US1265194A

US1265194A - Carbureter.

Info

Publication number: US1265194A
Application number: US84439914A
Authority: US
Inventors: Charles J Gustafson; Frank C Mock
Original assignee: STROMBERG MOTOR DEVICES CO
Current assignee: STROMBERG MOTOR DEVICES Co
Priority date: 1914-06-11
Filing date: 1914-06-11
Publication date: 1918-05-07
Anticipated expiration: 1935-05-07

Description

son, a subject of the FRANK C. Mocx, a citizen of CHARLES J. GUSliFSl'Nl AND FRANK C. MDCK, 0F CHICAGG, ILLINOIS, ASSGNGRS TO STBOMBERG MOTGB, DEVICES COMPANY, 0F CHICAGO, ILLINOIS, A CORPGBATGN 0F mirrors.

CARBURETEB.

Application filed Iune 11,1914. Serial No. 844,398.

To all 'whom t may concern:

Be it known that we, CHARLES J. Grusrar- King of Sweden, and the United States, residing at Chicago, in the county of Cook andl State of Illinois, certain new and useful Improvements lin Carbureters, of which the following is a'full, clear, concise, and exact description, reference ing, forming a part of this specification.

Our invention relates to carbureters for internal combustion engines and is concerned with certain i improvements t0 the end ofl more eiiicient operation, effectiveness of control, and simplicity of construction.

It is well-known that the important requisite of a carburetor for internal combustion engines` is to provide for the proper proportioning of the mixture at the variousengine suctions and the'various engine eeds, according-to the varying positions of the throttle. Those skilled in the art are aware that anordinaryfuel Jet'in a plain 4tuberesults in a mixture of'increasing richness as the suction increases, whereas it is desired to have the mixtureconstant or to have a decrease richness as the suctions increase. it is the object of Aour invention to provide mechanical means for automatically "changing the carburetor vconditions on the various suction's and speeds, so as to counteract the natural tendency toward increasing richness and to secure the proper diluting effect to just the extent required by engine conditions. To this end, we provide an auwhich is pecultomatically-operated valve above and below iarly subject to pressures the fuel nozzle and, for starting and low running, a manually-operated valve which, for a purpose which will be pointed out presently, is in series with the automatically-operated valve. Certain other features of our invention are of special importance and we shall refer to them in detall in the description which is to follow and shall recite them in the appended claims.y

The accompanying drawing is a longitudinal vertical sectional view o the carburetor of our invention.

The carbureting chamber which is formed by the casing 3 comprises the Venturi passageway 4', the air inlet chamber 5 and the auxiliary chamber 6. The-casing 3 is provided With a centrall opening 7 in which the Specification of Letters Patent.

have invented' being had to the accompanying draw- Patented May t, 191s.

of the Venturi tube 8. The outlet passage pipe 9 is provided with the throttle valve 11 which is mounted upon a transverse shaft 12, operated by some manual means.. The

upper end lof .the outlet pipe is provided with a an'ge 13, by means of which the carbureter is secured to the` manifold. A special fuel passage tube 14 is mountedy in thev side wall of the outlet passage pipe and is disposed that it 'feeds into the outlet passage pipe above thethrottle and takes up its fuell from that collected in thebottom of the auxiliary chamber 6, it being noted that the floor of the auxiliary chamber' 6 is provided with a Adepression forming a well for the collection of fuel, into which the lower end of the special fuel tube 14 dips. The utility of this will be described presently.

The lower end of the Venturi tube 8 is surrounded by the float chamber casing 15,"

which engages the downwardly extending yflange 16 on the easing part 3. A float'l'? is pivotally hung at 18 from a lever 19, mounted within the loat chamber, 'and this lever 19` controls the liquid fuel inlet for the oat chamber, as is well known. By this means, a constant level of liquid fuel, suchv as`gasolene, is maintained approximately at the dot-and-dash line -m.

