US1179381A

US1179381A - Carbureter.

Info

Publication number: US1179381A
Application number: US74977613A
Authority: US
Inventors: Frederick R Sunderman
Original assignee: SUNDERMAN SAFETY CARBURETOR CORP
Current assignee: SUNDERMAN SAFETY CARBURETOR CORP
Priority date: 1913-02-21
Filing date: 1913-02-21
Publication date: 1916-04-11
Anticipated expiration: 1933-04-11

Description

F. R. SUNDERMAN.

CARBURETER.

APPLICATION FILED FEB. 2l, I9I3. 1 179,381 Patented Apr. 11, 1916.

2 SHEETS-SHEET I. 6.5 297 54 *i l T1 d III 67 @All 64 s l 76 .I 7F /r 6.9

//'^/y y l 50 74 /a' I f I [A Awa 76 N T73 70 .I

V"-/V/ y 59 1 II i F. R. SUNDERMAN.

CARBURETER.

APPLICATION FILED FEB. 2l, 1913.

1,179,381. Patented Apr. u, 1916.

2 SHEETS--SMEET 2.

JW @m ww,

T A sra'rns PATENT opinion.

FREDERICK SUNDERMAN, 0F NEWBURGH, NEW YORK, ASSIGNOR TO SUND'ERMAN SAFETY CARBURETOR CORPORATION, OF N EWBURGH, NEW YORK, A CORPORATION OF NEW YORK.

` CARBURETER.

T o all whom t may concern Beit known that I, FREDERICK R. SUN- DERMAN, a citizen of the United States, and a resident of Newburgh, in the county of Orange and State of New York, have invented certain new and useful Improvements in Carbureters, of which the following is a specification.

My invention relates to carbureters, and consists in the novel features and combinations of the parts hereinafter described and more particularly pointed out in thev appended claims.

The object of the invention is the provision of a durable, safe and eflicient carbureter by means of which the hydrocarbon will be readily vaporized and properly intermingled with the air to securethorough carburization, and by means of which the proportions of the mixture will be so regu- Alated as to give uniform and reliable operation at all speeds, and insure easy starting of the engine.

My invention will be more readily understood and further objects of the invention will more fully appear from the following description taken in connection with the accompanying drawings forming a part of this specification and in which- Figure 1 is a side elevation of a carbureter embodying the preferred form of the invention; Fig. 2 is a vertical section of the same taken on line A-A of Fig. 3; Fig. 3 is a cross-sectional view taken on line B-B of Fig. 2 looking in the direction of the arrows C; and Fig. 4 is a detail.

Referring to the drawings, 1 is a passageway adapted to be connected by sultable pipes to the combustion chambers of an engine, the passageway having an enlar ement 2 serving as a mixing chamber from t e bottom of which extend two

branch passageways

3 and 4. The lower part of the mixing chamber is formed in a main casting o, while the upper part of the chamber is formed in a casting 6 having an annular Specification of Letters Patent.

Patented Apr. 11, 1916.

serial No. 749,776.

ber surrounding the openings to the

branches

3 and 4. The branch passageway 3, which may be considered as a continua-tion of the passageway leading to the engine, is one-half of the cross-sectional area of the passageway 4, and comprises an upright portion 12 and a lower inclined portion 13, the passageways 3 and 1 being divided by a wall 14 in which is detachably secured a vertical valve stem or rod 15 extending into the mixing chamber. The rod is preferably secured in position by threads 16 cut on its lower end which engage in suitable threads tapped in the wall, and the upper end of the rod is provided with means such as a head 17 for limlting the upward movement of a valve 18 slidingly mounted on the rod and adapted to seat on the valve seat 11 surrounding the openings to the branches. In the preferred formof the invention this sliding valve is in the form of an inverted cone having a downwardly tapering conical outer surface adapted to fit the valve seat 11. In the preferred form of the invention the valve is what may be termed a` gravity floating valve, since it is free to slide upon a rod 15 in response to suction and compression in the engine. This valve is preferably without springs and is of such weight that it is raised from its seat proportionally to the suction of the engine, in which case it serves as a regulator controlling the amount of fuel mixture passing through the carbureter to prevent over-feeding of the engine, the valve being lifted from its seat proportionately to the suction produced by the cylinders.

