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Патент USA US3081087

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March 12, 1963
|_. T. BARNES ETAL
3,081,071
FUEL CHARGER FOR AN INTERMAL COMBUSTION ENGINE
Original ‘Filed Aug. 51, 1959
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United States‘ Patent 0 "
1
3,081,071
Patented Mar. 12, 1963
2
During the upward or compression stroke of piston 32,
3,081,071
air under pressure is forced through the tube 36 and a
porous unit 39 with air holes 39a and into surrounding
FUEL CHARGER FOR AN INTERNAL COM
BUSTION ENGINE
Llewellyn T. Barnes and Charles T. Barnes, both of
mixing chamber 38. The mixing chamber 38 receives a
continuous charge of liquid fuel from a fuel pump 44
(FIG. 2) delivered into a puddle in chamber 38. The
unit 39 is porous to air but substantially impervious to
155 Atlantic Ave., Freeport, N.Y.
Original application Aug. 31, 1959, Ser. No. 837,228, now
Patent No. 3,033,181, dated May 8, 1962. Divided
and this application May 11, 1960', Ser. No. 36,106
2 Claims. (Cl. 261-30)
liquid.
The charge of air under pressure vaporizes a portion of
10 the fuel in the puddle in chamber 38, to form a saturated
This invention rel-ates to improvements in internal com
bustion engines, and in particular to a fuel charger for use
in conjunction with an internal combustion engine which
serves to increase the efficiency of operation of the en
fuel vapor-air mixture, and the resulting ignition mixture
is fed through pipe 40 to inlet port 23. This mixture is
diluted with air from inlet ports 24a, which is received
15
gine.
This application is a division of the application of
Llewellyn T. Barnes et al., Serial No. 837,228, ?led Au
gust 3d, 1959 now Pat. No. 3,033,181 issued May 8, 1962
for ‘Internal Combustion Engine.
An object of this invention is to provide a ‘fuel charger
capable of increasing the ef?ciency of an internal com
from crank case chamber 16a.
The charge in the main cylinder )10‘ is compressed by
upwardly moving main piston 115, and resets at the end
of the upward stroke of the piston, without electric igni
tion. This starts ‘the power stroke of piston 15.
A gear 27 is mounted on main crank shaft 17.
This
meshes with an equal gear 28‘ on auxiliary crank shaft
29. This auxiliary crank shaft 29 has the usual check 30,
and connecting rod 31 is mounted in the usual way on
crank shaft 29. This Qonnecting rod 31 extends up into
bustion engine by providing means connected to the main ,
drive shaft of the engine for compressing air and then
forcing the air through a puddle of fuel to force a mist of
the compressor cylinder‘33 and is connected by pin 31a,
25
compressed air and fuel into a cylinder of the engine.
in the usual manner, to compressor piston 32. Accord
The construction of this invention features the use of a
ingly, piston 32 can slide up and down in the bore of
chamber having a bottom portion and having a peripheral
compressor cylinder 33. Compressor cylinder 33 has ex
outlet ‘above the bottom portion. Air is compressed and
ternal air cooling ?ns 33a.
forced downwardly and centrally into the chamber and
The cylinder head 33b has an air compression cham
into the puddle to ‘force a mist of fuel and compressed air
ber 330 which connects by passage 34d to the top of the
internal space of cylinder 33.
into the combustion cylinder of the engine.
Other objects and ‘features of the invention reside in ‘
Air compression chamber 33c extends to the top of
the provision of a fuel charger that is drivingly connected
head v33b, and its upper portion receives a valve hous
in a single manner to the main drive shaft of the engine,
ing 35a which contains one-Way air inlet check valve
which fuel charger has its own cylinder and piston for
35. This inlet valve 35 is adapted to receive air from
compressing air, and which is e?icient in use.
throttle 1.1 in a manner which will be described below.
These, together with other objects and features which
Head 33b also has a discharge air chamber 36 which con
will become apparent as the following description pro
nect-s at its bottom with an annular passage 36a. This
ceeds, are attained by this fuel charger, a preferred em 40 annular passage 36a connects at its lower end with the
bodiment of which is illustrated in the Iaccompanying
top of the internal space of cylinder 33 and is adapted
drawings, way of example only, wherein:
. a
.to be closed at its upper end by valve plate 37a. This
FIG. 1 is a vertical sectional view through an intern
plate 37a is biased to closing position by means of coil
spring 3712.
