US1255591A - Carbureter for internal-combustion engines. - Google Patents

Description

H. G. FERGUSON. CARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED 9150.1. 1914.

' Patented Feb. 5, 1918.

2 SHEETS-SHEET I.

I I I I 1 u N m m wwer H. G. FERGUSON. CABBURETER FOR INTERNAL comsusnow ENGINE'S.

Patented Feb. 5,191&

2 SHEETS-SHEET 2.

APPLICATION FILED DEC. 1. I914- HARRY G. FERGUSON, 0F BELFAST, IRELAND.

CARBURETER FOR IINTERNAL-COIVIIBUS T1011 ENGINES.

Specification of Letters Patent. Patented Feb. 5, llfijilfim Application filed December 1, 1914.. Serial No. 875,026.

To all whom it may concern: A

Be it known that I, HARRY G. FERGUSON, a subj ect of the King of Great Britain, resid ing at Belfast, Ireland, have invented certain, new and useful Improvements in and Relating to Carbureters for Internal-Combustion Engines, of which the following is a specification.

This invention relates to carbureters for internal combustion engines and has for its object to provide improved methods of and means for obtaining the utmost economy at normal runningor normal power periods, with the greatest possible economy combined with quick readiness (when cold) of power for starting while at the same time giving a maximum of economy for slow running and ready and economical acceleration or increase of power above the normal power periods when required.

With the present known forms of carbu-' rotors and carbureter controls the above noted desirable combination is impossible and to obtain maximum results in any two of the above mentioned points it is necessary to sacrifice one or more of the others thereby spoiling the all around efficiency of the carbureter. For example, if any of the present known carbureters and carbureter controls are set to give maximum economy then easy starting, acceleration and, what is still more serious, power when cold must be sacrificed while if set to give maximum acceleration and slow running, power when cold and economy at normal running and normal power periods must be sacrificed and so on. For example an average motor car of 16 H. P. weighing 25 owt. should average under nearly all conditions 25 miles to the gallon of petrol but if onset the present day carbureters were set to give this mileage it would be at the sacrifice of some of the'other things mentioned. To get the best compromise from the carbureter it is necessary to set it so that the car will only do 18 miles to the gallon in order that it may give the required all around efiiciency. To make any of themodern carbureters give maximum results in economy, it is necessary to make a fixed alteration to the carbureter. It will be obvious that a carbureter control would be of immense value if it could be so fitted that it would be perfectly automatic in its action and also adjustable from the drivers seat, thus enabling the driver. to get maxi-' mum results in economy and also assisting the carbureter in its efliciency in the other points mentioned. Such a control fitted to the above mentioned size of car would mean a saving of something like seven miles to the gallon of fuel and other valuable advantages would also be gained. I

A great many forms of control have been designed and fitted but to get best results from the carbureter with any of these known controls it is necessary to keep altering it as the throttle is altered because they are all non-automatic in their action.

Under my invention I provide a control range of the throttle valve or equivalent throttling movements and at greater or less open positions of the throttle valve or equivalent the supply of additional air is or may be simultaneously out ofi or reduced, preferably the supply of additional air is simultaneously cut oil or reduced at a predetermined throttle position or positions to prevent the engine stopping through weakness of mixture when running slowly and also simultaneously cut off or reduced at a predetermined throttle position or positions to prevent loss of power or waste of fuel when the throttle valve or equivalent is fully opened, or in lieu of or in addition to controlling the air supply as above indicated I may by similar methods and means auto matically control the petrol supply in accordance with'the requirements for different positions of throttle opening, admitting less petrol at a certain predetermined range of throttle valve or equivalent movements and at greater or less open positions of the throttle valve or equivalent giving a proportionate or other predetermined increase in the supply of petrol in relation to the admission of air to prevent the engine stopping through weakness of mixture when running slowly and also to prevent loss of power or waste of fuel when the throttle is fully opened.

