US1194153A - dukyea - Google Patents

Description

C. E. DURYEA.

CARBURETER.

APPLICATION FILED DEC-23, 191'.

Patented Aug. 8, 1916.

witwcweo UNITED STATES PATENT OFFICE.

CHARLES E. DURYEA, OF SAGINAW, MICHIGAN.

CARBURETER.

Application filed December 23, 1911.

To all whom it may concern.-

Be it known that 1, (names E. DI'RYEA, a citizen of the i nited States of America, and resident of Saginaw. in the county of Saginaw and State of Michigan, have in vented certain new and useful Improvements in (arbureters for Internal-Combustion Engines, of which the following is a specification.

My invention relates to atomizing devices intended to mix air with sprayed liquid fuel, such as gasolene, to form the explosive charge of an internal combustion engine.

The objects of my invention are to secure a more intimate mixture, a. more certain proportion and automatic adjustment to meet the needs of the engine at various speeds through a wide range, together with other objects as will appear hereafter. I accomplish these objects by the mechanism shown in the accompanying drawings in which Figure 1 1s a sectional elevation of 'the mixing device proper. Fig. 2 is a plan of the float. Fi 3 is a detail elevation of the heating cham ller or reservoir. Fig. 4 is a detail with part in section, showing the needle and its cooperating bar. Fig. 5 is a vertical section at right angles to Fig. 1.

Similar letters refer to similar parts.

My device has a curved air passage 0 through it in a substantially horizontal plane and is provided below the center of this passage with a chamber (1 adapted to contain the float. The float is provided with a regulating needle a and adjusting nut Because of the evident relation of the passage 0 to the chamber d, it is necessary to make the float u with a depression or clearance for the passage 0, so that, as shown in plan view Fig. 2, it is composed of two parts, as connected by a cross bar to which the float needle a is attached. Into this float chamber (l liquid fuel may beconducted through a pipe entering the threaded openingvl. After passing this opening, the liquid must pass through a removable gauze strainer d and then it passes through a hole leading into the chamber (Z and more or less closed by the conical point of a. The taper of this conical point is made such that as the suction increases and more liquid is drawn from the chamber, the gasolene level slightly lowers, so that the flow of gasolene from the chamber may not be excessively increased by the increase of suction, it being Specification of Letters Patent.

Patented Au 8, 1 916.

Serial No. 667.486.

well known that the quantity of air and liquid flowing from such a device is not proportional at all speeds of the air, but tends as the suction increases to draw more than the proper quantity of gasolene, which tendency may be largely overcome by causing large flow of gasolene to deplete the float chamber until a lower level of the float opens the inlet sufficiently to maintain a lower level which does not yield gasolene to the suction so readily as did a higher level. As seen in Fig. 1, the valve is fully withdrawn so as to fully disclose the opening. This is not a normal condition since the object of the float and the conical pointed valve is to control the level, on which account the conical point is never fully withdrawn but opens only sufficiently to allow fuel to flow into the float chamber as rapidly as it is withdrawn therefrom with the result that a working level is maintained somewhat below the non-working level. It is evident that the non-working level, will be that at which the conical point or valve fully closes the opening and that the working level must of necessity be below this point as otherwise no more fuel could get in. The amount of difference between the working and nonworking levels is dependent upon the taper of the conical point and in practice it is customary to make this taper about twice as long as the major diameter of the opening to be closed. The liquid fuel passes from the chamber d to the passage 0 through the opening 6 closed by the point of the needle f.

