US1226356A - Carbureter. - Google Patents

Description

A. FLM HR. CARBURETER.

APPUATION FILED JUNE 30,1913. 1,226,356. Patented May15,1917.

2 SHEETSSHEET l.

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awwh TO GOVERNOR A. F. MOHH.

CARBURETER.

APPLRCATION FILED JUNE 39.19x3.

" cumin sTA'r-ns ATENT oF IcE.

ALBERT I. MOHR, OF MILWAUKEE, WISCONSIN, ASSIGNOB TO INTERTT ATIONAL HABVESTER CORPORATION, A CORPORATION OF NEW JERSEY.

To all whom it may concern: I

Be' it known that I, ALBERT F. Mona, a citizen of the United States, residing .at l\lilwaukee, in'the county of Milwaukee and State of ise'onsin, have invented certain new and useful Improvements in Carbu This. object is. accomplished by providing. a carburetor having a mixing chamber, fuel supply meansv associated therewith, and

meansfor supplying hot and relatively cold .air to said mixing. chamber in which liquid fuel and air, and under certain conditions water, are-mixed preparatory to pass- I ing into the-combustion chamber or chambers of an internalcombustion'engine, the

supply of water and hot and cold air being controlled in a manner to meet the requirem'entsofall conditions.

The invention is illustrated on the ac- 3- companying sheets of drawings, in which Figure l is a-front elevation of my carbu-- reter shown as connected to the cylinders of a twin cylinder engine;

Fig. Zisa side. elevation of the same carbureter; 4

. Fig. 3 portion of-the carburetor taken along the plane of line of Fig. 2, showing a secondary airv supply conduit with a spring 49 pressed air'and water control valve therein;

Fig.4 is a vertical sectional view. of the;

fuel containing receptacle conne'ctedto the body portion of the. carburetor, the section bein'g talten'along the plane of line H of 4 Fig. 1; and,

Fig. 5 :is a transverse sectional view of the same the] receptacle taken along the irrcgulanliuc 5,-5 of Fig. 4:.

The various novel features'ofdnyinveuandfdi'awiugs, and will be particularly pointed out in the. appended claims.

.onnected to the cylinders 10- ot' a twin cylinder internal combustion engine. is my carburetor 11, includinga hollow base portion 12 upon which is mounted a mixing Specification of Letters Patent.

This invention relates to carbureters for" is avertical sectional View of a CARBURETER.

Patented May 15, 1917.

Application filedJune 30,1913. Serial No. 776,535.

chamber 13 to which is secured a fuel or oil containing receptacle lidivided into two parts or chambers 15 and 16 by a partition 17 The part 15 is supplied with gasol'ene of 'a wall 19-, the excess gasolene flowing out through an overflow pipe 20. The other .part '16 is supplied with a heavier grade of fuel oil, such for example as kerosene, disthrough an inlet pipe 18, the gasolene bemg maintained at a constant level by means tillatc or solar oil, said lower grade of fuel oil being supplied through inlet pipe 21, be-

ing maintained at a constant level by means of a wall 22, and the excess,,passmg out through an overflow pipe23. This oil containing rewptaele ll is provided with a con- 'ieal channel .2 in which is located a conical plug 25 having an L-shaped passageway 26. one end of which at all times communicates with a vertical oil passageway 27, which in turn communicates witlrthe pass: geway in a nozzle 2. the nozzle being providedwlth a hand controlled needle valve 29 for controlling the supply of liquid fuel. The other-end of the L-shaped passageway "26 inphig 25 is adapted to communicate with either the gasolene containing chamber or the other chamber containing the heavier or lower grade of fuel. This plug is provide l \vith a handle 30 by mea ns'of which the plug" may .be turned to two extreme positions whereby oil may be sup plied from either ofthe oil chambers 15 or 16, or the plug may be turned into a neutral position preventing the flow of oil from either chamber into said plum Connected to the oil containingreceptacle and located within the opening 31in the mixing chamber 13 is an annular member 32 in which there is a diagonally arranged opening 33 into which the nozzle 28 projects, the opening 33 directing iii-rushing air past said nozzle in a manner to draw oil therefrom. The fuel containing receptacle 14 is provided with an opening 34, in which is secured one end of a primary hot air supply pipe 35,- tlie other end of which is connected'to a pipe or (.Ollflllll 36 which eomiiiumcatcs with a. source of air heated by the ex:

The luitterfiy.'\'-'alveisldcated adjacent the loo point at which the pipes and 36 join and controls the passage of air into the pipe and also a secondary or auxiliary pipe 41.

