced While being conducted to the intake manifold.

With this general object in view the invention consists in certain novel and peculiar arrangement and organization of parts as hereinafter described and claimed; and in order that'the invention may be fully understood reference is to be had to the accompanying drawings, in which Figural, is a side view in elevation of an engine with certain parts shownin section. Fig. 2, is a plan view of the same. Fig. 3, is a sectional view along the line IIITH of Fig. 2. Fig. 4, is a section on the line IV IV of Fig. 1. Fig. 5, is a detail of the lever for controlling the air valve to the throttle chamber.

Referring to the drawings in detail, the cylinders 2 of the engine are provided with the usual intake manifold 4 and the exhaust manifold 6, the latter leading into a common exhaust tube 8. Into this tube 8, passes a liquid fuel supply tube 10, leading) from a source of supply of liquid hydrocar as kerosene, not shown. Within the exhaust exhaust tube 8, and made tight by means of.

packing 16 and glands 18. A similar jacket 20 embraces the tube 8 just below the chamon, such.

her 14 but has suitable openings 22 for the ingress of air. The air which is heated in the chamber formed by the jacket 20 leaves said chamber by the valve controlled tube 24; which leads into a tubular extension 26, from the chamber It in which extension is also received the outlet end of the coil 12. The mouth of the tube 24 is positioned to discharge its hot air directly across the mouth or outlet of the coil 12 so as to mix air with the fuel vapor and at the same time thoroughly atomize any of the fuel which may still be left in liquid condition at this.

point. Any unvaporized fuel will be converted into vapor in the chamber 14, where held normally closed by a coil spring 40 surrounding the valve stem 42 and bearing at its opposite ends against a collar 44 fixe to said stem and a skeleton cross piece 46,

journaling one end of the stem. The tension of the spring may be varied by adjustment of the collar 44, disposed inward of a plug 48 screwed into the extension 36.. The valve may be operated at times to take more air than is normally admitted under the engine suction by means of a lever 50 having a link 52 leading to any suitable point of operation, not shown. The lever is mounted on a bracket 54 projecting from the extension 36, and one of the arms of the lever engages the forked end of the plug 56 mounted slidingly in the plug 48 and adapted to engage the collar 44, said lug 56 bein suitably recessed to receive t e outer on of stem 42 and accommodate the movements of said stem when the same is adjusted. The throttle valve chamber is also connected with the lower jacket 20, by means of a passage 58 controlled by 'a valve 60. Into this passage 58 is conducted a tube 62, controlled by a valve 64 and leading from a tank 66 for maintaining a supply of gasolene. 0n the end of the tube 62 within the passage 58 is mounted a nozzle 68 in the path of the hot air as it enters the throttle chamber. This construction serves to supply gasolene to start the engine preliminarily to the operation of the same from the other fuel supply.

For automatically controlling the passage of the liquid fuel through the supply tube 10, I provide a valve chamber located at approximately the level of the top portion ofv the coil 12. The construction of this chamber is shown in detail in Fig. 3, and comprises a casing 70 having an inlet passage 72, controlled by a cock 74, and an outlet passage 76 into the tube 10. The mouth of the passage 72 is also controlled automatically by a needle valve 78 to which is fixed a block 80, recessed for engagement by the adj acentarms of a pair of levers 82 pivoted at opposite sides of the valve upon a pair of brackets 84 supported by the valve chamber casing. The other arms of the levers 82 are connected by a pair of links 86 to a float 88, which may rise or fall freely according to. the height of the liquid in the chamber. The float is guided in its movement by a tubular casing 90 supported from the top of the casing 70 and received through a central opening 92 in the float. It will be understood that as the float rises or falls, the valve is correspondingly lowered or raised by the movement of the block 80, through the levers 82, and the raising of the valve takes place against the action of a spring-94 coiled around the valve stem and abutting at its opposite ends against the block 80 and a plug 96 threaded through the top of the casing 70 whereby the tension of the spring may be adjusted, the plug being suitably recessed at 98 toacconnnodate the adjacent end of the valve stem. From this construction it will be seen that after the liquid in the chamber has reached the required level for maintaining the proper supply of fuel in the coil 12, the float remains at approximately this same level and acts to keep the valve closed against the admission of more fuel, to raise this level any higher, and only opens the valve as fuel is used by the engineto maintain approximately the same working level during the operation of the engine.

