US1179568A - Carbureter. - Google Patents

Description

CARBURETER. APPucATloN FILED Nov. 28. 19H,

E. G. SHORTT.

CARBURETER. MPL10/mou mio Nov. 2s. ma.

Patented Apr. 18, MN5. 'l SHEETS-SHEEY 'c'- EDWARD G. SHORTT, OF CARTHAGE, NEW YORK.

CARBURETER.

Application filed November 28, 1911.

To all lzr/ wm t may concer/z Be it known that I, EDWARD G. SiIoR'rT, a citizen of the United States, residing at Carthage, in the county of Jefferson and State of New York, have invented certain new and useful Improvements in Carbureters; and I do hereby declare the following to be a full, clear. and exact description of the invention. such as will enable others skilled in the art to which it appertains to make and use the same. reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

This invention relates to new and useful improvements in apparatus for automatically controlling the mixing of air and fuel to be applied to engines, etc., the object in view being to absolutely regulate the supply rof fuel at any speed at which theI engine runs, therebyacsulting in an appreciable saving of fuel and a gain in power.

In the usual operation of carbureters, it is customary to regulate same for a certain speed and power, and any variation from its adjustment is at the expense of fuel and power, whereas by my improved controlling device, the quantity of air and fuel being fed are at `all times proportionate to each other irrespective of varying speeds.

The invention comprises various other details of construction and combination of parts as will be hereinafter more fully vdescribed and then specifically defined in the appended claims.

My invention is illustrated in the accompanying drawings, which, with the letters of reference marked thereon. form a part of this application and in which-:-

Figure l. is a vertical sectional view through my improved air and fuel controlling apparatus. Fig. 2 is a sectional View on line Q-2 of Fig. 1. Fig. 3 is a side eleva- 'tion of the apparatus. plan view, and Fig. 5 is an enlarged detail view.

Reference now being had to the details of the drawings by letter, A designates the casing of the controlling device, having a vacuum chamber B. in which a diaphragm C is mounted. held to the marginal edge of the opening in the casing by means of a fianged capC, through which screws D pass and which engage threaded holes formed in the casing. A second cap, desig- Fig. 4 is a bottom phragm and has washers K4 and K5 thereon,

Specification of Letters Patent.

Patented Apr. 1s, 1916.

Serial No. 662,908.

nated by letter E, is also fitted to the opposite end of the casing and has an air inlet opening F through which the supply of air, to be fedto mix with the fuel, is drawn. valve F is mounted in said opening and regulates the quantity of air which passes into the air chamber G. chamber G from the vacuum chamber B is a partition G, having a central tubular opening G2, forming a guide for the stem f, of the valve F, and which stem passes through the diaphragm, the latter being held to said stem by means of the collar H, fitted to a contracted port-ion of the stem and bearing against a shoulder h, at one end, and its flanged end clamping the diaphragm. A suitable washer L is placed upon the contracted portion of the stem and bears against the under face of the diaphragm, the washer being held in place by means of a nut H. A coiled spring H2 bears between the flange H3 of the collar L and said partition G and serves to normally hold the diaphragm in the position shown in Fig.- 2 when the engine is at rest. Said .casing is provided with a second air chamber I, which communicates with the chamber G, through the opening I, and within the chamber I is a spider I2, through the center of which is an opening for the stem J of the valve J. Said stem J has its lower end contracted as at J 2 where it passes through a flanged collar J 3,'

the upper end of the latter bearing against a shoulder J4. and a coiled spring J 5 about the collar J3 bears between the flange of the collar and said spider and tends to normally hold the valve J seated. A plug K having a threaded circumference is fitted in the opening at the lower end of the chamber I, and has a diaphragm K2 fastened thereto, forming intermediate the same and the plug to which it is attached an auxiliary vacuum chamber K which communicates with the vacuum chamber B through a duct B. A. screw K3 passes through said diat'he former of which is positioned within the auxiliary vacuum chamber and is provided with a threaded aperture for the reception of the threaded end of the screw, while the washer K5 rests against the under side of the diaphragm K2 and through which washer K5' the screw passes. the latter being accessible through an opening L in the plate L. The lower end of the stem J rests againstthe washer K", and is adapted to be given a Separating said p designated by letter Nvand through said seat a fuel duct N leads which is normally closed when the valve J is seated. The duct N leads into a' chambered portion of the casing, in which a threaded plug N2 is .'tted, and said plug is chambered and has its inner wall threaded for the receptionv of the screw M which latter is hollowl and is interiorly threaded for the reception of the threaded stem ofthe needle valve M, the

