US1235396A - Multiple-fuel carbureter. - Google Patents

Description

MULTIPLE FUEL CARBURETER. APPLICATIQN FILED MAR. H. 191s.. nENEwED APR. la, 1911.

Patented July 31, 1917.

2 SHEETS-SHEET1.

ATTORN E Y lNvENoR WITNESSES L. A. ,`E. T. & E. L. STRAUBEL. MULTIPLE FUEL CARBURETEH. APPLICATION FILED IIAII. II. IsIs. IIEIIEwIzD APR. 13.19I7.

152915,396. Patented July 31, 1917.

III I 2g? I o lA5" /5 I` wITNEssEs MNVENTOR W ATTORNEY' nected the exhaust pipe 9.

LOUIS A. STRAUBEL, ERNEST T. STRAUBEL, AND EDWARD L. STRAUIBEL, OF GREEN BAY, WISCONSIN.

MULTIPLE-FUEL CABBURETER.

Specicatin of Letters Patent.

Patented July 31, 1917.

Application led March 11, 1913, Serial No. 753,647. Renewed April 13, 1917'. Serial No. 161,901.

To all 'whom t may concern.'

Be it known that we, LOUIS A. STRAUBEL, ERNEST T. STRAUBEL, and EDWARD L.

STRAUBEL, citizens of the United States, and.

residing at Green Bay, Wisconsin, have invented a new and useful improvement in Multiple-Fuel Carbureters, of which the following is a full and accurate description.

Our invention relates to that class of internal combustion engines in which provision is made for burning either gasolene or a heavier oil as kerosene, distillates or alcohol, or any combination thereof. The object of the invention is to produce an engine in which said fuels may be burned interchangeably, that change may be .made from one fuel to the other by the simple adjustment of a valve, that the fuel may be aerated or mixed with a quantity of air and then heated to a high temperature, and that cool air may be mixed with the heated vapor in a desired proportion before entering the crank case or combustion chamber of the engine. n

We attain these objects by means of the mechanism hereinafter described, reference being had to the accompanying drawings which are made a part thereof, and in which Figure 1 represents a side sectional view through a two cycle engine and vapor heating passage, mixing valve, etc. Fig. 2 a front sectional view through the vapor heating passage and mixing valve, Figs. 3, 4 and 5 are sectional views through the mixing valve, Fig. 6 is a top plan of the mixing valve, Fig. 7 a front sectional view through the carbureter valves, Fig. 8 a side sectional view through the carbureter, Fig. 9 a horizontal sectional view or plan of the carbuieter and vapor heater, and Fig. 10 a perspective showing the carbureter and vapor heater and the relative position` of the parts. Similar numbers refer to similar parts in the several views.

To illustrate the invention a .two cycle type of engine has been employed though the apparatus on which priority of claims is based may be used on a four cycle engine as well, 1 is a cylinder, 2 the crank case, 3 the piston, 4 the connecting rod, 5 the inlet port, 6 the gas passage or by pass, and 7 the exhaust port of a two cycle internal explosive engine.

8 is an exhaust passage to which is con- Lying within this exhaust passage S is a return tube 10 through which the vaporized fuel is heated. 11 is an air port and 12 a mixing valve, the purpose of which is to Amix air with the heated vapor before it passes into the mixing chamber 13 and the crank case 2. 14 is a carbureter attached to the lower end of the exhaust passage in such a manner that it connects directly into one end of the return tube 10. The other end of return tube 10 opens into the mixing valve 12.

It vcan be readily seen that other forms of vapor heaters may be used, as for instance a straight tube or spiral coil carried through the exhaust passage which, if of sufficient length, will heat the vapor as well, and the only purpose of using the return tube shown is to obtain sufficient length of tube to properly heat the vapor.

The carbureter 14 is shown in detail in Figs. 1, 7, 8, and 9 and is of the float type and is double, i. c. there are two compartments, one preferably for gasolene, the other for kerosene, distillate or other heavier fuel, the two portions being identical except that it may be desired to use larger passages for' the heavier oil, and a description of one will i fit both. 15 is a supply pipe which feeds the float chamber 16. 17 is a cork float with a stem 18 passing through it, the upper end 19 passing through the cover 20 of the float chamber and serving as an indicator, the lower end terminating in a valve 21 which shuts off the, supply of fuel when the float chamber is sufliciently filled and opens when thefioat drops.

22 is a passage from the ioat chamber to the fuel duct 23, 24 is an air port through which air is drawn by the vacuum produced in the crank case ,or combustion chamber of the engine. The air being drawn through port 24 Vpasses over the fuel kduct 23 `at a high velocity and aerates or mixes the fuel by contact and absorption. This forms a rich vaporous mixture which then passes into the valve 25 and from thence on into the heating tube 10.

