US1120184A

US1120184A - Carbureter.

Info

Publication number: US1120184A
Authority: US
Inventors: Ralph A Duff
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-03-05
Filing date: 1912-03-05
Publication date: 1914-12-08
Anticipated expiration: 1931-12-08

Description

R. A. DUFF.

CARBURETER APPLICATION FILED MAR.5,1912.

1,120,184, Patented Dec. 8, 1914.

R. A. DUFF.

GARBURETER.

APPLICATION FILED MAR.5,1912- 1,120,184. Patented Dec. 8, 1914.

f 6/ 2 SHLETS--SHBET 2v J 554 y g "I; 'T a WILAD WMW 7 by Attorneys RALPH A. nor-F, or NEBRASKA CITY, NEBRASKA.

CARBURETER. I p I Specification of Letters Patent.

Patented Dec. 8, 1914.

Application area starch 5,1912. Serial No. 681,839.

To all whom, it may concern Be it known that I, RALPH A. DUFF, a

cftizen of the United States, residing at Nebraska City,'in the county of Otoe and State of Nebraska, have invented-a new and useful Carburetor, of which the following is as ecification. i

ne of the objects of the present invention is to rovide a carbureter having a mixing meclianism under the control of the Operator, whereby the character of the mixture may be varied, to suit the load, a mixing by-pass, independent of the mixing mechanism, being provided, which by-pass is efficient to turn the engine shaft merely, when the load isromoved.

A further object of'the invention is to provide means for producing an attenuation of the air supply, as it enters the carburetor, whereby the air will readily mix with the fuel, a deflector being provided, for the double purpose of receiving the air supply,

and for directing the mixture of fuel and air out of the carbureter.

A further object of the invention is to provide a novel mechanism for successively opening the fuel inlets, and to provide novel mechanism for gradually increasing the ef fective area of the air port, as the fuel inlets are successively opened.

With the foregoing and other, objects in view, which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention. 1

In the accompanying drawings,-Figure 1 shows in elevation, a carburetor constructed in accordance with the present invention; Fig. 2 is a plan of the structure shown in Fig. 1; Fig. 3 is a section upon the line i\B of Fig. 2; Fig. 4 is a section upon the line CED of Fig. 3; Fig. 5 is a plan showing the surface of the cam shaft developed; Fig. 6 is a perspective of the cam shaft; Fig. 7 is a longitudinal section of the air-control which is interposed in the mixing by-pass; and Fig. 8 is a longitudinal section of one of the fuel-inlet valves.

In arrying out the invention there is provid ed a cylindrical casing 1, closed at,

- one end, as shown at 2, the open end of the casing 1 being equipped with a removable closure 3. The cylindrical casing 1 is provided, at one side, with an attaching flange 4, an outlet 5 forming a communication between the interior of the casing 1 and the exterior of the carburetor. Adjacent the outer face of the flange 4, the walls of the outlet diverge, as shown at 6, to form a flaring mouth.

The invention further includes a fuel tank 7, having a removable closure 8, providedwitha hub 9 having an opening 10 communicating with a fuel-inlet 11. The

12. A tube 14 projects inwardly from the closure 8, and a float 15 is slidably mounted upon the tube 14, within the tank 7. The float 15 may be equipped with a bridge 16, mounted to slide in openings 17 in the tube, the bridge 16 carrying a needle valve 18, constituting a means for controlling the opening 10. .The specific arrangement of parts within the tank 7 may be varied, with out alternating the operation of the structure hereinafter described. Projecting from and communicating with the tank 7, is a supply pipe 19, terminating at its outer end in a chamber 20, removably secured to-the casing 1, and having an upstanding rib 21, adapted to fit in one end of the casing 1. The end faces of the rib' 21 which lie within the casing 1- slope in opposite directions, as will be clearly seen fronr an inspection of Fig. 3. The chamber 20 terminatesin a depending neck 22, giving access to the cam shaft, hereinafter described, a closure 23 being provided for the neck 22. The ends of the chamber 20 are equipped with removable closures 24 and 25, respectively. Located within the chamber 20 is a cam shaft 26, having at itsends, cire lar heads 27, rotatably mountcd l 1n the oh mber 20, and engaged by the closures 24 and 25, to prevent a longitudinal movement of the cam shaft. The cam shaft termihates in a stem 28 journaled in a packing gland 29 carried by the closure 25. Intermediate the heads 27, the cam shaft 26 is equipped with cams 30-and 31, alternately disposed. The cams 30 are equipped with cam v faces 32, disposed in a line at an angle to'the' axis of the cam shaft, each of the camfaces 32 being disposed slightly beyond the next adjoining cam face, circumferentially of the shaft. The cains 31 are provided with cam opening 10 is controlled by a closure plug the other end of the cam shaft, as \vill be a sloping faces of the rib 21.

