US1154630A - Carbureter. - Google Patents

Description

W. H. C. HIGGINS, Jn.

CARBURETER.

AnPucATloN FILEDAPR. 1. 1912.

Lw. Patentedsept. 28, 1915.

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Attoragy/S f w. H. c. HIGGINS, 1R.

CARBURETER.

' APPLICATION FILED APH. I,{I9I2. 1,154,639. PatentedSept. 28, 1915.

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WILLIAM H.4 C. HIGGINS, JR., OF LAPORTE, INDIANA, ASSIGNOR TO M. BUMELY COMPANY, OF LAPORTE, INDIANA, A CORPORATION 0F INDIANA.

I GARBURETER.

Lisaoao.

Specification of Letters Patent.

Patented Sept. 28, 1915.

Application filed April 1, 1912. Serial No. 687,722.

T0 all whom it may concern Be it known that I, WILLIAM H. C. HIGy cixs, J r., a citizen of the United States, residing at-Laporte, in the county of Laporte and State of Indiana, have invented a certain new and useful Improvement in Carbureters, of which the following is a specification.

My invention relates to improvements in carbureters and is illustrated diagrammatically in one form in the accompanying drawing, wherein- Figure 1 is a plan view; Fig. 2 is a section along the line 2 2 of Fig. l; Fig. 3 is a section along the line 3-3 of Fig. l; Fig. A

`is a section along the line 4--4 of Fig. 2;

Fig. 5 is a section along the line 5-5 of Fig. 1; Fig. 6 is a detail elevation in `part section of the sliding sleeve.

Like parts are indicated by like letters throughout the several figures.

The housing A is provided at its bottom with the flange A1 whereby itmay be attached to the intake manifold, contains the annular air passage or chamber A2 from which projects the elbow A3 to engage -the air pipe A4, and carries on its upper side the reservoir containing housing A5, having the cover A11. The spider arm structure A7 which projects inwardly from the housing A immediately above the flange A1 carries the hub A8 on which is mounted the'upwardly extending conical deflector A1 held inposition by the stud A10. rl`he casing A is enlarged as indicated at A11 about the base of the defiector A and contains the vertically disposed cylindrical bearing surface A12 located above, concentric with, and

slightly removed from the deflector A1.

The sleeve B which is slidably mounted in the bearing A12 is provided with the L shaped ports B1 which have their larger portion below. and is actuated by the forked levers B2. which project from the sleeve B3 on the shaft B4 and engage the lugs B5 projecting from thesleeve. rThe lever B6 which projects outwardly from the sleeve B3 is actuated by the link B7 which operates in response to the engine or to any any other suitable controlling means. The port B in the outer wall of the chamber A2 is substantially closed by the sleeve B2, although it isnot necessary that there be I n anv sense an air-tight joint here. The onical seat B9 at the bottom of the sleeve is charge port A13 between the deflector 'A19-- and the bottom edge of the bearing surface A12.

The sleeve C which is rotatably mounted in the sleeve B, which sleeve is itself slida-4 bly mounted thereon, is provided at its upper end with the annular horizontally extended flange C1 rotatably mounted in the casing A, is held in position by the casing Al5 and is provided with the operating arm or lever C2 which projects above the chamber A2 and carries the indicator C3 in opposition to the scale C4 on the housing A5. The sleeve C extends downwardly only as far as the upper edge of the bearing A12 and is provided with the ports C6 in register with the ports B1 and contains the inwardly and downwardly extending curved deflector C1 located above and to one side of the ports C6.

