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Publication numberUS2182874 A
Publication typeGrant
Publication dateDec 12, 1939
Filing dateOct 1, 1937
Priority dateOct 1, 1937
Publication numberUS 2182874 A, US 2182874A, US-A-2182874, US2182874 A, US2182874A
InventorsKowalski Marion F
Original AssigneeKowalski Marion F
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Gas and air mixing device
US 2182874 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

' Dec. 12, 1939. M, K AL K. 2,182,874

- GAS AND AIR MIXING DEVICE Filed Oct. 1, 1937 INVENTOR 124 BY fllgwal l'a ill)? ATTORNEY Patented Dec. 12, 1939 umrsc sr TES ATENT OFFICE 1 Claim.

This invention relates to devices for introducing auxiliary air, saturated with a liquid agent, into the intake manifold of an internal combustion engine at a point where such manifold connects with a carburetor.

The prime object of this invention is to provide an automatically controllable device of this character wherein auxiliary or supplemental air, to be introduced into the manifold, is saturated before its introduction with an agent for decarbonizing the interior of combustion engines, such as hydrocarbon solvents and/or with an agent for supplying lubricant, such as high flashpoint oils to the top moving parts of the engine, such valves of the engine, and wherein the amount of supplemental air, saturated with such agent or agents, which is to be introduced, is automatically controlled, together with the operation of the 20 throttle, by way of the accelerator, normally governing the operation of an engine.

.Another object of this invention is to provide a device of the character indicated, wherein the means for saturating auxil ary air with a decar- 25 bonizing and/or top lubricating agent are so constructed, as to force the air to pass through suitable absorbent material, wherein such agent or agents are suspended in fine and uniform distribution, thereby preventing the introduction, with 30 the saturated air, of the agentor agents in con centrated liquid form.

Another object ofthis invention is to provide within such device automatic control means and a mix ng chamber, said control means being con- .35 structed and arranged to be associated. with the existing accelerator control, so that while the engine is idling, no supplemental air, saturated with a decarbonizing agent and/or top lubricant agent, is introduced. However, when the throt- J40 tle is opened, aux'liary or supplemental saturated air is introduced in proper proportion to the opening of the throttle. v

The foregoing and still further important objects and advantages of the present invention 45 will become more fully apparent from the ensuing description in connection w'th the accompanying drawing, which latter while illustrating presently preferred forms of my invention, are by no means intended to limit the same to the 50 actual showing, and wherein Fig. 1 illustrates my device as applied at the junction between the carburetor and the intake manifold of an engine;

Fig. 2 is a plan view of my device applicable 55 to a double intake manifold;

as the top portion of a piston and the controlling Fig. 3 is a cross-sectional view taken on line 3-3 of Fig. 2; i

Fig. 4 is a sectional view taken on line 44 of Fig. 2;

Fig. 5 is a cross-sectional detail view through the control passage and mixing chamber of my device; and

Fig. 6 illustrates a modified construction of my device applicable for a single manifold engine. 1o

Referring now to the drawing, numeral Hl denotes a carburetor provided with a suitable flange to connect with a corresponding flange of manifold M, between which flanges the injector body I2 of my device is placed. This injector body is flat in construction, as may be clearly seen from Figs. 2 and 4, and corresponds in shape to the shape of the flanges of the carburetor and manifold. The form shown in Figs. 1, 2 and 4 is intended for a double carburetor and for two individual manifolds, such as used with eightcylinder internal combustion engines, wherein for each four cylinders an individual carburetor is employed. In Fig. 6 a similar construction of the injector portion is indicated at 12, designed for, a single carburetor and single manifold.

Body 12 is provided with sutable openings l3 registering with the manifold openings. Surrounding the openings are circular grooves M, which are separated from openings it by an annular ridge or barrier H5, in which latter are provided rad al grooves I6 forming communicating passages between circular grooves 14 and openings 13. These circular grooves and these radial grooves are disposed in the same plane. In the construction illustrated in Figs. 2 and 4, the grooves for each opening are shown at the opposite faces of body I2, but they may be disposed on the same face if so desired.