As illustrated, the float chamber casing 15 lis in annular form and the interior passageway is provided `with a tube 25, which carries the fuel nozzle 24 extending upwardly vand axially into the Venturi tube 8, terminating above the most restricted portion of the Venturi tube and just above the constant level line The fuel nozzle 24 is inserted through the bore of the tube 25 and is interchangeable therethrough. This bore, as is well known, is-connected' by means of a cross-passageway with the oatchamber 15, Awhich thus makes the liquidV fuel available to the nozzle 24.1 The lower .end of the boreof the tube 25 is closed by 'which issecured to the under side of the float chamber and communicates with the interior of the Venturi tube 8, this air horn being heldin place by means of a nut 29 which screws onto the lower end of. the downward extension and clamps the air horn in place.' The air inlet chamber 5 is completed by means of another casing part 29, which is clamped between the air horn and the upper air inlet chamV vided is adapted to communicate directly with the auxiliary chamber 6 through an opening 30 which is controlled by the valve 3l. This valve is disposed at the bottom of an annular, stem 32, the top of which is secured toa piston 33 by means of a nut 34. This piston is mounted to reciprocate vertically in a shallow cylinder 35,- the top of which is closed by means of a cover 36 held in place by clamping

screws

37, 37

v the tubular stem 32, its lower f A shaft 52 which will be and set nuts 38, 38. The tubular stem 32 is mounted in a bearing 39, which extends downwardly from a part of the casing 3. This particular part of the casing 3 forms the bottom of the cylinder '35, but it will be noted that this bottom is provided with an opening 40 so that the pressure in the auxiliary chamber 6 will be transmitted to the under side of the piston 33.

A stem 41 is centrally mounted in the cover 36 and extends downwardy through end bein provided with a head42 between which anl a shoulder 43 on the insideof the stem 32, a helical spring 44 is disposed, as clearly shown. The upper end of the stem 41 is screw-threaded for the reception of the thumb-nut 45, which is adapted to vbe held in any adjustedposition relative to the stem 4l by means of the spring-pressed ball 46 disposed in a socket in the nut and adapted to rest in any one of a plurality of longitudinal slots in the 'surface of the stem. The stem is kept from rotating, although it is capable of vertical movement relative to the cover, bymeans of a key 47 disposed in a slot 48 in thestem. It will now be clear that, by turning the nut, the head 42 can be-raised or lowered in order to adjust the tension of the spring 44, which, as will be seen, tends to hold the valve 31 on its seat.

Air is admitted to 5 by way of an inlet pipe 49 the end of which is connected with a hot air supply and the sides of which are provided with

side openings

50, 50, for the entrance of cold air, these side openingsA being conl' trolled by a sleeve valve 51, as illustrated. extends diametrically across the air inlet pipe 49 on the carbureter side of the side openings and a butterfly valve 53 is mounted upon this stem. Means, such as a lever 54, is provided to -arrange for the manual actuation of the shaft 52 in order butterfly valve for a purpose to operate the referred to presently.

part of the casing 3, and the ber part which is here prov.piston 33 receives ber and A engine were continued on `The closing of the valve 53 secures the rich mixture which is desirable the air inlet chamber It will be seen that the auxiliaryrchaim1 ber, 6, is in the nature of a shunt around the passageway in which the fuel nozzle is iof cated, this shunt being controlled by an automatic valve which is subject to the suction produced by the engine. While, in the particular form illustrated, we have shown an arrangement wherein the upper side of the tubular stem, that is, itis subject to the pressure in the air inlet chamber, wehave found by experiment that it is possible to secure eifectiveoperation byexposing the upper side of the piston 33 to atmosphere, say through an opening inthe cover 36, either exclusively or in addition to the pressure in the air inlet chamber;

It will be-notesd, ofcourse, that the valve its pressure by way of the 31 is of smaller area than the piston 33, so

that a differential action is secured in the precise structure which we have illustrated, which, we have found by experiment, gives highly eiicient operation and practically eliminates iiuttering.

In starting the engine, the throttle valve* l1 is partly opened and the usual external force applied to theengine, with the valve 53 in its closed position, as illustrated. In this closed position, the valve has a very limited leak around it and a certain amount of air is allowed to enter the air inlet cham# engine. The resultV is a comparatively rich pass through the carbureter to the mixture for starting purposes and substantially these conditions would prevail if the low running.

under certain circumstances and, when these circumstances have passed or changed into normal running conditions, left opened and no further control there is necessary. With the valve 53 open, there is, of course, the normal passage of air through the Venturi tube 8 and, in addition, there will be a passage of air past the auxiliary air valve 3l when the suction has reached the point of overcoming' the tension of the helical spring and any diii'erence of air pressure which, in addition to the spring, may tend to hold the spring on its seat.