- pointed end of which, when the valve is closed, engages a tapering part of said oil duct. The micrometer/screw and the screw controlling the needle valve, each is provided with a` milled head, affording means for their adjustment. l. The threads upon'the screw may be right or left, accordingly as it may be. desired to "cause the needle valve to be operated away from or toward, its seat to allow a greater or less quantity of fuel to be fed to the carbureting chamber O, as the valve F is opened. In the drawings I have shown left threads upon the outer circumference of the screw. A curved member P has a bifurcated end forming two resilient arms P', recessed out upon their adjacent faces and designed to receive the unthreaded circumference of the screw, and be held in a clamping relation therewith by means of the screw P3 passing through registering apertures in said arms, one of the apertures in said arms being threaded whereby, as the screw P3 is rotated in one direction, the arms may be drawn frictionally against the screw. At one 'end of the member P is formed a slot Q with flexible walls, the adjacent faces' of the walls of the slot being concaved, forming bearing sockets to receive the spherical end R of the connecting link R. A screw S passes through registering apertures formed in the walls of said slot and engages threads formed in one of the apertures, so that, when the screw S is turned in one direction, the walls of the slot maybe drawn toward each other to cause the spherical end of the connecting link R to be held within its bearing. A similar spherical shaped head R3 is formed at the other end of the link R and is swivelly mounted in a socket 'formed in the end of thevalve F. By this connection between the angled member and said Valve F, said member is rockedwith the movement of the valve and the latter -is caused to move truly.

Upon reference to Fig. 2 of the drawings, it will be noted'that a coiled spring R4 is seated in' the socket or recess R3 formed in the end v of the valve and against which spring the spherical shapedhead R2 bears.

Said spring R4 is provided for the purpose of avoiding any unnecessary pressureintermediate the tapering end of the needle valve and its seat in the event of the apparatus being used, for instance, upon engines of limited power and in which the needle valve when, at its farthest outerthrow, wouldvalve after it had been seated and to avoid this the said spring R2 will allow the valve F to move outward slightly and independent of the needle valve and allow more air to pass through the opening controlled by the valve F.

tured as at C2,"the wall of the latter being slightly concaved at its inner end forming a seat for the ball valve W, a suitable pin W', fastened to the plate C', serving to hold the ball in place. The wall of the aperture C2, it will be noted,l is provided with a groove or channel V, shown in the detail view Fig. 5 of the drawings, and which affords means whereby any air which might be trapped within the space between the plate C and the diaphragm C may escape and allow the latter to return gradually to its normal position shown in Fig. 2 of the drawings.

Mounted within the carbureting chamber is a butterfly or other suitable valve-X, which may be operated to regulate the vacuum force which acts upon the apparatus'. a

In practice it has been demonstrated that, when the liquid from the duct is directed against the valve J ,the beveled edge of the latter will be coated and the groove j therein will become partially filled with moist fuel, and will afford means whereby an eddy will be formed by the air which rushes into the carbureting chamber and catching up any particles of fuel which might lodge in said groove will cause the fuel to be thoroughly' mixed before entering vthe carbureting chamber. Intermediate the carbureting chamber and the vacuum chamber is a duct C5V regulated by a ball valve C3 and which latter, upon the initial suction, produced within the cylinder of the engine to which the device is connected, will cause the valve C6 to unseat as a vacuum is formed in the cylinder of the engine.

en an engine equipped. with my improved controlling apparatus is running under high speed, it is desirable to reduce the quantity of fuel being fed in'order to secure the proper ratio of fuel to air to obwhich the device is attached will cause the ball valve CG to unseat and withdraw the air from the space between `the partitions G and the diaphragm C, thus forming a vacuum therein. As the vacuum chamber B is in unobstructed communication with the auxiliary vacuum chamber K', the air within the latter will'be withdrawn and, owing to the unequal pressures upon the opposite faces of said diaphragms K2 and C, a longitudinal. impulse will be imparted to each of the pistons J and f, unseating each of the valves J and F, the former of which will uncover the exit end of the fuel port N, while the latter will allow air to enter the chamber G, being drawn therein by the sucl tion incident to the operation of the working piston. As the valve F unseats, the curved member P, which is connected through the medium of the universal coupling, will rock causing a partial rotary movement'to be imparted to the screw M, which in the present instance is shown as being provided with left threads upon its circumference, it being understood that, when the parts are at rest, the needle valve is slightly withdrawn from its seat and, when the air inlet valve is unseated to allow air to be drawn into `the casing and by the exit valve into the carbureting chamber, the needle valve will move toward its. seat slightly, rather than in the opposite direction whichv would be the case if the threads upon the screw were right instead of left threads. By this arrangement, an increase of vacuum force produced in the cylinder, with which the' carbureting chamber communicates, will cause the fuel to be more rapidly drawn through the fuel exit duct N into thecarbureting chamber, whereas, if.

the needle moved from its seat upon the increased suction force, a greater supply of fuel would be drawn through said duct.

