US1183293A - Carbureter. - Google Patents

Description

P. GILLES.

V CARBURETER.

APPLICATION FILED SEPT. 1Q. 19M.

1,188,293. Patented M33116, 1916.

INVENTOR.

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WITNESSES;

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' cmunnrnaz i f i Specification of. Letters Patent.

Patented'ltlay 16, 19116..

Application fiIed.September 10, 1914. Serial No. 861,049..

To allrwhom it may concern .1

Be it known that I, PIERRnGirLEs, acitizen of Germany, and residing at Spring.- field, in the county of Hainpden, State of Massachusetts, United States of America,- .have invented certain newand useful Improvements inCarbureters, of which the fol-I lowing is a specification.

This invention relates to carburetors for internal combustion engines and particularly to a carburetor adapted to the-use of the light or heavy hydro-carbons.

The broad object of this invention 'is to providea carbureter which is arranged not only to deliver mechanically atomized fuel to the carbureting chamber in the usual.

manner, but to also deliver with the fuel, air previously charged with fuel vapor whereby a mixture 'of improved combustible qualities is provided.

Another object of the invention is to provide a carbureter wherein not only the mechanfically atomized fuel is provided in the usual manner, but wherein also provision is made for an air intake through the carbureter whereby air may be drawn over' a relatively extensive surface of exposed fuel prior to the exit of the air into. the manifold connection of the carbureter.

A- furtherobject of the invention is to provide means for. priming the engine for a lighter volatil fuel contained in a sepa-- rate chamber in the carbureter, which chamher and a larger chamber for the heavier fuel areconnected with the atomizing devices by a common duct governed by a valve permitting the useof the fuel in either of the chambers. p g

The invention isclearly shown in the accompanying drawings in which- Figure 1 is a plan view of a complete carbureter embodying the invention; Fig. 2

is a side elevation of the construction shown in Fig. 1 Fig. 3 is a vertical sectional view .of the structure shown in Fig. 1 in the'plane of line 3-3, Fig. 1; Fig. 4! is also a vertical section through the structure shown in Fig. 1 .in the plane, of line 4-4 of said- Fig. 1 shown on a somewhat enlarged scale; Fig. 5 is a horizontal sectional View of the structure shown in Fig. 2 in the plane of line 5-5 of the latter, this view also being shown on a somewhat enlarged scale; Fig. 6 is an end view of the atomizing tube showing{ air passages on one end thereof.

eferring now to these drawings, a is the body ofthe carbureter, to the intake end of which 1s fitted the hell 6, andon the opposite end are flanges c for-attachmentto the from either chamber may be permittedto enter a chamber m in which are securedthe atomizmg and the vaporizing devices which will be referred to farther on. The passage f is relativelydeep with respect to its widthand itscross sectional shape is indicated in dotted lines in Fig for example, be formed by drilling several holes of a diameter equal to the width of the passage one above another from the outside of the carbureter. The passage may then be closed at its outer end by the set screw of relatively large diameter, shown at the right of chamber m inFig. 5. The passage 9, although not shown in cross section in the drawings, is to be understood as being identical in shape with passage f. and

the passage 9 may be formed in a slmilar manner and closed at its outer end by the relatively large set screw, shown in Flgs. 2 and 5.

By referring to Figs. 3 and 4 particularly, it will be seen that the normal fuel level is indicated b the dotted line 00-50, and the heavier fue is maintained at this'level in the usual manner by means of a float o in the chamber e, which float is provided wlth the usual needle valve 0 to govern the intake of fuel from any source of supply.

No float device is used in connection with chamber 0? since the fuel therein is used only for starting purposes. This chamber may be filled from its open upper end to approximately the levels-w of the fuel in chamber e, although noparticular care need be taken to have the levels of the fuels in the two chambers identical. It will be observed that.

