US1286282A

US1286282A - Carbureter.

Info

Publication number: US1286282A
Application number: US81739514A
Authority: US
Inventors: Adam M Gibson
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-02-09
Filing date: 1914-02-09
Publication date: 1918-12-03
Anticipated expiration: 1935-12-03

Description

A. M. GIBSON..

CARBURETER. APPLlcAfTloN FILED FEB. 9. 1914.

Patented Dec. 3, 1918.

2 SHEETS-SHEET l- /N VENTOR.

A. M. GIBSON.

CARBURETER. APPLICATION FILED FEB. 9, 1914.

Patented Dee. 3,1918.4 2 SHEETS-SHEET 2 w. a. f m. ,N

m 24 8 xllWmWWw/,W ,l a

ADAM M. GIBSON, F CHICAGO, ILLINOIS.

CARBURETER.

Specification of Letters Patent.

Patented Dec. 3, 191s.

Application fded February 9, 1914. Serial No. 817,395.

To all whom t may concern.'

Be it known that I, ADAM M. GisoN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and usef l Improvements in Carbureters, of which tie following is a specification.

lMy invention relates to carbureters for internal combustion engines, and has for its principal object to provide a carbureter which, for the several reasons to be hereinafter made apparent, will operate more effectively, economically and in general more satisfactorily than the carbureting devices in use at theipresent time.

vA further object of the invention is to provide a carbureter Which will be compact, light, inexpensive to manufacture and of f such simple and 'strong construction as to be durable and not likely to'get out of order.

The carbureter of my invention is intended particularly' for gasolene enginesy employed `for driving automobiles, but might be used to advantage in other situations.

According to the' common practice, the volume of the mixture of gasolene and air introduced into the cylinders of an explosive engine is regulated by means of a throttle valve arranged in the pipe connecting,r the carbureter with the manifold of the engine. As a result when the throttle valve is partially closed the body of air and fuel has the greatestV velocity at the throttle valve due to The constriction of the conduit at this point. My invention proceeds upon the theory that the air should have its greatest velocity, at low speeds as Well as high speeds, through the Carburation chamber, that is, at the place Where the air acts upon the gasolene or other fluid hydrocarbon employed as fuel, and draws the same into ythe engine. The invention','therefor e, contemplates eliminating theordinary throttle valve usually interposed vbetweenv the engineyand carburefer and "providing a carbureter having valves thereln which are d11ectly control- -la'ble by the person Who operates the engine to vary the volumes of air and fuel in accordance with the desired speed. In other words the constriction of lthe conduit through the fuel supply system takes place at the point of mixture of air and fuel with in the cylinders. For a 10W speed the fuelport of the carbureter is constricted but this is accomplished by a similar constriction of the air port so that the velocity of air past the fuel port is not affected. In the-ordinary system the constriction of the supply pipe at the throttle valve makes the flow of air past the gasolene nozzle very sluggish so that at low speed the fuel is incompletely mixed with the air and not completely drawn into the engine cylinder. To counteract defective vapor-ization and inspiration it is customary to increase the volume of the fuel drawn from thegasolene nozzle by opening the gasolene duct 'Wider than would be necessary. if allfof the fuel in the Carburation chamber could be properly vaporized and drawn into the cylinder. As such adjustmentlof the needle valve gives too rich la mixture at high speed, carbureters are ordinarily provided with suctionfoperated secondary air valves which supply additional air to the mixture with a certain intensity of vacuum in the cylinders. The expedient of introducing air into the system between the carbureter and the engine will, of course, decrease the ve'- locity of the primary air assing the gasolene nozzle thereby diminis iing its effectiveness in vaporizing the fuel and producing a homogeneous mixture of fuel and air. In accordance with my invention all of the air is introduced into the system at one point and' in such manner as to pass adjacent to the gasolene nozzle. Therefore at all speeds the velocity of air around the gasolene nozzle is considerable. The volume only is varied in accordance with the volume of the fuel supply.