This secondary or auxiliary air supply pipe is connected to the conduit 13 through a member 40. The member 40 is provided with an annular valve seat 42 having an opening 43 through which water may be supplied from a water pipe 44, the flow of water being controlled by a hand operated needle yalve 45. A puppet valve 46 is'held.

in closed position against the valve seat 42, thus normally preventing a supply of air through the conduit 41, and also preventing a supply of water through the opening 43, the port of which is covered by the valve 46. This valve, which is controlled by the suctionof the engine, is held in closed posi-- tion by a spring 47 surrbunding the valve stem 48, the tension of which spring being adjustable by a hand screw 49. Located in the pipe i1 is a butterfly valve 50 which is adapted to be adjustedlby a handle 51 having a. detent for engaging notches in 'a' notched plate for holding said butterfly valve in any adjusted vposition. This butterfly valve is to control the supply of hand controlled butterfly valve 50 for con-' trolling the supply of cold air. When starting anengine, due to the fact that the cylinder walls are cold, it is usually necessary to use a relatively high grade of oil, such as gasolene. This is also true due to the fact that compression-is low on no and light load and a comparatively rich mixture is needed. For starting, therefore, the handle 30 is adjusted-so that the L-shaped passageway 26 of the plug communicates with the gasolene chamber 15, the gasolene passing up the vertical passageway 27 and .through the nozzle 28, the 011 being drawn from the nozzle 28 by inrushing air passing through the pipes 36 and 35, the butterfly -valve 37 being partially-open at this time,. and the valve 50 closed. This inrushin air, caused by the suction of the engine, ta es a path completely surrounding the nozzle, the path being formed by the member 32;] "As soon as the engine'becomes heated, the plug may be swung through an'angle of 180, thereby cutting off the supply of gasolene, and causing the L-shaped passageway 26 of the plug 25 to communicate with the receptacle containing the 1elati\'elyheavy oil relatively cold air. Located in the mixin whereby such heavy oil pa'ssesthrough the Qpassageway 27' and nozzle 28 under the lnfluchamber 13 is a throttlingvalve 55 auto} matically controlled'by an engine governor ence oi the inrushin (not shown) by a rod 56.

When an engine is operated ina hot climater, the air is usually sufficiently warm to vaporize the oil, especially the lighter oils,

connection to which is made so that when the mixture enters the combustion chamber it can be ignited and thereupon :panded for doing work efficiently. Under such conditions it is'ju uiecessary to supply hot air from around the exhaust pipe of an engine to meet the operating requirements. In the cold climates, the cold air without first being heated would not be satisfactory. For this reason it is necessary to introduce hot air into the carburetor to vaporize the oil preparatory to passing into the combus-v tion chamber. After the engine is thoroughly heated, it may be advantageous to shut off a limited supply of hot-air and permit a limited supply'ot'cold air. In a'temperate climate engines are operated under varyinggv conditions. It may be cold one. day and hot the next. or even cold and hot. on the same day. If a heavy fuel oil is used under these conditions, it may be used'satisfactorily while the weather conditions are warm, but unsatisfactorilv when cold. For these reasons, among others, I have provided my carbureter with the main hot air inlet pipe 35 which is connected through pipe 36 to a source of hot air, and also with valve for controlling the supply of heated air, and the cold air supply pipe having the air past said nozzle. heavy fuel 0115, it Is In using the relative necessary to use air heated a certain amount to vaporize the fuel sufficiently so that the engine may;

reason, the uttertly valve. 37 is usually held partially open, permitting a How of hot air from pipe 36 to pipe 35, and at the. same 7 time practically preventing,especially under noand light load conditlons, a supply of. hot air'from the pi )e 36 to the pipe 41 to which it is connected. It is seen that if the operate efiicientlyflFor this butterfly valve 37 be swung into full open position, hot air would be supplied to both the pipes and 4-1;. but under no load and light load conditions, the hot air supplied to. pi )e 41 would not pass 'into the mixing cham )er li-i'for the reas'on'that thev'alve 46 is. held in its closed position by the spring 47. When the. load on-the engine is increased to a certain predetermined point,the