This passage e is quite large except at its extreme end where it enters the passage 0 and is thus constructed that the liquid may be drawn into the passage 0 without delay and without attaining much speed, for as is well known a long body of liquid in rapid motion, by its inertia continues to flow with the result, that the, first air drawn through the passage 0 would be insufficiently supplied with liquid, while the last air of any given charge would be over supplied and thus produce a charge not homogeneous, result I avoid by rcy construction of the p: ssage e in conjunction with other parts of the mixing device. The float a carries the point a at such a height that the gasolene level is maintained substantially at the exit or upper end of the passage e. If the level should be slightly higher than this, a little liquid will remain in the passage 0 with no detriment. If slightl lower, the suction required to draw fuel rom the chamber d is slightlyincreased. It is not advisable because of the negative work on the piston to mcrease the suction more than just enou h to produce suificient speed of air through t e passage 0 to properly spray the liquid and on this account tortuous passages or great lifts of gasolene should be avoided in order that the motor may get with the least suct )n, the fullest and most powerful charge. To increase the lifting ability of the air current, I preferably provide the passage 0 with a shoulder'c lying across the passage as close to the mouth of e as convenient. The air striking this shoulder is thrown upward producing a slightly increased vacuum at the mouth of 6 with consequent increased flow of liquid.

In order that velocit of air through the passage 0 may be suffi irient to atomize the liquid issuing from c. I provide a closure h attached pivotally to a movable support j. The passage 0 is rectangular in section where this closure h is provided so It may fit the passage with suflicient closeness to force the air to pass und r the lower end of h and in close contact with the lower wall of the passage 0 and therefore across the shoulder c and the exit of e, giving the air a high velocity at this point. The closure IL being pivotally attached to j has ts upper end maintained, by means of a spring 7', in contact with the upper wall of the passage 0 but this upper at low engine speeds the end is free to be depressed by a rush of gas in the opposite direction as sometimes happens when an engine back fires and this allows free escape of any pressure coming from the engine after which the closure h at once assumes its normal position.

The support j is movable vertically and is carried by the leather cup i and double diaphragm 2" F. This cup 2' fits the chamber y and this chamber communicates with the passage '0 through the hollow support 7' so that suction by the engine not being freely supplied with air because of closure h prnduces a partial vacuum in g and causes the diaphragm '1' to and the closure h upward, thus enlarging the air passage under the closure 12 and reducing the vacuum; which action soon finds a balance and maintains the closure 72, at such position as will insure a proper air velocity across the exit of the passage 6, come spending to the speed and requirements of the engine.

The needle 7 is conically pointed at its lower end. is relieved above this end to hinder as little as possible the air in its passage through c and is flattened near its upper end, as will be hereinafter described, and threaded with a fine thread at the extreme upper end. The reduced size and the rise, carrying the support 7' flattened portion provide ample passage'for air through the support j from the chamber 9 to the passage 0. The upper end of the needle f is threaded into and fits an adjustable plug k which is coarsely threaded into the cover I of the chamber 5/. This double thread arrangement permits the adjustment of the point of the needle f owing to the diflerence in the pitch of the two threads, producing a delicate adjustment. K may be provided with flats for a wrench; with butterfly wings for finger use or a flexible wire may be soldered therein which can be carried to the dash of the automobile or similar location easily reached by the operator.

