US1274408A - Carbureter. - Google Patents

Description

L. S. GARDNER.

CARBURETER.

APPLICATION mu) JULY 2. I914. RENEWED IAN. 24.1918.

Patented Aug. 6, 1918.

III/11111111! I $5.! rihuliiliifla daz $2 ATEN sic.

LEVI S. GARDNER, 0F CEDAR GROVE, LOUISIANA.

CARBURETER.

To all whom it may concern:

Be it known that I, Luv: S. GARDNER, a citizen of the United States, residing at Cedar Grove, parish of Caddo, State of Louisiana, have invented a certain new and useful Improvement in Carburetors, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention has for its object to produce an efficient and reliable carbureter consisting of but a few simple parts.

Viewed in one of its aspects, my invention may be regarded as having for its object the production of a carburetor adapted, without the use of moving parts, to main tain the most advantageous proportions between air and fuel at all speeds of the engine to which the carburetor is connected.

Viewed in another of its aspects my invention may be said to have for its object the production of a carbureter which will cause the liquid combustible to be more finely divided and to be disseminated more uniformly through the air which is being carbureted than is possible in old forms of can bureters.

Viewed in another of its aspects my invention may be said to have for its object the production of a carbureter which, whenever at rest, will bring about conditions adapted to make it easy to start the engine, or, in other words, the production of a self-prizn ing carbureter.

The various features of novelty whereby my invention is characterized will heroin after he pointed out with particularity in the claims; but for a full understanding of my invention and of its objects and advan tages, reference may be had to the following detailed description taken in connection with the accompanying drawing, wherein:

Figure 1 is a top plan view of a carbureter arranged in accordance with one form of my invention;

Fig. 2 is a vertical central section of the carbureter illustrated in Fig. 1;

Fig. 3 is a fragmentary central section showing a slight modification; and

Fi 4 is a fragmentary central section showlng a further modification.

'In the most common type of carbureter Specification of Letters Patent.

Patented Aug. 6, 1918. Renewed January 24, 1918. Serial No. 213,614.

the incoming charge of air acts directly on the liquid fuel, drawing it out of a nozzle or suitable discharge opening, the mixture being diluted at high speeds by opening an auxiliary or secondary air inlet which 211- lows the free air to mix with the carburcted mixture. My carburetor, on the other hand, is constructed on the principle of allowing the incoming charge of air to act only indirectly upon the liquid combustible in such a manner that the proper proportion between the combustible and the air will be obtained at all speeds without making it necessary to use an auxiliary air valve to dilute the mixture. I accomplish this by employing what may be termed an open-ended air tube of considerable length having one end occupying the position usually occupied by the nozzle or the nipple in the ordinary carbureter and having its other end communicating with atmosphere; the liquid fuel being introduced into this air tube at a point between its effective ends; and the parts being so proportioned that at all usual speeds of the engine, the suction in the main chamber of the carburetor will produce a flow of air through the air tube where the combustible is picked up and discharged in a more or less vaporized condition into the main charge of air flowing through the carbureter.

In the drawings I have illustrated only a single simple form of my invention, together with slight modifications of some of the details and. for the sake of brevity, I shall describe in detail only the specific construction illustrated; although it will of course be understood that my invention may take various other forms.

Referring to Figs. 1 and 2 of the drawings, 1' represents a tubular member constituting the body of the carburetor, the member 1 being open at both ends. Surrounding the member 1 is a suitable fuel reservoir consisting of a flange, 2, formed integral with the member 1 and constituting the top of the reservoir, together with a cup-shaped member, 3. arranged beneath the flange 2 and suitably secured in place upon the member 1 with its mouth closed by the flange. The cup 3 may conveniently be held in place by means of a nut, 4, screwed upon the lower or inlet end of the member 1. In the reservoir is a suitable float, 5, controlling a fuel inlet valve, 6, by means of which a constant. level of fuel is maintained in the reservoir.

On one s1de otthe member 1 at a point just above the bottom of the reservoir is an outwardlyprojecting boss, 7, through which is bored a hole, 8, large enough to receive the ends of two sections of pipe, 9 and 10. The pipe 9 lies within the lower end of the tubular body of the carbureter and is bent inwardly to the axis of the tubular body and then upwardly, its open upper end lying within the contracted portion of the member 1 where the latter has the shape of'a Ve'nturi tube. The pipe 10 extends upwardly through the fuel reservoir and has its upper end secured within a boss, 11, on the flange 2 forming the top of the reservoir. The boss 11 is bored out as indicated at 12 so as to form the effective mouth of the tube opening to atmosphere. The two tube members, 9 and- 10, form a single longair conduit or tube leading from the atmosphere to a point within the carbureter past which all of the incoming air must flow. A small hole, 13, is bored through the boss 7 in a position to place the interior of thebore 8 in'commu nication with the interior of the fuel. reservoir. When the carbureter is connected to a suitable source of fuel and. to an on -hie, then whenever the engine is at rest, the ilquid fuel will flow through the opening 1% and will rise in both legs of the-air tube, that is in the tubular sect1ons, 9 and 10, to a height corresponding to the constant level maintained in the reservoir. This considerable quantity of fuel constitutes a priming charge whic is drawn into the engine cylinder in the act of starting the engine and makes the starting of the engine easy. As soon as this priming charge is drawn out of the air tube, the,