The invention provides further for an adjustment as between the air and fuel valves to, permit theproportions as'between the fuel and air to be varied. I

In its preferred form the invention provides forseating the gasolene valve so that the usual oat controlled mechanism gov erning the flow of gasolene to the nozzle valve in the gasolene supply pipe. However, a float operated valve may be used 1n my system if desired. A a

Another" feature of the invention is that 1t provides a simple arrangement for increasf` ing, at the will of the operator, the amount of fuel introduced. into the charges. for eX'- amplewhen additional power is required as in hill climbing. Preferably the air and gasolene valves are controlled bythe quadrant lever, and connecting mechanism used ordinarily for operating the throttle valve. In the preferred form of my. invention a movement of the quadrant lever through a certain are increases the supply .of air and gasolene proportionately. A further movement results in an added incrementoj fuel. These arrangements result in a very considerable economy of fuel particularl y .when the full power of the engine isI not required, for reasons that will be made apparent hereafter.'

The invention vconsists further in an arrangement whereby the controlling member or arm of the earbureter lnav be moved in either one direction orthe other to produce the same movement of the valves so that the carbureter may be placed upon either the fright hand or left hand side of the car, as

may be expedient.

rlhe invention consists 1n such other new vand improved constructions, arrange-ments and devices relating to carbureters and fuel supply controlling apparatus for internal combustion engines as will be hereinafter described and claimed.l

The invention is illustrated, in certain preferred embodiments, in the accompanying drawings wherein--V Figure 1 is a sectional View of one form of the invention; y

Fig. 2, a view, in perspective, of the air valve;

Fig. 3, a view similar to Fig. 1 illustrating another form;

Fig. 4, a view, in perspective of the air valve employed in'this type.

Fig. 5, a fragmentary view, in elevation, of the device shown in Fig. 3;

Fig. 6, a longitudinal sectional view of another form ofvcarbureter more completely embodying all of the improvements constituting the invention;

Fig. 7 a plan view of the same.'and

Fig. S, a view similar to Fig. 6 but lshowing the parts in different relative positions.

Like characters of reference designate like parts in the several figures of the drawings.

Referring first to Figs. 1 and 2, 10 designates ali/casing closed at the top by a bonnet i1 and with its lower end open. 12 designates a gasolene nozzle supported in the lower end of Athe casing 10 by the integrall formed cross web 14 designates the gas` olene supply pipe which is tapped into the nozzle l2. The casing is formed with a nipple 15 for the pipe which conducts the mixture to the engine manifold. lVithin the casing l0 is an air valve 16 of the piston type having a hollow spindle 17 projecting 'i0 through the bonnet 11 to the upper end of which is attached an operating arm 18 pref erably .provided with a spring click 19 which operates against the notched lperimeter 2O of the bonnet 11 and the flange 21 75 to which the bonnet is secured. lVithin the bore, extending through valve 16 and its spindle 17, is arranged the stem 22 of a needle valve 23, the upper end of the stemy being threaded, as indicated at 24:,` and en- 80 gaging a corresponding interior thread'onl`4 the spindle 17. By this arrangement the po'- sition of the needle valve may be adjusted with respect to the air valve 16. The latter is formed with ports 25 and on its under 85 side has a conical face 26 adapted to fit al conical seat 27 formed on the gasolene nozzle 12. A spring 28 is interposed between the air 'valve and the bonnet 11. The lowei1 edge of the air valve 16 is formed to provide 9'0 reversed helical cams 2S) which bear against the portions of the web 13 on opposite sides of the nozzle12. lVhen the valve 16 is rotated by turning or operating rod 18, the

air valve is raised so as to allow air to How wast the gasolene nozzle 12 and into the ports 25. As the valve is raised the space between the

seats

26, 27 is increased so as to increase the flow of air through the system.

