US1209457A - Carbureter. - Google Patents

Description

H. A. A. J. LELARGE, DECD. a. A. LELARGE. rNfE TAPINA :xecumx.

'CARBURETER. APPLICATION FILED APR. n. 1914 nzwswzn AUG-4.1916.

Patented Dec. 19, 1915.

UNITED STATES PATENT cur os. H

HENRI ALFRED ARMAND JOSEPH LELARGE, or PARIS, FRANCE; BLANcHn Ashton;

sI'NE LELARGE, 'I'AiIN, 0F sevens,

FRANCE, EXECUTRIX OF SAID HENBI ALFRED ARMAND JOSEPH LELARGE, DECEASED.

CARBURETER.

Original application filed July 1, 1913, Serial No. 776,785.

Specification of Letters Patent.

Patented Dec. 1'9 1916,. Divided and this application filed Avril 11. 1914,

Serial No. 831,116. Renewed August 4, 1916. Serial No. 113,206.

public of France, residing at Paris, France, have invented certaln new and useful Improvements 1n Carburetors, of wh1ch the following is a specification.

My invention relates to carbureters for hydrocarbon fuel, particularly adapted for use in connection with motor vehicles.

The present application, which is a division of my copending application for Letters Patent filed July 1, 1913, Serial Number 7 7 67 85, has especial reference to the relative arrangement of the fuel supply tank and spraying nozzle, and to means for controlling the flow of fuel. from the tank to the nozzle.

The embodiment of the invention as at present preferred by me is illustrated in the accompanying drawing, wherein the figure is a vertical sectional View of an improved carbureter.

Referring by reference characters to the drawing, 1 denotes a spraying nozzle to which fuel flows through the feed tube 2 from the tank 13, which is float controlled in order that the level of fuel may be main- .tained constant therein at about the line 17. 30.

The nozzle 1 preferably terminates in a flat discharge end 3 through which the constricted discharge orifice 4 is bored. Surrounding the nozzle 1 and projecting beyond the same into communication with the engiiie cylinder (not shown) is a jacket consisti' ng"; of the oppositely flaring members 5 aindffconnected by the intermediate, constricted, cylindrical member 6. The flat discharge end 3 of the nozzle 1 is flush with a line passing through the central vertical axis oi. the part 6 of the carbureter jacket.

' Qgraxial with the part 7 of the jacket, and

supported centrally therein by screws 11, is al lft ionic'al spreader 10 the base of which is opposed to the ,discharge end 3 of the nozzle lgsaid base being spaced away frb'rn the end 3 distance approximately equivalent to" the diameter of the discharge opening; in the nozzle 1.

" S'idenotes a throttle valve. reciprocable in the jacket portion 7.. and adapted to regulate meqmnm of fuel supplied to the engine cylinder,

reter from the normal position, the tank/13:

' Acting against the weight 29 is one-endiof .a

To maintain the carbureting act/ion um; form, despite any inclination of the carbus;

is placed above the nozzle 1,;1n .such,:posi-;. tion that the central vertical faxis-ofzth s tank will pass through the discharge orifice 4. By reason of this arrangement of the constant level tank relatively to the spraying nozzle, any inclinations of the apparatus, from normal position, will result in but, slight variations in the effect due to, the distance of the tank from the nozzle, and the'fifi pressure of fuel at the discharge orifice 4,; remains substantially constant. L y In order that the pressure of the fuel,L from the tank 13 may not cause, excessive, feeding of fuel when the engine slows down I preferably interpose a valve betweenthe tube 2 and the spraying nozzle 1. Any: suitable construction of valve may be adapted, but I have found in practice that a valyeconstructed as about to be described, .is-thon; oughly efiici'ent. i 2 Arranged between the .admissionend of." the nozzle 1 and the discharge endpf, the feed tube 9 s valve casingfithavihg thereina seat 25 for the valve disk 26., .Dependingaxially withh the valve casing24 is a rodf28 on which a weight 29 isqslidablyca griei coiled spring 30 the opposite end of'lwfhieh. engages the valve 26 and tendsto hold the; same to its seat under substantiallyeona fi mit. pressure. Fuel flows from thecasingjzfl through the bore or passage. 27,,, into;the tube 1. The tension of thespring; is always; substantially uniform, and when ,the-meiglrt 29 is subjected to vibrations the. lameness absorbed by the spring, afldlrl'lfitwtrflnsinittedi to the valve 26. As the spring isa highly; elastic, the pressure of theyalve ZQagainst, its seat 25 remains substantially constant whatever may be the position-pfthe weight 29 on the rod 28. 5 Air is drawn into theucarburetemthrough a casing 32, provided withaislotted basefil and having therein; severalseries 0 E- $315, 11; 3&

of any solid particles carried thereby, and to cool an gas which may back-fire from the motor into the carbureter.

-To allow fuel to enter the valve casing when the engine is sto ped, I form a small orifice in'the valve disk 26, through which orifice fuel, in reduced quantities, may enter the casing 24.

