US1037833A

US1037833A - Automatic regulation for carbureters.

Info

Publication number: US1037833A
Application number: US65423911A
Authority: US
Inventors: Edward P Noyes
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-10-12
Filing date: 1911-10-12
Publication date: 1912-09-03
Anticipated expiration: 1929-09-03

Description

E. P. NOYES. AUTOMATIC REGULATION FOR CARBURBTBRS.

APPLICATION FILED 00'I. 12, 1911.

Patented Sept. 3, 1912.

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EDWARD. 1. NOTES, OF WINCHES'LER, .MASSACHUS ETTS.

AUTOMLTIC REGULATION FOB CARBUREIEBS.

Specification of Letters Patent.

Application filed october 12, 1911 Serial No. 654,239.

- for the purposes ofproducing a flow of; liquid fuel in carbureting and fuel-feeding? systems, and it relates moreparticularly to jetatomizers in which a partial vacuum or 5,.reduced air pressure is maintained in the constant-level fuel reservoir as well as in the carbureting chamber, and is made variable over a. considerable range by the adjustment of an anterior throttlingdevice which controls the main air supply. example of this class is shown in my prior Patent No. 993,097.

The object of my present invention is to control, preferably in an automatic manner, the relation between the pressure in the carbureter reservoir and that of a throttled main-air supply to the mixing-chamber, or

between the first-said pressure and that in' the fuel-supply tank, .or to control both being accomplished by means of a regulating device or devices 10- cated in the path of an auxiliary current ofrelations,this

air induced by the suction of the motor;

Thereby the motor vacuum may be utilized to raise fuel to the carbureter from a tank located below the level of the latter, with; out imposing an excessive feeding pressuref when there is a strong vacuum in the car-} bureter, and it is. also possible to conven ressure for expelling;

iently regulate the the fuel into the car ureting chamber.

Of the accompanying drawings, Figure 1 represents a sectional diagrammatic view of a carbureter and fuel-supply system pro-; vided with my improved pressure-regulat-; ing means, and Fig. 2 represents an elevathe tension 0 spring 32, and it Wlll be cvi tion showing a modification.

10 is the carbureter having a carbureting} chamber 11 provided with an air inlet 12 which embraces the fuel inlet or jet-nozzle 13, the latter communicating with a fuel reservoir, or float-chamber 14 having the usual constant-level float 15 and valve 16 for regulating the admission of fuel from atmospheric.

independent of the throttle valve 22 but a supply pipe 17. 18 is a passage leading to the air inlet 12,

Patente.d$ept.3,1912. y

and 19 is an automatic valve in'the path v of the .air current, loaded by a spring 20. k f

21 is a small primar air openlng past said valve which is not 0 osed when the vlave isfully seated.

, The carbureterthus described, and

hated for P p ses of illustration, is one in which all of the air supply passes the fuel jet, but the invention would apply to various other well-known types.

. 22 is a throttling device located pas sage 18 and-controlling the degree of vacue'v um established in chamber'll by the suction of the motor. As shown, the said device is an ordinary butterfly valve and is adapted to control the performance of the motor in place of the usual posterior throttle valve, 'but it may be of any suitable character, automatic or otherwise. The chamber or passage 18 intervening between the .valve 22 and the valve 19' and opening 21 may conveniently be termed the vestibule', bein an anterior passage or entrance for the variably-throttled main air supply.

24 is a vacuum duct connecting m'th the vestibule l8, and by a branch 25 with the upper part of float-chamber 14. A small auxiliary current of air is or may be drawn through this duct from either of the two atchoked. in its passage by mospheric inlets hereinafter described, and. g a valve 26 forming part of the automatic device 27 which furair pressure between the float chamber 14 and the vestibule 18, whose amount depends upon the Wei ht of the moving parts and dent that this pressure differential is'subject to adjustment by means of the device 33 so as to feed the fuel with any desired force into the mixing chamber 11. The duct 24 is preferably choked at its inlet from the atmosphere, as hereinafter described, so that the pressure .in float chamber 14 will be sub- The device 27is mechanically shown) nevertheless acts in harmon therewith to maintain those conditions wliich are desirable for securing uniformity of mixture composition at all degrees of throttling of the main air supply.