-In theoperation of the apparatus, the utilization of the auxiliary vacuum chamber, which causes the diaphragm K2 to push against the lower end of the pisto'n stem J, tends to counteract the tension of the spring J 5, thus requiring a lesser suction power to unseat the valve1 J while the action of the auxiliary vacuum, formed in the chamber K, is without effect upon the piston stem at the moment that the full tension of the "spring is' required to seat the valve. When the engineis idle, the chambers B and K will be unsealed, there being sufficient leakage about the valve stems to allow the valves to seat, lbut wheny in operation, the leakage will be compensated for and overcome by the suction of the engine, thus producing a sealed chamber and, as a partial vacuum is maintained during the operation of the engine, the diaphragms, which work in unison, will cause the springs to be compressed to bala-nce the vacuum. Then the engine is running to produeethese conditions and should there be an increase in atmospheric pressure upon the diaplfragm, a further compression upon the springs will be effected and consequently will cause both of the air valves J and F to open farther. thus allowing additional air to enter the combustion chamber. As the fuel supply, open to the atmosphere and subjected to. an

vincrease of barometric pressure, will effect the infiow of the fuel correspondingly, in order to avoid an extra supply of fuel being introduced into the engine with the additional supply of air, the needle will have been actuated farther toward its seat to restrict the flow of fuel. By this arrangement the iiow of fuel and air will be maini tained at the same ratio under varying barometr1c condltions. For example, should an engme be running at 500 revolutions, a

certain stage of vacuum will be ,maintained which would be constant at any speed and a uniform pressure would be maintained upon the diaphragm but, as the pressure of the atmosphere is not uniform, varying appreciably under barometric conditions, it is obvious that itl will be necessary to destroy the tension on the springs in order to allow the diaphragm to be sensitive to the changes in atmospheric pressure.

The essential features in the successful operation of my controller is that the pressures upon the air and fuel are uniformly maintained. The variations of movements of the retarding device are to compensate for the constantly increasing vacuum caused by the increasedspeed of the engine. In the event of any air being trapped in the space between 'the diaphragm C and the plate C, it will be allowed to escape slowly to the atmosphere through thevduct or channel formed in the wall of the duct C2, thus allowing the diaphragm to return to its normal position, which is that illustrated in Fig. 2 of the drawings.

By the provision of a controlling apparatus embodying the features of my invention means is afforded for regulating absolutely the supply of fuel at any speed at which the piston runs and which will result in an appreciable saving of fuel, the quantity of air and fuel being fed at all times proportionate to each other regardless of variations in speed.

While I have shown my invention in sinyso between said chambers, an air chamber,v 'vacuum-actuated valves 4within the caslng,

one controlling the air inlet to the air chamber and thev other its eXit and the oil feed into the carbureting chamber, and means for regulating the quantity of fuel being fed to the carbureting chamber, as set forth. y

'2. An apparatus for automatically7` controlling the .feeding of fuel and air to en-, gines, comprising a casing having a carbureting chamber and a vacuum chamber with valve-regulated duct communicating between said chambers, an air chamber, Vacuum-actuated valveswithin the casing,

, one controlling the air inlet to the air chamberand the other its exit and the fuel feed into the carbureting chamber, and mechanical means for automatically regulating the quantity of fuel being fed to the carbureting chamber.

3. An 'apparatus vfor automatically controlling the feeding of fuel and air to engines, comprising a casing having a carbureting chamber and a vacuum chamber with valve-regulated duct communicating between saidjchambers, an air chamber, valves controlling the air inlet and exit openings in the air chamber, stems fixed to said valves, vacuum-actuated diaphragms adapted to actuate each valve, a fuel controlling valve, and means connecting the latter with the air inlet valve.. for .automatically controlling the quantity of fuel being fed to the carbureting chamber, as set forth.

