US1129864A - Carbureter. - Google Patents

Description

C. A. HAAS'.

CARBURETER. APPLICATION FILED oc1'.21,1a1o.

Patented Mar. 2, 1915.

2 SHEETS-SHEET 1.

INVENTOR.

WITNESSES:

C. A. HAAS.

CARBURBTER.

APPLIGATION FILED 00T. 21, 1910.

Patented Mar. 2, 1915.

2 SHEETS-SHEET 2V ATTO/NE Y.

W'ITNESSES:

l crans a. nains, or s'r..LoU1s, MissoUar.

cii'RnUnE'rEn.

lmmwtidc.

speifwation of Letters Patent.

rateneea trai. a, toit.

Application filed ctober 21, 1910. Serial No. 588,322.

To all whom t may concern:

Be it known that l, CYRUs A. HAAS, citizen of thellnited States, residing at St. Louis, State of Missouri, have invented certain new and useful improvements in Carbureters, of which the following is a full, clear, and eXact description, reference being had tothe aocompanying drawings, forming apart hereof.

My invention has relation to improve ments in carbureters; and it consists inthe novel construction and arrangement of parts more fully set forth in the speciication and pointed out in the claims.

inthe drawings, Figure 1 is a top plan of I the earbureter; Fi`g. 2 is a vertical section,

on the line 5 5 of Fig. 1; Fig. 3 is a section o n the inclined lineG-G of F ig. 2.; Fig. t is plan view -of the throttle-valve; Fig'. 5 yis a vertical section l'on the line 8 8 of Fig. 4;

Fig. ii' is an enlarged crosssectional detail on the line 9-9 of Fig.,2; Fig. 'i' is an elevatioiiof the feed-valve5 and Fig. 8 is a top `planof thefloat controlling the feedvalve, parts being in section.

The presentinvention is an improvement on the carbureter forming the subject-mat-v ter of my U, S.- Patent numbered' 932,4.65, dated August 31, k1909;' and while contemplating the several objects,possessing1 the same advantages, and fullling the same p iirposes as the patented construction, it eliminates certain features and in lieu thereof substitutes others more accessible to, and thereby better controllable by, theoperator, and on the whole `resulting in a material simplification oi the carbureter and in a re duction of the number of parts of which the same kis composed. 4

Amongthf features introduced, in the improved carbureter may be imentioned (l) an automatic spring-controlled poppet-valvo responding tothe suetion ofthe en ine during theV movements of the throttle lorregil lating the supply of air to the mixing chainb'er'; (2,) a throttle-valve provided with means for so adjusting or regulatingL the flow of the gasolene to the mixing chamber as to yinsurethe formation of a perfect mixture (of gasolene .and for, lany posi'- tion of the throttle, it being possible to produce any number ot jets whose character may be varied with the successive ositions of the throttle, from a closed to a ull open position, an adjustmentefected for any one position being ind endent of, and in no wisey interfering wit that effected for any ytion thev air lis a other position of said throttle. There .thus result a series of selective individnaladjustment'sa given adjustment corresponding t0 and being identified with, a givenpos'ition o the throttle, and permitting the discharge into ,the mixing chamber of theprop'ercomcal feat res thea vantages of whichwillbe mpre fu 1y apparent rom'a d itailed description ,of the invention, which is as. follows l- Referring to the drawings, p represents a ga solene supply-pipe ,leading from thegaso iene-tank on the automobile (not shown), as well understood in the art. i 1 The carbureter forming the subject-matter of the present invention `is made, preferably in threesections and comprises an outeriiioat chamber 1 confinedA to the middle and top sections which are united by screws 1' passing through. lugs t (Fig. 2), `theupper section being providedwith acentral extension 2 terminating lin a ange ,for-boltin' to the base,of the intake manifold.pipes, he eX- tension? engages the inner vertical cylindriealj pipe or fuei cast with the. middle Seetion, the. said flue .42. terminating at .the bottom t and below the vdoet-cliamber) in an elgrfteriorlyI screw-threaded flange or extension 4I to which is sorewedthe bottom section 5 of th'ecarbireter, throughwhioh sec- I l mittedinto ,the mixing Chamb r. ,The bottoni of thesectio'n :5 is provi ed with a .lar e intakeopening Ql bounded by an nwar y; rejecting flan e6 forming' avalve-sea't for; Y l i h ead ofthe spring-controlledeciprocating air, or poppet-valve which re ates the sup.- ply of. air admitted intothe mixing chamber.

