U.S. patent number 3,875,916 [Application Number 04/850,846] was granted by the patent office on 1975-04-08 for pollution control system for internal combustion engines.
Invention is credited to James D. Patton.
United States Patent |
3,875,916 |
Patton |
April 8, 1975 |
Pollution control system for internal combustion engines
Abstract
A pollution control system for internal combustion engines
including a crankcase unit for scavenging the blowby gases from the
oil pan and an exhaust unit for scavenging the exhaust gases in the
engine and exhaust manifold.
Inventors: |
Patton; James D. (Louisville,
KY) |
Family
ID: |
25309257 |
Appl.
No.: |
04/850,846 |
Filed: |
August 18, 1969 |
Current U.S.
Class: |
123/573;
123/41.86; 137/533.17 |
Current CPC
Class: |
F01M
13/04 (20130101); F01M 13/00 (20130101); F01M
13/0033 (20130101); F01M 2013/0438 (20130101); Y10T
137/7913 (20150401) |
Current International
Class: |
F01M
13/04 (20060101); F01M 13/00 (20060101); F02f
009/00 (); F16k 015/00 () |
Field of
Search: |
;123/41.86,119B
;60/29,30 ;137/533.17 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Cox; Ronald B.
Attorney, Agent or Firm: Hilbert; Philip G.
Claims
I claim:
1. In an antipollution system for internal combustion engines,
scavenger means for the crankcase of said engine, said crankcase
scavenger means comprising a housing having inlet means and outlet
means at the opposite ends thereof, conduit means connecting the
inlet means to the valve cover of the engine, conduit means
connecting the outlet means to the intake manifold of said engine,
spacer means within said housing for forming a plurality of
successive aligned chambers, each spacer means being formed with at
least one venturi opening whereby blowby gases in the crankcase are
passed through said successive chambers for breakdown of the
hydrocarbons thereof, atomization and admixture with air.
2. A system as in claim 1, wherein said spacer means comprises a
plurality of plates, each plate being formed with at least one
venturi openings, the openings in adjacent plates being in offset
relation to each other.
3. A system as in claim 2 wherein filter means is disposed within
said housing between the inlet means thereof and the spacer means
at one end thereof.
4. A system as in claim 2, wherein each venturi opening in said
plates is defined by chamfered bevel edge portions on opposite
sides of said plates.
Description
BACKGROUND OF THE INVENTION
The matter of pollution of the atmosphere arising from the
operation of internal combustion engines has intensified with the
regular annual increase of automotive vehicles on the highways. The
problem has been attacked on all sides with many and diverse
purported solutions. However, many of the proposed solutions turn
out to have technical or economical drawbacks.
Accordingly, an object of this invention is to provide an improved
system for materially reducing air pollution stemming from the
operation of internal combustion engines.
Another object of this invention is to provide a system of the
character described, which is efficient in operation, is economical
to manufacture and install and which will extend the normal life of
the engine with which it is associated.
A further object of this invention is to provide a system of the
character described which comprises a crankcase scavenger and an
exhaust scavenger, which cooperate to bring the hydrocarbon
emission of blowby gases and unburned fuel into the air, to a safe
level.
Yet another object of this invention is to provide in a system of
the character described, scavenger units for the crankcase and
exhaust which operate automatically in response to the operation of
the engine.
Still another object of this invention is to provide in a system of
the character described, a crank case scavenger unit which includes
a series of compression chambers with calibrated venturi orifices
through which the blowby gases pass to be compressed and atomized
and admixed with air to increase their combustibility before the
same are drawn back into the combustion chambers for further
burning.
Still a further object of this invention is to provide in a system
of the character described, an exhaust scavenger unit which is
actuated by the engine's pressure and vacuum cycles; wherein the
pressure of the exhaust gases operates a valve to prevent gases
from escaping into the atmosphere, while during the vacuum cycle,
air is drawn through a filter and provides a reservoir air supply
for the engine cylinders on a demand basis.