4:. An apparatus for automatically controlling-the feeding of fuel and air to engines, comprising a casing having a carbureting chamber and a vacuum chamber with valve-regulated duct communicating between said: chambers, an air chamber, valves controlling the air inlet and exit openings in'theairchamber, Vstems fixed to said Y valves, vacuum-actuated diaphragms fadapted to actuate each valve, a rneedle valve conltrolling a fuel duct leading through the seat ofvsaid air exit valve, a screw carrying said needle Valve, and connections between the air inlet valve and screw for automatically regulating the supply of fuel, as set forth.

5. An apparatus for automatically controlling the feeding of fuel'and air to engines, comprising a 'casing having a; carbureting chamber and a vacuum chamber with valve-regulated duct communicating between said chambers, an air chamber, valves controlling the air inlet and exit openings in the air chamber, stems Xed to said valves, vacuumactuated diaphragms adapted to actuate each valve, a needle valve controlling a fuel duct leading through the seat of said air exit valve, a screw carrying sald needle valve, a member fastened to and.

adapted to rotate the screw and having pivotal connection with the air inlet valve, as set forth.

6. An apparatus for automatically con#v trolling the feeding of fuel and air to engines, comprising a casing having a carbureting chamber and a vacuum chamberA .adapted to rotate the screw and having swiveled link connections with the air inlet valve, as set forth.

.7. An apparatus forl automatically controlling the Ifeeding of fuel and air to engines, comprismg a casmg-having a carbureting chamber and a lvacuum chamber with valve-regulated duct communicating between said chambers, an yair chamber, an

lair inlet valve, a stem connected to said valv'e, a diaphragm fastened to said stem and forming one wall of the vacuum chamber, an air exit valve and seat therefor through which a fuel duct leads, a stem to said air eXit valve, a vacuum-actuated diaphragm adapted to bear against the stem of the air exit valve, a fuel regulating valve, and connections between the l'atter and the air.;in1et valve, as set forth. 'f

8. An apparatus .for automatically controlling the feeding offuel and air to engines, comprising a casing having a carbureting chamber and a' vacuum chamber with valve-regulated duct communicating betweensaid chambers, an air chamber, anair inlet valve, a stem connected to said valve, a diaphragm fastened to said stem and forming one wall of the vacuum chamber, a spring-pressed valve regulating the feeding of air and fuel into the carbureting chamber of the casing, and a vacuumactu ated diaphragm adapted to bear againsty the end of the stem of the airand fuel reguy lating valves, as set forth.

9. An apparatus for automatically con-l trollingthe feeding j of fuel land air, to

engines, comprising a easing havingl twoV communicating air chambers therein, one of which is provided, with an air inlet opening and the other an 'exit open-ing leading into,

i zo

engines, comprising a casing having twol communlcating air chambers therein, one 0f which is prdvided with an air inlet opening and the other an exit opening leading into a carbureting chamber, a vacuum-actuated valve regulating the air inlet opening, a second valve, a seat for the latter through which a fuel duct leads, said second valve' having a groove in its circumference adapted to receive drip of fuel and cause an eddy to be formed by the air rushingby said groove, thereby thoroughlyvmixing the fuel I before entering the carbureting chamber, a

needle valve regulating the fuel duct, and means connecting the needle valve with the air inlet valve, as Set forth.

11. An apparatus for automatically controlling the feeding of fuel and air to engines, comprising a casing having two communicating air chambers therein, one of Qwhich is provided with an air inlet opening and the other an exit opening leading into a carbureting chamber, a vacuum-actuated valve regulating the air inlet opening, a second and beveled valve, a beveled seat `for the latter through which a duct leads con# trolled by sai d second valve, the beveled circumference of the latter 'having an an-4 nular groove therein adapted to catch drip of the fuel and cau-se the same to be thoroughly mixed by inrushing air by the second valve and which groove forms an eddy, a needle valve regulating the fuel duct,' and connections between the needle valve and the inlet air valve, as set forth.

12. An apparatus for automaticallyl controlling the feeding of fuel and air to engines, comprising a casing having a carburetingchamber and a vacuum chamber with .valve-regulated duct communicating between .said chambers, an air chamber, a spring-pressed air inlet valve, a diaphragm fastened to the stem of said valve, a plate fastened. to the casing and having a valved aperture leading through the wall thereof, the marginal edge of the wall vof said aperture being grooved to allow air trapped intermediate the diaphragm and said plate to .escape to the atmosphere as the diaphragm returns'to its normal position, a spring-pressed vacuum-actuated valve consignature inthe presenceV of two witnesses.`

EDWVAR-D G. SHORTT. v

Vitnesses:

E. G. FLINT, W. W. SWEET.

vtrolling the exit of air and the feeding of p

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