The needle f cannot turn when l: is turned because its flattened portion asses through a slot lengthwise the bar n. The upper end of this bar n is pivoted to a nut 0 threaded on the adjusting screw 2 fixed in the cover Z. The lower end of the bar n slides radially in a slot or equivalent guide provided in the diaphragm z" when the screw 9 is turned and also when the cup 2' rises or falls. Motion of the cup and diaphragm causes n to describe an arc around its upper end in the nut 0 and causes more or less motion of n with reference to the flat twisted end portion of the needle f. This motion, because of the twist of the needle f revolves f proportionately to the twist and to the motion of 11. Since is is presumed to be stationary when once adjusted, it is quite evident that partly revolving f changes the adjustment of the exit passage. It is also evident that if the nut o is near the outer end of the screw p, the relative motion of n lengthwise of f will be greater and greater amount of adjustment be produced at 6. By this arrangement the suction of the motor, if great, not only raises the cup i to a considerable height, with equal rise of closure Ii, and proportionate increase in the rise of passage through 6 but it also produces a proportionate adjustment of the needle if and permits a proportionate amount 0 liquid to flow from the passage 6. In actual service the plug k is adjusted so that best running of the engine is secured at low speeds and when the diaphragm i is for example when startingthe engine. Next, when the engine is running at any desired high or normal speed, the screw 0 is adjusted and by drawing n into a new relation with f the needle is caused to assume the proper position for the desired speed. Having by these two adjustments secured the proper proportion of liquid and air at slow and fast speeds, it is assumed that intermediate speeds will be reasonably proportionate; for the needle f is adjusted proportionately as the diaphragm is raised or lowered. This feature of double adjustment in combination with automatic variation fits the device to any size engine below its maximum capacit and permits the ope 'ator to secure a quality and perfectness of mixture not securable by other means. The large diaphragm i, i being large responds to .it variation in suction and proportions the air passage thereto so that at high speeds the engine can get full charges and thus develop full power. The cover I is held on m the chamber 9 by several screws in a well loimvn manner. The screw 1) is removable by witl'idrawing the pin p which engages a groove around 1) although other devices may he used. The entrance to the passage is pri'itectcd by a screw collar carrying a gauze 1 which strains the air and keeps out partieles of dirt. The float chamber d has a removable bottom 9 provided with a lead or similar gasket 9' and threads preferably as shown, although it may be held in position by small screws or other means. At the center of this bottom a hollow lug c is proid's-.5 in which the float needle a is guided. A. .aip r screws on this lug closing the hole thri it. To adjust the float point, r is rei'noved when by a small screw driver the H at point can be turned up or down. The slight leak of liquid while making this ad justment is of no consequence Somewhere go between the spray passage and the engine t. is customary to provide a throttle. This I prefer to do at the rear end of the passage (1. shown at a. This consists of a diaphragm pivoted to revolve 90 degrees in the passage and controlled by lever if in a well known manner.

The carburetor body, as shown in Fig 1, can be connected directly to the engine, but

I consider it incomplete without the chain 49 her or reservoir 1), shown in Figs. 1 and 3. This reservoir is preferably attached at such an angle that it may be caused to extend horizontally as shown in Fig. 3, or vertica ly as indicated in the dotted lines in Fig. 3 or men at an intermediate position. As se n in Fig. 1. this ihaniber is removably and adiastablv secured in position by a screw f to allow of its being thrown into the litter ut planes desired. This screw connects lugs a; adjacent ends of the two members, said wigs: being indicated by dotted lines in Fig.

i. it being understood that two screws are iapl ved, one of which only seen in i l. Across this chamber I provide a \"iltl" gauze partition I) which will efii catch and break up any unvaporparticles. Around this chamber Ipi -1- do another chamber through whi h hw ii hot air or hot gas may be passed to he hamber and supply to the mixture v innit required to faclitate the cva oiaof the prayed liquid. This is part cw 5 -i---ary with Lean liljll zls :icl as 1 .Hi hi alcohol. 'lhir' res \Mil' mi. or

e: ,ll ae de ired and in certa n maria s, I

prefer to have it quite large so that it serves as a reservoir and steadies the flow of air through the passage 0 with consequent more homogeneous mixture.

1 have by the construction of my device, 73 a space under the movable diaphragm or cup I and it is quite evident that as the diaphragm rises, air must be admitted to the space below or a vacuum will be formed. I admit this air through a minute passage v 75 opening into the air entrance to c in front of closure h. By this arrangement air not rarefied by the suction of the engine may flow into the space under the leather cup 2' as fast as this cup by rising may require. so In falling the air is expelled through the same passage. There may be some leak around the support 1' but this is of little con sequence since it is not of sufficient quantity to reduce appreciably the vacuum formed 33 by the engine. This construction serves as a dash pot for the cup 2 so that it cannot flutter violently if the engine action is irregular, as in the event of misfiring. It will be readily seen that a sudden cessation of suction will permit the cup i, support, j and attached parts to fall under the influence of gravity only so fast the air in the SP'tCU under the cup can escape through the nii nute passage c. This dash pot also serves to avoid any displacement by jolting of the vehicle.