The upward extension of the Venturi tube the valve 53 is is'important in the propercontrol of the mlxture, as we have found 8. This secures an important operation,

since it eliminates erratic dilution and associates the air and fuel, entering by way of the suction controlled valve, with'the air entering the permanent the main Venturi tube cording to the passageway through varlous motor demands.

in a denit way, ac-' by experiment. The peculiar fashioning of the passagewayv Thus, the'position of the air valve 31 is directly related to the fuel flow from the noz- 6 vwill be drawn up through the tube 14 and made to serve a useful purpose when the throttle is nearly closed.

We claim: 1. In a carbureter, a carbureting chamber,

an air inlet chember, a Venturi. tube leading from said air inletchamber to said carbureting chamber, an auxiliary chamber leading to an annular passage around the end of said Venturi tube, an automatic valve between said air inlet chamber andsaid auxiliary chamber, a cylinder, and a piston in sai'd cylinder, said piston being mechanically connected with said valve, one side of said piston being exposed to the pressure in said auxiliary chamber, and the other side being exposed to said air inlet chamber.

2. In a carbureter, a carbureting chamber,

an air inlet chamber, -an auxiliary chamber, an automatic valve between said air inlet chamber and said auxiliary chamber, a cyln inder, a piston in said cylinder, said piston being mechanically connected with said valve, one side of said iston being exposed to the pressure in said) auxiliary chamber, and the other side being exposed to said air inlet chamber, and a valve controlling the inlet to said air inlet chamber. v

3. In a carbureter, a Venturi tube, a fuel nozzle therein, an air inlet chamber connected with said Venturi tube, an auxiliary chamber, the Venturi tube being extendedA into said auxiliary chamber, a restricted passageway leading from said auxiliary chamber and surrounding the outlet end of said Venturitube, an opening between said air inlet chamber and said auxiliary cham-y bei, a valve controlling said opening, and a valve controlling the air inlet to said air iii-` let chamber.

4. In a carbureter, a carburetin. chamber, i an air inlet chamber, a Venturi tu e leading from said air inlet chamber to said carbureting chamber, an auxiliary chamber leading v to an annular passage around the end of said Venturi tube, an automatic valve between said air inlet chamber and said auxiliary chamber, a cylinder, and a iston in said cylinder, said piston being mechanically vpiston being and valve having dierential effective areas.

5. In a carbureter, a carburetin chamber,

an air inlety chamber, a Venturi tu e leading from said air inlet chamber to said carbureting chamber, an auxiliary chamber leading to an annular passage around the end of said 'Venturi tube, an automatic valve between said air inlet chamber and said auxiliary chamber, a cylinder, and a piston insaid cylinder, said piston being mechanically con nected with saidvalve, one side of said piston being exposed to the pressure in said auxiliary chamber and the other side being exposed to theair inlet chamber, the effective area of said valve being less than that of said piston.

6, In a carbureter, a carbureting chamber, an air inlet chamber, an auxiliary chamber, an automatic valve between said air inlet chamber and said auxiliary chamber, a cylinder, a piston in said cylinder, said pisten being mechanically connected with said valve, 'one side of said piston being exposed to the pressure in said auxiliary chamber, said cylinder being mounted over said auxiliary chamber and said air inlet chamber and said mechanical connection being in the form of a tube, a cover for Said cylinder, a stem adjustably mounted in said cover, and a spring between a collar on said stem and a shoulder in said tube.

7. In 'a carbureter, a chamber having a valve controlled air inlet, a Venturi tube leading to said chamber from below and extending above the floor thereof, a fuel nozzle in said Venturi tube, a float chamber feeding said nozzle, means for connecting said chamber with an engine, a depression in said .floor above the level of fuel in said oat chamber, a throttle in said connecting means, andL a tube leading from said depression below a level of fuel which may collect therein to a point in Said connecting means above a running position of the throttle.

In witness whereof, we hereunto subscribe our naines,1 this 4th day of June, 1914.

CHARLES J. GUSTA'FSON. FRANK C. MOCK. Witnesses for bothz.

LESLIE W.,FR1CK, ERNEST W. RAPALEE.