In order that my invention may be clearly understood I have hereunto appended explanatory sheets of drawings whereon my invention is applied to some well known type of carbureters.

Figure 1 is a view of a Zenith carbureter having my improved additional air control applied thereto.

Fig. 1 is a cross section. on line X-X Fig. 1. 7

Figs. 2 and 3, are respectively sectional side and end views of a Whyte 8:. Poppe carbureter having my improved additional air control applied thereto, and

Fig. dis a sectional side elevation of a S. U. carbureter fitted with my improved air control.

In the fitting of the control to say the Zenith carbureter and carbureters of its type, an air inlet pipe a-of properly calculated dimensions for the size of carbureter it is to be used on, is fitted to the carbureter 1) below the throttle valve '0. Into this pipe a is fitted a piston valve comprising a piston u) or equivalent and air inlet a", the piston a or equivalent being controlled from the drivers seat by means of a Bowden wire a or equivalent. When the engine is cold and it is desired to get maximum power and easy and quick starting from cold the piston a is put in a position to cover the air inlet hole a". When the engine warms up the piston a is pulled backward the hole a un-- covered and a proper mixture for economical running is thus given. If the control were fitted in this simple way it would give perfect results as regards economy, easy starting, etc., but when the throttle valve would be placed in the full open position to give maximum power, the amount of air drawn through the pipe or tube a would beso great that the mixture would be too Weak and the engine would not give off its maximum power. To give maximum power it is necessary to close the air inlet a, from the drivers seat, and when the throttle would 7 be brought back again it would be necessary tit) to open the control again to" get economy, it will therefore be seen that the control in this form would not be automatic, and under my invention this difficulty is overcome by providing a shutter d which is connected with and adapted to be moved by and simultaneously with throttle valve 0 and it is so made and set as shown in Fig. 1 that it will when moved as above indicated start covering the air inlet hole a into the tube a at a proper period, and when the throttle c is opened fully the additional air tube a. will, by this means, be simultaneously closed or partly closed or in lieu thereof the petrol supply maybe increased in any convenient manner.

When the throttle valve 0 is almost closed for slow running,-there is of course little or no suction on the additional air inlet tube a so that the latter does not affect or interfere with slow running even if left full open. The carbnreter will then when the engine is hot. automatically give maximum results in the following:easy starting; slow running; it fitted to a motor \eh cle, steady running at low car speeds; acceleration; power, whether hot or cold,

and economy. When the engine is cold it is only necessary to close the additional air inlet (L2 by moving the piston a through the medium of the hand control to get maxi: mum results in the above.

As an illustration of the value of the control on this carbureter I may point out that while without my control it could be fixed by a certain size of choke tube and jet to give results in economy equal to 25 miles to the gallon on a certain class of car, the lack of power it would develop whether hot or cold and the difliculties of starting a cold engine would be so great that the car would be quite useless. To make the engine give satisfactory results when cold and give its proper power hot or cold it would be necessary to fit jets which would reduce the petrol consumption approximately 25%; the saving in this instance therefore by adapting my control is very great. In short the density of mixture required to enable the engine to be easily started and to ive ofi' satisfactory power when cold would e such that the car would only average 18 miles to the gallon while a hot engine would take a sntlicient amount more of air to enable the ear to average 25 miles per gallon without in any way reducing its power provided the air were let in at the proper throttle positions, and under my invention as above described I provide that the air is let in just in the proper quantities and at the proper throttle positions. Similarly and under my invention the petrol supply could be controlled in accordance with throttle movements, and in certain cases this petrol control might be combined with my additional air control.