the normal "fuel level ofthe chamber e is in the plane of the axis of the c'arbureting chamber 9 of the carbureter, that is.to say, the passage into which, the atomlzed fuel is 4. This passage may,

drawn on the suction stroke of theengine. It will be observed also, by reference. to Fig. t particularly, that the plane of fuel level intercepts the two passages f and'g in such a manner that the fuel level is always be necessity of a float-controlled supply therefor. The passage 9 and that part of passage f used when fuel is supplied from chamber e is also deep enough to permit the level of fuel therein to fall and remain below the normal level without interrupting the supply which condition generally occurs when the engine is running at high speeds. It will be noted also that in the upper end of the cap, r, which is fitted to the upper end of the chamber e, there are air passages s communicating with the interior of the chamber 6. above the fuel level and that the reservoir d is open at the top to the atmosphere as shown in Fig. 3. Hence, on the suction stroke of the engine, whereby fuel will be drawn through the atomizing devices to be described into the carbureting chamber of the carburet'er, this fuel will fill only the lower portion of the passages f and g' and only the lower portion of. the chamber m, the upper portions of these passages and this chamber being connected to the atmosphere as heretofore described whereby air willenter the atomizing devices together with the fuel.

The atomizing devices are so constructed as to permit the discharge of mechanically atomized fuel intothe carbureting chamber 9 and also the air sages f and g which air in its assage through these atomizing devices wi l have passed over a relatively extensive exposed area of the fuel whereby it will have become more or less charged with vapor taken up from said exposed surface and, at the discharge orifice of the atomizing devices, will mix with the mechanically atomized fuel andthus enter the mixing chamber. vices will next be described. A tube t extends horizontally into the carburetin chamberand, save for the aperture v,-is .c osed at one end. The-opposite end of this tube is flanged at at w and bears against one wall of the chamber m. Into this flanged end or the tube, there extends concentrically another tube :22 whose external diameter is less than the internal diameter of the tube t. This tube a has a conical end which is fitted'to a conical seat in the flanged end w of the tube.

t whereby itis held concentrically within the latter and an annular space 3 provided between the two tubes. Around the conical end of the tube a: which bears against the flanged part w, channels 6 are provided 'drawn through the pas.

These atomizing de- I whereby air and fuel from the chamber m may enter the annular space y notwithstanding the conical end of the tube is fitted closely otherwise into the part w. The tube a: has a centrally located passage 7 therethrough which terminates axially of the aperture '0 in the tube t, the passage 7 being located substantially on or a trifle below the fuel levehas indicated by the line ac. To hold the two concentric tubes t and w in their proper operative positions, a hollow nut-8 extends through the wall ofthe body of the'carbureter and bears against the conical end of the tube as which in turn bears against the flanged end of the tube t. This nut, when screwed into the position shown in Figs. 4 and 5, holds the parts in their operative position, Fig. 4, to permit the free access of the fuel to the passage 7 and also through the channels 6 into the lower part of the annular chamber 3 which surrounds the tube on. The carbureting chamber is provided with the usual regulatin valve 10 or any other convenient means or regulating the passage of air therethrough.

The operation of the carbureter will now be described. On starting, relatively volatile fuel, such as gasolene, for example, is poured into chamber at through its open up-' per end to approximately the level at -w. The valve 7:. is turned to permit fuel from chamber at to be drawn through passage 7 into chamber m and thence to the atomizin devices of the carbureter. As soon as the cy inder temperature of the motor has reached theproper point to' permit the .use of the heavier fuel, the valve 72. is turned to cut off the supply-of fuel from the chamber d and permit'the supply contained in the chamber e to flow through the passage 9 to the cham ber m and thence to the atomizing devices.

The required temperature in the cylinders to permit a motor to operate practically on kerosene, for example, as illustrating one of the heavier fuels, would be approximately 140 to 150 degrees which i the average vaporizing point of this fuel. If a heavier fuel were used, it would be necessary to wait until the cylinder temperature were somewhat higher. Fuel having been introduced into the chamber m, it will rise to the level of the line w only; then on the suction stroke of the piston of the motor to which the carbureter is attached, mechanically atomized fuel will be ejected through the passage 7 through the aperture '0 in the tube t and thus into the atomizing chamber q. At the same time, air will be drawn through the passages 6 which communicate with the an- ,nular spacey, or at least through such passages as are located above the fuel level,

and, by means of the same suction effect, this air will be drawn out through the aperture v. The air thus passes over the surface of the vapor eaporated therefrom.

fuel which is exposed thereto in the annular "space and in its passage over thi fuel surface becomes more or less charged with This vapor laden air mingles with the atomized jet from the passage 7 and provides a more perfectly combustible mixture than does a mechanically atomized fuel alone, especially when a fuel is used which evaporates a slowly as kerosene.

