US1108181A

US1108181A - Carbureter.

Info

Publication number: US1108181A
Application number: US77662313A
Authority: US
Inventors: Edmund J Kane
Original assignee: Int Harvester Corp
Current assignee: Navistar Inc
Priority date: 1913-06-30
Filing date: 1913-06-30
Publication date: 1914-08-25
Anticipated expiration: 1931-08-25

Description

E. J. KANE.

CARBURETER. APPLICATION FILED JUNE so, 1913.

Patented Aug. 25, 1914,

III F UNITED STATES PATENT orrion.

J. KANE, OF CHICAGO, ILLINOIS, ASSIGNOR TO INTERNATIONAL HARVESTER- CORPORATION, A CORPORATION OF NEW JERSEY.

GARB URETER.

Specification of Letters Patent.v Pgmbgnted Aug. 25, 1914.,

Application filed June 30, 1913. Serial no. 77e,e23.'

To all whom it may concern:

Be it known that I, EDMUND J. KANE, .a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and use-' ful Improvements in Carburetors, of which the following is a full, clear, and exact specification.

This invention relates to carbureters for internal combustion engines.

The object of this invention is to obtain the proper proportions of the ingredients of an explosive mixture for internal combustion engines operating on varying loads and The invention is illustrated on the accon1- panying sheet of drawings in which Figure 1* is a side elevation of my carbureter; Fig. 2 is a front elevation of the same I carburetor; Fig. 3 is a plan view of the carbureter; Fig. 4 is a fragmentary detail sectional view of the carburetor, showing the throttling valve in different positions, the section of the Valve being taken along the plane of line -1% of Fig. 5; and, Fig. 5 is a detail view of the throttling valve.

The various novel features of my invention will be apparent from the description and drawings, and will be particularly pointed out in the appended claims.

One of the 'main problems in dealing with carbureters is to obtain the proper proportion of the ingredients of the combustible mixture at different engine loads and speeds. It is a well known fact that with an oil or fuel nozzle in an air passageway, the rela- .tive proportions of air andoil will vary with ,the dil'i'erent speeds of the air through the passageway. That is, if at a low air speed,

there is obtained a mixture, for instance of 15 parts of air to one of oil, at a higher air speed the mixture will contain relatively more fuel; for example, ten parts of air to one of oil. If the nozzle is adjusted so that the best mixture is obtained at low air speeds, it will be too rich at higher air speeds Ti the nozzle i adjusted at higher speeds, the mixture will be too lean at low air speeds. The air speed in the inlet pipe of an engine depends upon the load and speed of the engine. When attempting to burn the heavier fuels, such as kerosene and a5 distillate, water must be introduced into the mixture inan entirely ditlerent proportion to the amount of oil. It has beenfound by experiment, for no loads and light loads up to a certain point no water is required. In as fact water would be detrimental. Beyond this point water is introduced, the heavier the load the greater the iiniountof water. This carbureter is designed to keep the air at the proper velocity at all loads, and to control automatically the inhalation of water so that at no load and light load' water will not be drawn intothe mixture, while at heavy loads it will be. The carbureter includes a main body portion 10, having an air passageway 11, the section of which (see Fig. is somewhat irregular in that one end 05 the section is large when compared with the other end. The section of the air passageway might be said to be 3 pear-shaped. This main body portion 10 is also provided with a cylindrical portion 12, in .which is adapted to operate a throttling valve l3which is automatically operated by the engine governor (not shown), the connection to which is indicated by a rod 14. Secured to the top of the main body portion 10 is a cover member 15, having a passageway 16 communicating with the air'passageway 11. body portion 10 of the carbureter is a receptacle 17 divided by a central partition 18 to form an oil chamber 19 and water chamber 20. The oil chamber is provided with a partition 1? for controlling the oil level, the oil passing into the chamber through an inlet pipe 21 and overflowing into an outlet pipe The water receptacle has a similar partition 23 and inlet and

overflow pipes

24 and 25 respectively. A nozzle 26 loading 0 from the oil chamber projects into the larger side of the air passageway 11 above the throttling valve 13. T he nozzle is provided with a hand-operated needle valve 27 for regulating the flow tlierefroi'n. nozzle 28 connected with the water chamber projects into the smaller side of the air passageway l l above throttling valve 1 nozzle is also provided with a m trolled needle valve 3? The This {Secured to the side of the main )0 A. similar thrws ing valve is provided with a radial portion which prevents passage of air through its side of the throttling valve. 'lhls throttling valve also, has a winged portion 31 in which and light load conditions, due to the fact that the compression is low. The richness of the mixture may be diminished gradually as the load increases by drawing in a relatively greater amount of air. When the engine r aches a certain per cent. of its rated horsepower and is running on kerosene or other heavy fuels, it is necessary that water he added to the mixture, not only for the cooling eli'ect it may have, but also to assist in diminishing the richness of the mixture and to prevent pro-ignition of the explosive mixture, which is the cause of pounding in the c linder. If water were permitted to form a part 01' the mixture when the engine is working below this certain per cent. of its rated horsepower, such water would prove to be detrimental. When the engine is running at no load, or light loads, the throttle valve 13 is nearly closed; that is, the air passageu'ay 11 is closed at all points with the exception oi a. small opening adjacent the liquid fuel or oil inlet nozzle 26. It will be apparent that when there is only a slight opening at the oil nozzle, the smaller portion of the air passageway 1]. adjacent the water inlet nozzle will be closed, due to the diminishing dimensions of the cross section of the air passageway 11 from the oil nozzle to the water nozzle, as shown particularly inl ig.