Figs. 2 and 3, show how my control may be titted to say the \Vh te & Poppe carbureter and carburcters of its type. In this case an air inlet pipe e of properly calculated dimensions for the size of carbureter it is to be used on is fitted to the carbureter f on top of the adjusting barrel. Into this-pipe is fitted a piston adapted to cover and uncover an additional air inlet h, the piston 9 being controlled from the driver's seat through the medium of a Bowden wire Z or equivalent. \Vhen the engine is cold and it is desired to get maximum tun lit)

power and easy starting from cold the piston g is put in a position to cover the air inlet hole It. lVhen the engine warms up the piston g is pulled backward, the hole It uncovered and a proper mixture for economical running is thus given.

In this carburetor and others of its type I provide that the revolving throttle barrel Z through which I cut a slot l to let in the additional air cuts off or may cut off or reduce the air to enable me to get full power at full throttle position and also cuts otl or reduces the additional air to enable me to lit} get maximum power ,for slow running. The additional air inlet device above described is. provided at its front end with another piston m having a hole m therethrough and it is held in contact with the top of the throttle barrel by a spring m to prevent any leakage of air. The same remarks with regard to the saving of petrol and the eiiiciency of the carbureter in other respects apply to my control on this carbureter and carbureters of its type as they are applied to the Zf nith. h d f 1 *i 4 showsone met 0 0 ap in my C0l1l31%)l to the S. U. carbureter zihil c rbureters of its type. In this case an additional air inlet pipetn of properly calculated dimensions for the size of the carbureter it is to be used on is fitted into the air piston cylinder 0. Into this pipe 71. is fitted a piston a controlling an air opening or valve n the piston n" being controlled from the drivers seat by means of a Bowden wire p or equivalent. When the engine is cold and it is desired to get maximum power and easy and quick starting from cold the piston n is put in a position to'cover' the air inlet hole n When the engine warms u the piston is pulled backward, the hole a 1s uncovered and a proper mixture for economical running is thus given. To allow the air I to get into 'theengine through my control fitting, a groove or recess 7 of properly calculated dimensions is out up the air piston 0 from its lower end and a groove or recess 3 of properly calculated dimensions is cut down the wall of the cylinder 0 from its upper end. To prevent the engine from stopping when running slowly thegroove e is cut to a properly calculateddength down the cylinder 0 and the-groove ntoa properly calculated length up the pistonfo and when the throttle is set in "the slow running position the air piston falls downward and pre vents air entering through my control inlet n thus the engine is automaticallyf prevented from stopping.v As in the fitting of the control to the Zenith? carbureter, to get maximum power, it is necessarythat my air inlet be reduced or closed ofl .or in lieu* of this the petrol supply at such times may be increased in any convenient manner. As the throttle t is opened the air piston .b rises automatically and after it passes a certain predetermined position, automatically closes oil or reduces the airtional air inlet valve.

The same remarks with regard to the sav- 7 ing of petrol and the efliciency of the carbureter in other respects apply to my control on this carbureter and carbureters of its type as they are applied to it on the Zenith.

From the foregoing the immense advantage of this control to the public will beport n of my addi of time due to the fact that he only requires to set the carbureter to give maximum slow running, maximum power, maximum acceler'ation, steady running and easy starting. It is the effort to obtain economy in conjunction with the other advantages which takes the time, and the fitting of my control saves this waste of time, and makes the attaining and maintaining of economy a comparatively easy matter.

Having now fully described my invention what I claim and desire to secure by Letters Patent is 1. A carbureter having, in combination with the fuel and air inlet and throttle valve therefor, a tubular member communicating at one end with the carbureter and provided with an air inlet port in the side thereof, a piston slidable within the pipe and adapted to control the inlet port, a removable cover on the other end of said tubular member,

elastic means interposed between said piston and said cover, means connected with said piston whereby same can be moved against said elastic means, and means movable in a plane transversely to the port and independent of said piston control whereby the amount of additional air supplied to the carandan oscillatory shutter connected with the throttle valve in a plane transverse to said port and moved with said throttle valve to HARRY Gr. FERGUSON.

Witnesses:

Y ANDREW HAMnumN,

EDWARD HAnvEm signature pontrol the inlet port independently of said

Images