e terminal dis Q15 The 'angeor valve-seat A6 is provided with marginal4 grooves, depressions, .or scallopsj whiehadmit the necessary quantityiof air for a seated position of the valye, said seated position corresponding to a low speed of theY mnd stem 8 depending from and secured to, a boss 9 east on the gas-nozzle or aspirator 10.

The controlling compression spring 11 enveloping the sleeve 7 bears with one end against the disk or valve 7 proper, the opparted to, the motor, and hencel to the vehicle driven thereby. y

Located within theiioat-chamber 1, and loosely encompassing the pipe 4 (which together with the bottom section 5, and the' upper extension 2 below the gas-valve or throttle may .be regarded as the mixing or carbureting chamber) is a float 12 made of cork (the dotted line m indicating the normal highest level of the gasolene on which it floats), the cork ring being provided with an outer metallic band 13 from which projects radially a terminally forked arm 14, the arm being lprovided with a hollow boss or bearing 15 at lthe base of the fork members 16 thereof, for the Areception of a spindle or pin 17 about which the arm 14 is free to oscillate withvthe fall or rise of the float 12. In lieu of cork a hollow metallic float may be substituted. The pin 17 is mounted as shown (Figs. l1, 2), across what `may be considered a float-chamber extension 1 in which the gasolene feed-valve is located. The feed-valve proper is 'a conical head 18 provided with a stem 19 whichl terminates in a reduced guide extension 19 passing loosely through a nut or bearing 20 closing the top of the extension'l, the portion 19 being protected against access of dust by a bonnet or hood 21 which is of sullieient capacity to admit of the necessary reciprocations to which the stem 19 and its extension 19 are subjected with any movements of the valve due to a rise and fall of the float. The stem 19 is provided at the proper point with a collar 22 resting on the fork members l16 of the lever arm 14, the stem 19 passing freely between the v.fork members so that the frietion between the parts is reduced to a minimum. The valve 18 is normally forced to its seat at the upper end of the port or passage-way 23 formed in the nipple 24 at the lbase of the extension 1, by a compression spring 25 coiled about the stem, one end of the spring vbearing against the collar 22, and the opposite end against the roof of the cavity n formed in the nut 20. W'ith any fall of the float 12, due to a lowering of the level of the gasolene in the float-chamber,

the forked end of the arm 14 will be raised or oscillated upwardly, lifting the valve 18 against the tension of the spring 25 (which it compresses) and allowing more gasolene to iiow from the tank through the pipe p (coupled to the nipple 24) into the float chamber. As the float lifts again, the reverse of the operations takes place, the spring 25 forcing the valve toits seat. All this is quite obvious from Fig. 2 of the drawings. The float chamber is provided with a drain cock D as usual. The terminal of the stem extension 19 isprovidcd with a split 1^9 for insertion of a tool or screw-driver to occasionally rockthe valve for grinding the same to its seat.