As valve 16 rises it carries with it the needle `10,0 valve. 23 opening the duct in the gasolene nozzle. The needle valve is tapered or otherwise formed so that in successive positionsA of the valve up to a certain distance of the ,I valve from its closing position) the increased Vtlow of gasolene will be approximately propoi-tional to the increase of air. For any given degree of vacuum in the engine the volume of air passing through the vcarburetor is dependent upon the aggregate cross sectional area of portsl supposing this area to be not in excess of the cross sectional area' of the nipple 15, and of the pipes connected therewith.` Preferably the carb'ureter is designed so that the effective size of the space between seats 2G and 27, that is, the capacity of thisspace for passing air, exceeds the aggregate capacity of the ports 25 before the. valve 16 reaches its uppermost position. the valve increasesthe effective of the, gasolene port and therefore increases the outfiow of gasolene but there will be no proportionate increase of air as the maximum tlow of air, for the assumed vacuum, has al- 125 'ready been reached. The result is that the mixture is enriched. `For the normal operation the proportion ,between air and fuel may A further upward movenient of 25 tension 4l to which is secured an operating Vso' be varied by adjust-ment of the stem 22' of the needle valve. The operatingarm 18 may be provided with any suitable connections for moving the. same. For example, if the carbureter is used on an automobile. the arm 18 may-be connected with the quadrant lever on the steering wheel.

Another form ofcarbureter constructed in accordance with the same principles is shown in Figs. Bte 5 inclusive. The casing 30 is provided v,with an internal annular web A8l on the under side of which is formed a lconical seat for an air valve 33. This valve is formed with a yoke-like spindle 34 which slides and revolves in the web 3l and supports, vwith a threaded engagement, the stem 35 of a-tapered valve 36 which has a taper generallythe reverse of a needle valve 23. The stern 35l projects through the upper Wall of the casing 30 for convenience in adjusting the valve. ,The valve projects into the port 37 of a gasolene nozzle 38 supported on a plug 39 screwed into the lower-end of the casing 30 andV formed with airports 40. The

air valve 33 isformed with a cylindrical eX- arm 42 projecting through a helical cam slot 43 in the casing. The valve 33 is lowered in order to open itand carries With it the fuel valve 36.

A carbureter best embodying all of the improvements constituting my invention, as Il now view the matter, is shown in Figs.` 6 to 8 inclusive. 44 designates a casingV closed at the top by a bonnety 45 provided with a nipple 46 for'the pipe leading tothe manifold and formed at the bottom with a plurality of radially arranged air ports 47. The gasolene nozzle 48 projects' into the casing 44 from the bottom in the form of a screw plug. The gasolenevsupply pipe 49 is tapped into this plug. A' portion of the interior surface of the casing 44 is conical, providing a seat 5() tor the conical air valve 51, the latter being preferably notched or vgrooved as shown at 52, for the purpose of promoting the vaporization of the gasolene which passes the valve. The valve 5l is formed with a cylindrical extension 53 surrounding a web 54 depending from the bonnet 45. The needle valve is supported by a stem'SGv having a threaded engagement,

for adjustment, with a spindle 57' revolubly.

mounted in .and projecting :through the valve 5l andthe bonnet 45.` The upper end of the spindle is providedwith an operating member 58 on which is a clip `59 engaging a milled button' 60 onthe stem 56. The spindle 57 is' formed with ai; mte'gral collar 61 to which is secured a pin 62 carrying an anti-friction roller 63 which operates in a'eam slot 64. The head 65 of the pin 62 projects through an elongated slot 66 in the cylindrical extension 53 of the valve 51. A

spring 67 is interposed between the valve 5l and the collar6ll Preferably the gasolene nozzle 48 is formed with a conical seat 68 and the. needle valve has a similarly formed portion 69. v

Vith the arrangement above described the needle valve can be madeto seat and close the gasolene nozzle and at the same time any adjustment may be madel as between the needle valve and air valve'which may be found necessary in order to'obtain the correct proporti-onotl gasolene and air in the mixture. It this necessitates the seating of the needle valve before the air valve seats this is possible through the yielding relation between the air valve and the spindle 57 in which the needle valve is mounted.