A receptacle 19 for liquid hydrocarbon is provided adjacent the passageway 3, the receptacle being secured to the main casting 5 by suitable means such as screws 20. This receptacle is preferably in the form of a single casting having a detachable cover 21, the wall 22 of the receptacle acting to close the side of the passageway 3. A passage' way 23 extends from the bottom of the receptacle up through this wall so as to convey the hydrocarbon from the receptacle to the passageway 3. The upper end of the passageway is inclined in the direction of the valve 18, and is provided at its opening to the passageway 3 with a nozzle 211 also pointing in the direction of the valve so aS to direct the spray of hydrocarbon directly against the valve surface. The flow of hydrocarbon through this nozzle is controlled by a suitable needle valve 25 extending through an opening 26 in the wall 22 transverse to the passageway 3.

The passageway 23 below the needle valve is provided with a threaded opening 27 into which is fitted a small tube 28 which extends into the passageway 3 and is bent upward so as to discharge hydrocarbon in the direction of the sliding valve 18. This tube constitutes a second nozzle having a relatively small opening as compared with the nozzle 24. The nozzle 28 may be termed a starting or low speed nozzle, since its purpose is to supply hydrocarbon the amount of which is controlled solely by the suction at the nozzle, so that the proper amount of hydrocarbon will be delivered for starting and running at low speeds, without the necessity of delicate adjustment of the needle valve to suit sta ting conditions. In starting up an engine if the single nozzle used is not manually.` controlled with the throttle, a proper variation in hydrocarbon cannot be obtained for both starting and running under load; and on the other hand, if the single nozzle is used connected to operate with the throttle valve, it requires a very delicate adjustment of the needle valve to obtain quick and reliable starting with satisfactory operation at the higher speeds. The double nozzle construction as herein used insures easy starting, enables the engine to pick up quickly while running under varying conditions of load, and avoids the necessity of a very aecurate adjustment of the needle valve. The height of these nozzles with relation to the hydrocarbon receptable and the adjustment of the float is such that the nozzles extend well above the maximumheight of liquid hydrocarbon in the receptable so that at no time will the carbureter become flooded.

The length of the downwardly tapering surface of the valve 18 and the position of the nozzle 24 relative thereto are preferably such that the hydrocarbon drawn through the nozzle is directed against the tapering valve surface in all operative positions of the valve so as to thoroughly disperse the hydrocarbon and intermingle it with the air, whether the valve is barely lifted from its seat or is raised to its maximum height on the rod.

A drip tank 30 is provided in the main casting at the bottom of the vertical portion of the passageway 3, and is provided with an opening 31 through which any liquid hydrocarbon which may find its way down through the passageway 3,.will flow into the drip tank and be held until subsequently vaporized. The lower'end'ofthe passageway 3 is provided with a valve adapted to normally close the air inlet opening. This valve is preferably arranged as follows: The end of the passageway is provided with a cap 32 having an annular flange 33 threaded onto the end of the passageway, and the cap is provided with an air inlet opening 35 normally closed by a ball 36 fitting a seat 37 formed in the cap. The ball is mounted on ribs 38 extending radially from the walls of the passageway so as to guide the ball in its movements and permit the passage of air between the ball and the wall of the passageway when the ball is raised from its seat. The ribs are' preferably provided with shoulders 40 for holding the ball in proximity to its seat to prevent its getting dislodged in the passageway 3, the shoulders being sufiiciently remote from the valve seat to permit the desired maximum movement of the ball. This valve may be termed a floating gravity ball check valve, since it assumes different positions along the ribs forming its guideway proportional to the suction in the passageway 3. When a greater supply of air is required than that permitted at any time to pass through the air inlet opening 35, it is obtained through the auxiliary air branch 4, the admission of air through which is controlled by a butterfly valve 41 secured by a set screw 42 to a stem 43 extending across the passageway.