most clearly understood, if Fig. is BX-.

auiined. The fuel inlets preferably take the form of nozzles 34 and 35, disposed in diverging relation, and threaded into the Tubular fuel valves 36, one of which is shown in Fig. 8, are slidably mounted in the inner ends of the nozzles 34 and 35. These valves 36 are equipped at their inner ends with conical heads 37, adapted to engage with similarly shaped seats 38 formed in the wall of the chamber 20, the heads 37 being maintained normally in engagement with the seats, by

means of helical compression springs 39. eachof the springs 39 bearing at one end against the head 37, and at the other end against the inner end of one of the nozzles 34 or 35. lach valve 36 is provided with an axial passage 36, which is carried laterally out of the head 37, as shown at 36]. When the head 37 is depressed into the seat 38, the outlet 36 will be closed, but when the head 37 is lifted off the seat 38, the fuel may pass through the channel 36, into the nozzles 34 and 35, and thence into the ii1te rior of the carbureter. The; extremities of the heads 37 protrude into the paths of the cams and 31. The construction is such that when the cam shaft 26 is rotated, the

cam faces 32 will open the valves 36 of the nozzles 35,successively, in one direction longitudinally of the cam shaft, the continued rotation of the cam shaft causing the faces 3 to open the valves 36 of the nozzles 34, successively, in an opposite direction longitudinally of the cam shaft.

Tlmnvention further includes a primary deflector 40 which, as seen most clearly in Fig- 4, may be removably secured to the wall 2 of the "ciising 1. The primary deflector 40 is preferably ofdouble convexed form, and extends between the diverging nozzles 34 and 35.

Secondary deflectors

41 and 42 are provided, these deflectors being located upon opposite sides of the primary deflector 40. The secondary deflectors 41 and 42may be formed integrally with, or be connected to, the end wall 2 of the casing 1. The body portions of the

deflectors

41 and 42 conform to the curvature of the primary deflector 40. The

deflectors

41 and 42 include laterally projecting

flanges

3 and 44, inclined at slightly different angles with respect to the body portions of the deflectors. In one side of the casing 1 there is an air inlet port" 45, above which the flange 44 is located. In the opposite side of the casing 1 there is an air inlet port 46, above which the flange 43 is located. The construction is such that when the air enters the ports 45 and 46, the

flanges 44 and 43, respectively, will direct l the air. across the nozzles and 34, respq-g fi wely. the air being discharged against the primary deflector 40. The'air, as it enters the ports 45 and 46, will be attentuated, owing to the relatively small size of the ports, the air being thereby adapted for a ready HEX- ing with the fuel which is discharged through the nozzles 34 and 35. The mixture effected at the discharge ends of the nozzles 34 and 35 will pass between the pnmary deflector and the body portions of the

secondary deflectors

41 and 42, the mixture passing through the outlet 5, as Will be understood readily. J ournaled for rotation between the