Inserted to a convenient'depth into thc passage-way of the aspirator or nozzle 10,

and shouldered therein as shown in Fig. 2, and secured in addition by a tight sweated solder-joint 26, at the nozzle end, is an extension tube 27, the passage whereof is substantially the same bore as the passage of the nozzle,`said tube curving upwardly and away from the axis of the pipe 4 and terminating in a lateral jet-nozzle 28, the u per end 'of the tube proper being closed F ig. Before explaining fully the action of the jet-nozzle, a detailed description of the throttle-valve and the parts identified therewithV will be rst given. The throttle or gas-valve vcomprises a disk 29 mounted rotatably on a diametrically disposed pin or shaft 30, and provided with oppositely directed marginal flanges 31, 31, with sides tapering toward the axis of the valve, the outer faces of the flanges being convex, and interior and tangent to, the arc y described by the edge of the disk about the axis thereof as a center. Formed in the walls of the mixing chamber along superposed planes are substantially semi-annular pockets 32, 32, deepest at the middle as shown, to allow for a rapid flow of gas into the motor with a backward stroke of the throttle, or that stroke which causes the flanges 31 to traverse a path across the pockets, as contra-distinguished from a forward stroke in which the traverse of the flanges is in the opposite direction or away from the pockets. In the particulars thus far described, the throttle in no wise differs from that forming the subjectmatter of my patent aforesaid, la

opening releasin the rich priming quick mixture into the motor for cranking purposes or starting von the spark with a backward stroke of the throttle, and a slow or gradual opening releasing the perfect mixture (or that availed of for general service) with a forward stroke of the valve.

In the present improvement the throttle is actuated from the throttle lever (not shown) through suitable connections leading from the arm 33 carried at one end of the shaft 30 of the valve. The latter howagement' ever, is supplemented by other details which are as follows :-`Formed with the disk 29, and disposed in planes parallel to the plane of rotation of the valve are parallel wings 34:, 3e, spaced apart by cutting a slit in the single wing as originally cast with the valve, into which slit is subsequently tightly inserted, and in addition held by a sweated solder joint 26 (Fig-3) a pliable extension wing or deector 35, the outer edge of which is substantially semi-circular and merges tangentially with the outer vfaces of the Hanges 31, 31, (Fig. 5). One face of this member 35 sweeps across the path of projection of the lgasolene jet issuing from the jet-nozzle 28 (Fig. 3) so that they gasolene permanently impinges against the adjacent face of the deflector. `Wherev this face is parallel to the plane of rotation of the valve, that is to say where it is at right angles to the axis of projection of the jet as shown in the full position in Fig. 3, the space through which the gasolene (after leaving the nozzle v28) is 4allowed to escape into the mixing chamber is substantially one-half of the cross-sectional area of the opening of the nozzle. It is obvious however, that the member 35 may be crimped, or bowed laterally (or across the general plane of its rotation) vat any point between the ianges 31, 31, (Fig. 5) so that at one point it may be crimped away from the discharge mouth of the nozzle 28 (see left hand dotted osition Fig. 3) and at another point towar the nozzle (see right hand' dotted positionv Fig.

3). lf these crimps or bows are of sufficient number, and some should be in one direction and some in the opposite direction, .it is obvious that the outer edge of the deiiector 35 would present a more or less wave-like appearance. The maximum bow or crimp in the memberl 35 away from the nozzle 28 would leave a discharge 'space between the nozzle and member substantially equal to the full area of the cross-section of the nozzle; a maximum crimp toward the nozzle might nearly close the mouth ofthe nozzle.

0f course, these extremes are not and need not be resorted to in practice, and to the ex` tent that they are resor to, the crimping is scarcely perceptible to the eye. The only pronounced crimp` or bow marked la in the drawings (Figs. 4, 5) and the only one illustrated, is .one which is so positioned on the deflector 35 as to come opposite the jet-nozale 23 when the throttle has been turned backward past the pockets 32 to admit the priming mixture to the motor as already exlained. This crimp k is ofcourse, awayt rom the nozzle 28 so as to aEord a free pas-:-l

sage-for the asolene andr provide for an lunobstructed *jet of the hydrocarbon into the mixing chamber for priming purposes. lin order to form a perfect mixture within the mixing chamber available for zle.

