US1247478A - Carbureter. - Google Patents

Description

A. F. YOUNG. CARBURKETER. mrucmion FILED mlm. 2. wm

Z SHEETS-SHEET 1 INVENTOR A. F. YOUNG.

CARBURETER.

APPLICATION FlLED MARVZ. i917.

2 SHEETS-SHEET 2.

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2a' 23.3 6 Ff@ E., af-ij" INVENTOR A0501/ n FzYm/n ATTORNEY ADOLPII F. YOUNG, or CHAnLEvoIx, MICHIGAN, AssIeNon To EUREKA cnunisiw a 0F CHAiaLEvoIx, MICHIGAN, A CORPORATION or' meme.

' CONI,

" i i A l l CARBUBETER.

Specification of Letters Patent. Papimmm@ NUN 2Q, 1mm ya Application filed March 2, 1917. Serial No. 1.520%.

To all 'whom t may concern:

Be it known that I, ADOLPH F. YOUNG, a Citizen of the United States, residing at Charlevoix, in the county of Charlevoix and State of Michigan, have invented new and useful Improvements in Carbureters, of which the following is a specification.

This invention relates to means for controlling the supply of air and gasolene in proper proportions to meet the requirements of the load and one feature of the invention pertains to a fuel valve arrangement by which the said valve is in initially open position for starting and is controlled, as to its changes in position, by the varying suction or pull existing in the manifold, that is, at a point between the throttle valve and the engine, which suction tends to`close said valve. An auxiliary air intake valve or regulating member is also employed which is controlled by the said suction or pull existing in the manifold at the point stated, this suction, tending to close the auxiliary air intake valve and move the fuel valve toward closed position and acting in opposition to the normal tendency of the air intake valve or regulating member and the fuel valve to remain open. This suction pull exerted upon the auxiliary air regulating means and the fuel valve varies in degree inversely to the degree of open position of the throttle valve or the supply of air through the main air intake and it varies also during the running of the engine, according to the load imposed thereon, the said controlling mechanism, comprising the auxiliary air and fuel valves, accommodating itself within certain limits to the i'equirements of the work being done.

The chief object of the present invention is to so arrange the auxiliary air conduit that it will take its supply of non-carbureted air from the main air passage in advance of the fuel valve and bypass said non-carbureted air to the suction connection beyond the throttle valve, combined with means for simultaneously choking or strangling both the main and auxiliary air supplies.

The invention consists in the features and combination and arrangement of parts hereinafter described and particularly pointed out in the claims, and the invention is in the nature of an improvement upon the carbuieter setforth and described in a co-pending application -of John Vodicka and A. -F. Young, filed Jan. 6, 1916, Serial No. 70,642, allowed Sept. 16, 1916.

In the drawings:

t. Figure 1 is a side elevation of the invenion;

F ig.. 2 is a vertical sectional view of the invention with parts in elevation;

Fig. 3 1s a detail plan view, with parts in secEtion ig. is a view of art of Fi 1 a uarte turn therefrom; andp g q r Fig. 5 shows a vertical sectional view of a modification.

In these drawings, 1 indicates a fuel inlet, to which the oil is supplied in ordiary manner by a float controlled valve. 2 is the needle valve controlling the intake of fuel. This valve is surrounded by a well 2 containing oil.' 3 is the main air inlet from which the air is directed past the fuel valve to have an aspirating action in taking up and carrying along the fuel, 3 designating an air choke valve controlling said air inlet. 4 is the throttle valve, all these parts being located in a casing 5 in substantially the well known manner. The manifold connection is represented at 6. The needle valve stem extends up through the well of the casing and is connected pivotally at a point 8, outside the same with a lever 7 fulcrumed at 9 betweenthe collars or heads of a screw 10 mounted in the ear 11 on' the cylinder 12. The other end of the lever 7 is pivotally connected to a link 13, the upper end ofwhich is connected adjustably with an arm or lever 14 pivoted at 15 in an ear or bracket 16 extending from the cylinder wall or frame, the said adjustable connection being formed by the pivot pin or screw 17 of the link passing through a slot 18 in the lever, 'said pin or screw being held iii any position to which it may be adjusted by a clamp nut 18. The range of adjustment of the upper end of the link is such that in one position the pivot 17 of the link will coincide substantially with the pivot 15 of the lever 14, but in other positions the connecting point will be at dierent distances from the pivot.