Preferably the slot 64 is formed to provide two oppositely slanted cams each having an amplitude of a quarter circumference. The roller 63 operates in one of these4 vcams with the carbureter arranged at one side of the machine. The carbureter can be placed at the other side of the machine by l turning the spindle 57 so that the roller will operate in the other cam.

'In Fig. 7 the full line representation of the operating arm 58 shows the arm at the lower end of one of the cams, the air and gasolene valves being closed in this position of the arm. The dotted lines, designated 58. indicate the position of the operating arm at the high point of the cam with the valves wide open. The dotted lines, designated 58, show the position which the arm will assume when the valves are operated by the other cam.

Preferably the air valve 51 and its seat 50 are so designed that the space between them will pass, for a given vacuum in the engine, the maximum amount ot' air pen? mitted by the cross sectional areas of the conduit through the rest of the system before the valve reaches its'uppermost posi tion. A further upward movementfof the valve opens the gasolene port wider and Operation: Vith the operatingV arms 18,l

42 .or 58. as the case may be` connected with the quadrant lever on the steering post by connections similar to those used for operating the familiar throttle valve), a move ment of the quadrant leverwill open the air port or ports through the carbureter and at the same time open the port in the gasolene nozzle. The proper proportion betweenair and fuel may be obtained by a proper adjustment of the needle valve the spindle of Which, in each case, projects out of' the car- -bureter casing so as to be capable of convenient manipulation. The speed of the engine is controlled by varying the volume of mixture. This controlis effected-in the carbureter itself instead of in the pipe between the carbureter and the manifold, so that all of the air entering the system passes through the Carburation chamber and its volume is directly governed with `respect to the speed required of the engine. .At high speed the air port lis open wider and the gasolene port as well. Since all of the air entering the system has to pass through the yCarburation chamberl instead of being adnntted 1n part through a secondary valve, as

is the connnon practice, the velocity of the air adiacentthe gasolene nozzle 1s very great with the result. that vthe gasolene 1s thor- 'oughly broken up and vaporized and ho-` further movement of the lever involving a.

further rotary andl vertical movement of the spindle and its valves increases the proportion ofy fuel to Aair.I These arrangements malte it possible "to adjust and operate the carbureter so as to malte an economy in fuel, particularly when running the engine at less than fullpower, which is not possible, so far asI am aware. with any other arbureter. An explosive engine, when furnished with a carbureter of any of the ordinary types. is very wasteful'ot' the fuel when 'developing anything less than its maximum power. The. carbureter is set or adjusted with a view to obtaining a mixture rich enough for -llie maximum requirement ofthe engine. This Vmeans that under ordinary circumstances.

that is, when the vehicle is running on good roads` and carrylng a medium load (supposf ing the engine to be used on an automobile) the mixture is richer than it need be. My 'carburetor is capable of being- .adJusted so that in the ordinary operation ot the en'- /gine the mixture will be relatively thin-f that is, contain a small amount of fuel in At the same time. by means under the'control ofthe driver the proportion of gasolene to air may be, in creased whenever more power is 'required For example, the fuel valve'may be adjusted with respect to the air valve so that during c@ the first part of the opening movement of the valves the amount of gasolene admitted in proportion'to the amount'of air will Abe comparatively small. The exact proportion l will be determined i any given case according to the usual and ordinary power required fromthe engine. Just enough gasolenewill be admitted to give the power rvquired and no more. The speed o'f the en- .has only to raise the valves to a point beyondthat at which the air orifice to the engine has reached its maximum and as a result of the increased effective size of the fuel orifice the mixture is enriched byan increment of fuel. This gives the engine greater powervusing more fuel in just such quantities as mayA be necessary. i