At the rear edge Ofz the jacket portion 5 is a cup into which excess fuel dripping from the nozzle 1 into thefj'acket portion 5 is directed by a plate 23. The cup communicates with, and feeds such drippings to, a

. tube 19 which extends forwardly from the of the valve casing, such cup and terminates in beneath the throttle valve 8. The outlet en 0 of the tube opens irJ-n a groove 37 formed in said portion 7 Above the groove 37 and formed in the inner face of the jacket portlon 7 is a second groo vs 22 into which the 10 or end of valve 8 is adapted to enter when this valve is closed. The groove 22 receives the drippings rom the jacket member 7 while the groove 37 receives the drippings from thevjacket portion 5 through the tube 19. Bored vertically through the lower part of jacket member 7 is "a series (preferably three) of alined air ducts '18 which communicate with the grooves 22 and 37 as well7as with the interior of the jacket member 7 When the valve 8 is open and the engine running, no appreciable quantity of-qfuel will be drawn from either the move 22 or the roove 37, and no apprecia le quantity of air will be drawn through the ducts 18. If, however, the engine is slowed down and the main fuel supply is throttled by the valve 8, during each suction stroke fuel will be drawn from the grooves 22 and 37 and air will be sucked in through the ducts 18, the air and fuel admixing as they enter the engine cylinders through the jacket member 7 The fuel thus supplied will naturally be materially less than the main fuel supply, but will suffice while the engine is running slowly.

By reason of the pressure of the weight 29 against the spring 30 the strain on the latter isalways the same, and if the weight 29 be subjected to vibrations they. are not transmitted to the disk 26 but are absorbed by the spring 30. Inasmuch as the spring is highly elastic the closing pressure of the disk 26 remains substantially constant irrespective of the position of the' weight 29.

When the throttle valve 8.is the engine is running, during each suction stroke of the latter a vacuum will be created above the disk 26 whereby the pressure of the fuel in pipe 2 will be sufficient to raise the disk 26 against thev pressure. of spring 30 and admit a charge of fuel to the inside, fuel being. sucked and the spraying open and through the passage 27 the jacket portion 7 tially constant pressure over nozzle into the engine cylinders. When the engine is not running, or the throttle valve 8 is closed, the sprin 30 will force the disk 26 to its seat 25, and ut a very small quantity of fuel will pass into the valve 24 through the opening 15 which, as above stated, is very small as compared to the orifice in the spraying nozzle 1. The arrangement is such that while the engineis not running fuel would enter the valve 24 through the opening 15. The quantity of this fuel would be so small as to merely provide a sufficient charge for the first suction stroke when the engine is started.

What I claim is 1. A carbureter for explosive engines, embodying therein a constant level fuel tank and a spraying nozzle arranged in superposed relation with their axes at aright angle to each other, a conduit for conducting fuel from said tank to said nozzle, a valve for controlling the discharge of fuel from said conduit, anda weighted spring for nor mally yieldingly seating said valve under a substantially constantpressure overthe discharge end of said conduit.

2. A carbureter bodying therein a constant level fuel tank and a spraying nozzle arranged in superposed relation with their aXes at a right. angle to each other, a conduit for conducting fuel from said tank to said nozzle, a fuel control valve interposed between the discharge end of said conduit and the intake end of said nozzle, and. a weighted spring for normally yieldingly seating said valve under a substantially constant pressure over the discharge end of said conduit.

3. A carbureter for explosive engines, embodying therein a constant level fuel tank and a spraying nozzle, arranged in superposed relation with their axes at anght angle to each other, a conduit for conductin valve or controlling the discharge of fuel from said conduit, a spring tending to yieldingly force said valve to its seat over the discharge end of said conduit, and a freely movable weighctending to ma ntain the ten.-

sion of said spring substantially constant.

4. A carburetor for explosive en 'nes, embodying therein a constant level e1 tank and a spraying nozzle arranged in' superposed relation with their axes at a right angle to each other, a conduit forcon noting fuel from. said tank to said nozzle, a valve controlling the discharge of ,fuel from said conduit, means whereby. said valve isno'rmally yieldingly seatedunder a substanthe discharge end of said con uit, and means for permit, ting the discharge of a limited quantity of fuel from said conduit when said valve is "seated.

'5. A carburetor for explosive engine's, em-

for explosive engines, em-

bodying therein a constant level fuel tank and a spraying nozzle arranged in superposed relation with their axes at a right angle to each other, a conduit for conducting fuel from said tank to said nozzle, a valve for controlling the discharge of fuel from said conduit, there being an orifice of small capacity in said valve for permitting the discharge of a limited quantity of fuel from said conduit when said valve is seated, and means whereby said valve is normally yieldingly seated under a substantially constant pressure over the discharge end of said conduit. a

6. A carburetor for explosive engines, embodying therein a horizontally extending spraying nozzle, a vertically extendin constant level fuel tank above said IIOZZfiI and having its central vertical axes passing through the discharge end of said nozzle, a conduit extraneous to said tank and said nozzle for conducting fuel from the former to the latter, a fuel control valve having a seat over the discharge end of said conduit, said valve having a passage therethrough of small capacity to permit of the discharge of a limited quantity of fuel from the conduit when said valve is seated, and a Weighted spring for normally pressing said valve to its seat under a substantially constant pres- 30 sure.

In testimony whereof I have aflixed my signature in presence of two Witnesses.

\Vitnesses:

LoUIs FAUTRAT, ELY E. PALMER.

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