The sleeves B and C thus form a two part mixing and carbureting chamber C8, which is provided with the mixture discharge port A13 as above indicated, the controllable and adjustable auxiliary air intake ports B1, and which has an open upper end or port C into which discharge the fixed and unvarying air intake passages C10 which extend across the flange A21 and communicate with the annular chamber A2.

rlhe housing A5 contains the fuel reservoir D which liis provided with the oil supply pipe D1 andthe overflow pipe D2. The

partition or overflow wall D3 located in the chamber l) adjacent the overfiow pipe D2 limits the height of the liquid therein. The fuel valve D4 is centrally located within the reservoir D and discharges downwardly therefrom into the vacuum chamber at a point immediately above the deflector A. The valve D4 is held in position in the bottom of the reservoir D by the sleeve D5 which is screw threaded at its upper end on the upper end of the nipple D, is out of contact therewith except at the screwthreaded connection and draws the shoulder D7 on 'the nipple firmly against the bottom of the casin As to hold the valve nozzle in position. he sleeve D5 is surrounded towardv its base with the wire screen or netting D8 and is provided with the passages D guarded by thc netting D8 and leading from the chamber D adjacent its base to the spacevbetween the nipple D and the sleeve D5. The nipple .DG is provided with the passages D11 located adjacent its top and leading from the space between the nipple yand the sleeve to the interior of the nipple.

engagement with the upper end of the nipple.- The cover AG is provided with the aperture E7 surrounded by the upwardly extending flange Es through which passes the screw threaded portion E11. The thumb screw E, which presses against the spring E10 and is provided with the index marks E11v in opposition to the pointer E12, is provided for lthe purpose of adjusting the position of the valve to control the fuel supply.

The interior of the reservoir D may be inspected through theport or passage covered by the -cap E13. rllhe housing A5 contains on one side of the reservoir D the water reservoir F provided with the supply pipe F1 and the overflow pipe F2 and the manhole F3 covered by the cap F4. The discharge nozzle or tube F5 discharges downwardly into the passage C. The passage F6, which communicates at its-base by means of the passage F7 with the interior reservoir F, communicates at its upper end with the tube F5 by means of the cross passage F8 con- -taining at one end the conical valve seat F 9 chamber.

in opposition to which is the vneedle valve F10 carried by the screw threaded valve stem F11 which may be controlled by the thumb screw F12 and held in position by the lock nut F13.

The gasolene or priming fluid reservoir G on the opposed side of the housing A5 may be filled with gasolene or priming fluid through the pipe G1 controlled by the valve G2 and may be drained through the pipe G3 controlled by the valve G1. This reservoir discharges by means of a valve and nozzle, exactly the same as the water valve and nozzle, into the passage C9 above the mixing The two partA mixing and carbureting chamber C8 is divided by the curved deflector C7 into the upper and lower/chambers H, H1 connected by the fixed more or less cylindrical passage H2 through the deflector in which is located the fuel nozzle. The chamber H1 is a true valve controlled vacuum chamber. It is provided with the constant fixed air inlet port H2, the variable opening and closing mixture discharge port A13, and the variable opening and closing auxiliary air intake port CG, which latter ports may also be adjusted by the rotating sleeve so that the mixture discharge and auxiliary air intake ports respond unequally to the movement of the sliding sleeve. rl`his movement of the sliding sleeve together with the position of the rotary adjusting sleeve controls the vacuum in this chamber, and it is this vacuum which controls the flow of air from the chamber H1. The chamber H1 operatively includes the passages C leading from the annular passage A2, and therefore the water and gasolene or priming supplies and the fuelsupply are all located in this mixing vacuum chamber H1. I have called this chamber- H1 a vacuum chamber, because it is positively and absolutely controlled by the vacuum, although there is not necessarily any controllable vacuum' in the chamber itself, because this chamber is not providedwith anyy adjustable or controllable ports. Itis ofcourse evident that under some circumstances and for some fuels and operating conditions, the deflector C1 may be dispensed with without in any Way changing the operation of the device, since then there would be but a single vacuum chamber in which `the vacuum would be controlled by the adjustable air intake, the fixed air intake ports and the relation which their total effective area at one time bore to the total effective area of the mixture discharge port. For the sake of convenience, however, and under some circumstances, for the purpose of protecting the oil nozzle from cross currents which might be set upthroughout the auxiliary air intake ports to discharge against it, I have provided the deflector C1 which cuts the vacuum chamber into two parts.