general service under all conditions, and for all positions of the throttle from its closed to its full 'open (forward) position, the proper complements of air and gasolene must be delivered to said chamber. With the admission of air we need not concern ourselves in the present invention; the airvalve 7 automatically responds to any draft or degree of .vacuum by which the flow of air into the mixing chamber is induced. rllhe object therefore of the present construction is to take care ofthe gasolene complement, and this is accomplished by the deector 35 at any point of the stroke of the throttle; for-it must be apparent that we may crimp (or bow) the member 35k along, and at any point of, the length thereof (between the flanges 3l, 31) and either to or from the nozzle 28, and to any degree, so that for any particular position of the throttle, the jet of gasolene may be so regulated or adjusted as to form a proper complement for the air drawn in through the opening O'past the valve 7 (the latter unseating according to the extent to which the throttle is closed or opened). -By bowing or crimping the member 35 toward the nozzle 28 (to the right in Fig. 3) the jet of gasolene is reduced in volume; by bowing it away from the nozzle (or to the left, in Fig. 3) the jet is increased in volume, since a greater freedom is accorded the stream issuing from the nozllt is obvious that an adjustment effected by a crimp on the member 35 for one position ofthe throttle, is entirely independent of and is unaffected by an adjustment produced by a crimp at some other point. It vfollows therefore, that we may have any number andA character of jets projected into the lmixing chamber, to be availed of at different points of the stroke of the throttle, thus producing in edect a multiple jet carbureter,`wherein the number The crimp adjustment on the deflector is effected through the medium of an adjuster readily accessible to the operator or .mechanic, and one which permits a lowhun carburetor, permitting a freel flow of gaso ene when climbing a very steep hill.

The adjustercomprises a rotatable stem 37` mounted in a bearing 38 above Vthe float chamber, the outer end of the stem carrying a nut 39 adapted to be seized by a keywrench in the hands of the mechanic. lf a wrench is inconvenient, a screw-driver may be applied to the groove 39 at the end of 43 directed laterally from the axis of the passage-way 41, the recess virtually converting the head 42 into a key or wrench` head, the wall of metal left on each side of the recess formingl a jaw. The parts are so `proportioned that the member 35 comes between the jaws and lextends to a sulicient depth, that upon a rotation of the stem 37 in either direction, one o'r the other of the jaws will engage the edge of the member 35 and crimp or bow it to one side or the other from its normal or central position (shown in full illustration in Fig. 3). It is obvious that by applying av key to the head 39 the stem 37 and hence the head 42 may be rocked in either direction thus bowing or crimping the edge of the dele'ctor to or from the jet-nozzle'28 as maybe found desirable. 'As best seen in Fig. 2, the head 42 and the nozzle 28 are substantially on the same radial line from the axis of rotation of the throttle, this arrangement making it possible to dispose any crimp symmetrically about the axis of the nozzle, a relation which will be maintained each time the throttle is subsequently swung to bring this particular crimpl opposite the nozzle. Should it be desirable to form a crimp slightly forward of a closed or low throttle position of the Valve, the wings 34 have formed a slight lobe 34 so as to reduce the width of the deflector at .that point and stiien the same. This precaution is taken that any crimp at that point may not overlap an adjacent crimp, the stiffer' metal at this point more eliectively resisting the crimping action of the head 42. Communication between the chamber 36 and passage 4l is established 'through a largel .port 44 formed in the wall of the tubular vmember 40 and a connecting passage '45 formed in the wall of the carbureter. The port 44.is of-suiiicient diameter to permita constant communication between the passages 41 and 45, to whatever extent the member 40 be rocked to actuate the head `42 to effect a crimp in the deflector 35. The function of the passage 41, port 44, and passage 45 is identical with the corresponding passages in my patent aforesaid, constitutingas they do a vacuum by-pass from the mixing chamber to the vacuum chamber 3G beyond the throttle 29.