The principal object of the valve 36 at the lower end of the branch 3 is to produce a relatively high vacuum in the passageway 3 on starting the engine, so as to draw the hydrocarbon through the

nozzles

24 and 28 with consi erable force, thus insuring more thorough vaporization and a relatively rich mixture in starting. The valve 36 not only permits a relatively high vacuum to be developed in the passageway 3 in starting the engine, but the weight 'of the ball requires that the same pressure be maintained,

throughout different speeds of the engine, for asthe engine is speeded up the valve 18 is lifted by the increased suction of the engine until the inflowing air is sufficient toneutralize the pressure, whereupon the ball is supportedat this position. The ball thus causes a substantially uniform pressure to be maintained in the passageway throughout all speeds of the engine, the pressure depending upon the weight of the ball, unless springs should be used to assist in holding the ball on its seat.

Due to the fact that the auxiliary air is fed to the mixing chamber through a separate auxiliary branch, the relatively large vproportion of air to the hydrocarbon desired at high speeds may be supplied without reducing the high suction on the nozzles by which the hydrocarbon is drawn through the nozzles with such force that it is thoroughly vaporized.

The receptacle 19 is provided with a fioat 45 through the center of which a rod 46 freely extends, and this rod is connected to a cross-piece 47 which, at its ends, is connected to vertical rods 48 which at their lower ends connect with levers 49 pivoted on supports 50 extending upward from a base plate 51 suitably secured to the bottom wall of the receptacle. The inner ends of the rods 49 are forked and engage between

shoulders

52, 53 near the lower end of the rod so that as the liquid in the tank raises the float the levers are operated to force the rod 46 down through the openin s 54 and 55 into engagement with a ball check valve 56 ada ted to fit upon a seat 57 formed at the end oiP an inlet passageway 29 extending through the bottom wall of the receptacle. This construction provides a reliable quick-acting valve which is seated by impact from the rod as distinguished from being secured directly to the rod. Another advantage of this construction is that when the gasolene is shut off from the receptacle the ball 56 is at once seated to close the receptacle and prevent the hydrocarbon in the receptacle from owing out.

The needle valve 25 controlling the flow of hydrocarbon to the nozzle 24 is threaded through a plug 58 which, in turn, is threaded into the openlng of the transverse passage 25, the outer end or stem of the needle being provided with a suitable head 59 by means of which the needle may be adjusted. A second threaded plug 60 is threaded in .the opposite end of the transverse passageway 25, this plug being interchangeable with the plug 58, and at its inner end is formed a seat 61 for the needle valve.

The passageway 1 above the mixing chamber is provided with a butterfly throttle valve 63 having a stem 64 projecting through the passageway and extending on the same side of the carbureter as the stems of the needle valve and the auxiliary air valve. On the stem 64 is adjustably mounted a suitable Y-shaped connection piece 65 one arm 66 of which ispovided with a plurality of openings 67 to permit the adjustment of sultable connections to the stems of the needle valve and auxiliary air valve. The auxiliary air valve is connected to the arm 66by means of a link 68 swiveled at one end on the arm 66, and at the other end an arm 70 adjustably secured to the stem 43 of the auxiliary air valve by means of a screw 71 which clamps it firmly upon the stem.

The stem of the needle valve is connected to the arm 67 by what may be termed a yieldable adjustable connection. The connection consists of a rod 72 swiveled at its lower end on arm 73 which is rigidly but adjustably clamped to the stem of the needle, the other end of the rod being provided with an axial opening adapted to receive a rod 74 which at its other end is threaded into a connection piece 75 swiveled at its upper end on the arm 67 by means of screw 76. The combined length of the `con nection piece 75 and rod 74 is made adjustable by the threaded connection between these parts and when adjusted, may be locked in ,position by a nut 77; so that the parts 72 and 74-7 5 may be regarded as two rods having a sliding connection one with the other. The end of the rod 74 is adapted normally to abut against the bottom 78 of the axial opening 1n the rod 72, and the two parts are held in engagement one with the other by means of a spring 8() secured at one end to arm 73, and at its other end to a suitable point 81 on the carbureter;