causing the air to flow through the carbu-4 reter, carrying -With it the combustible fluids. The air enters the carbureter, passes down through the upwardly projecting air tube into the annular air chamber surrounding the vacuum or carbureting vchamber proper. Here the air is divided, part of it going up through the top of the rotatable sleeve and thus down into the'vacuum chamber, another portion going in through the walls of the vacuum chamber through the registering ports in the sleeves and thus into the vacuum chamber. Here the air currents again unite and pass down across the conical deflector through the mixture discharge port and the enlarged portion of the carbureter and down into the intake manifold not shown. The air'whch passes through the fixed passages and ports surrounds the lower end of the water nozzle and is supplied with a suitable amount of water. It then goes on down into the vacuum chamber, passing the fuel nozzle, the vacuum in the chamber, or the induced suction of the air current as the case maybe, drawing the fuel out of the nozzle, and it is downwardly discharged in a finely atomized condition into the mixing chamber. It then accompanies the air down along the conical defiector, being mixed with the free air which enters the auxiliary controllable air intake ports'and passes out in a finely atomized condition to the engine.

The vacuum in the carbureting chamber draws the fuel positively down the fuel nozzle. The fuel as it leaves the reservoir first enters the base of the outer sleeve of the cylindrical valve, is drawn up to the top of by the positive suction caused by the static vacuum of theyacuum in the mixing chamber. The same is true of the priming and water supplies. Vhile the tubes or passages through which these liquids pass, discharge into the carbureter at a point below the bottom of the reservoir and might at first glance seem to act as a siphon. still that action is absent, since the parts are carefully made so as not to be absolutely air tight.

rl`he suction is sufficient to draw fuel up and out, but the weight of the fuel itself, acting as a siphon, is not. The fuel and water supplies, it will be noted, discharge downwardly and the passage to the air which carries the fuel and vater is also in a downward direction, thus as the velocity of the air current varies in response to the demands of the engine and pulsates with each stroke, there will never be any tendency for the finely divided particles of water and fuel to assume a velocity in the direction opposed to the direction in which they must be carried by the air column to reach the engine. and duringthe intervals between the intake strokes of the engine when the air column is substantially at rest,.all that will vacuum which must be found about the nozzle in order to draw outthe fuel with the required accuracy.

The function of the conical deflector at the base of the vacuum chamber is to gradually defiect the air currents in order to prevent the'presence of eddy currents and in order to prevent any violent change in the direction of lnotion of the fuel-laden air,

since owing to the varying specific gravitics of water, oil and air, such eddy currents 'and such violent changes in direction would cause the air to throw down the water and oil, owing to their greater density, and thus a poorer mixture would be discharged to the engine. This is important, in view of the fact that this carbureter is designed primarily for use of the heavier grades of fuel oils which are not vaporized at ordinary varying temperatures, but which are merely atomized inthe vacuum chamber and carried from the carbureter to the engine as finely divided mist borne upon the air current.

The sliding sleeve or valve, which may a indicated be controlled from the engine or from any other suitable means, when raised, opens the mixture discharge port and when. lowered closes it, thus shutting off the supply of air and fuel. It willl be further noted that when the sleeve is raised, the ports therein are brought into register with the ports in the rotatable sleeve, and thus the auxiliary air intake ports are open. The amount of their opening, however, is controlled by the position of the rotatable sleeve. T his sleeve is rotated by means of the lever projecting outwardly therefrom, and set at such a position that for any position of the sliding sleeve a suitable mixture will be produced.

lVhenthe engine is running light,'the sliding or throttling sleeve will belowered to almost close the mixture discharge port. rlhis will operate to very materially decrease the auxiliary air intake opening and therefore most of the air which enters the carbureting chamber will come in through the xed air intake port. This port, however, will be made so small that the auxiliary air intake ports must be slightly open to permit sufiicient air to enter the carbureter. This auxiliary air intake port will be adjusted until the vacuum in thecarbureter in response to the demands of the engine will feed a comparatively rich mixture to the carbureter, because when but small quanti- `fuel supply also will have to be increased,

but not so rapidly as the air supply, and this may be done by increasing the vacuum.