deflectors

41 and 42 upon the one hand, and the cylindrical casing 1 upon the other hand, is a hollow, cylindrical, air valve 47 having a 'port 48, adapted to register with the air inlet port 45. In the valve 47 there is a port 49, adapted to register with the inlet port 46, the valve 47 having a port 50, adapted to register with the outlet 5. The valve 50 includes a stem 51, journaled for rotation in the closure 3. A stop 47* limits the rotation of the Valve 47. The construction is such that when the stem 51 is rotated, rotating the valve 47, the port 48 will be brought gradually into registration with the port 45, the port 49 being brought gradually into registration with the port 46, after the alinement of the ports and 48 has begun, the port 50 moving into alinement with the outlet 5, so soon as the ports 48 and 45 begin to register. Obviously, as shown in Fig. 3, the valve 47 may be manipulated to close the outlet 5, and to close the ports 45 and 46. A means is provided for simultaneously rotating the cam shaft 26 and the valve 47. This means preferably includes a lever 52, secured to the stem 51 of the valve 47, the lever 52 having a toothed "segment 53, meshing into a segment 54, resting against the hub 55, secured to the stem 28 of the cam shaft 26, there being a flange 56 upstanding from the hub 55, to which flange 56 the segment 54 is connected, by means of a set screw 58, the set screw 58 serving to bind the segment 54 upon the flange 56 of the hub 55, and the slot 57 permitting a radial adjustment of the segment 54, with respect to the cam shaft 56. \Vhen the lever 52 is manipulated, the

seg ments

53 and 54, meshing together, will operate the cam shaft 26, the valve 47 being lVhen.

operated directly by the lever 52. the lever 52 is moved, the cams 30 will open the valves 36 of the nozzles 35, one after the other, andsubsequently open the valves 36 of the nozzles 34, one after the other, as has been described hereinbefore. As the valves in the nozzles 35 are opened one after another, the ports 48 and 45 will be brought gradually into registration, and subse quently, as the valves in the nozzles 34 are opened one after another, the ports 49 and 46 will be brought gradually into registration.

The invention further includes a mixing by-pass, connecting the supply pipe 19 with the outlet 5, independently of the operation of the cam shaft 26 andthe valve 47. This by-pass includes a pipe 59, entering an opening 60 in the casing 1, the inner end of the opening 60 being equipped with a nozzle 61, fitted against one of the walls 6, and dis" posed at an acute angle to the longer dimensions of the primary deflector. l0. A pipe 62 enters the supply pipe 19. Mounted upon the end of the pipe 62 is'a funnel 63 into which is threaded a nozzle 04, adapted to discharge into a funnel (i5, threaded upon the end of the pipe 59. The funnels 63 and 65, together with the nozzle 64, constitute an air-control, which may be adjusted by retating the funnel 65, so as to cause the same to move toward and away from the funnel 63. i-

In practical operation, when the parts are positioned as shown in Fig. 3, the heads 37 of the valves 36 will rest in the seats 38, the

fuel-supply through theinozzles 34 and 35 being cut off. The air inlet ports and 46 will be closed, and the outlet 5 will be closed likewise, by the valve 47. Under such cir cumstances, however, the fuel-supply will be drawn. through -the by-pass, consisting of the

pipes

59 and 62, the air being drawn 63. An explosive mixture. will thus be introduced into the cylinder, which mixture will be of sufficient volume and character to turn the engine shaft over, when there is no load upon the engine. When, however, the operating lever 52 is manipulated, the carbureter will .be put into full operation, the

mixture being regulated to suit the load. This regulation is effected by reason of the fact that the nozzles 34 and 35 are opened, one after the other, the ports 46 and 45 being opened accordingly. The regulation of the mixture, when the engine is working under a load, may be regulated to a nicety, and when the load is removed, an explosive mixture will be provided, through the instrumentality of the bypass 5962, which mixture will merely turn the engine shaft over. Y

Having thus described the invention, what is claimed is:- I,

l. A carbureter, including a-J'c'ylindrical casing provided'with an air port, a plurality of fuel directing members mounted within the casing, a plurality 05 valves, one to each member, a shaft provided with a plurality of cams, one to each valve, for actuating the valves, a valve controlling the air port, and an adjustable means for connecting the shaft and air port controlling valve for simultaneous operation, and whereby the valves are actuated in succession and the air portage is set of inlets; means for opening the inlets in succession; and means for gradually open-h ing the ports, as the inlets of the corresponding set are successively opened.

