US 1876879 A
Description (OCR text may contain errors)
1,876,879 CHARGHFORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES W. DRABOLD Sept. 13, 1932.
Filed Aug. '7. 1929 ATTORNEYS Patented Sept. 13, 1932 UNITED STATES} PATENT OFFICE WALTER Damon or DETROIT, mcnrean CHARGE-FORMING APPARATUS FOR INTERNAL COMBUSTION ENGINES Application medAugust 7, 1929. Serial No. 384,200.
secured. A further object is to employ means commonly used for other purposes in engine operation, for producing a gas for combination with the usual charges comprising hydrocarbon vapor and air, and to provide additional gases otherwise derived, for introduction into the carburetted air stream for further varying the character of the combustible gases introduced into the engine cylinders. With the above and other ends in view, the
invention consists in forming a carbonated vapor stream, employing this flow as a carrier I for gases otherwise derived, and introduced therein after the formation o f'such vapor and prior to the entrance of the flow into the engine cylinder, the invention further consisting in utilizing the usual storage battery as a source of gas supply, and providing a generator arranged to serve as a'purifier for the gases supplied by the battery, the gases from both battery and generator, being combined with themain gas flow of carburetted air, to produce engine charges varying in constituencies according to engine operation. The invention further consists in the matters hereinafter pointed out and more particularly set forth in the appended claims, reference being had to the accompanying drawing in which- Fig. 1 is a view showing the usual internal combustion engine in side elevation and illustrating an application thereto of a charge forming system embodying the present invention;
Fig. 2 is a detail view of a water-gas generator showing the same in vertical longitudinal section;
Fig. 3 is a plan view of Fig. 2;
Fig. 4 is a sectional detail substantially upon the line H of Fig. 3;
Fig. 5 is a plan view of an ordinary storv5 and conduit connection to the battery.
age battery and showing a conduit connection thereto for drawing off thev fumes or gases generated therein; and
- Fig. 6 is a longit dinal section through Fig.
For the purpose of illustrating suitable means for carrying into practice the present process of forming combustible char es and supplyingv the same to an internal com ustion engine, a particular arrangement and combination of devices is shown in the accompanying drawing, but it will be understood that this apparatus may be varied within the scope of the appended claims without departing from-the spirit of the invention.
. In the drawing 1 lndicates as a whole, a gas or internal combustion engine of an old and well known type and construction wherein the combustible fluid is conducted to the several cylinders (not shown) of the engine, through a combined intake and exhaust manifold 2 of any suitable form. These gases are drawn into the manifold through a pipe conmotion 3 to. the lower end of which pipe the usual carbureter 4 is connected in the usual manner to supply .charges of vaporized hydrocarbo'n (such as gasoline or other hydrocarbon oils) and atmospheric air.
This carbureter embodies the usual air or choke valve 5 and throttlevalve 6 together with the usual fuel supply chamber 7 and spray nozzle 8 whereby a finely divided fuel spray is introduced into the ingoing air stream to form the proper gaseous mixture. The mixture thus formed provides in the usual pactice, the sole charge content 'for the engine and is drawn into the engine cylinders. by engine inspiration where it is compressed and ignited, whereupon certain chemical reactions and changes take place, the carbon content of the hydrocarbon and a portion of the oxygen content of the air reacting into carbon-dioxid, while the hydrogen content of the hydro-carbon reacts with the oxygen content of the air, the nitrogen content of the air being practically inactive.
The present invention relates to the production of a combustible gaseous fuel which will give increasedlefliciency and power the operation of the engine, this result being 100 secured through varying the character of the charge by decreasing the percentage of inactive nitrogen content and increasing the oxygen content, while retaining the use of atmospheric air as part of and a carrier for the charge. This variation in the charge is brought about by producing, by engine operation, gases derived from other sources than through the carbureter, and introducing into the carburetted air flow these gases which contain a high percentage of oxygen content in a form to readily unite with the hydrocarbon vapor without dilution of the ultimate charge entering the engine cylinder, this supplemental or enriching flow being in a complete gaseous form before its introduction into the main flow and its content including a high percentage of active and a low percentage of inactive constituents in producing engine power, and efl'ective in counteracting the formation of carbon in the engine.
These additional charge forming gases are derived by means controlled by engine operation and the production of this gas is therefore controlled according to engine needs, and further, two sources of supply for such gas is provided, one co-operating with the other to purify the gas produced by said other, which other is a device necessary in the operation of modern gas engines, the gas produced in its operation, not being ordinarily utilized for any useful purpose.
