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Publication numberUS2033575 A
Publication typeGrant
Publication dateMar 10, 1936
Filing dateSep 10, 1934
Priority dateSep 10, 1934
Publication numberUS 2033575 A, US 2033575A, US-A-2033575, US2033575 A, US2033575A
InventorsCharles J Hochreiter, Olin R Mclaud
Original AssigneeCharles J Hochreiter, Olin R Mclaud
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Vaporizing manifold for heavy fuel oils
US 2033575 A
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Description  (OCR text may contain errors)

March 10, 1936.

c. J. HOCHREITER ET 1.

VAPORIZING MANIFOLD FOR HEAVY FUEL OILS Filed Sept. 10, 1934 J INVEEJTORS Charles Oll'n Rmflnud.

" ATTORNEYS WITNESS Patented Mar. 10,1936

UNITED STATES PATENT "OFFICE VAPORIZING MANIFOLD FOR HEAVY FUEP OILS crimes J. Hochreiter and Olin n. McLaud,

s mmon-saltw ter 10,1934, Serial No. 743,464 4 Claims. 1 3-133) An object of our invention is to provide a? .manifold which can be used with kerosene, #2

fuel oil, or other fuels less volatile than gasoline for driving internal combustion engines, such as those used in automobiles.

A furtherobject of the'invention is to provide a manifold which can be used.on-all types of engines, and therefore which can replace the ordinary manifold so as to enable an automobile engine designed particularly to use gasoline to make use of a cheaper heavier fuel.

A further object of the invention is to provide a manifold in which the vaporizing device is incorporated in such a manner as to preheat the fuel before it is taken into the carburetor or intake manifold.

A further object is to provide a manifold having a cell which is cast integrally therewith, and which is provided with thermostatic devices for regulating the temperature of the fuel, and also (preventing an abnormal heating of the man- 0 v Other objects and advantages will appear in the following speciflcation and the novel features of the invention'will be particularly pointed out in the appended claims.

Our invention is illustrated in the accompany ing drawing forming part of this application, in

which: w

Figure 1 is a plan viewof a manifold embodying my invention. a

Figure 2 is a side view of the manifold, a por tion thereof being shown in section. Figure 3 is an enlarged section on the line 3-3. ofFigh,

In the drawing, l indicates an engine block to which the manifold may be secured in any suitable manner. The manifold comprises a hollow angle turn 4 at the other end provided with a flange 3 which is secured to the exhaust pipe (not shown). The manifold has the usual lateral 'extensions 6,1, 8, 9, l0 and Il, throughwhich communication is established with the cylinders of the engine block, the illustration showing a six cylinder engine. k

Integral with the casing 2 is an extension I2 substantially U-shape in cross section. .The ends of this extension l2 are open. A butterfly valve I3 is disposed at one end-of the extension l2and a These valves are connected by means of a rod l5 and cranks l6 and I1 respectively, see Fig. 1, so

that they will open or close simultaneously. Secured to the extension I2 is a thermostatic member which is shown diagrammatically, since 5 any suitable thermostatic member operating in a similar manner could be used without departing from the invention.

In the present instance I8 indicates a casing in which there is a slidable plunger l9 arranged 10 to be moved by a thermostatic element 20, which when heated, will tend to straighten out, and thereby move the valves l3 and H to open position. As stated above, the showing is intended to be diagrammatic and allowances are made for 5 the movement of the member 2!, whichjis pivotally connected to the plunger l9 and to the valve I 3. v

On the-interior of the casing of extension l2 is a coil or loop'22 in the nature of a hollow pipe. 20 This, as will'be seen, is in close proximity to the casing 2, through which the hot gases from the engine are escaping. Being enclosed in the casing *portion' l2 the heat is conserved so that this coil pump, a check valve 2.5 being disposedon the pipe 23. A pipe 26 leads from the coil 22 to a branch pipe 21 communicating with a carburetor 28, of the ordinary needle valve .type. The carburetor 28 as shown in the drawing communicates with the cylinder 30, which in turn communicates with the intake manifold 36 and which has disposed \therein an electric heating coil 3| of any approved type for vaporizing the fuel, as will be explained later. This electric vaporizer is of the type commonly called a "fumer, such as that shown in the patent to Aske, 1,671,974, of June 5, 1928. A by-pass '29 having a cut-off valve 29a: leads from the pipe 21 to the fumer 3|, as shown in the drawing. casing 2 closed at one end 3 and having a right A branch pipe 32 leadsfrom the upper end of connects with the pipe 21 leading to the carburetor. The thermostat 33 is also indicated diagrammatically, the plunger 34 being actuated by a thermostatic element 35 to permit communication between the sections of pipe 32 on each side of the thermostat when the latter acts under abnormal temperature J From the foregoing description of the various parts of the device the operation thereof may be readily understood. As is known, it is not possible to easily start an engine of this type on heavy oil. The valve 29:: is opened and the current is switched on to the fumer Ii from any suitable source as in the Aske patent mentioned.