‘
combustion engine employing the concepts of the present 7
It ‘will be apparent that air is admit-ted through valve 35
45
invention;
FIGS. 2 and 3 are transverse sectional views illustrat
and inlet chamber 330 to the cylinder 133 during the down
ing the piston and main drive shaft of the engine in diifer
ent positions, and illustrating the relationship of the fuel
charger thereto, certain parts shown in each ?gure being
7 omitted in the other; and,
FIGS. 4 and 5 are sectional views of parts of the in
vention.
‘
With continuing reference to the accompanying draw
ing wherein like reference numerals designate similar parts
ward stroke of piston 32. During the upward stroke. of
piston 32, the air in cylinder 33 and chamber 33c is com
pressed until the pressure is su?icient to overcome the
50
force of spring 37b, at which point air is discharged into
the chamber 36.
i
The chamber 36 and the portion of the head in, which
it is located is off-set with respect to cylinder 33, and the
head has an off-set bottom port 36b which communi
throughout the various views, reference numeral 100 is 55 cates Wit-l1 chamber 36. A generally rectangular housing
38a, which is ‘open at its upper end, is ?xed to head 33b
in such away that the inner space of housing 38a com
cylinder :10, piston 15, crank shaft ‘17 and operating ele
municates with port 36b. A diifuser tube 39a forming
ments coupling the reciprocating piston ‘15 to the crank
the porous unit 39 is set into housing 38a.
tube 39a
shaft 17.
.
used to designate an internal combustion engine having a
The cylinder 10 has a set of ports 23 and a fuel-air 60 is shown in detail in FIGS. 4 and 5. '
The tube 139a is of generally rectangular shape and has
vapor mixture or mist is supplied to inlet port 23 from
an enlarged head 39b which is seated in the housing 38a
the fuel charger 9 comprising the present invention. This
in the manner shown in FIG. 1 and held in place by
charger 9 includes operating piston 32 which is coupled
head 33b. Diffuser tube 39a has two cylindrical bores
to crank shaft 17 in such a way as to reciprocate in the
opposite direction to the main piston 15. Piston 32 moves 65 39c and has holes 39s in its bottom wall, respectively
in cylinder 33 having cooling ?ns 33a. ‘In other words,
communicating with said bores ‘39c. Diffuser tube '39“,
during a downward or power stroke of piston 15, piston
is made of sintered bronze and has a peripheral wall
32 is moved upwardly in a compression stroke.‘ During
which is porous to air but impervious to liquid. The
‘an upward or compression stroke of piston '15, piston 32
external surface of tube 39a is preferably spaced from
is ‘moved in a downward stroke. During the down or in 70 the internal Wall of housing 38a.
take stroke of piston 32, air enters the top of cylinder
Housing 38a has a transverse discharge port 39d in
33 via throttle 11 and associated parts.
termediate the ends thereof. Pipe 40 is secured in com
3,081,071
4
which are completely out of registration therewith in
another turned position of member 81. From this, it
will become apparent that lever 86 controls air flow to the
munication with port 39d by any suitable means. Pipe
40 extends into the central opening of boss 26 which
abuts housing 38a, and into port 23. The bottom of the
internal space of housing 38a is designated by the refer
main crank case and another lever not shown controls air
?ow to the charger. This other lever 89, therefore, con
trols the richness of the fuel air mixture fed through ports
23 and 24a to the master cylinder, and lever 86 controls
Said puddle chamber receives air through ports 39.
the main flow of air to the chamber.
In addition, said chamber 318 receives fuel, which may be
The lever 86 can control the speed of the engine for
gasoline, or light oil, or any other suitable fuel.
The fuel may be supplied by any suitable fuel pump, 10 varying mixture ratios of the fuel, and the richness of the
fuel can be adjusted to the optimum ratio for any given
such as fuel pump 44 shown in FIG. 2. Said fuel pump
setting of the main throttle 11.
44 is conventional and is not described in detail. It has
ence numeral 318 and is slightly enlarged and concave and
is hereinafter designated as the puddle chamber.
A latitude of modi?cation, change ‘and substitution is
intended in the foregoing disclosure and in some instances
of housing 38a.