Vhat I claim is 1. A carbureter, comprising, a carbureting chamber, a tube closed'at one end and extending horizontally within said chamber, an aperture in said tube adjacent said closed end and in communication with said chamber, a fuel supply adapted to permit the entrance of air above the level of the fuel therein, connections between said supply and said tube. the horizontal plane passing through the axis of said tube arranged to intercept said connections, the axes of the latter arranged to lie in a common horizontal plane, and means normally to maintain the level of the fuel in said supply in said first-named plane, whereby air and fuel will be drawn through said tube into said chamher, and the air will be saturated with fuel vapor prior to its entrance to said chamber.

2. A carbureter, comprising, a carbureting chamber, a tube extending horizontally Within said chamber, a second tube arranged concentricall y within said first-named tube, each of said tubes being formed with an aperture therein in communication with said carbureting chamber, a fuel supply, connecting means between said supply and said tubes, means to admit air to said supply above the level of the fuel therein, and means normally to maintain the level of the fuel in said supply in the plane of the axes of said tubes, the plane of fuel level arranged always to intercept said connecting means, whereby air and fuel will be delivered from said-tubes into said chamber, said air being charged with fuel vapor prior to its entrance to said carlnireting chamber.

3. A carbureter, comprising, a carbureting chamber. a tube closed at one end and extending horizontally within said chamber, a second tubeclosed at one end and mounted concentrically within said first-named tube, each of said tubes being provided with an aperture adjacent the closed end thereof which communicates with said carbureting chamber, a fuel supply, connecting means between said supply and said tubes arranged in a horizontal plane, the horizontal plane passing through the common axis of said tubes arranged to intercept said connecting means, means to admit air to said supply above the level of the fuel therein, and means normally to maintain the level of the fuel in said supply in the plane of said axis, whereby air and fuel may be delivered to said tubes and from the apertures therein to said carbureting chamber, said air being .closed end in communication with said chamber, a fuel supply, a second fuel supply, a two-way valve, connections between each of said supplies and said valve, a connection between said valve and the open end of said tubes, each of said supplies and tubes arranged to permit the entrance of air above the level of the fuel therein, whereby fuel and air saturated with fuel vapor may be drawn from either of said supplies through said tubes to the carbureting chamber. 4

5. A carbureter, comprising, a casing formed with a carbureting chamber therein open to the air at one end and adapted to be connected to an engine at the other end, means to regulate the passage of air through said chamber, said casing being formed with receptacles for two kinds of fuel therein, a two-way valve, connections between each of said receptacles and said valve formed. in said casing, a tube closed at one end and extending horizontally within the carbureting chamber, a. second tube closed at one end and mounted concentrically within said first-named tube, each of said tubes being formed with an opening therein in communication with said carbureting chamber, a chamber formed in said casing and communicating with the open ends of said tubes, and a connection formed in the casing between said valve and said chamber, said tubes, connections and receptacles arranged to permit the entrance of air above the level of the fuel therein whereby fuel and air saturated with fuel vapor may be drawn from either receptacle into said chamber.

6. A carbureter, comprising, a casing provided with a carbureting chamber and a cylindrical chamber adjacent said carbureting chamber, a tube extending from said lastnamed chamber horizontally within the carbureting chamber, the end of said tube extending into the cylindrical chamber being formed with a conical seat, a second tube within said first-named tube, a conical head thereon formed with grooves therein, said head adapted to be seated in said conical seat, each of said tubes being closed at the end extending into said carbureting chamltd tubes and cylindrical chamber, arranged so that their respective'axes lie in the same horizontal plane and in the plane of the normal level of the fuel in said supply and said connections arranged to be intercepted by said plane, whereby fuel and air charged with fuel vapor may be drawn into said 8. A carbureter, having a fuel supply chamber in communication with the atmosphere above the level of the fuel therein, meansin said chamber to maintain the fuel therein at substantially a. constant level, a carbureting chamber formed with an air in take and a nozzle in communication with the latter and also in communication with said supply chamber both above and below the level of the fuel therein at all times, all constructed and arranged so that fuel and air saturated with fuel vapor may be delivered to said carbureting chamber to mingle with the air (1 'awn from said intake.

PIERRE GILLES.

Witnesses F. G. NEAL, WM. H. CIIAPIN.

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