Other objects of this invention will in part be obvious and in part
hereinafter pointed out.
DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side elevational view showing an internal combustion
engine and associated crank case and exhaust scavenger units
embodying the invention;
FIG. 2 is a side elevational view in section showing the crankcase
scavenger unit;
FIG. 3 is a top plan view thereof;
FIGS. 4 to 11 are top plan views of the several venturi plates
contained therein;
FIG. 12 is a sectional view taken on the line 12--12 of FIG. 7;
FIG. 13 is a side elevational view showing the exhaust scavenger
unit;
FIG. 14 is an enlarged, partial side elevational view thereof in
section;
FIG. 15 is a plan view showing an element of the filter casing
portion thereof;
FIG. 16 is a plan view showing the bottom wall portion of the
filter cage;
FIG. 17 is a plan view showing the top wall thereof;
FIG. 18 is a side elevational view in section showing the
associated valve elements thereof; and
FIG. 19 is a perspective view showing the valve member and the
lower seat therefor.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
As shown in FIG. 1, E designates a conventional internal combustion
engine having a crankcase scavenger unit generally indicated at 10
and an exhaust scavenger unit generally indicated at 11, associated
therewith and embodying the instant invention.
The crankcase scavenger unit 10 is conveniently mounted in an
upright position, on the firewall 12 of the engine compartment,
rearwardly of engine E, by suitable strap means 13. Unit 10 is a
chambered member having an upper outlet 14 and a lower inlet 15.
Outlet 14 is connected by a hose 16 to a tapped opening in the
intake manifold 17 at a point adjacent the carburetor C, indicated
at 18, while inlet 15 is connected by a hose 19 to a tapped opening
in the valve cover 20 at a point 21 remote from the oil filler neck
FN. If the engine is provided with a PCV system (positive crankcase
ventilation), the regulator valve thereof must be removed.
Thus, there is a direct movement of air through the oil filler cap,
through the push rod openings and ventilating tubes to and through
the oil pan from which the blowby gases that have collected in the
oil pan are mixed with air drawn back through the opposite side of
engine E ventilating tubes and push rod openings into the bottom of
unit 10 by way of inlet 15. This is accomplished by the normal
engine vacuum and in accordance with the pressure thereof.
The crankcase unit 10 comprises an upper tubular casing portion 22
having the outlet 14 extending from the upper end thereof, and a
lower casing portion 23 having the inlet 15 extending from the
lower end thereof. The casing portions 22, 23 are held togather by
a locking ring 24 having an inwardly extending radial flange 25 for
engaging an outwardly extending radial flange 26 on casing portion
23, together with a sealing O ring 27; the ring 24 and casing 22
having interengaging threaded portions.
Within the lower casing portion 23 is disposed a fibrous filter
body 28, which is supported on a perforated disc 29 mounted in the
lower end of the casing.
The interior of unit 10 is subdivided into compression and
atomization chambers defined by a series of vertically stacked
venturi plates 30 and 31A to 31G. Each of the plates is provided
with one or more ports which are in vertically staggered relation
to each other.
Thus, plate 30 is a circular disc having a central port 33. The
remaining plates 31A to 31G have upstanding spacing rims 32,
whereby plates 30 and 31A to 31G are maintained in determined,
vertical spacing; the lowermost plate 31G being seated on flange 26
of lower casing portion 23.
Plates 31C and 31E also have central ports 33A and 33B
respectively. Plates 31A and 31D have a plurality of
circumferentially located ports 34, 34A respectively; while plates
31B, 31F and 31G have pairs of diametrically related ports 35, 35A
and 35B respectively. It is to be noted that all ports in plates 30
and 31A to 31G are chamfered on opposite sides, as indicated in
FIG. 12, at CH.
It is understood that the plates 30 and 31A to 31G are arranged
within unit 10 to provide tortuous paths for the upwardly moving
gases as they pass through the various ports which are in
successively offset relation to each other.