34 is a fuel-supply tank which may be located below the level of the carbureter 10, and feeds the latter through the pipe 17. With the upper space of this tank, vacuum duct 24 communicates through an extension 35 containing a differential regulator 36 similar in all respects to the regulator 27. The anterior section 35 of this duct extension is virtually a part of the air-space of tank 34, and is provided with an atmospheric inlet 37 controlled by a needle-valve 38. Duct extension 35 contains a stop-valve 39 which on being closed cuts the regulator 36 out of action, and if valve 38 be then open in any degree, full atmospheric pressure will exist In tank 34. In order that regulator 27 shall remain operative under such conditions, duct 24 may then have an atmospheric inlet at 40 under control of a stop-valve 41 which will ordinarily be closed when regulator 36 is in operation.

42 is a pipe through which tank 34 may be charged from some external source of supply, said pipe having a sto -valve-43.

Assuming valve 39 to be wid e open, valve 41 closed, and valve 38 opened by a very small amount, the suction of the motor, through a partial closure of valve 22, may then be made to draw down the pressure in tank 34 sufiiciently, if desired, to cause said tank to be charged through the pipe 42 by atmospheric pressure acting on the body of fuel at the primary source of supply (not The valve device 36 insures that this vacuum pressure shall nevertheless be higher than that in the float chamber 14 by an amount suflicient to raise the fuel from the tank to the float-chamber, and it operates to maintain this difference of pressure substantially constant regardless of what the general pressure level may be as determined-by the set of valve 22. Valve device 36 could of course perform its functions without the presence of the device 27, but if any substantial resistance is interposed in the vacuum duct between the float chamber 14 and the vestibule 18, this resistance should preferably, when the vacuum varies greatly, be of an automatic character, as furnished for example by the device 27.

In some instances either or both of the

automatic regulators

36 and 27 mi ht be replaced by a hand-controlled adjusting valve (such as 39 alone in duct 35 and 44 in duct 24), as for example where the vacuum does not vary widely, or where means other than the ressures themselves are provided for causing the duct valve or valves to vary their opening conformably with the throttle opening.

The valve device or regulator 27 could also be employed to maintain a substantially constant difference of pressure between float-chamber 14 and vestibule 18, without the regulator 36 and re ardless of the mode of feeding fuel to said oat-chamber, but its special purpose is to act as an auxiliary to the regulator 36.

It will be noted that the air inlet 12 has its sides contracted around the nozzle 13 and is further restricted at 21, both of which expedients are well known and either or both of which may be employed for the usual purpose of promoting the flow of fuel into the carbureting chamber, this urpose being further accomplished, if desired, by the employment of the regulator 27 as above set forth.

Various modifications may be made. Fig.

2, for example, shows the vacuum duct 24 a liquid-fuel reservoir having a fuel outlet to said carbureting-chamber, a vacuum duct connecting said vestibule with the upper space of said reservoir and having an inlet from the atmosphere, and an automatic regulator in' said duct including a valve difi'erentially controlled by the pressures anterior and posterior to itself,

2.. In a suction carbureter, the combination of a carbureting-chamber having a restricted air-inlet, a main air vestibule thereto having a throttling device at its entrance, a liquid-fuel reservoir having a fuel outlet to said carbureting-chamber, a vacuum duct connecting said vestibule with the upper space of said reservoir and having an inlet from the atmosphere, and an automatic regulator located in said duct between said reservoir and vestibule and differentially controlled by the respective pressures therein for maintaining the reservoir ressure a substantially constant amount higher than the vestibule pressure.

3. In a carbureting and fuel-feeding system, the combination of a suction. carburetor having an air-passage including a carbureting-chamber, a li uid-fuel reservoir having a fuel outlet to said carbureting-chamber, a fuel-supply tank located below the level of said reservoir, a vacuum-duct connection between said passage and the air spaces of the reservoir and tank, and means in said connection for controlling the relation between the air pressures in the tank and reservoir.