When once the rotatable adjusting sleevev has been positioned in any certain engine, the movement of the slidable throttling sleeve will control the actual effective openings of the adjustable air intake and mix-A ture discharge ports both with respect to eachother and with respectto the fixed passage through the deflector so as to produce in response to the suction of the engine a suitable vacuum in the lower vacuum chamber. This vacuum will control the inow of air, oil and water to and through the upper vacuum or mixing chamber, so as to give a suitable and satisfactory combustible mixture. Under some circumstances, and preferably, there will be a positive static vacuum in the upper chamber and this static vacuum will operate to suck out of the oil and Water supply nozzles a suitable amount of liquid, which when mixed with the air -entering the fixed port, and also in the lower vacuum chamber the air entering the adjustable port', will give a suitable proportion of oil and water so' that a combustible charge will be fed to the engine cylinder. It

will be evident, however, that such a staticI vacuum need not necessarily be had in the upper chamber, and in fact, under some circumstances and conditions, the static vacuum in the upper chamber might be negligible, and it is conceivablel that the velocity of the air alone might be relied upon to draw out a suitable quantity of oil and water. In any event, however, it is the vacuum which controls, for if there is a vacuum in the entire` two part chamber, it

will operate to draw out a suitable amount portsin the other part of said vacuum of liquid. If, however, there is only a vacuum in the lower chamber', this vacuum will so adjustand control the air current that still a Isuitable quantity of liquidv Will be fed, and I have called the whole chamber a vacuum chamber, because in any event, whether vacuum prevails throughout with the same intensity, or not, it is a vacuum controlled chamber and the fuel and Water feeds are controlled by the vacuum and by the vacuum alone, whether indirectly or directly. f

I claim:

1. A carbureter comprising-a cylindrical mixing chamber, air intake and mixture discharge ports surrounding either end thereof, an auxiliary air intake port intermediate them, and a conical deflector closing one end of said chamber and forming one side of the mixture discharge port.

'2. A carbureter comprising a mixing chamber made up of a plurality of cylinders mounted one upon the other, one of them slidable, the other rotatable, registering ports in said cylinders controlled by their' respective movements, and a mixture discharge port controlled only by said slidable cylinder.

3. A carbureter comprising a chamber' made up of a plurality of movable cylinders mounted one upon the other, one rotatable, the other slidable each with respect to the other, a fixed air intake port at one end of one of said cylinders, a mixture discharge port at the opposed end of the other cylinder, auxiliary registering intake ports in the walls of said cylinders.

4. A carbureter comprising a cylindrical mixing chamber', an annular air supply passage surrounding the upper end thereof, lixed air intake ports leading from said passage and discharging axially into said chamber, auxiliary air intake ports leading from said passage and discharging radially into said chamber, a mixture discharge port at the other end of the chamber, and a water supply located above said fixed air intake port.

-5. A carbureter comprising a cylindrical mixing chamber, an annular air supply passage surrounding the upper end thereof, fixed air intake ports leading from said passage and discharging axially into said chamber, auxiliary air intake ports leading from said passage and discharging radially into said chamber, a mixturedischarge port at the other end of the chamber, and a priming fluid supply located above said iixed air intake port.

6. A carbureter comprising a two part' vacuum chamber, a fixed inta-ke port con, nected with one part of said chamber, a fixed discharge leading from said part to the other part of said chamber, adjustable auxiliary air intake and mixture discharge chamber, a fuel supply discharging into the first part of said vacuum chamber adjacent the port discharging to the second part of the chamber and a water supply connecting with the irst part of said chamber adj acent the intake port.

7. A carbureter comprising a two part vacuum chamber, a fixed intake port connected with one part of said chamber, a fixed discharge leading from said part to the other part of said chamber, adjustable auxiliary air intake and mixture discharge ports in the other` part -of said Vacuum chamber, a first part of said Vacuum chamber adjacent the port discharging to the second part of the chamber, a Water supply conne'cting with the first part of said chamber adjacent the intake port and means for controlling said mixture discharge and said auxiliary fuel supply discharging into the4 air intake 'port in unison together with a l) separate adjusting means for said auxiliary port.

'Signed at Laporte, Indiana, this 19th day of March, 1912.

WILLIAM H. C. HIGGINS, JR.

Witnesses:

MELVIN A. CHASE, JOHN N. HAYN.

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