The o eration, which is essentially on the order oi) the carbureter described in my depressions t'. the motor with a priming or rich mixture Alows:--It will be remembered that in the present improvement the throttle-lever (not shown) controls4 and actuates only, the throttle or gas-valve 29, the airor poppet- Jalve 7 automatically' responding to the vacuum in the mixing chamber as a result of any opening of the throttle, the valve when seated permitting a certain quantity of air to flow into the chamber through the When it is desired to crank the throttle 29 is swung backward until the crimp k comes opposite the head 42 or opposite the nozzle 28 (the parts 42, 28, being on the same radialv line with the axis of the throttle) whereupon the gasolene will flow freely into the mixing chamber and thence quickly past the pockets 32, 32, into the vacuum-chamber 36, a proper quantity of air entering past the valve 7 and mingling with the gasolene. Or, if cranking be dispensed with, and the motor is to be started on the spark the valve 29 may be set to priming position (as described) just before the motor is stopped, whereby the engine cylinders are charged with a rich mixture by the momentum of the parts after theelectric spark has been shut olf, when ,by simply closing the electric circuit -with the spark switch (not shown) the machine will f start on the spark. Once the motor is started by cranking or o n the spark the operator brings the throttle lever to the closed notchy on the sector whereby the throttle 29 is swung forward to closed or low throttle position; the engine now running at a slow speed, and the perfect mixture in the main (except what may leak past the valve) discharging into the chamber 36 through the passage 41, port 44, and passage 45, as in my patent aforesaid. By terminating the intake or lower end of the passage 41 below the nozzle 28, the mixture is more readily kdrawn up through the vacuum by-pass (41, 44, 45) since the mixture does not have to be lifted from the nozzle 28 of the aspirator. In this particular the present improvement possesses an advantage over the patented construction.

The feed of the gasolene to the float cham,

ber (from the bottom of which leads the tubular nozzle 10) is accomplished by the fall or drop of the float 12 which raises or unseats the valve 18, the saine as in my patent aforesaid, though by a different and preferable form of connection between the float and valve. The mixing chamber is obviously vertically disposed as in my patent aforesaid, and allthe advantages owng from this arrangement are inherent in the present improvement. l

Having described my invention, what I' claim is:-

1. In a carbureter, a ca-rbureting chamber Macnee provide'd With an air intake, a gas or throttle valve,` an aspirator for delivering the gasolene to said cai-bursting chamber, a member on the Valve adapted to have distributed thereonv at predetermined points independent formations for regulating the flow from said aspirator, With any movement ofthe throttle.

2. ln a carburetor, a carbureting chamber 'provide-d With-a valve-controlled air intake, a throttle valve adapted to be controlled by the operator, -an aspirator for delivering the gasolene to the carbureting' chamber,

and a member on the valve provided with independent formations distributed along the same for regulating the Hows froinfthe aspirator. 7

3. ln a carburetor of the' character described, a throttle valve, a delector crimped.

5. ln a carburetor, a carbureting chamber, a rotatable throttle for the same, an aspirator discharging gasolene into the cham-v ber, and a defiector carried by the'throttle and rotating in a fixed plane across the path of the projection ofthe jet issuing from the aspirator and provided with crimps against which the jet impinges.

6. In a carbureter, a carbureting chamber, a rotatable throttle for the same, an aspirator discharging gasolene into the-` chamber, and la deilector. capable of iiexure at'individu'al and independent points toward or from the discharge end of the aspirator, and

rotating in a fixed plane across the path of projection of the jet issuing from the. aspirator.

.7. In a carbureter, a carbureting chamber, a vthrottle-valve for the same,1an aspirator discharging into the chamber, and a. member on the valve provided with formations distributed thereon and operating in conjunction with the valve for regulating the discharge from the aspirator for any position of the throttle. s

8. In a carburetor, a carbureting chamber, a rotatable throttle for the same, an aspirator discharging into the chamber, a pliable deilector on the .throttle oscillating in proximity to the discharge end of the aspirator and across the path of projection of the jet issuing therefrom, and means for crimping or flexing the edge ofv the delector to or from the discharge end of the aspirator.