4. In a carbureting and fuel-feeding system the combination of a suction carbureter having a liquid-fuel reservoir, a fuel-supply os -agrees" v I tank connected with said reservoir, and means controlled by the respective air-pressures in said tank and reservoir for main- .taimng said pressures in a predetermined relation.

5. In a carbureting and fuel-feeding system, the combination of a suction carbureter having a liquid-fuel reservoir, a tank located below the level of said reservoir for supplying fuel to the latter, a duct connecting the air spaces of said reservoir'and tank and adapted to have a flow of air induced through it by the vacuum in the carbureter, and an automatic pressure regulator including a valve located in said duct and differentially controlled by the pressures in said tank and reservoir.

6. In a carbureting and fuel-feeding system, the combination of a suction carbureter having an air passage which includes a car-- bureting-chamber and is provided with an anterior throttling device, a liquid-fuel reservoir having an outlet to said carbureting-chaniber, a fuel-supply tank located below the level of said reservoir for furnishing fuel to the latter, a duct connection between said passage and the air spaces of said reservoir and tank for carrying a secondary air current, and an automatlc regulator located in said connection between the tank and reservoir and responsive to the respective pressures therein for maintaining the tank pressure at a predetermined point above the reservoir pressure. v

7. Ina carbureting and fuel-feeding system the combination of a suction carbureter having an air passage which includes a car-- bureting-chamber and is provided with an anterior throttling device, a liquid-fuel reservoir having an outlet to said carburetingchamber and provided with a constant-level device, a fuel-supply tank located below the level of said reservoir and having an atmospheric inlet provided with an adjusting valve, a vacuum duct connectin said passage with the air spaces of sai reservoir and tank, and an automatic regulator located in said ductbetween the reservoir and tank and including a valve, and a septum' controlling said valve and subject differentially to the pressures anterior and posterior to the valve for maintaining the anterior pressure a substantially constant .amount higher than the posterior.

8. In a carbureting and fuel-feeding system, the combination of a suction carbureter having an air passage provided with an anterior throttling device and including a carbureting-chamber, a liquid-fuel reservoir having a fuel outlet to said carburetingchamber, a fuel-supply tank located below the level of said reservoir, a vacuum-duct connection between said passage and the air spaces of the reservoir and tank, means in said connection for controlling the relation between the air pressures in. said reservoir and passage, and means in said connection for controlling the relation between the air pressures in said tank and reservoir.

9. In a carbureting and fuel-feeding system, the combination of a suction carbureter' having an air passage provided with an anterior throttling device and including a carbureting-chamber, a liquid-fuel reservoir having a fuel outlet to said carburetingchamber, a fuel-supply tank located below the level of said reservoir, a vacuum-duct connection between said passage and the air spaces of the reservoir and tank, an automatic valve located in said connection between the reservoir and air passage and difi'erentially controlled by the respective pressures therein, and a second automatic valve located in said connect-ion between the tank and reservoir and differentially controlled by their respective pressures.

10. In a carbureting and fuel-feeding system, the combination of a suction carbureter having a carbureting-chamber provide'd with a restricted air-inlet, a main air it vestibule thereto havin a throttling device at its entrance, a liquid-fuel reservoir having a fuel outlet to said carbureting-ehamher, a fuel-supply tank located below the level of said reservoir and having an atmospheric inlet to its air space provided with an adjusting valve, a vacuum duct connecting said vestibule with the air spaces of said'reservoir and tank, an automatic regulator located in said duct between the reservoir and vestibule and differentially controlled by the respective pressures therein for maintaing a substantially constant difference between said pressures, and a second automatic regulator located in said duct between the tank and reservoir and differentially controlled by the respective pressures therein formaintaining a substantially constant difference between the last-said pressures.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses, this 10th day of October, 1911.

A EDWARD P. NOYES.

Witnesses:

P. PEZZIETTT, H. L. ALLEN.