Adjacent to body i 2 is an extens'on I 1, within which is provided a cylindrical mixing chamber I8, and adjacent to extension I! is arranged a cylindrical control conduit 19, within which operates a control plunger 2E3. At the outer end of the latter is secured a connecting rod 2| wth suitable attaching means 22, designed for the purpose of attaching rod 2| to the existing throttle or accelerator-operating lever 23 of a carburetor. Connecting the interior of the control conduit I9 with the mixing chamber i8 is a plu-- rality of control passages 24, clearly indicated in Fig. 5. From mixing chamber i8 extends to each ring groove M a passage-way, partially in the form of bores 25, and changing to grooveshaped continuations 26, the latter terminating at, and leading into circular grooves 14.

When flat member 12 is mounted between the flanges of carburetor Ill and manifold H, I employ at both upper and lower faces of the member suitable upper and lower gaskets 26' and 21, respectively. These gaskets form, with their ad jacent surfaces to member l2, suitable covers for all the grooves at both faces of that member, while at the same time providing a gas-tight connection between the carburetor and the manifold. This arrangement will be clearly seen from the illustration of Fig. 4.

Secured to control conduit I9 is another conduit 28 in the form of a tube or pipe, bent at right angles at 29 (see Fig. 3) and inserted through the bottom of container 30. This container is normally closed by a cover 3| which is provided with a plurality of perforations 32, clearly seen in Fig. 2. The portion of pipe 28 extending into the container 30 is provided with perforations 33, while the uppermost end of pipe 28 is sealed at 34. Within the container, I arrange an absorbent 35, such as felt, cotton, sponge, or any other suitable material which will readily absorb a liquid agent, such as a decarbonizer and a top lubricant or a mixture of both. Such liquid agent or agents will have the tendency of settling above the bottom of the container, as indicated at 36.

The portion of tubing 28 extending into the container is so arranged that its perforated portion is disposed above the accumulation of the liquid agent near the bottom of the container, whereby the passage of such agent in a fully liquid state through conduit 28 and into the carburetor is eifectively prevented. The porous or spongy material which absorbs and elevates the liquid is intended to finely and uniformly distribute the latter sO that when air is sucked in, it will draw with it the liquid in the form of a spray or mist, rather than in concentrated liquid form.

Operation Assuming that my device is installed in the manner illustrated in Fig. 1 its operation may be described as follows: While the motor equipped with my device is idling, accelerator or throttle lever 23 is in its normal position, at which position plunger 20 fully extends into control conduit l9. At this position of the plunger 20, any passage of air through aperture 32 of cover 3! into container or chamber 30, and from that chamber through apertures 33 of tubing 28 into control passage I9 is prevented, since at that position of the plunger all of the passages 24 are closed. The moment, however, the accelerator rod is operated, plunger 20 is moved outwards and will clear first one, and successively all passages 24, depending upon the opening of the throttle of the carburetor.

As soon as one or more of the passages 24' are cleared by the plunger, the suction of the engine will cause air to pass through apertures 32 of cover 3! into saturating chamber 30, wherein the air is forced to pass through the moist felt 36 surrounding the upper perforated portion of pipe 28. The air becomes saturated by the liquid in a finely diffused form and progresses through tubing 28 to control passage l9, and through the open port or passage 24 into mixing chamber It. From this mixing chamber the saturated air will now pass by means of bores 25 and covered grooves 26 into annular grooves M, where it is distributed. From grooves 14. the air issues through radial grooves I6 radially into ports l3 of the manifold. By this process, auxiliary or supplemental air, together with a decarbonizing agent or top lubricant or both, is introduced at a. point where a combustible mixture is already formed and is ready to enter the engine cylinders.