' On pressing the starter of an automobile engine the close adjustment of the needle valve will not permit it, but will be forced around the by-pass and will be vaporized by the fumer before it enters the intake manifold 26. This vaporized fuel will start the engine and it will continue to run, thus heating the oil 22 by its exhaust and tending to vaporize the fuel contained therein. Subsequently the fuel will be drawn into the carburetor 2i and thence into the intake manifold in .the usual manner. The enginekwill now run on the vaporized heavy fuel.

In the event that the temperature of .the manifold is too high the thermostat 33 will act to open theb -pass 32 so as to permit the fuel oil to be drawn directly to pipe 21 where it will mingle with the superheated fuel in the pipe 2', thus becoming vaporized and will pass into the carburetor at a normally heated state, the action being automatic.

As a further means of regulating the temperature and preventing the overheating of the manifold, the thermostat I9 may act to open the valves l3 and I4. The air drawn in by the fan through the radiator will be blownthrough hollow casing l2, thus tending to cool the carburetor to a point where both thermostats will act, one to shut oil the by-pass l2 and the other to close 'the valves l3 and It, so as to permit the fuel to pass through the coil 22 and to the carburetor vin the manner described. 1

The throttle valve is disposed in the pipe or cylinder and'is used in the usual manner. The manifold as described above may be used with heavy fuel, or it may be used with lighter fuel, such as gasoline, without making any change of any kind, and it thus provides a construction which will render the running of an engine more economical but which at the same time provides for use of a standard fuel when desired.

We claim: 7 1. In a manifold, a main casing, an auxiliary casing secured thereto, a heating coil in said auxiliary casing, means for delivering fuel to said heating coil, means for delivering vaporized fuel from the coil to an intake manifold and a thermostatically controlled by-pass around said vaporizing coil to said intake manifold.

2. In a manifold construction, a hollow main casing havingports for communicating with the cylinders of an engine and having an exhaust port, an auxiliary heating chamber carried by the casing, a coil disposed within the heating chamber in close proximity to said main casing, said heating chamber having open ends, valves for normally closing said open ends, and a thermostatic control for opening and closing said valves at predetermined temperatures.

3. In a manifold construction, a hollow main casing having ports for communicating with the cylinders of an engine and having an exhaust port, an auxiliary heating chamber carried by the cas-' ing, a coil disposed within the heating chamber in close proximity to said main casing, said heating chamberhaving open ends, valves for normally closing said open ends, a thermostatic control for opening and closing said valves at predetermined temperatures, and'a thermostatically controlled by-pass around said heating coil.

4. In a manifold construction, a hollow casing closed at one end and having an exhaust opening at the other, said hollow casing having lateral openings for communication with the cylinders of an engine, an auxiliary heating chamber carried by said main casing, said heating chamber extending longitudinally of the main casing and being open at both ends, a vaporizing coil disposed within said heating chamber longitudinally of the manifold, means for delivering fuel to said vaporizing coil. means for conducting va-' porized fuel from said heating coil to an intake manifold, and means for automatically controlling the temperature of the fuel delivered to the I intake manifold.

CHARLES J. OLIN R. McLAUD.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2617633 *Dec 1, 1948Nov 11, 1952Ross WasherGasifier for heavy fuels in internal-combustion engines
US2711718 *Dec 17, 1953Jun 28, 1955Keith G SpanjerGas metering system for carburetor
US2996052 *Apr 14, 1960Aug 15, 1961James A MurphyFuel line heater
US3472214 *Sep 22, 1967Oct 14, 1969White Motor CorpFuel heating apparatus
US4020801 *Nov 7, 1974May 3, 1977Politechnika KarkowskaTwo-stroke, multicylinder, spark ignition, pumpless injection internal combustion engine
US4359972 *Jun 15, 1981Nov 23, 1982Calkins Noel CThermostatically controlled valve
US4386584 *Aug 26, 1982Jun 7, 1983Calkins Noel CThermostatically controlled valve
Classifications
U.S. Classification123/557, 123/552, 165/297
International ClassificationF02M31/08
Cooperative ClassificationY02T10/126, F02M31/08