The carbureter operates' very advantageously in'starting. To start the engine the operatoropens the valves to the full, by the manipulation ot' the quadrant lever causing a flooding of the air passages with gasolene. Theyvalves are then throttled down close and the constriction of the port gives theair passing in contact with the overflow of gasolene a very considerable velocity causing it to thoroughly vaporize the gasolene. It is difiicult to start a gasolene engine in which the control is by means of a throttle valve because when the engine isthrottled y down the maximum constriction is at the throttle valve and not at the carbureter. The ditliculty is remedied only in part by flooding the carbureter. Moreover, in my apparatus the carbureter can be flooded from Vthe steering wheel which is a matter f con-- venience in many cases- If the form of the invention exemplified in Figs. 6 to 8 inclusive, is employed, it will be possible to do away with the floatcontrolled supply valve'ordinarily used in conncction with carbureters and with the shutott' cock inthe gasoleneV 'supply pipe since they needle valve v69 can be made to seat in the gasolene nozzle and close. the same. This is made possible for allfA njustments of the needle valve" by the yre ding reluon between the air valve andltl'ie needle valve.

By constructing the device with the doublel cam slot 64 as shown in this form of the'in! vention, it mayl operate toopen the valves either by right, hand movement or a left hand movement, as may be expedient.

While I have described my invention as embodied in certain preferred constructions, I realize that further modifications might be made withoutl departing from the principles of the invention. Therefore I do not wish to be understood as limiting the invention to the particular constructions, arrangements and devices shown and described except so far as said devices, arrangements and constructions are specifically made limitations in certain of the claims herein.

I'claim:

l. A carbureter for internal combustion engines comprising a carburation chamber having air and fuel port-s leading thereinto, and means controllable a't the will .of the operator -of the engine for varying the iniiow of air and fuel to said chamber, said means comprising mixture and fuel valves, an anticlinal cam and mechanism engaging said cam for operating both valves.

2. A carbureter for internal combustion engines comprising a Carburation chamber having air and fuel ports leading thereinto, and means controllable at the will of the operator of the engine for varying in constant proportions, adjustable at will, the inflow of air and fuel to said chamber, said means comprising mixture and fuel valves, an anticlinal-cam and mechanism engaging said cam for operating both valves.

3. A earbureter for internal combustion engines comprising 'a Carburation chamber having air and fuel ports leading` thereinto, valves for controlling the proportions of air and fuel passing through said carburation chamber and cam actuated controlling means comprising an anti-clinal cam for simultaneously operating said valves.

4. A earbureter for internal combustion engines comprising a Carburation chamber having air and fuel ports leading thereinto, valves for controlling the proportions of air and fuel passing through said Carburation chamber, cam actuated controlling means comprising an anti-clinal cam for simultaneously operating said valves, and means for adjusting said valves, one with respect to the other` so as to effectI a change in proportions as between the fuel and air in the mixture.

5. A -carbureter for internal combustion engines comprising a Carburation chamber having air and fuel ports leading thereinto, valves for Controlling the proportions of air and fuel passing through said Carburation chamber, and controlling means for simultaneously operating said valves, said valves being capable of a dierential movement to permit them both to seat for different relative adjustments thereof.

6. A carbureter for internal combustion engines comprising a Carburation chamber having air and fuel ports leading thereinto, valves for regulating the proportions of air and fuel passing through said Carburation chamber, and-a revoluble element for operating said valves, the movements of which through a given portion of its are of revolution moves said valves to-or from their seats according to the direction of said movements, the movements of which element through another` portion of said arc operating to move said valves in reverse direction...

7, A carbureter for internal combustioil engines comprising acasing formed with an air port, a fuel nozzle extending into said casing adjacent said air port, a mixture valve in the casing, a fuel valve carried bysaid mj/xtur'e valve, and a cam. operated mechanism comprising an anti-clinal cam for varying the position of said mixture valve, the fuel valve beingadjustable With relation to the fuel nozzle and the mixture valve.

8. A carbureter for internal combustion engines comprising a casing formed with an air port, a fuel nozzle extending into saldi casing adjacent said air port, a mixture valve revolubly mounted in said casing and pro;` vided with an operating arln, a fuel valve carried-by said mixture yvalve, and an anti clinal cam to give said mixture valve a longi tudinal movement when it' is revolved; the fuel valve being adjustable with .relation to. the fuel nozzle andthe mixture valve.