The lever 14 has a forked end engaging under a headed pin or projection on a controller member 19 in the form of a piston working in the cylinder, and pressed `upwardly by a spring 20, this spring lifting the piston to open, the fuel valve through the lever 14, link 13 and lever 7 when the link is properly adjusted in the slot 18 to derive the desired degree of movement from the piston. This piston also serves as a valve for controlling the auxiliary air intake 21 communicating with the cylinder 12 and in communication with the inlet 3 and the manifold connection 6. The auxiliary air passes through the conduit, or pipe 21 to the manifold at a point between the throttle valve and the engine, furnishing as it does an auxiliary air supply and also providing a suction connection beyond the throttle valve, through which the suction pull in the manifold will exert control upon the piston 19, which in turn controls the auxiliary air intake and the fuel valve.

. The fuel valve is initially set in wide open lposition and for this purpose the lever 7 at its fulcrum is adjusted up or down by means of the screw l 10. Having adjusted this screw to determine the proper position o f the valve, the spring inthe piston chamber, acting on said piston 19, will maintain the fuel valve inits wide open position at first for starting the engine and until such time as the suction pull overcomes the pressure of the spring and draws the piston downwardly.

By adjusting the link at its upper end along the arm or lever 14, diderent degrees of movement may be imparted to the fuel valve through said link and the lever 7 from the movement of the piston, this adjustment determining the'y position of the fuel valve for high speed, while the adjustment of the lever 7 determines the wide open position of the valve for low speed or starting. When the carbureter is properly adjusted, at no time will the needle valve be fully closed.

The operation is as follows:

We will suppose that the fuel valve operating lever 7 has been adjusted to determine the desired position of the fuel valve for starting or for low speed, and it is desired to run the engine, at this time, while the engine is at rest, the spring in the piston chamber -has raised the piston and the fuel valve is as wide open as the adjustment just mentioned will permit. The operator now opens the throttle valve a little and upon cranking or starting the engine air will rush in through the main air intake and by its aspirating effect will carryl along with it a supply of the fuel from the oil well 2 at the valve which at rst is wide open.-

This rich mixture will fiow past the throttle valve and into the manifold and engine to furnish the supply for the first explosion in starting the engine. This same suction action will become eective on the piston in The cutting olf of the auxiliary air prevents the mixture from being thinned or rendered lean at this time.

When the speed. is -to be increased or the engine is to carry a greater load, the throttle valve is opened wider and consequently the air entering the main intake meeting less obstruction to its freepassage for supplyingthe vacuum created by the suction, will ow 1n,

the main air intake in greater volume, thereby reducing the suction'action on the piston 19 and allowing the spring to raise the piston and partially or fully open the auxiliary air intake in accordance with the working of the engine and also the fuel valve, so that more fuel will be supplied and also more air, that which passes through the more widely open throttle valve being augmented by that which passes through theauxiliary air intake, the latter thinning the mixture in the manifold beyond the throttle valve and before it reaches the explosion chamber.

The suction on the piston from the manifold, caused by the operation of the engine, becomes effective in accordance with the opening and closing of the throttle valve,

that is, the wider open the throttle valve the less suction there will be on the controller piston and the more auxiliary air and the more fuel will be supplied and the inverse of this is true in a corresponding degree on the closing movement of the throttle valve.