it will be observed also that the dotted line position of the throttling valve in Fig. 1 is the same as the full l'ne position of the throttling valve in. Fig. l. From this it will be seen, that due to the particular section of the air passageway 11 there is a small opening between thewinged portion 31 and an internal ed go 33 of the. carburetor body formed by the intersection of the air passageway 11 and cylindrical portion 12, permitting a flow ol 'air past the oil nozzle 26, and that the opposite end of the throttling valve adjacent the depressed portion thereof over laps the edge 33 of the carburetor body preventing a how of air past the water inlet nozzle. it is seen, therefore, that in this position of the throttling valve, which cor responds to no load, the vacuum formed in the cylinder of the engine extends to the lower part of. tho carbureter body and also beyond the opening of the throttling valve. 'lll' the instance the \acuuin extends beyond depends upon the sizeo'l. the opening with the throttling valve in the position shown in dotted lines in Fig. 1, and in the full lines in Fig. 4. In this position, the vacuum is limited or localized around the oil nozzle to the exclusion of the water nozzle. The resultant rush of air past 'the oil inlet nozzle tain percent, of its rated horse-power, the

throttle valve willhave reached the dotted line position in Fig. l 01' to the position where there will be a slight opening past the water inlet nozzle 28. With the throttling valve in this position, the vacuum which has heretofore been localized only around the oil inlet nozzle, is now permitted to reach the space surrounding the water inlet nozzle whereupon a limited amount of water will be drawn into the mixture on its way to the combustion chamber ot'the cylinder. with a further increase of load the throttling valve 13 continues to rotate in a clockwise direction as viewed in Figs. 1 and t, permitting a greater l'low'of air, oil and water to meet the requirements of heavy load condi tions. "111 a similar manner, when the load 'on the engine decreases from full load, the

effective area of the air passageway 11 is gradually diminished, the water inlet nozzle being cut out of the vacuum zone when the load on the engine has decreased below this certain per cent. of its rated horse-powerQt-he vacuum being again localized around the oil inlet nozzle 26. It is seen. that'the construction of thisearbureter is such that the thrpttle valve acts not only as a throttle but also as an adjustable choker so that when the throttle is cl0sed.by the action of the governor, the speed of theair past the fuel nozzle is increased, and the proper amount of fuel taken in. -The relative amount of fuel in the mixture can be varied by changing the position of the oil nozzle with respect to the edge of the throttle valve. If at full loads the proper mixture of air, fuel, and water is obtained, and at light load too much wateris in the mixture, 'the amount of water can be controlled by making the dis tance between the nozzles greater, or by making the area of the fuel nozzle end greater in proportion to the area of the water nozzle end, so that the vacuum at light loads is concentrated to a greater extent around the oil nozzle or does not extend to the water nozzle so quickly. In' my carbureter it is possible to localize the vacuum around the oil nozzle alone to meet certain load conditions and also around the oil and water nozzles to meet other load conditions.

It is evident that various modifications can be made in the particular arrangement of my invention herein shown and described, and it is my intention to cover all such modifications which do not involve a departure from the spirit and scope of my invention.

What I claim as new is:

1. A carbureter for internal combustion engines, said carburetor having-an air passageway, liquid fuel and water inlets directly associated with said air passageway, and means for localizing engine vacuum around the fuel inlet to the exclusion of the water inlet.

2. A carbureter for internal combustion engines, said carbureter having an air passageway, fuel and water inlets directly associated with said air passageway, and means for localizing engine vacuum around one of said inlets to the exclusion of the other.

3. A carburetor for internal combustion engines,,said carburetor having an air passageway, fuel and water inlets directly associated with said passageway, and means for first localizing engine vacuum around the fuel inlet and then around the fuel and water inlets as the load on the engine increases.

4. A carbureter for internal combustion engines, said carburetor having an air passageway, fuel and water inlets directly associated with said passageway, and means for localizing successively-a vacuum around the fuel and water inlets as the engine load increases.

A carbureter for internal combustion engines, said carburetor having an air passageway of irregular section, fuel and water inlets associated with different parts of said passageway, and a throttling valve in said passageway by means of which avacuum may be localized around one of said inlets to the exclusion of another.

6. A carbureter for internal combustion engines, said carburetor having an air passageway of irregular section, fuel and water inlets associated with difierent parts of said passageway, and a throttling valve in said passageway by means of which a vacuum may be localized successively around said inlets.

7. A carbureter for internal combustion engines, said carburetor having an air passageway. with relatively large and small portions, a fuel supply nozzle associated with the large portionof said air passageway, a water supply nozzle associated with the small portion of said passageway, and a throttling valve located in said passageway by means of which localization of a vacuum may be controlled around said nozzles to vary the richness of an explosive mixture.

8. A carburetor for internal combustion engines, said carbureter having an air passageway with relatively large and small portions, a fuel inlet nozzle associated with the large portion of said passageway, a water inlet nozzle associated with the small portion of said passageway, an automatically actuated valve for opening and closing said air passageway in a manner to localize a vacuum in the large'portion of said air passageway around said fuel nozzle and then around both the fuel and water nozzles as the engine load varies.

9. In a carbureter for internal combustion engines, a member having an air passageway extending therethrough with large and small portions, said member having a' cylindrical portion extending transversely there'- through forming an interior edge, fuel and water inlet nozzles associated respectively with the large and small portions of said air passageway, and a throttling valve lOCflJd in the transverse cylindrical portion the edge of which valve is at an angle with respect to said interior edge to control a flow of air past said fuel and water inlet nozzles in accordance with operating conditions.

1n testimony whereof I ai'iix my signature, in the presence of two witnesses.

EDMUND J. KANE.

Witnesses S. E. Houston, JAMES D. MCGANN.

Copies of this patent may be obtained for five cents each, a; addressing the Commissioner of Patents.

Washington, D. C.