15 some features of the invention will be employed without
a corresponding use of other features. Accordingly it is
Throttle 11 is mounted upon the casing 35a for valve
appropriate that the appended claims be construed broad
35, by means of union 11a. Throttle 11 serves to control
ly and in a manner consistent with the spirit and scope
the air intake of charger ‘9, as well as the air intake of
of the invention herein.
the master cylinder 10.
What is claimed is:
The housing of throttle 11 has an intake 34 which is 20
l. A fuel charger for an internal combustion engine
adapted to be connected through pipe 13 and any suitable
having a combustion ‘cylinder and a piston reciprocating
air cleaner (not shown)‘ to the outside atmosphere. The
therein comprising a compressor cylinder, a compressor
casing of throttle 11 also has an air outlet 11-31) which is
piston reciprocating in said compressor cylinder, gear
connected by pipe 13 to boss 1311 on main cylinder 10 and
hence through ports 12 to the interior of main cylinder 25 means interconnecting the piston in said combustion cyl
inder with said compressor piston so that during the ex
10 and hence to the crank case. It will be understood,
pansion stroke of said piston in said combustion cylinder
of course, that ports 12 are blocked by piston 15 except
in inlet 44a and an outlet 44b. The outlet 44b is con
nected by any suitable means (not shown) to the interior
said compressor piston is moved in its compression stroke,
when main piston 15 is in its upward position.
The casing of throttle 1.1 has a top bore 11b of cylin
drical shape which receives the throttle assembly. The
throttle assembly includes a cylindrical member 80 hav
ing a bottom ‘wall 80a formed with a central aperture 80b
and -a plurality of ports 800 of varying diameter. Mem
ber ‘80 is turnable within housing bore ‘11b. The throttle
also includes a further cylindrical member 81 which ?ts
turnably within recess 11b and which has a top wall 81a.
A central shaft 82 extends turnably through an opening
in the top wall 81a and ‘also through opening 8% and
below wall v80a. Below the top wall of the casing of
throttle 11, a spring 83 and washer 84 are ?xed in place
on shaft 82 by cotter pin 85. By means of key 82a and
the usual key slot (not shown), shaft 32 is keyed to bot
tom Wall 80a. The upper portion 81b of wall 81a is
square and receives throttle lever 86 by extending through
a square opening thereof. Shaft 82 has a square key
member portion '87 above lever '86 and separated there
from by washer 88. Auxiliary throttle lever 89 is ?xed
upon key member 817.
The ports 80c of member 80 are adapted to register
a chamber having a bottom portion and having a periph
30 eral outlet above said bottom portion, means for con
tinuously maintaining a puddle of liquid fuel in said
chamber bottom portion, a tube mounted in said chamber
spaced from the bottom and from the periphery of said
chamber and extending to the top thereof, said tube\hav‘
35 ing a bottom opening and being connected to said com~
pressor cylinder, said compressor piston forcing air under
compression during said compression stroke into said tube
and through the bottom opening thereof and into said
puddle so that a mist of fuel with said air is forced through
40 said outlet and into said combustion cylinder, ?rst valve
means for permitting ?ow of air into said compressor
cylinder during the expansion stroke of said compressor
piston, and second valve means for controlling ?ow of air
from said compressor cylinder into said tube and permit
45 ting ?ow of air only during said compression stroke when
the pressure of the air in said compressor cylinder has
or not, as the case may be, with corresponding ports 82c
of varying diameters in the top wall of the casing of
throttle 11. Accordingly, the registration of ports 80c
and 82c may be varied and hence the ?ow of air to valve
35 is varied.
55
When lever 86 is turned, member 81 is turned. Mem
ber 181 has ports 81b which register fully with the cham
bers of members ‘34 in one position of member 81, and
exceeded a predetermined amount.
2. Fuel charger according to claim 1, the periphery of
said tube being porous to air but substantially impervious
to passage of said liquid fuel therethrough.
References Cited in the tile of this patent
UNITED STATES PATENTS
. 57,738
59,446
Lipps ________________ .. Sept. 4, 1866
Pease ________________ __ Nov. 6, 1866
1,026,889
2,634,028
Walker ______________ __ May 21, 1912
Brown _______________ __ Apr. 7, ‘1953
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