Valve 25 is of the plug type but is provided with two inlets 26 and 27 and so arranged that when the opening is full from one side the other side is completely closed, the object of this arrangement being so that fuel may be taken from one side or the other as desired. 28 and 29 are needle valves with thumb heads 8O and 3l by which the supply of fuel may be adjusted or positively shut oli' i'roni either side or both. After being aci-ated the rich mixture is then drawn through the outlet 32 of the carbureter into the return tube l() through which it passes on to the mixing valve l2. ln its passage through the return tube l0 the vapor is heated to a high temperature by the exhaust from the engine inipinging against and passing around the tube on its way to the exhaust pipe.

Mixing valve l2 is of a rotary, cylindrical type with three ports. 33 is the gas inlet port and lies directly below the outlet or return tube l0 and is in the forni ot an oblong slot cut peripherally in the body of the valve. 3d is the air inlet port and is in the forni of a longitudinal slot, and 35 is the outlet port for air and gas and 'for the greater' portion of its length isV also in the forni of a longitudinal slot which joins the inlet port and becomes an extension of saine as shown in Fig. 6.

rlhe valve is constructed with ports of a proportionate size which repeated trial and experiment has demonstrated to be correct for the most etiicient mixture of air and gas, and it is so arranged that when the valve is turned in the vertical position shown in Fig. 3 and as indicated by dotted line A, gas port 33, air port Se and outlet port 35 are all open full. When the valve isturned toward the left as shown in llig. et an'd indicated by dotted line B the air port 34ris entirely closed, gas port 33 still has a full opening owing to its slotted torni, and outlet 35 is partially open. lNhen in this position it will be noted that a rich mixture ot fuel and air is drawn through the fuel canal into the engine. lt is thus manifest that any position of the valve between the positions n and B allows a greater or less quantity of air to mix with the rich gas according to the angle of inclination from A to B. This ifeature is of use in starting, as a richer mixture is needed especially when the engine is cold.

l/Vhen the valve is turned toward the right as shown on Fig. 5 and indicated by the dotted line C both gas port 33 and air port Si are closed, the outlet 35 from the'valve being partly open. rlhis stops the engine by shuttingoil? the fuel supply. lt is thus manifest that any intermediate position of the valve betweeny the positions B and C will aiiect the speed of the engine owing to the decreased fuel and air supply, and this :tea-

ture is used to regulate the speed, the valve.

being operatedby a hand lever or governor according to the type of eigine. lt will also be noted that the turning of the valve to the right cuts ott the supply of both gas and air in the saine proportion inalring the engine practically tool prooi. The subsequent action of the gases, explosion, etc., needs only a brief explanationj as the action. in the conn nection shown is that of an ordinary two cycle engine. The upward motion of the piston 3 produces a partial vacuum in the crank case 2 and when the inlet port 5 is uncovered the gas and air mixture rushes in. W'hen the piston descends the mixture is compressed in the crank case. As soon as the exhaust port i' is opened the burnedY gases exhaust into the heating passage and an instant later the mixture oil air and gas rushes into the explosion chaniber to be conipressed and exploded.

in a four cycle engine the niiXtu-re of heated gas and air is drawn directly into the combustion chaniber of the engine atV will then automatically regulate the speedV by varying the quantity of air and gas adinitted to the crank case or combustion chaniber. lt is well known that a gasolene engine of the ordinary type will run for a tinie on Akerosene or distillates after the engine is heated up, but the combustion Ychanif ber is very apt to beconie carbonized and dirty owing to the imperfect combustion. life have found that a gas produced from kerosene or other siniilar oils lacks stability when iornied in the usual way of forming gasolene gas, and to be perfectly volatilized inust be heated to a high temperature. No have found that it is impractical to rniX the adequate amount of air and fuel ior per- ;tect combustion, then heat it and adniit the heated mixture to the engine, as in the caseV oi the two cycle engine where the heated gas is admitted to the crank case the revolving parts beconie overheated and proper lubrication is prevented, and in both the two cycle and four cycle engines, heating the niiXture greatly reduces the volumetric eflicienoy of the gas. `We have found also that the heated gas niay be mixed with air at out door ternperature with little loss frein condensation and when so used the charge becomes niuch more effective when compressed and eX- ploded.

What we claini and desire to protect by Letters Patent is n multiple fuel carburetor having a body provided ith a rearwardly projecting stein and with a central outlet opening extending therethrough and through said stein, said body also having separate oil chambers upon opposite sides of said outlet opening, said outlet opening having its countcrbore. at its forward end, said body also having ports projecting laterally in opposite directions irorn the outlet opening forwardly of the oil chanibeirsT and vertical ports coniniu nicating with said lateral ports and open to of said vertical portions of said oil ports, the atmosphere, a hollow plug Valve rotatato control communication between the latter ble in said eountei'boi'e of the outlet opening and the said lateral ports. and hsvin openings in its wall for registry 5 with the stid lateral ports, said body also Y havin@ oil poi'ts leading forwardly from the said oil chambers and parovided with upright EDVARD L' STRAUBEL' portions extending into the said lateral' Witnesses: ports, and regulating valves threaded into P. T. BENTON, l0 the body and movable into the upper ends O. H. FRmDEL.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C.

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