A carbureter including spaced sets of fuel-inlets, and having an air port. for 'each set of inlets; a valve for each inlet; ashaft having cams positioned toopen the inlets in" order, and to open the inlets of one set before the inlets of the other set are opened a valve arranged to increase gradually the area of the ports, as the inlets of the corre sponding sets are successively opened; and means for connecting the last mentioned valve and the shaft, for simultaneousoperation. I v

4. A carbureter including a'series of fuelinlets, and provided with an airport; sepa-- rate, interengaging means for opening the inlets successively, and for varying the area of the port; a mixing lay-pass opening into the carbureter upon opposite sides of the inlets and the port; and an adjustable air control interposed in the by-pass. 5. A carbureter including a horizonta cylindrical casing, two sets of diverging fuel nozzles longitudinally ofthe casing,fthere being air ports in the walls of the casing,

one to each set of nozzles, and discharging transversely of the nozzles; and a deflector mounted between the sets of nozzlesand ponozzles and positioned to' receive the air from the ports; and secondary deflectors,

each including auneniber conforming to the curvature of the primary deflector, and a member adapted to direct theair from one port, across the nozzles and against the primary deflector.

7. A carbureter, including diverging sets of fuel nozzles, and having an air port for each set of nozzles, a double convexed primary deflector located between the sets of nozzles and positioned to receive the air from the ports, and a member adapted to direct the air from. one port, across the nozzles and against the primary deflector.

8. A carbureter including spaced, diverging sets. of fuel nozzles, and having an air port for each set of nozzles; a primary, dou l;leconvc \'ed deflector located between the sets of nozzles and positioned to receive the air from the ports; secondary deflectors, each including a member conforming to the curvature of the primary deflector, and a member positioned to direct air from one port against the primal deflector, aid across one set of nozzles; n ansfor opening the nozzles in succession, and for opening the nozzles of one set befoi the nozzles of the other set; a valve arranged to open the ports successively, and to open the ports gradually, as the nozzles of the corresponding sets, are successively opened; and a device for operatively connecting the valve with said means.

' 9. A carbureter including spaced sets of fuel inlets, and having an air port for each set of inlets; means for opening the inlets in succession throughout both sets and for opening all of the inlets of one set before any of the inlets of the other setare opened; a valve controlling the ports and adapted to open the ports successively and gradually, as the inlets of the corresponding set are opened; and mechanism connecting the valve and said means for simultaneous operation.

10. A carhureter, including spaced sets of fuel inlets and having an air port for each set of inlets; means for opening the inlets in succession throughout both sets; a valve controlling the ports and adapted to open the ports gradually, as the inlets of the corresponding sets are opened; and mechanism connecting the valves and said means for simultaneous operation.

11. earbureter, having two air ports,

coil" thl: patent may be obtained for t .vo S! ;s of fuel nozzles, one to each air port, a dor le convexed primary deflector disposed Jetween the sets ofgiozzles to receive the air from the ports, and a port-eontrolling member for permitting the inlet of air from both ports across their respective sets of nozzles and against the primary de flector.

12. A carbureter, having two air ports, two sets of fuel nozzles, one to each air port, a double convexed primary deflector disposed between the sets of nozzles to receive the air from the ports, and a valve for controlling both ports-said valve being constructed to control the port for one set of fuel nozzles-and the port for the opposite set successively.

13. A carburetor, having an air port, a set of fuel nozzles, a primary deflector having its surface opposed to the direction of air inlet and substantially parallel with the path of discharge from the fuel nozzles, and a port controlling member for permitting the. inlet of air across the fuel nozzles and against the primary deflector.

In testimony that'I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

RALPH A. DUFF.

lVitnesses:

ROBERT Kano-L, IIARRY RoLr'n.

five cent: each, by addreuing the Commluloner of intants. Wuhlngton, D. 0."