Upon opening the throttle valve, the main air supply, the auxiliary air supply, and the fuel supply all 'will be increased, so that while the engine is running the operation of the throttle will control the-supply of air and gas, as the operator may deem proper to meet the requirements of the load, both air and gas being supplied in greater amount when the throttle is open and in lesser amount when the throttle is closed. It will be seen, however, that the control upon the auxiliary air and the fuel valve is exerted indirectly through the throttle and by the employment of the suction connection between the piston chamber 1,2 and the manifold connection at a point intermediate the throttle valve and engine.

By the invention, when starting the engine, I am enabled to have the fuel valve open wide at first and thereby get a rich mixture at the proper time and after starting the engine the fuel valve and the auxiliary air are controlled by the piston workingautomatically and the proper mixture is produced to meet the demand of the engine accordingly as the throttle is more or less opened.

As illustrating the fact that the'invention may be embodied in different forms, reference is made to Fig. 5 in which the adjustment of the fuel valve may be secured by threading the upper end of the stem and turning it by means of the finger piece 22, through the jam nut 28 which bears on the block 24 to which the lever 25 is pivotally connected at 26 at its forked end. This lever is pivoted to the frame bracket or ear 27 at 28, and it is operated by the arm or lever 29, pivoted to the ear at 30 and connected to the lever by an adjustable clamp pin or screw 31 which passes through a slot in both levers. rlhe lever 29 is connected with the piston pivotally at 32. By adjusting the pin or screw 3l different degrees of movement can be imparted to the lever 25 and needle valve from the movement of the lever 29. In this form the needle valve passes loosely through the controller piston 19.

rIhe controlling mechanism herei'nloefore4v described will accommodate itself, within certain limits, to the requirements of the load imposed on the engine, without alteration of-the adjustment of the throttle valve, this result flowing from the fact that the suction pull through the by-pass port or conduit 2l exerted on the controller piston tends to close the auxiliary air port and Jthe fuel valve and when this suction pull is rel duced the controller piston, under the action of the spring, will open more or less. Therefore, upon an increase, of the load on the engine piston and its slowing down, the suction pull will be reduced on the controller piston and this will rise letting in more auxiliary air and more fuel to supply the needs of this extra load.

By connecting the conduit 21 with the main air inlet in advance of the fuel valve and anterior to the choke valve 3', the main air supply and the auxiliary air supply `ma both be simultaneously strangled thereby en- I claim l. In a carbureter, a fuel valve, a throttle valve, an air passage directing the air past said fuel valve, an auxiliary air conduit communicating at its ends with said air passage and by-passing said fuel valve and said throttle valve, and suction controlled means acting to vary the volume of air furnished by said auxiliary air conduit.

2. In a carbureter, a -fuel valve, a throttle valve an air passage directing the air past said fuel valve, an auxiliary air conduit communicating at its ends with said air passage and by-passing said fuel valve and said throttle valve, suction controlled means acting to vary the volume of air furnished by said auxiliary. air conduit, and means for simultaneously strangling said air passage and said auxiliary air conduit.

3. In a carbureter, a fuel valve, a main air passage directing the air past said fuel valve, a throttle valve, a suction connection, an auxiliary air conduit adapted to receive air from said air passage and conduct the same to said suction connection between the throttle valve and the engine, suction-controlled means acting automatically to move said fuel valve to vary the quantity of fuel admitted to the main air passage and concurrently andv proportionately vary the volume of air furnished by the auxiliary air conduit, and a choke valve located between the intake orifice of said air passa-ge and the intakeorifice of said auxiliary air conduit for simultaneously strangling said an' passage and said auxiliary air conduit.

4f. In a carbureter having an air inlet and an outlet adapted to be connected to the manifold of an engine, a fuel valve, a throttle valve, an auxiliary vair conduit connected at one end with the outlet and at its opposite end with the carbureter between the air inlet orifice and the fuel valve and by-passing thc fuel valve and the throttle valve, and

means in saidauxiliary air conduit and controlled by the suction therein for actuating the fuel valve and controlling the auxiliary air supply.

In testimony whereof I affix my signaabl ing a rich mixture to be sucked into the ture.

engine for facilitating the initial starting of the latter.

ADo'LrH r. YOUNG.

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