In order that the regulating action may be sufliciently sensitive to respond to a very slight vacuum produced by the engine, I counterbalance the diaphragm 5 preferably by two weights placed on opposite sides of support 3'. One of these weights with its long actuating arms is shown at u Fig. 1. By experimentation and selection of proper weights, the vacuum may be practically as light as desired, thus permitting the fullest possible charges to be admitted to the engine and this vacuum does not greatly increase in order to admit those large charges for the weight of the parts to be lifted is no greater when the closure h is at the top than when at the bottom because the fall of gravity is substantially the saw when the piston is up as when down and thus differs from the usual spring action which would increase in amount if the piston were spring controlled. ()n this account the device sup plies mixture at more nearly constant pressure than most devices. A second advantage of the counterbalance weights is that a bounce affects them inversely and thus counteracts its effects on the support j andlat' j tached parts. It is generally known arid'admitted that under increased suction the ll '12! uid flows faster than the air and thus make the mixture over fat and this tendency increased by the fact that some of the liq- ;id n rmally deposits on the walls of the 1.-a-sag s and is drawn into the engine at 18" each increase of suction. It is, therefore, desirable that an increased resistance to the gasolene flow be caused by the increased suction itself. Since it is the atmospheric pressure on-the liquid in the float chamber that causes the flow, it is evident that decreasing this pressure will lessen the flow. This pressure reaches the surface of the liquid in the float chamber by means of a vent common to all such devices and not shown by me,

although I commonly have one of the screws Z which hold the cover made hollow and with the hole in which it is fitted extending down into the upper part of the float chamher d. This vent need not be large for the amount of liquid drawn is at once replaced by a likeamount coming in past the float point. It is, therefore. evident that if a slightly larger vent X, Fig. 1, be made from 26 the top part of the float chamber into the passage 1; the suction will act on the surface of the liquid and decrease the pressure thereon with the result that less liquid will flow. Suitable adjustment should preferably be provided at .r or at the usual vent so that the usual vent may be made smaller at will or the vent .r be made larger until the proper adjustment is secured. Since. ho\\'cver, I have provided means for adjusting both the 30 air passage and the liquid passage. I prefer not to depend upon the adjustment of the pressure on the liquid for proper proportion but to provid a modification which may be used either with or without the vent :r. This consists of a vent w through the horizontal wall between the chambers r/ and y The action is as follows: Increased suction tends to raise the support j but because of the minute size of the vent c the movement is slow as is proper in a dash pot and this would permit the suction to draw too much liquid if the vent 20 did not transfer the vacuum caused under the diaphragm i to the float chamber instantly. 'hen the closure bhas. raised to the height required by the increased volume needed and restored. the amount of vacuum to normal, the pressure in the float chamber is atmospheric and not varied at each suction of the engine as it is when the vent :r is provided, thus securlng more nearly constant conditions and permittin'g closer adjustment.

Vith a float having a central point and thus avoiding more complicated levers it is should be practically concentric with the float chamber in order that it may not be high when the carbureter is tilted one way and low when tilted another way. So also with the outlet opening; if

60 far from the center of the chamber the liquid escapes more easily when tilted one way than when tilted another way. There is some advantage in having the liquid flow slightly more easily when hill climbing, and

Y if the carbureter is so placed that the outlet opening may be slightly lower or the inlet slightly higher when the automobile is hill climbing there will be fed to the engine a fatter mixture with consequent more power. An eccentric arrangen'ient of these openings, therefore, is advantageous.

'hat is claimed as new is:

1. In a carbureter, a mixing chamber, a float chamber having a concentric inlet and an outlet having its dis harge end eccentric to and in close proximity to said inlet. there being a curved air pa sage a portion of which passes transversely thrmigh the upper portion of said float chamber. and means operable by change in air pressure for regulating the volume of air through said passage.