9. A carbureter for internal combustion engines comprising a casing formed with an air port, a fuel nozzle extending into said casing adjacent said air port, a valve revolubly mounted in said casing and provided..

with an operating arm, a fuel valve carried lby said first mentioned valve, and a pairvof' oppositely slanted cams adapted to give said first mentioned valve reverse longitudiral movements when the valve is revolved.

10. A carbureter for internal, combustion engines comprising a casing formed with an airport, a fuel nozzle extending into said casing adjacent said air port, a valve in the casing, a needle valve mounted with capacity for longitudinal adjustment in said first mentioned valve which extends into the fuel nozzle and is adapted to close the same, and controlling means for varying the position of said first mentioned valve, said valves having a yielding relation with respect to each other which permits the needle valve to seat at alll relative adjustments of said valves.

1l. A carbureter for internal combustion `engines comprising a casing having an air port and formed interiorly with a conical4 portion, a conical valve arranged in said conical portion of the casing, a fuel nozzle extending linto said casing, a needle valve which extends into said nozzle, a spindle portioin a conic'al valve arranged in saidV supporting said conical and needley valves .and provided with means for revolving it, and an rnti-chnal cam which operates to move said spindle longitudinally when the same is rotated.

12. A carbureter for internal combustion engines comprising a casing having an air port and formed interiorly with a conical conical portion of thel casing, a fuel nozzle -extending into said casing, a. hollow spindle on which the conical valve is supported, a. needle valve prolvided with a stein which extends through and projects from the'bore of said spindle and has a threaded engagement therewith, and an anti-c`linal cam which operates to movethe spindle longitudinally when said spindle is revolved.

13. A carbureter for internal combustion engines comprising a casing having an air port and formednteriorly with a conical portion, a`conical valve arranged in said conical portion ot' the casing, a fuel nozzle extending into saidcasing, a needle valve which extends into said nozzle, a spindle in which said needle valve is mounted with vcapacity for longitudinal adjustment and which supports the conical valve so that the latter is capable of slight longitudinal movement with respect thereto, means for rot-ating said spindle, and an anti-clinal cam which operates to move said spindle longi tudinally when it is rotated. I

14. A carbureter for internal combustion engines comprising a casing having an air port and formed interiorly with a conical portion, a conical valve arranged in said conical portion of the casing, la fuel nozzle extending into said casing, al needle valve which extends into said nozzle, a spindle in which said needle valve is mounted with capacity for longitudinal adjustment and which supports the conical valve so that the latter is capable of slight longitudinal movement .with respect thereto, inea-ns for rotat-y ing said spindle, a cam which operates to move said spindle longitudinally when it is rotated, and a spring interposed between. the said conical valve and the spindle.

15. A carbureter for internal combustion engines comprising a casing, a bonnet which closes one end of the casing and is provided with a cylindrical web formed with oppositely inclined connected cam slots, a fuel nozzle extending into the opposite lend of said casing formed with a conical seat, a hollow spindle extending through said bonnet and provided with an operating arm,-a tapered needle valve formed with a conical portion corresponding with the seat of the fuel nozzle, and provided with' a stem which 60 extends through and projects from said spindle and has a threaded engagement therewith, a. guide pin on'said spindle adapted to operate in said cam slot, a conical throt tle valve in said casing, the casing being formed with a corresponding seat, .sa Xl valre being provided with a cylindrical extension surrounding the cylindrical web on said bonnet and formed with an elongated slot to receive the en d of said guide pin, and a spring interposed between said throttle valve and said spindle.

16. In a carbureter the combination of a casing, a spindle vertically movable 'in the casing, a valve surrounding the spindle and vertically movable with respect thereto` a fuel valve adjustably supported on the spin-v dle for movementI therewith, and a resilient element interposed between the spindle and said first mentioned valve.

ADAM M. GIBSON.

Witnesses:

L. "A, FALKENBERG, VG. Y. SKINNER.

Copies tjthil patent may be obtainedfor five cents each,I by addressing the Commissionil of Patenti,

` wnhington. n. c."