The arm 73 is provided with a suitable connection 82 extendin to the point from which the carbureter 1s being controlled. By this arrangement the relative settings of the three valves may be readily obtained and the valves, in normal operation, moved synchronously so as to maintain their relative positions one with respect to the other throughout the operations of the engine; but if for any reason it is desired to open the needle valve to enrich the mixture on starting, as at very low temperatures, the connection 82 may be moved in the direction of the arrow against the force of spring so as to open the needle valve to the desired extent, at which time the sliding connection between

rods

74 and 72 permits the rod 72 to be moved without'afl'ecting the position of the throttle and auxiliary air valves, and as soon as the operator releases the connection 82, spring 80 at once snaps the needle valve back into position to bring the abutment 78 of rod 72 in engagement with the lower end of rod 74, at which position the needle valve is again in its normally adjusted position relative to the other two valves. I prefer to secure the spring to the casing as shown, instead of securing it to the arm 67 from the stem of the throttle valve, for the reason that if it were connected to this arm, when connection 82 is moved to open the needle valve independently of the other two valves, the spring would tend to pull the arm 67 out of its adjmsted position, but the principle of operation would be the same. The outer surface of the casing below the stem of the throttle valve is provided with a small projection 83 against which the lower end of an adjustable screw 84 is adapted to engage to limit the movement of the throttle valve in one direction, while a second projection 79 is provided adjacent arm 73 of the needle valve, and in this projection is threaded a screw 85 against which the arm 73 of the needle valve is adapte to engage when the arm is moved to close the needle valve. By suitably adjusting this screw 85 the needle valve may be held open to any desired extent while the throttle and auxiliary air valves al'e moved nearer to their closed position. The spring 80 tends to hold the arm 73 against the end of the screw 85.

The operation of the carbureter is as follows: lVhen the engine is started up with the throttle valve and the needle valve only slightly open, as the engine is turned over suction is produced in the passageway, lifting the regulator valve 18, whereupon the air is drawn from passageway 3 until sufficient pressure is exerted on the ball 36 to lift it; but in the meantime the suction on the nozzles has drawnthe hydrocarbon through the nozzles with such force as to supply a good flow of hydrocarbon which will be thoroughly vaporized as it is discharged into the passageway with relatively high velocity and directed against the tapering valve surface in its passage to the mixing chamber. As the pressure in the branch passage 3 is decreased due to the speeding up of the engine, the ball 36 is gradually lifted from its seat to permit air to flow through this passageway past the nozzles, the weight of the ball being such as to maintain a substantially constant pressure on the nozzles. IVhen it is desired to increase the speed of the car, or as the load is thrown on, the arm 87 is, moved in the direction of the arrow to open up the throttle, auxiliary air and needle valves so as to produce a relatively greater proportion of air than hydrocarbon as is desired when running at higher speeds. By this arrangement the desired increase in the proportion of air is obtained without decreasing the suction on the nozzles, and due to the location of the conical valve 18, the auxiliary air and the fuel mixture through passageway 3 are thoroughly mixed in their flow to the mixing chamber. The weight of the valve 18 is such as to maintain a substantially constant pressure in the mixing chamber 2, because as the pressure in the chamber tends to increase, the valve 18 is lifted on the stem 15 sulliciently to permit an additional supply of fuel mixture and air, which will again equalize this pressure. If the operator manipulates the controlling valves through the connection mentioned to feed more fuel to the engine than it requires for any'given load, overfeeding is prevented, at least to a considerable extent, by the regulator valve 18 which is raised only 'proportionately to the pressure in the mixing chamber. If at any point in the operation of the engine back firing should occur through the compression valves at the cylinder, or there should be a premature explosion in the passageway just beyond the valves, the pressure thus produced in the passageway 1 will immediately force the valve 18 down upon its seat, closing the communication between the passageway and the

branches

3 and 4, thus preventing the fire from reaching the hydrocarbon through the branch passageway 3, or from being flashed out through the auxiliary air opening 4 with danger of catching the car or boat afire; and should the flame for any reason get past the valve 18 into the branch passageway 3, the ball check valve 36 will at once be seated to prevent air being supplied to the passageway. Back vfiring through this carbureter has been found by actual tests to be impossible.

It will thus be seen that I have provided a carbureber working with a relatively high vacuum and permitting smooth operation of the engine over a wide range of speeds and under varying conditions, and which will permit the use of a very inferior quality of hydrocarbon.