2. In a carbureter, a mixing chamber, a float chamber having a concentric inlet and an outlet having its discharge end eccentric to and in close proximity to said inlet. there being acurved air passage a portion of which passes transversely through the upper portion of said float chamber. and means operable by change in air pressure for regulating the volume of air through said passage, said outlet being to the rear.

3. In a carlmreter, a mixing chamber and a float chamber having a concentric inlet and an outlet having its discharge end eccentric to and in close proximity to said inlet and to the rear thereof and adjustable means operable by change in air pressure for controlling said outlet, said inlet being controlled by means -arried by a float in said float chamher.

4. In a carbureter, a slightly curved air passage, a. portion of which passes transversely through the upper portion of the float chamber, a diaphragm chamber above and communicating with said passage. automatic suction-operated means in the diaphragm chamber controlling the liquid inlet to the said passage, a diaphragm, a valve movable therewith, and movable means for regulating the size of the air passage.

5. In a carbureter, a slightly curved horizontally disposed air passage a portion of which extends transversely through the upper portion of the float chamber, :1 diaphragm chamber above said passage and through which a portion of said passage extends, a diaphragm 'in said chamber operable by change in air pressure. said air pressure having tomatic pivoted variable closure for said passage. and connections between said diaphragm and closure.

- 6. In a carbureter, a float chamber. a diaphragm chamber, a diaphragm therein. diaphragm actuated fluid controlling means a slightly curved airpassage extending transversely through said diaphragm. chamber, said passage having a liquid openii g in its under side and an automatic variable closure for said opening disposed vertically in an oil opemng in its bottom. an auand extending across said passage operatively connected with said fluid controlling means. v

7. In a carbureten a float chamber, a diaphragm chamber, a slightly curved air passage extending transversely therethrough, said passage having a liquid opening in its under side and'an automatic variable closure tonsaid opening disposed vertically in and extending across said pas a diaphragm in the diaphragm chamber and con nections between the same and the closure, whereby the movement of the cliaphragi'n controls the movement of the closure and a spring (ontrolled closure in said passage.

8. in a carbureter, a slightly curved'horizontal air passage, a float chamber underneath the same, a. diaphragm chamber above said passage, a diaphragm in Said diaphragm chamber, a liquid opening in the bottom of said air passage, and an automatic variable closure for said opening disposed vertically in and extending across said passage, said diaphragm being operable by change in air pressure to control the movement of said closure.

9. In a carburetor, an air passage, a fuel passage, a diaphragm, a twisted needle for closing the fuel passage, means cooperating with said needle to turn the same and means for positively varying the needle movement by connection with the diaphragm.

10. In a carburetor, a fuel passage, a nee dle controlling the same and having a twisted portion, an abutment for said new dle,;a diaphragm operable by changein air pressure, a slotted member having connection with the diaphragm, and means for adjusting said member, said member dispose phragm may produce an aiiliustiuentot the needle.

12; In a carburetor, an air passage, an autoniatically variable; closure therein (lispored vcrtically and extending across said passage, auton'iatically adjustable means carrying said closureu'hereby the latter made variable in its tees, and means operable by change in air pressure wnereby said closure is automatically opened for the free passage of air in an abnormal direction.

In a carburcter, an air passage, a diaphragin chamber, a diaphragm thereiinsaid air passage having a liquid opening in its under side, a closure therefor movable by movement of the diaphragm, a float cham: her, a float controlled inlet eccentric to and in close proximity to said opening, and means supplemental to and actuated by said diaphragm and variable by change in air pressure for regulating the volume of air through said passage.

Signed by me at Saginaw Michigan this 21st day of December 1911.

, CHARLES E. DURYEA.

Witnesses CHARLES E. GALLUP, BIIEA E. DURIEA.

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