This additional air, introduced after the combustible mixture from the carburetor is formed, produces a violent turbulent action in the mixture and, so to speak, ireshens it up, whereby, although a somewhat leaner, but more readily combustible mixture is delivered to the cylinders than would be usually the case if such supplemental air would not be introduced, a considerable saving in fuel results. In addition, the agent or agents sucked in with the supplemental air prevent firstly, the formation of carbon deposits, or loosen such deposits when they are formed, and secondly, spray the moving parts, usually exposed to very high heat, with an unburnable lubricant, known as top lubricant, which assures the proper operation of such parts, and prevents, especially, the binding of the valves in the valve guides.

The further the accelerator rod 23 is depressed, the further plunger 20 is moved outwards and clears a greater number of communicating passages 24, leading from the control passage I!) to mixing chamber I8. these passages 24 are cleared, mixing chamber l8 becomes of decided importance in that it not only promotes admixing of the saturated air, but also assures proper distribution, especially for devices,

When more than one of i such as shown in Fig. 2, where more than one passage leads towards ports l3.

The absorbent shown in saturating chamber or container 30 may, as had been said before, be of any suitable material, although I prefer felt. Such absorbent is exchangeable so that when its absorbent properties diminish, it may be readily replaced by opening cover 3!. The liquid agents introduced into container 3|] may be poured in directly through apertures 32 of the cover. My invention is especially intended for providing supplemental air saturated with a carbon removin agent, but of course is also designed for saturating such air with a top lubricant, or a mixture of a decarbonizing agent and a top lubricating oil. In the course of experimentation I have found that an efficient decarbonizing agent for my device may be produced by mixing together known ingredients in the following proportion:

Parts Salvasol #5 128 Flushing oil 16 Carbon tetrachlorid l6 Acetone 1 Salvasol is a distilled kerosene product brought on the market by the Standard Oil Co. of New York. The rest of the ingredients are wellknown products. While the above proportion of ingredients seems to give very satisfactory results it is obvious that any other efficient decarbonizing agent may be used in connection with my device.

While I have shown and described specific forms of my invention, be it understood that the arrangement of the parts employed may be altered to suit various existing conditions, especially when the device is to be applied to old models of cars, and I therefore reserve for myself the right to make such changes and improvements as may become necessary, without departing from the broad scope and spirit of my invention, as defined in the annexed claim.

I claim:

The combination with the intake manifold and a double barrel carburetor of an internal combustion engine, of a fitting interposed therebetween, a fluid source associated with said fitting, the latter comprising a gasket-like, thin body portion having an enlarged side extension, a valve chamber and a mixing chamber in said extension, said fluid source being connected with said valve chamber, a plurality of control passages connecting the valve chamber with the mixing chamber, a piston control valve slidably mounted in the valve chamber for successively closing and opening said passages, valve operating means, connected with the engine throttle, for simultaneously operating said piston valve therewith, said gasket-like body portion having openings registering with the two manifold barrels,

an annular groove, concentric with each said opening, a plurality of radial grooves connecting said annular groove with said opening, and a connecting groove leading from the annular

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2444459 *Sep 7, 1943Jul 6, 1948Lefebvre Palma AConnector
US2549598 *Feb 4, 1949Apr 17, 1951Harris Sidney AFuel modifying device for internalcombustion engines
US2598445 *Sep 3, 1949May 27, 1952Harry H SchneiderVapor charging system for internalcombustion engines
US3038454 *Feb 29, 1960Jun 12, 1962Alf HundereMethod for removing deposits from combustion chambers of internal combustion engines
US3174472 *Nov 10, 1961Mar 23, 1965John A BaloghVapor additive carburetor attachment
US4240379 *Jun 23, 1978Dec 23, 1980Armbruster John WMethod and means for controlling explosive dust with computer programmed stratified fuel injected combustion
US4494487 *Sep 24, 1979Jan 22, 1985John NixonEngine efficiency unit
US5312566 *Sep 9, 1992May 17, 1994American Technologies Group, Inc.Air intake system device
WO1994005905A1 *Sep 8, 1993Mar 17, 1994American Tech GroupDelivery system and method for combustion enhancing material
U.S. Classification123/198.00A
International ClassificationF02B77/04, F02M25/00
Cooperative ClassificationF02B77/04, F02M25/00
European ClassificationF02B77/04, F02M25/00