US1006809A - Carbureter for internal-combustion engines. - Google Patents

Description

J. M. ULRICH & w. RAHR, JR-

GARBURETEB. FOB. INTERNAL COMBUSTION ENGINES.

' APPLICATIOK'FILED Anevzv, 1910. 1,006,809, I Patented Oct. 24, 1911.

2 SHEETSSHEET 1.

J. M. ULRICH & w. RAHR, J'B'. GARBURETEB FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED we. 27, 1910.

1,006,809, Patented Oct. 24, 1911. 2 $HEETS'SHEET 2.

TZthe dischargeof a jetof such fuel into the -lprov1de,' means for forcing the liquid ,JUI IUS in; UL ICH AND wirrmmfimnn, JR, or mAiv rowo'o, WISCONSIN.

woe-soa Thrall-whom it maylconcem: a Bait known that we, JULIUS M. ULRICH and WILLIAM ltann, Jr., citizens of the Fnited; .;-!*States, residing at Manitowoc,

5 cpunty of ,Manitowoc, and State of Wiscon- 8111-, have inve'ntednew and useful Improve mer ts; 1 Carbureters for Internal-Combus- "tmn Engines, ofwihich the following is a specification Our invention relates to improvements in .carbureters for internal combustion engines. j x The object of our invention is to provide meansfor applying a pulsating pressure to the'liquid fuel in-such a manner as to cause 1 chamber ofthe carbureter, followed :by an} immediate reduction in pressure sufficient to. equalize the pressure inthe mixing chamber and the supply or float chamber 20' and'thus'cause a cessation of the discharge, whereby the uncertainty and inequalities of fuel discharge incident to gravity or constantpressure feeding devices is avoided.

. To this end ourQinve'ntion is designed to through the nozzle'opening of the carbu- Teter, by the suddenapplication of a me chanically developed pressure, which will always be the same, and will produce subst-antially'the same eifect' upon the-liquid fuel, variations in the height of the liquid column, density of the liquid and any at- I mospheric conditions having'no material effect upon the operation of the engine, which will also run at substantially the same economy under light loads as when full load. In the-following description reference is had" to the accompanying drawings in which- Figure v1 is a vertical sectional view of a carbureter embodying our invention as it appears when'designe'dfor a two cycle en-' gine, Fig. 2 is an-elevation of the same. a Like parts are identified by the same reference characters-in both views.

'In" the construction shown, a' portion of the crank chamber 1v and a portion of the compression chamber 2 of a two cycle en.

gine, are illustrated in connection with a/ carbureter embodying our invention. The admission and delivery of air to and from the crank chamber, is controlled by a rotary twoway plug valve 4, which is provided -jwith a port 6 adapted to registerwith and connect-either the air inlet ports 8 and 10 of'the'crank chamber and valve casing r I Specification of Letters Patent. Application filed August 27, 1910., Serial No.

boamaunn'rnn non INTERNAL-COMBUSTION ENGINES.

or the'air out-let port 12 of said chamber and the inlet port 14 of the mixing chamber-16.

Patented ea. 24, 1911,

The air becomes charged with hydro-carbon vapor-in the mixing chamber 16 and 'isdelivered to the compression chamber 2 of the engine through the port 18. The liquid fuel is delivered from a float chamber 20 to the mixing chambenthrough a duct 22 and nozzle 23, the'flow of liquid through the latter being in part controlled by the needle valve 24.

The valve casing 26 is provided with a port 28 adjacent to the port 14 and at that side thereof past which the valve port 6 moves to the position illustrated in the drawings for the delivery of air from the crank chamber to the mixing chamber. This port 28 is connected by a duct 30 with the float chamber 20, the outlet of the duct 30 being above the maximum level of the liquid in. said chamber.

When the valve 4 is rotated from the position of crank case admission to the position illustrated, (the position of. crank case delivery), the valve port 6 will first register with and connect the port 12 with the port 28, and then register with and connect ports 12 and 14. Substantially the full pressure of the air in the crank chamber will therefore be first exerted through the port 28 upon the surface of the liquid in the floatbefore the port 28 is closed, thus permitting the pressure in the float chamber to drop as the air rushes through port 14 into the mixing chamber. The continued rotation of the valve 4 will then progressively close port 28 and simultaneously continue to open, the mixing chamber port 14 until the port 28 is closedat which time the pressure in the mixing chamber and float chamber will be suiiiciently equalized to stop the flow of liquid fuel.

The rush of air through the port 28, when the latter is first connected with the port 12 through the port 6, delivers the air through the duct 30 with considerable velocity, and as the volume required to develop pressure, in the float chamber is small, a considerable degree of kinetic or momentum energy is developed, which is imparted to the hquld, and produces a forcible jet at the nozzle. The

sure equalizes, it is obvious that the quantity delivered can be accurately regulated by the needle valve 24..