' throttling valve Sigradiuxlly' opening-more and more, the slmtion'crcated by the engine will be suflicient to open the valve 46 slightly to permit the supply of air through the pipe 41, and 'at-the same time permit water to be drawn through the opening Water up to this point is not permitted to form a part of the mixture fol-the reason that it would be detrimental in that it would recondense part of,the fuel-oil and cool the cylinder -walls of the engine. llowcver,

after the load on the engine has'increu'sed I above-this predetermined amount, water is a necessary cement in the mixture to prevent, not only heating of the engine, but also to tions, a. relatively rich mixture is necessary for the reason that the compression is low, but under heavy load conditions, a relatively greater amount of air may be supplied be-- cause the compression is high. This is controlled by the automatically actuated governor controlled throttle valve 55.

\Vith the butterfly valve 50 open, cold air will flow past butterfly valve 37 through pipe 35. past nozzle '28, this being especially truewith the valve. 37 properly adjusted with the engine working on no or light loads.

It is seen, therefore, that with valve 50 open, more or less cold air can be supplied through pipe 35, depending upon the position of valve 37, \Vith the engine working on heavy loads and the valve 37 open, it is apparent that more or less hot air can b supplied to the mixing chan'iber 13 through pipe 41.

. The pipe 35. however, is the primary air supply pipe which furnishes hot air normally; and pipe {1 is the secondary air supply PIPE and furnishes cold air normally, water also being furnished through pipe a l when the engine is working on relatively heavy loads. Any conditions may be met by adjusting properly the positions of the butterfly valves 37 and 50.

It is evident that ther may be various modifications in the arrangement herein particularly shown and described, and it is my intention .to cover all such modifications tvh'ich do not involvea departure from the spirit and scopeof my invention as set forth in the appended claims.

I What I claim as new is:

y 1'. In a carbureter for internal combustion engines, the combination of a mixing chamber, a hot air connection thereto, fuel supply means in said hot air connection directed into said mixing chamber, a connection which is normally open and through which ,cold air isnormally supplied to said mixing dhauil'icr, a valve in said hot air connection to control the passage of air thcrethrough, and control means for said cold air supply, said hot and cold air connections being connected at a point independent of the mixing chaihbcr.

L ln a. carburclcr For internal combustion engines. the. combination of a mixing chamber, fuel supply means directed thcrcinto, a primary air connection to said chamber. a. secondary air connection to said chamber,

said connections being connected at a point independent of the mixing chamber, and single means for controlling the supply'of air through one or both of said connections.

3; In a carbureterfor internal combustion engines,'the combinationof a mixing chamber, fuel supply means associated therewith,.

a hot air connection to said mixing chamber, a cold air connection to said chamber, and means in said hot an connection controlling the supply of hot airthrough of saidconnections to said chambe v 4. In a carburetor for internal combustion engines, the combination of a mixing chamber, fuel supply means associated therewith, a hot air connection to said chamber, a cold air connection to said chamber, and neans in said hot air connection controlling the supply of hot. air thereth 'ough and also the sup ply of cold air through said hot airconnection to said chamber.

5. In a carburcter for internal combustion engines. the combination of a mixing chamlXl' flltl supply means associated therewith,

two air connections entering the mixing chamber separately. and means in one of said connections controlling the supply of air through both of said connections to said chamber.

6. In a carburetor for internal combustion engines, the combination of a mixing chamber, fuel supply means associated therewith,

ahot air connection to said mixing chamber, a cold air connection to said mixing chamber. and means in one of said air connections for cont-rolling the supply of .hot air through both of said connections to said chamber.

7 In a carlmreter for internal combustion engines. the combination of a mixing chamber, fuel supply means associated therewith, controlled conununicating hot and cold air supply connections leading separately to said mixing chamber. and water supply-means associated with one of said connections.

8. In a carbureter for internal combustion engines. the combination of a mixing chamber. fuel supply means connected thereto, a primary air supply connection to said chamber, a valve for controlling the supply of air therethrough, a secondary air connection to said chamber, a valve for controlling the supply of air therethrough, said primary and secondary air connections being connected at a point independent of the mixing chamber, a suction controlled valve in one of said connections, and a governor controlled throttling valve in said mixing chamber.

In testimony whereof I aflix my signature, in the presence of two witnesses.

ALBERT F. MUHR. 'Witnesscs (1. L. \VnmmmNN, J. E. Kossow.

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