US1062273A

US1062273A - Carbureter.

Info

Publication number: US1062273A
Application number: US61488311A
Authority: US
Inventors: Edward R Conklin
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-03-16
Filing date: 1911-03-16
Publication date: 1913-05-20
Anticipated expiration: 1930-05-20

Description

BfR. ooNKLIN.

GARBURBTBR.

APPLIoATIoN FILED 111111.16, 1911.

1,062,273. Patented May 2o, 1913.

3 SHEETS-SHEET 1.

Y r 111mm Illil E. R. CONKLIN.

GARBURBTER. APPLIUATION FILED 1113.16, 1911.

. 1,062,273, I Patented May 20,1913. 'I v a SHEETS-SHEET 2.

Y l 1 I Y Zwama/. CON/UU@ fa?? l@ E. R. CONKLIN.

l GARBURETER.

` APPLICATION FILED MAR. 16, 1911. 1,062,273, Patented May 20, 1913.

- 3 SHEETS-SHEET 3.

' n d 7`0E'rzgz'1le TED s'rATEs PATENT oEEIoE.

yEIDW'ARID R. CQNKLIN, OF AURORA, ILLINOIS.

CARBURETER.

To allwhom t may' concern Be it known that I, EDWARD R.` CoNKLIiI,

i citizenl of the Unitedl States, residing at Aurora, inthe county of Kane and State of Illinois, have invented afcertain new and .useful Improvement in Carbureters, kof

' control over what is termed in the practicall whichthe following is a full,clea r, concise,

and exact description, reference being hady to the accompanying drawings, forming a partof this specification.

'My invention relates to. carbureters and has for its main object the provision of improved valving mechanism to gain `better art of the Carburation of air as auxiliary air when the eng1ne 1s operating below a predetermined speed.

. f A carbureter that isconstruc'ted in accordance with the preferred embodiment of my invention, includes Aa gravity closed valve that-is interposed in the path of the, auxiliary air as it fiows toward the engine, and

which feature' serves nicely to permit the' passage of the volume of auxiliary air which is suited to the lower speedsof the engine, the'amount of auxiliary air that is permitted tol pass by this valve varyingin proportion to the speed of the' engine up to a certain fixed speed, whereafter this valve desirably remains fullyopen, ,other valving mecha nism then coming into play for the purpose of admitting the auxiliaryair in increased- Fig. .1; Fig. 4 is a vsectional elevation on.

line 4 4 of Fig. 2; Fig. 5 is a sectional View on line 5 5 of Fig. 6;.'and Fig. Gis a sec.-

tional view on line6 6 of Fig. 5. p

Like `rts are indicated by similar char'- n acters of reference throughout the different figures. I

There are many details of construction which are exhibited in the drawings that will be well understood by those skilled inthe art and which, therefore, will not be specifically described.

The fuel bowl of the carbureter is provided with an insetting projection 1 in which Specification of Letters Fatent.l Application led'March 1911. SerialiNo. 614,883.

Patented May 2o, 1913.

vthere is provided a channel v2 formed in two main branches that merge in what may be termedthe bight of the channelv wherev the ",liquid .fuel is admitted to the channel through a valve opening 3 in a manner which is well understood. One branch of this channelhasl communication at .4 ywith the external atmosphere in order that con.` stant air as it is termed, may be admitted as a consequence of engine` suction, to impinge upon the liquid fuel, which vis preferably gasolene, admitted at the point 3. jThe liquidfuel, after it has been subdivided and intermixed with the F constant air flows toward the engine through the sinuous portion 5- of the'channel, 'this sinuous portion having an outlet indicated at6 which is located below the manually controlled throttle valve 7, this throttle valve being located in a piping portion 8 that intervenes between' the carbureter and the cylinder .or cylinders of the internal combustion engine in connec# t-ion with which it is used. The bulk of the ai-r which is to be carbureted is not admitted soY at 4, but is admitted to the chamber 9 into which rich mixture is discharged through the mouth 6.` The auxiliary air, before'heing admitted to the chamber 9, is admitted i l to 4another chamber 10 which is separated `from the'chamber 9 by a partition 11. The valving mechanism 'which controls the`com- `municati-on betweenthe chamber 10 and its exterior, includes two spring pressed valves 12 and. 13, the valve 12 having closing action 14 inorder that it may be opened b the suction created by the operation of t e'engine on itslower speeds, or certain of them, this" spring 14 remaining under its maximum compression when the engine has exceeded apredetermi'ned speed. The extent to which' the valve 12 may be opened is limited by the sleeve 15 .when it is broughtinto contact with the limiting stop 16. .After the valve 12 has been fully opened, and in the event of the increase of the engine speed above the aforesaid predetermined limit and durlng the time the valve 12 remains fully open, the valve 13 is subject to an opening action by the increased rapidlty with which vacuum, or partial vacuum, isv produced atv the i engine, the heavier s ring 17 thereupon yielding to the increase suct-ion. The valve 13 is also provided with a sleeve 18 thatis brought. intof'engagement with the stop 19 to limit the extent to which the valve 13 ,may

exerted thereuponby means of a light spring v that such a valve does not perform its function with that degree of reinement which is suited to very low speeds ofthe engine. I have, therefore, provided a supplemental yand gravity closed valve which is adapted to properly admit the required smaller quantities lof air which the engine needs for its operation on its very low speeds, those speeds at which the valve 12 would not 'properly respond. Inl order that the valve 20 may thus have initial' control over the auxiliary air, the valvel 12 is provided with a passage or passages 21 through which the auxiliary air may be admitted to the chamber 10 without the necessity of opening the valve 12. When the engine is operating on its lowermost speeds, thevalve 20-will be deiected so as delicately -to vary the size of the passage between the

chambers

9 and 10 and through which passage the auxiliary air is to ow. The carbureter of my invention may, in other words, be described as a carbureter provided with yco-nstant and auxiliary vair channels, a channel for engine connection whose opening for the admission of carburete'd air that is to be passed to the engine is in communication lwith the discharge ends of the constant and auxiliary air channels, a main valving mechanism serving to vary the volume ofair admit-ted to the auxiliary air channelupon variation of engine speed, and a gravity closedvalve located in position to `be passed by auxiliary air and serving to regulate the volume of auxiliary air that may .flow on the lower engine speeds. The ffrav1ty closed valve is the valve which performs the function required, and a pendant valve is the preferred type of gravity closed valve which is employed. This pendant.