While I have described my invention in its preferred embodiment, it will be obvious to those skilled in the art that various changes in the arrangement and construction of the parts and the omission of certain parts may be made without departing from the spirit and scope of my invention, and I do not wish to be understood as limiting myself other than as indicated in the appended claims.

Having thus Vdescribed my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a carbureter, the combinationV of a passageway for fluid fuel having a portion through which service air flows, means for discharging hydrocarbon within said portion, said portion having an opening for admitting the service air, a suction-operated valve controlling the flow of air through said opening and past the hydrocarbon discharging means to regulate the flow of air past said means so as to produce a relatively strong suction thereon, a throttle valve for controlling the flow of fuel mixture to the engine, and a separately operated floating regulating valve mounted i within the passageway below the throttle valve and above said hydrocarbon discharging means and operative responsive to suction for automatically regulating the flow of air mixed with hydrocarbon from said portion of the passageway to the engine and adapted normally substantially to close said portion of the passageway.

2. In a carbureter, the combination of a passageway for fluid fuel having a portion through which service air flows, means for dlscharging hydrocarbon therein, said portion having an opening for admitting the serv-ice air, a suction-operated valve controlling the flow of air through said opening and past the hydrocarbon dischargin means to regulate the flow of air past said means so as to maintain a relatively high suction on said means, an auxiliary air intake passage through which auxiliary air is discharged into the passageway above said hydrocarbon discharging means, a.

val've controlling said auxiliary air intake, a throttle valve for controlling the flow of fuel mixture to the engine, and a floating regulating valve mounted within the passageway below the throttle valve and above said auxiliary air intake and hydrocarbon discharging means and operative responsive to suction for regulating the flow of fuel mixture to the engine.

3. In a carbureter, the combination of a passageway for fluid fuel having a portion of relatively small cross-sectional area provided with a service air inlet opening, means for discharging hydrocarbon within said portion of the passageway, a suction-operated floating valve controlling the admission of air through the air inlet opening to y produce a relatively strong suction on the hydrocarbon discharge opening, a throttle valve" for controlling the flow of fuel mixture to the engine, and a separately operated floating regulating and distributing valve slidingly mounted within the passageway below the throttle valve and above said portion of relatively small cross-sectional area for maintaining a steady suction on the hydrocarbon and air openings for automati- 'cally regulating the amount of mixture to the engine and adapted normally substantially to close'isaid portion of the passage- 4).r In a carbureter, the combination of a passageway foriluid fuel having an air inlet opening and having an opening through which hydrocarbon is discharged therein, a suction-operated check valve below, the hydrocarbon opening for controlling the admission of air to the passageway, said passageway also having an auxiliary air inlet, a valve controlling the admission of air through said last o ening, and a conical lioating valve sliding y mounted within the passageway above said openings and operated responsive to suction and having a downwardly tapering conical surface against which the hydrocarbon is discharged and dispersed.

5. In a carbureter, the combination of a passageway for fuel mixture, said passageway having two branches, one an air intake branch and the other an auxiliary air intake branch, a sliding regulating valve at the junction of said branches, and means for supplying hydrocarbon beneath said valve, said valve being opened by suction and closed by compression on the engine side thereof and adapted when seated to close communication between the branches and the portion of the passageway above the valver 6. In a carbureter, the combination of a passageway for fuel mixture, said passageway having two branches, one an air intake branch and the other an auxiliary air intake branch, a floating regulating and fuel dispersing valve slidingly mounted at the intersection of the branches and having a downwardly tapering conical surface, said valve being operated by suction and compression on the engine side thereof, and a nozzle in the first branch for discharging hydrocarbon against the tapering valve surface, the location of the nozzle and the length of the tapering valve surface bein such that the hydrocarbon is discharged tdirectly against the tapering surface for all operative positions of the valve.

7. In a carbureter, the combination of a passageway for fuel mixtures having two branches, one branch for 'delivering air and hydrocarbon to the passageway and the other for delivering air, the first branch having a floating check valve at its opening to atmosphere for increasing the suction on the hydrocarbon and effecting a relatively richer mixture at low speeds and the other branch having a valve controlling its opening to atmosphere, a sliding inverted conical regulating valve at the junction of said branches, said valve being responsive to suction in said passageway on the engine side of the valve to permit the passage of fuel to the combustion chamber, and responsive to compression in said passageway on the engine side of said valve to close the passageway and prevent flame from back fire passing out, said valve presenting its outer surface to said incoming air and hydrocarbon and serving to diffuse and intel-mingle the same in their passage thereby.