As shown in the drawing 9 indicates the usual electric generator which is connected in the usual manner to the crank shaft or other moving part of the engine for generating current to be supplied to the usual storage battery 10 and for other purposes. In the present arrangement, current produced by the generator 9 is passed through a gas pro ducer or water decomposing unit 11, comprising, as shown in Figs. 2, 3 and 4, a suitable receptacle 12 having an insulating cover 13 tightly closing the receptacle and serving as a support for a plurality of electrodes 14 which extend down into the water indicated at 15 in the receptacle. Between adjacent electrodes are transverse partitions 16 and 17 dividing the receptacle into chambers, the wall 17 being spaced from the bottom of the receptacle so that the chambers 18 and 19 are in water communication, but the wall 16 extends from the bottom to the cover, thus separating the water contained in the chamber 20 from that in the otherchambers. A gas passage or conduit 21 is formed on the cover with branches near one end opening into the top of the chambers 18 and 19, and its opposite end opening into a vertical passage or bore 22 into the lowerend of which'bore is secured a tube 23 extending downward within the chamber 20 and water-therein to near the bottom of the chamber. I A separate bore or opening 24 is also provided,-one end of which opens into the top of the chamber 20, and into the opposite end of which is secured a pipe or tube 25 (see Fig. 1) leading to the up-take pipe of the carbureter 4 and tapped into said pipe between the nozzle 8 and throttle valve 6 thereof. Air inlet tubes 26 (see Fig. 2) are secured within openings in the cover 13 of this gas generator and extend downwardly in the water in the chambers 19 and 20 thereof to admit atmospheric air to these chambers beneath the water therein.
Connected into the upper end of the bore 22 is a tube 27 and at its opposite end this tube is formed with branches 28 each in open communication with a separate chamber of the storage battery 10, the interior of the battery box being divided, in the usual manner into separate chambers within which are located the several grids 29 and plates 30, all arranged in the usual manner with the grids and plates immersed in electrolyte fluid (not shown) contained in each chamber.
Wires or electrical conduits 31 and 32 lead from the terminals of the generator 9 to the terminals of the plates 14 in the chamber 18 and 19 of the gas generator 11 and within this circuit is connected a switch 33, preferably located upon the dash or other convenient part of the motor vehicle, and the terminals 34 and 35 of the battery 10 are electrically connected, by wires 36 and 37 in any suitable manner to the generator 9 for supplying current to said battery and keeping the same charged.
In the operation of the above describedsysterm, at low engine speeds, when the generator 9 is producing but little current, the eiiect of such current in decomposing the water and liberating its constituent gases will be slight so that but a small amount of such gas Wlll be drawn into the engine manifold but the carbureter will operate in the usual manner to supply the necessary charge and therefore these gases will be suppliedin accordance with engine requirements, and in a like manner, as the speed of the engine decreases and little current is produced by the generator 9 for charging the battery 10, said battery will give off little or no gases as the fuming of a storage battery takes place principally when a volume of current is passed therethrough, the greatest amount of gases being produced when the battery is being overcharged. Therefore the supply of gases from the battery is also controlled by engine operation.
It will be noted that the gases given off by the battery 10 pass through the tube 27, thence through the pipe 23 downward in the chamber 20 and are discharged into the body of water in said chamber. and bubble up through the water and pass out through the pipe 25 to the carbureter. .In passing through the water they are purified and put l gen content thereof will readily take up the U tent of the main hydrocarbon vapors, the nitrogen content of the air remaining inactive.
The gases from thebattery contain a large ercentage of hydrogen and oxygen, as do also those liberated by the decomposition of water, and therefore, the percentage of'oxygen in th final charge is greatly" increased at certain engine speeds, and is in condition to' take up or react with the hydrocarbon con which hydrocarbon content is unaffected by the decomposing of the water in the gas generator which is separate and distinct from the initial or main flow containing thehydrocarbon. The percentage of inactive or nitrogen content of the final charge is therefore decreased while the percentage of active or hydrogen and oxygen content is greatly increased, resulting in a more combustible charge which, when ignited, will leave little or no carbon deposit in the cylinder. The final charge entering the engine cylinder is therefore especially active in efiecting chemical reactions and heavier hydrocarbons may be used than is possible in connection with Where the charge comthe usual processes carburetted a1r.
While I have shown particular means whereby the present invention may be carried into practice, changes therein may be made to meet exigencies arising in use, and such changes as fall within the scope of the appended claims are contemplated.
What I claim is 1. An apparatus for forming gaseous fuel charges for internal combustion engines, including means for producing an initial flow of carburetted air, a water decomposing gas generator having an outlet into said flow, an a storage said flow, of gas given off by said battery.
2. An apparatus for forming gaseous fuel charges for internal combustion engines, including a carburetor for forming an initial charge flow of carburetted air, a water decomposing gas generator discharging its gas into said flow prior to the entrance into the engine of the complete charge formed thereby, an electric generator driven by the engine to produce an electric current for decomposing water inthe water decomposin gas generator, and a storage battery charge by said current decomposing gas generator for delivering therein, so that the oxyflow from the carbureter,
it will be understood that battery connected for delivery to and connected to said water thereto and into the water therein, gas given it off by said battery. i
3. An apparatus for forming gaseous fuel charges for internal combustionengines including a carburetor for forming an 1n1t1al chargeflow, a Water decomposing gas generator discharging its gas .into sald flow prior to the entrance into the engine of the com plete charge, said generator comprising a receptacle for water divided. into a plurality of compartments one of which is separated from the other or others to prevent the flow;
of water from the other compartments into said so arate compartment, said compart ments ing in commumca-tion withsaid separate compartment through a passage'to permit gas to pass, said passage being arranged to discharge into said separate compertinent beneath the water therein,-and a storage battery connected to said generator to discharge gases into said compartments of said generator to be passe therefrom through said passage into the body of water in said separate compartment.
In testimony whereof I aflix my signature..