valve is in the form of a curtain which is swingingly mounted at its top edge and serves, when closed by the action of gravity, suiiiciently to obstruct the passage between the

chambers

9 and 10. The lightest suction A exerted as a consequenceofthe operation of the engine will cause `a corresponding deflection of the valve 20 from its vertical position toward chamber 9, whereby just that volume ,Y of air is admitted to the chamber 9 which is required. When the engine has reached a predetermined speed, thevaive 20-is finally swung to a substantially horizontal position within chamber 9, thisl position of the valve being substantially maintained while the engine is at or exceeds this speed.l The type of valve 2O illustrated is preferred since a minimum amount lof suction is required to` valve 12 is operated upon by the engine suc-- tion to open it, and when the valve 12 has been fully opened, the valve 13 is operated upon by further increased engine suction to open it. Ideally, the valve 20 is completely cpen before the valve 12 starts toopen, and the valve 12 is completely open before the valve 13 starts to open, though it is obvious that the valve 12 may be adjusted so as tov star-t to bpen before the valve 20 is completely opened and that the valve 13 Imay be adjusted to start to open before the valve 12 is completely open. This adjustment of the valves 12 and 13 is effected by means of the adjusting nuts 22 working upon the upper ends of the threaded rods 23'which carry the stops 16 and 19 at their lower ends.

Hitherto, the valving mechanism employed was not adapted to properly respond, when the engine operated at its lowest speed or speeds, to admit auxiliary air in suitable proportion to the fuel admitted into the chamber 9 through the mouth 6. That is, the valve act-ion was so sluggish as to cause the engine to draw in an unduly large proportion of liquid fuell at low speed. This harmful `result was overcome. by reducing the liquid fuel opening at 3, but such a reduction unduly limited the amount of fuel which the engine could supply at its higher speeds. By providin the sensitive valve 20, the initial fiow of liquidfuel at the poi-nt 3 may be.

suited to the higher engine speeds since said valve will operate to permit the entry of the required proportion of auxiliary air at the very lowest engine speeds.

In order to prime the carbureter, I provide a depression in the bottom wa/ll common to the

chambers

9 and 10 as indicated in Fig. 4, in which depression the liquid fuel maybe received up to some suitable level, which level may be determined by an overflow vent 24. Gasolene or other liquid fuel may be admitted to the portion-9, 10 of the carbureter by passing the noseI of a fuel can through an opening 21 whereafter the can may .be manipulated to. pass the required amountl of fuel into the carbureter structure. Garbureters are usuallyvv provided with means whereby fuel in liquid state may be admitted i stood by those skilled in the art, so that a fuel can need not necessarily be employed. The body of fuel placed in this depression is located in thej path that is followed by the auxiliary air as it flows tothe engine, wherebythe engine is supplied with air which 1s carbureted when lit'flows through and by the fuel. IA part of this liquid'fuel is located between lthe valve-"20.and the engine and all of this liquid fuel is located between the valve 12 andthe engine. The air which vis thus initially -carbureted has its flow -governed by the valve 20, which valve desir!4 ably projects into the liquid fuel to enable the liquid `fuel toV seal or partially seal the valve and in order thatl the air. permitted to pass by the valve maybe forced to encounter .i the liquid fuel.

While 'I have herein shown andlparticu--ll claim as new and desire to secure by Letters Patent the following 1. .A tcarbureter provided and auxilial'yair channels,'a-channe1`for en.

gine connection whose opening for the ad.

mission of carbureted vair that is to be passed to the engine is in communication with the discharge. ends of the constant and auxiliary air channels, av :main valving mechanism serving totvary the volume ofau' admitted to the auxlllary air channel upon variation of engine speed, and a gravity closed valve.

located in position to be passed by auxiliary with constant air and serving to regulate the Volume of auxiliary air that may iow on the lower engine speeds.

2. A carbureter provided with constant and auxiliary air channels, a channel for engine connection Whose opening for the admission o-f carbureted air that is to be passed to the engine is in communication withthe discharge ends of the constant and auxiliary air. channels, a main valving mechanism serving to `vary the volume of air admitted to the auxiliary air channel upon variationl l'of engine speed, and a gravity closed Valve located' in position to be passed by auxiliary air and' serving to regulate the volume of auxiliary air that may How on the lower engine speeds,` there being present fuel re-A ceivlng space `1n d1rect` commun1cat1on w1th the auxiliary air channel for holding a supply offuel to assist in starting the engine. y

3. A ca-rbureter provided with constant and auxiliary air channels, and achannel for engine connection whose opening for the admission of carburetedair that is to v'be passed to the engine is in communication with the discharge ends of the constant and" auxiliary air channels, 'the'constant air channel having a blght therein where the fuel inlet is located and having a sinuous portion v between the liquid fuel intake andthe channel for' passing carburete'd air to the engine.

' In witness whereof, Ighereunto subscribe my name. this 14th day of March A. D.' 1911.

EDWARD R'. coNKLIN.

Witnesses:

- G. L. CRAGG, v C'. DAvIsoN.