In operation the engine may be started by the use of gasolene admitted from the tank 66 after which coal oil or similar liquid fuel may be admitted into coil 12 where it will be vaporized by the high temperature 1 developed in the exhaust tube. The vapors 'pass into the extension 26 where air is admitted through. the tube 20 and any unvaporized fuel atomized thereby for further action of the heat of the gas chamber 14. Herecomplete vaporization and superheating take place and the gas passes into the throttle valve chamber 30 where there is a further mixture, of the gas with hot air from the chamber 20 as Well as air from the inlet-opening 38, according to the speed of the engine to which the gas is now ready to be supplied through the throttle valve 32 and intake manifold el.

From the foregoing it will be apparent that I have produced an internal combustion engine possessing the features of advantage enumerated as desirable in the statement of the object of the invention, and I wish I it to be understood that while I have illustrated and described one embodiment of the same, I do not WlSh to be restricted to the exact details of construction and organiza-' tion shown and described as obvious modifications will suggest themselves 'to one skilled in the art, and I'reserve the right to all changes falling within the spirit and scope of the appended claims.

. I claim-- 1. In an internal combustion engine, the combination of an exhaust tube, a superheating gas chamber and an air heating chamber surrounding a section of said exhaust tube, means for vaporizing liquid fuel by the heat of the exhaust gases and conducting the fuelvapor into said" gas chamber, and ahot air nozzle fed by said air heating chamber and projecting into the inlet to the gas chamber for atomizing any unvaporized fuel entering said gas chamber.

2. In an internal combustion engine, the

combination of an exhaust tube, a superheating gas chamber and an air heating chamber surrounding a section of said exhaust tube, means for vaporizing liquid fuel by the heat-of the exhaust gases and conducting the fuel vapor into said gas chamber, and a pair of nozzles fed by said air heating chamber, said .nozzles being positioned to inject hot air into the path of said fuel, as the latter is respectively entering and leaving said gas chamber.

3. In an internal combustion engine, the combination with the intake manifold and the exhaust manifold, of a liquid fuel supply, means for vaporizing said. fuelby the action of the heat from the exhaust gases, a throttle valve chamber, means for conducting the fuel vapor to said chamber, means for heating air by the heat from "the exhaust gases and conducting. it to said chamber, and a nozzle for discharging a volatile fuel, suchas gasolene, into the throttle chamber.

4. In an internal combustion engine, an intake manifold and an exhaust manifold, a gas chamber and an air chamber surroimding a section of the-exhaust manifold, communicating tubular extensions connecting said chambers, a liquid fuel supply, means for vaporizing said fuel by the action of the heat from the exhaust gases and conducting the vapor intothe tubular extension of the gas chamber adjacent the mouth of the extension of the air chamber, where- In testimony whereof, I aflix my signs;- by any unvaporized 3mg rfiteingd in fsaid ture, in the presence of two witnesses. vapor will be atomize y eate air rom the air chamber before entering the gas YASUH 5 chamber, and means for conducting the min- Witnesses:

gled air and fuel vapor from the gas cham- CHAS. W. GERARD,

berto the intake manifold. Gr. Y. THORPE.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4276864 *Feb 9, 1979Jul 7, 1981Gerhard WaschkuttisFuel-vaporizing system for internal-combustion engine and method of operating same
US4458653 *Jun 1, 1981Jul 10, 1984Geddes Harold LVapor fuel system for internal combustion engines
US4506647 *Jun 8, 1984Mar 26, 1985Geddes Harold LVapor fuel system internal combustion engines
U.S. Classification123/545, 261/54, 123/554, 261/70, 261/18.3
Cooperative ClassificationF02M1/00