"A duct 36 is provided between the float chamber and the mixing chamber, with a manually actuated valve 37 controlling the flow of air or vapor through the duct. This .valvej37 is opened when the engine stops, to

prevent flooding'the mixing chamber with hydro-carbon in case the engine should stop with the valve Lin position to deliver air.

from the crank dhamber to port 28.. The port 12 is wider than-the port 14, being enlarged at ll so that it permits a delivery .of-air through the port6 into port'28 before the said port 6 registers with 'theport 14'. For this reason the port 28 is located in close proximity to. p0rt114 so that the initial delivery may be made through port 28 -followed by equalization through ports "14 and 28. i

manner. It will also be understood that the valve 4 will be actuated, (rotated) from the engine shown) We have shown and described our invention as applied to a two cycle engine, but

we do not limit the scope of our claims to its combinatlon with such an engmesmce 1h 1s 'obvious that; our invention-is applicable to any form of engine "where a diiferenoe is secured between the pressure in the mix chamber at the point of. fuel delivery, an

that of the air before it reaches such point.'

In an-ordinary'two cycle engine this differ ence is created by compression in the crank chamber, and in. a'four cycle englneby the partial vacuum developed in the mixing.

" during the period of air deliveryto such chamber-sufliciently. to stop the flow of,

-1'1o 2. In a carbureter for internal combustion chamber .during the suction stroke of the engine piston.' .We have. also described'oun invention as involving .the application of pressure to the liquid fuel in a float cham-j ber, but recognize the fact that a, float, or

floatchamber as such, is 'not-esse tia'l, the

float being merely. a convenient. cans for regulating" the liquidsupply from asource which a be located at a 'distantpoint.

I Thematerial fact in thisconnection is that .an excess pressure over that at the nozzle l- I is temporarily developed upon-the surface- -01 the liquid and that the pressure is then permittedto equalize, thus producing an im--- pulsefeed of the liquid at thebeginning of the cylinder filling intervath'which will I 6' deliver the heavier, asreadily as the lighter liquids, without change of adjustments. other than that of-the needle valve. In. addition to the fact that-the flowof the liquid isthus. more easily controlled than by continuous suctionduring the cylinder stroke of the-engine-piston, we areablegto expose s'ubjby any suitable mechanism (not Lstantially the whole charge of liquid fuel t6: all the air delivered to thecylinder', andthus provide for a better or more complete mix ture. We regard the use of the rotary valve 4 or its equivalent as -very important for. the

purpose of timing the pressure impulse upon '-the fuel and'developing a considerable de:

gree of kinetic energy in the air entering thefioatchamber. This enables us to virtually secure. w'hat wecall ahammer pressure upon the liquid fuel, which ejects it ,under the influence of. shock. f Theliquidf'jet is thereforethrown iolently and; distributed over. the walls of: the mixing chamber pre- "paratory' to-the-delivery of air thereto,- and we, have found that'under theseconditions,'

substantially all? of the liquid being exposed during the entire period Ofjflil l delivery, the -liquid is vaporized more 'readily and thoroughly, than 1t is where the rush of .air is simultaneous with the fuel discharge. W eare also enabled to regulate the quantity of the delivered liquid with great accuracy.

Having thus described ou'rzinve'ntion whatwe claim as "new and desire to secure byLet ters Patent i s,-- 1 I '1. 'A carbureter for internal" combustion engines, comprising. the combination .of 'a mixing ch-amber..provided with anair. inlet and a vapor outlet, a chamber for liquid 1 fuel provided with an outlet duct opening ,into the mixing-chamber, an air ductlead- .ing'tothe fuel chamber above the level of the liquid-therein, meansfor directin air through 'said ductat. an initial pressure in excess of-that in themixing chamber at the pointwheregthe liquid'out-let connects with such chamber, said air directing means vlee-- ing also adapted to 'deliver'air. to the mixing chamber and to permit the. pressure to equalize in said duct and mixing chamber liquid't'hrough the .liquid outlet.

engines, the combination of a mixing chamber provided with an air inlet and -a vapor outlet, a. chamberffor liquid fuel provided with i an outlet d'uc'topening intp the -mixing'" chamber, an air duct leadingf'irom a" point adjacent to the mixing chamber inlet to the fuel chamberabovethe'level'of the liquid therein, means for. delivering air through,

said duct at a] suflicientinitial' pressure in.

.excess of'thatjin the mixing-chamber at the A,

point where the liquid outlet. connects with such chamber, to producea forcible delivery 'ot liquid through said' outlet ducts -sai'dair ing chamber air inlet; and "permit an ;zatibn of pressures in" the fuel-and chambers suflic'ient'to 'sto'p'theflow ofl qu'i ""3, In a carbureter forinternalcombustion delivering "means being adaptedito, subse-"j1 25 n.quently connect said air duct with the mix-f;

uali- J. M. ULRICH & w. RAHR, J'B'. GARBURETEB FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED we. 27, 1910.

1,006,809, Patented Oct. 24, 1911. 2 $HEETS'SHEET 2.

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