mi 9. ln a carburet/er, a'carbureting chamber,

a rotatable throttle for the same, an aspiratorl discharging 'into the chamber, a pliable deflector on the throttle oscillating in proximity to the discharge end of the aspirator and across the pathof projection of the jet issuing therefrom, and a rotatable adjuster adapted to engagefthe delector from' either l side and crimp or Aflex the same toward or from the discharge opening of the aspiraj l0. ln. a carbureter, a carbure-.ting chamber, a rotatable throttle for the same, va vacuum-chamber beyond the throttle, an aspirator discharging into the vacuum chamber, a pliable deflector on the throttle oscillating inl proximity to the discharge end of the aspirator and across the pathv of pro-l jection of the jet issuingA therefrom, a rotatable adjuster adapted -to engage the deflector from either side and crimp or flex the same toward or from the discharge opening of the-aspirator, the adjuster being.

provided with a by-pass establishing communication between the mixing and vacuum chambers respectively.

11. ln a carburetor, a carbureting 'chamtitiA ber, a rotatable .throttle for the same, an f aspirator terminating in av jet nozzle discharging linto the carbureting chamber, a

pliable deflector carried bythe throttle and oscillating in front of the nozzle and across the path of projection of the jet issuing therefrom, ya rotatable adjuster controlled from theioutside of the carburetor, an inner 4head on the adjuster provided with a recess the Walls of which are disposed oppo- .site the respective faces of the deflector,

rwhereby `a' facemay be engaged. by a recess-wall andthe detlector crimped or flexed toward or from said Wall.

`12. ln a carbureter, a carbureting chamlos I ber, a rotatable throttle-valve therefor, an I aspirator dischargingr into the chamber, a deflector on the valve oscillating in a xed yplane in front of the discharge opening of ythe aspirator, and means for bringing different portions of the edge of the deiector to. diHerent distances from the discharge opening whereby the jets issuing therefrom .may be varied atvvill. l

' 13.111 a carburetor, a carburetingchamber, a rotatable' throttle-valve therefor, an

aspirator discharging intothe` chamber, a deflectortrnember on the valve oscillating in a fixedplane across the path of projection of the jet issuing fromv the aspirator, the deflectorA being-provided With a crimp or boW adapted to come opposite the jet projected from the'aspirator, for a priming 'position of the valve.

14. ln a 'carbureter, a mixing chamber, an aspirator discharging gasolene into said chamber, and a crimped de flector moving in a fixed plane transverse to the path of projection of the gasolene from the aspilllb ' rator, for scattering and spraying the'liquid Within the chamber.

15. In a carbureter, a mixing chamber, an aspirator discharging gasolene into said chamber, and a valve-controlled deector movable in a fixed plane transverse to the pathof projection of the jgasolene from the aspirator,l and provided With marginal crimps for scattering and spraying the liquid Within the chamber.

16. In 'aicarbureten Ia mixing chamber,

a throttle-valve therefor, an aspirator discharging a jet of gasolene into the chamber, and means on the edge of the valve capable of independent adjustments selective of a predetermined vjet to be -delivered to the,

ineaeca Valve across the path of projection of the jet, and capable of being crimped or bowed at the edge toor from the jet nozzle whereby each crimp may determine the character and volume of jet to be selected for that yposition of the valve which brings the particular crimp opposite the nozzle.

19. In a carbureter, a mixing chamber, an aspirator discharging gasolene thereinto, a throttle-valve, and a deflector on the valve provided with marginal means for regulating the How of the gasolene into the chamber.

20. In a carbureter, a carbureting chamber, a rotatable throttle-valve, an aspirator discharging into the carbureting chamber, a `deflector on the valve against which the jet issuing from the aspirator impinges, and an adjuster terminating in a member engaging the delector on a line radial from the axis of rotation of the throttle, the aspirator discharge being on said radial line.

In testimony whereof I affix my signature, 4in presence of two Witnesses.

CYRUS A. HAAS. Witnesses:

EMIL STAREK, Jos. A. MICHEL.

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