Ernest
GODWARD
Fuel Vaporizer
Fuel Vaporizer
457
mpg w/ petrol ; 266 mpg w/ kerosene ...
http://www.odt.co.nz/opinion/100-years-ago/241992/new-invention-runs-laps-around-old-technology
17 January 2013
Otago Daily Times ( New Zealand )
100 Years Ago: 17 January 1913
Mounted on a two and a half horse power torpedo motor cycle, and travelling at a fairly uniform rate, Mr E. R. Godward (says the Southland Times) rode 41 times around the quarter-mile track at the Caledonian grounds at Invercargill on Monday afternoon. The occasion was the testing of an invention framed by Mr Godward whereby the consumption of petrol is diminished to a very surprising degree.
The results obtained at previous tests had been made known, and their nature aroused curiosity in many cases and incredulity in others. The test was carried out under the strictest scrutiny. The nature of the apparatus by which the saving is effected has not been disclosed, as Mr Godward maintains that it is as yet only in the experimental stage. From external appearances the engine is practically unaltered. The petrol and oil tank is slightly larger than the average tank, and a pipe whereby hot air is drawn off the cylinder into the tank is the main alteration in the mechanism.
There was a fairly sharp breeze blowing when the test was made, and the rider ran an extra lap in order to satisfy critics that he had covered the required distance. He did a full 10 miles, at an average speed of about 22 miles an hour, and it was found that 3 1/2oz of petrol had been used, equivalent to a run of 457 miles per gallon. A test with kerosene over a five-mile run at an average speed of 26 miles an hour worked out at 3oz, or equivalent to 266 miles per gallon. After the latter test the ignition plug was removed, and it was found to be quite free of carbon deposits, a fact which will be noted with surprise by many motorists.
PATENTS
Spray carburettors -A carburettor primarily intended for motor-cycles comprises a spray carburetting-device 13 which is mounted below and fed by gravity from the petrol tank 1, and a surface apparatus through which the mixture passes comprising lengths of hose 5 made of turkish towelling or the like joined together by headers of the same material and all expanded by lengths of metal 10 of X-section. The surface apparatus forms the base of the petrol reservoir 1. The mixture finally traverses separate air and throttle valves in one casing 35 and a roll of gauze 36
COMPLETE SPECIFICATION.
This invention relates to carburettor apparatus used for carburetting air to produce fuel for internal combustion engines.
In carburettors of the type most frequently used, the liquid fuel was introduced into the combustion chamber from a point in close proximity thereto and in quantities in excess of that required to carburet the air with the result that a certain amount of raw fuel passed through the combustion chamber without utilization and was consequently wasted.
It is the object of the present invention to provide improved apparatus whereby this disadvantage is overcome, the liquid fuel being atomized and mixed with air, and the mixed air and atomized fuel being then passed through a. length of absorbent material whereby the liquid fuel which is not absorbed by the air is collected by the absorbent material and is retained thereby until sufficient air passes through the absorbent material to absorb the excess of fuel. In this way the lighter and more volatile hydrocarbons are held in suspension by the air assisted by the partial vacuum resulting from the suction stroke of the engine, while the heavier and less volatile hydrocarbons are caught by the absorbent material and gradually supplied to the air passing through the apparatus. The results are that a more uniformly carburetted air is supplied which may be used advantageously for internal combustion engines, illuminating and other purposes, and waste of fuel is avoided.
Thus, provision is made of an apparatus whereby a uniform mixture is obtained which is free from excess fuel. It is well known that petrol comprises numerous particles having different degrees of volatility, and when fed to a system of the class described, the lighter and more volatile hydrocarbons will be absorbed by the air introduced at the inlet end and induced to travel through the compartments containing the absorbent material by the vacuum produced by the induction stroke of the engine. As air will only absorb. a certain quantity of petrol in the process of forming the mixture and the supply of petrol is greater than the air can absorb, the heavier or less volatile hydrocarbons are caught by the absorbent material in the system .and prevented from flowing to the cylinder or engine in liquid form, as the lining is longer than is necessary to absorb the lesser volatile hydrocarbons, the outlet end of the lining remaining dry, that is to say, free from petrol, and consequently the mixture will be uniform and wore homogeneous 'in passing from the chamber, it being obvious that after the heavier hydrocarbons have been absorbed by the lining, the mixture must pass the end of the lining which is substantially free from hydrocarbon in liquid form.
In the drawings :-
Figure 1 is an elevation of the apparatus.
Figure 2 is an elevation showing' the opposite side of the 'apparatus to that Illustrated in Figure 1.
Figure is a sectional elevation of the tank and mixture container.
Figure 4 is a cross section through A-B, Figure 3.
Figure 5 is a sectional plan along the line C-D, Figure 3.
Figure 6 is an enlarged sectional -view of one of the mixture, tubes.
Figure 7 is an end section thtough E-F, Figure 2.
Figure 8 is a detail of. the fabric-lined conduits.
A petrol tank (1) of ordinary design is used; having the usual vertical partitions (2) dividing the lubricating oil and the petrol, a horizontal division (3) terming the bottom of the petrol tank, and a cover for the container compartment (4). The compartment (4) is divided longitudinally, preferably with metal partitions a little shorter than the length of the compartment; one end of each alternate partition (4'\) and (48) being attached to one end".(4") of the compartment, and one end (4it) of the intermediate partition (41)1), is attached to the opposite end (4F) of the compartments. The spaces -between the .said partitions are hereinafter termed " conduits ".
The container comprises a series of these conduits inserted in the compartment (4) placed side by side; four of- the said conduits are shown in Figure 4 numbered (5), (G), (7), and (8). ''Provision is made to line the 'conduits with fabric, indicated at (9) made preferably -- from Turkey towelling, hereinafter called the stocking. The stocking is held expanded in contact with the interior surface of the conduits by any suitable means. One method shown consists of a bar (10) resembling iu section the letter X, one length thereof being used for each conduit in the container as indicated in Figures 4, (!, and' 8. The"X shaped bars are inserted within the. stocking thus keeping the corners (10B), (10), (10a) and (10) in contact with' the stocking and retaining it in a semi-stretched condition against the interior surface of the metal conduits. A method of constructing the stocking is shown in Figure 8, (the view being broken at (G) and (H) to show the X shaped bars (10)), two fabric lined conduits being placed side by side; (9A) represents a portion of the stocking (9) joining the two fabric lined conduits together; three of these portions (9A) would lie j'enjuired whey there are four fabric lined conduits as illustrated in Figure 5. The portions (9A) may have short X shaped sections to maintain them normally stretched if desired. The Inlet to the stocking is indicated at (11) Figure 2, the section thereof developing from squire at (12) to a circular shape at the inlet (11) to enable a handy coupling being made with the atomiser (13).
Precautions are taken in the event of an excess of petrol lodging in the container. The outlet pipe (4c) is produced to within the container as indicated in Figure 1, and a suitable gauze cap (4H0 is placed over the outlet. Apparatus is fitted between the container outlet (4G) and the cylinder of the engine, comprising a throttle (34), auxiliary air inlet (35) and it gauze chamber (3G).
The throttle and air inlet may be controlled in the ordinary way by a Bowden control having the usual levers mounted on the handle bars or in some convenient position. The control connections are indicated at (34A) and (35A), Figure 1.
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