8. In a carbureter, the combination of a passageway having an enlarged portion serving as a mixing chamber, two branch intake passageways below said mixing chamber, one for delivering air and the other for delivering air and hydrocarbon to said chamber, a sliding inverted conical valve between said chamber and said branch-passageway responsive to compression inthe passageway on the engine side thereof to close the passageway, said valve presenting its louter surface to said incoming air and hydrocarbon and serving to diffuse and intermingle the same in their passage thereby, and a nozzle in the second branch for discharging hydrocarbon against the tapering surface of the valve.

9. In a carbureter, the combination of a receptacle for liquid hydrocarbon, a passageway for fluid fuel having an air inlet opening, a nozzle communicating with the receptacle and through which hydrocarbon is drawn by suction and discharged into the passageway, a manually controlled valve regulating the flow of hydrocarbon through said nozzle, a second nozzle communicating with the receptacle and through whichv hydrocarbon is drawn by suction and discharged into the passageway, said last nozzle having a relatively small aperture, and

the How of hydrocarbon therethrough being controlled only by suction, and a valve closing the air inlet opening and adapted to be opened by suction, whereby a greater vacuum is produced in the passageway to feed hydrocarbon through the nozzles.

l0. In a carbureter, the combination of a passageway for fuel mixture havingy an air inlet branch and an auxiliary air inlet branch, a nozzle for discharging hydrocarbon into said air inlet branch, a valve controlling the flow of hydrocarbon through the nozzle, a suction-operated valve closing` the air opening below the nozzle, a valve controlling the flow of air through the auxiliary air branch, a throttle valve in the passageway above the branches, and levers connecting said throttle valve and nozzle and auxiliary air-controlling valves, whereby the proportions of the mixture are automatically varied with the operation of the throttle valve.

11. In a carbureter, the combination of a passageway for fluid fuel comprising a mixing chamber having twonbranch passageways connecting with the lower end thereof, one for conveying auxiliary air to the chamber and the other for conveying a mixture of hydrocarbon and air, a valve seat at the lower end of the chamber surrounding the branch openings thereto, and a floating regulating valve adapted to be seated thereon and operated by suction on the engine side thereof to open the passageway.

1Q. In a carburetor, the combination of a passageway for fluid fuel having a lower extension of relatively small cross sectional area with an opening to atmosphere, means for discharging hydrocarbon into said extension, a floating suction-operated check valve at said opening for maintaining a relatively high suction on the hydrocarbon,

. an auxiliary air intake passage above the hydrocarbon' discharging means, a valve controlling said auxiliary air intake, and 'afloating regulating valve slidingly mounted in the passageway above the hydrocarbon discharging means and the auxiliary air intake and operated by suction on the engine side thereof and serving to disperse the mixture and regulate the amount thereof to the engine.

13. In a carbureter, the combination of a shell with a partition therein forming two separate passages opening to atmosphere and serving respectively as air and auxiliary air intake passages, means for delivering hydrocarbon to one of said passages, a suction-operated check valve at the lower end of said last passage controlling the admission of air thereto for producing relatively high suction upon the hydrocarbon delivering means, a valve controlling the opening of the auxiliary air passage to atmosphere, a valve seat at the junction of said air and auxiliary air passages and surrounding the same, and a suction-operated floating valve adapted to be seated thereon by compression and serving to automatically control the amount of fuel to the engine.

14. In a carbureter, the combination of a passageway for fiuid fuel having an inclined lower portion with guides projecting inwardly from the walls thereof, a ball check valve mounted on said guides, a detachable cap piece with an opening therein against which the ball is adapted to seat, means for delivering hydrocarbon to said passageway above the ball, and a floating regulating valve mounted in the passageway above said means for dispersing the mixture and regulating the amount thereof to the engine.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

FREDERICK R. SUNDERMAN.

Witnesses:

EDWIN SEGER, SAMUEL M. WARD, Jr.