In operation, the blowby gases and air admixed therewith moves
upwardly through filter 28 where large particles of carbon are
removed therefrom, as well as major portions of sludge and varnish,
preventing the same from passing through the engine E.
The gases then continue upwardly through the ports of the plates
where residual sludge or varnish is trapped and the gases impinge
on baffle surfaces of the several plates to effect a breakdown of
the hydrocarbons, further admixture of air therewith, together with
vaporization and atomization as the gases are drawn through the
venturi ports, with discharge into the successive chambers. The
accompanying turbulence of the gases as they move in the tortuous
paths, further aids in breakdown of the hydrocarbons, and
atomization. Finally, the gases are homogeneously admixed with air
at the time they reach outlet 14.
It is understood that the spacing between the plates and the sizes
of the venturi ports are carefully calibrated to take advantage of
the vacuum action through the chambers and to provide a desired
resistance to the gases as they are compressed and atmozed at high
velocity pressure values. Thus, when the blowby gases and air have
reached a predetermined density or state of compression, resistance
is overcome and they pass through the venturi port into the next
chamber, where the action is repated.
A check valve 40 on a seat 41 in the upper end of casing 22 becomes
effective in the event of any reverse pressure condition thereby
preventing gases from passing back into the oil pan.
It has been found that scavenger unit 10 is effective to prevent
solid contaminants of the blowby gases from being drawn back into
the engine, homogenizes the gas mixture including additional air
and realizes a high degree of atomization which allows the mixture
to readily combine with the usual fuel-air mixture at the base of
the carburetor C or at the top of the manifold.
The exhaust scavenger unit 11 is mounted on the exhaust manifold EM
of engine E, by way of tapped openings 45, 46. The unit 11
comprises a valve housing 46A having an inwardly extending radial
flange portion 47 intermediate the ends thereof and opposed
openings 48 beneath said flange portion to receive the inner ends
of tubings 49. Tubings 50 are telescopically related to tubings 49
and have a right angle arm portion 51. Threaded ferrules 52 mounted
on the lower ends of tubing arms 51 are secured in place by nuts
53; the ferrules 52 being threaded into openings 45, 46 in manifold
EM.
Lock nuts 54 fix the tubings 49, 50 in adjusted relation to each
other, to suit the specific spacing of openings 45, 46 in the
exhaust manifold EM.
Mounted on the upper end of housing 46A is a filter unit 55
comprising a casing 56 closed at its bottom end by a plate 57
having edge slots 58 to admit air into the interior thereof. Within
casing 56 is a fibrous filter unit 59 retained in a cage including
a tubular wall 60, a spider top wall 61 and an annular bottom wall
62, which seats on plate 57.
A frustoconical valve member 63 is arranged for limited movements
between an upper valve seat 64 and a lower valve seat 65. The upper
valve seat 64 comprises a tubular member 66 having a conical seat
portion 67 at the lower end thereof and a tubular portion 68 of
reduced diameter at the upper end thereof. The valve seat 64 is
fixed in housing 46A with the tubular portion 68 projecting
upwardly through the opening in plate 57 and the bottom wall 62 of
the filter cage and into the lower end of a central recess 69 in
filter unit 59
The lower seat 65 comprises a base portion 70 seated on flange
portion 47 of housing 46A and frustoconical portion 71 upstanding
from base portion 70 which is formed with radial slots 72.
In operation, the unit 11 is controlled by the pressure and vacuum
cycles of the engine E alternating at very high speeds. Thus, the
pressure of the exhaust gases forces valve member 63 into sealing
relation to the upper valve seat 64, to prevent any exhaust gases
from escaping to the atmosphere. With the vacuum cycle, valve
member 63 is drawn against the lower valve seat 65, allowing air to
be drawn through filter 59 and into distributor tubes 49 and thence
into each cylinder of the engine as demand occurs.
Further, the unit 11 automatically supplies air to the cylinders of
the engine to scavenge the exhaust gases left from the preceding
stroke, mixing such gases with the air and thus improving the
mixture supplied to the cylinders on the next stroke.
* * * * *