latter is empty except for the small quantities of liquid fuel that flow by gravity through the opening 13 or else are drawn through this opening by reason of the partial vacuum formed within the air tube; so

that in addition to the main charge of air which enters the lower end of the tubular body member, there will be a column of air flowing through the air tube and being dis charged into the main incoming body of air at the inner end of the tubular section 9. The incoming column of air in the air tube picks up the liquid fuel, vaporizes it more or less and carries it into the main body of the carhureter where it enters the main charge, not as a spray of liquid but asa very rich carbureted mixture, where it is quickly disseminated throughout the main charge of air and the vaporization of the fuel is made more complete.

It will be seen that the suction at the port 13 is not the same as the suction at the discharge end out the air tube but depends upon ameter, taking into consideration the diameter of the Venturi tube, any desired suction may be obtained at the fuel port 13 for a given suction in the Venturi tube, and the suction at the fuel port may be made to increase at any desired rate relative to an increase in the suction in the Venturi tube. In other words, at any-speed of the engine the relation between the suction at the fuel port in the Venturi tube will be such that only the proper quantity of fuel will be drawn into the carbureter to give the best mixture for that speed.

In Fig. 3 I have illustrated a slight modification in which the inlet mouth 12 for the air tube is formed in a plug, 14, which is screwed into the boss 11 while the fuel port 13 is arranged in a plug, 15. By having plugs with diiierent size openings through them, the proper plugs may be selected to give the desired adjustment which will adapt the carbureter to any particular engine.

In Fig. 4: I have illustrated a carburetor as provided with means for conveniently adjusting both the fuel port and the inlet mouth of the air tube. Extending down through a boss 16, corresponding to the boss 11 in the other figures, is a needle valve 17, which cooperates with the fuel port-13 to vary its size. In the bore 12 at the inlet end of the air tube is a screw 18, whose inner end is adapted to control the efi'ective size of an opening 19, to atmosphere. By adjusting the screw 18, the efiective size of the opening 19, that is the efiective inlet mouth of the air tube may be varied at will.

-While I have illustrated and described only a single simple form of my invention I do not desire to be limited to the structural details so illustrated and described; but intend to cover all forms and arrangements. falling within the definition of my invention constituting the appended claims.

I claim:

1. A carhureter comprising a body member in the form of a Venturi tube, a constant level reservoir surrounding the lower end of said Venturi tube, a Ushaped air conduit including two Ila-shaped tubes havin one of its arms arranged axially of the Venturi tube and the other arm lying within said reservoir, the first mentioned arm terminat ing a short distance above the plane of the normal liquid level in the reservoir and the other arm projecting out through the top of the reservoir, and there being a restricted 2. A. carbureter comprising a body mem- -ieo her in the form of a Venturi tube having a laterally projecting flange surrounding the same between the ends thereof, said body member having an opening therethrough at a point located at a considerable distance below said flange, an L-shaped tube having one arm arranged axially of the Venturi tube and its other arm. projecting into said opening, a second L-shaped tube lying outside of said. body member with one arm projecting into and supported by said flange and the other arm projecting into the aforesaid opening, a cup'shaped member underlying said flange and forming therewith a fuel reservoir, said body member having a restricted port leading from the interior of the said reservoir to the aforesaid opening, and means cooperating with the reservoir for maintaining fuel at a constant level therein.

3. A carbureter comprising a body member in the form of a Venturi tube having a laterally projecting flan e surrounding the same between the ends t ereof, said body member having a passage therethrough at a point located at a considerable distance below said flange, a U-shaped air conduit containing in its yoke portion the aforesaid passage, one arm of said conduit lying outside of said body and having its upper end supported by said flange, a cup-shaped member underlying said flange and forming therewith a fuel reservoir, and there being a restricted port leading from the interior of the said reservoir into the yoke portion of said conduit, and means cooperating with the reservoir for maintaining fuel at a constant level therein.

In testimony whereof, I sign this specification in the presence of two Witnesses.

LEVI S. GARDNER. Witnesses:

WM. F. FREUDENREICH, RUTH E. ZE'ITERVALL.

Copies of this patent may be obtained for five cents each, by addressing the "Commlsuloner of Patentn,

' Washington, D. 0.

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