US1296705A

US1296705A - Automatic-adjusting carbureter.

Info

Publication number: US1296705A
Application number: US73499212A
Authority: US
Inventors: James Harry Seek
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-12-04
Filing date: 1912-12-04
Publication date: 1919-03-11
Anticipated expiration: 1936-03-11

Description

l. H. SEEK.

' AUTOMATIC ADJUSTING CABBURETER.

APPucATlon man Dc.4. |912.

1,296,705. Patntea Mar. 11, .1919.

4 SHEETS-SHEET l.

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J. H. SEEK.

' AUTOMATIC ADJUSTING CARBURETEB.

APPLICATION. men No.4. 1912.

Patented Mar. 11, 1919.

4 SHEETS-SHEET 2.

mmm I 1. H. SEEK. AUTOMAC ADJUSTING'CARBURETER.

APPLICATION FILED DEC-4. l9l2. l

1 ,296,705. :Patent-ed Mar. 11,1919.

4 SHEETS-SHEET 3.

J. H. SEEK. AUTOMATIC ADJUSTING CARBURETER. APPLlcAnon man uc.4, |912.

Patented Mar. 11, 1919.-

4 SHEETS-SHEET 4.

VII/111111 Y and then when the JAMES HARRY SEEK, 0F CHICAGO, ILLINOIS.

.AUTOMATIC-ADJUSTING CABIBURETER.

Specification of Letters Patent.

Patented Mar. 11, 1919.

Application led December 4. 1912. Serial No. 734.992.

To all whom t may concern Be it known that 1,-JAMES HARRY SEEK, a citizen of the United States of America, and resident o Chicago, Cook county, Illinois, have invented a certain new and useful Improvement in Automatic-Adjusting Carbureters, of which the following is a specification.

My invention relates to an automatic adjusting carbureter-that is, a carbureter in which the supply of air or gasolene to-the same is automatically regulated so as to comply with surrounding conditions. It is well known that when the engine is starting-that is, when it is cold-'t is necessary that the supply of air to the`carbureter be decreased or the supply of gasolene correspondingly increased in order to` obtain the best carburetion. As the engine speeds up and thus warms up, it is necessary to then increase the supply of air.` It has accordingly been diiiicult. to obtain an adjustment of the carbureter which would? give goed carburetion both .when the engine is cold and after the engine is heated up.

My invention, therefore,relates to an attachment by which the air passage is automatically controlled so that this air passage is substantially closed when the engine is cold-that is, on the condition of startingengine heats up, this passage is opened and the valve controlling the i passage is placed under the control of the ordinary valve adjusting spring.

My invention is likewise adaptable for adjusting the carbureter according to varying atmospheric pressures-that is, it can be adapted to vary the air 'supply according to the altitude at hich the engine is operating'` and is thus very useful in connection with aeroplanes in which diiiiculty is found in obtaining proper carburetion, as the pressure of the air varies with altitudes.

My invention will be'more readily understood by reference' to the accompanying drawings in which I have illustrated certain the change of embodiments of my invention. In these drawings- Figure 1 represents a side elevation partly in section of a carbureter embodying the features of my invention.

Fig. 2 is a sectional view on the line 2-2 ln Fig. 1.

Fig. 3 is a detail sectional view. I Fig..4 is a side elevation partly in section axially with nozzle.

'24. This bulb is placed o f a carbureter embodying a di'erent spec1c embod1ment of my invention.

Flg. 5 1s a further modiication, showing an electric attachment for operating an auxiliary valve.

Fig. 6 is a side elevation, partly in section, of a further modlcation.

Fig. 7 is a sectional view on the line 7%-7 in Fig. 6.

Fig. 8 is a partly sectional side elevation showing a portion of an engine equipped with this invention, section being made respect to one cylinder of the engine and with respect to the carbureter I have not represented in detail any Yspecie construction of carbureter, as my invention is capable of attachment to any standard form of carbureter. v

I have accordingly represented in Fig. 1, a carbureter 11 to which there is connected an air supply passage 12,l and which has the .usual oil supply nozzle, 11, discharging in the mixing duct, 11b. In this air supply passage there is avalve- 13 which is held upon its seat 14 with a variable pressure by means of the adjusting spring'l. This ad-v justing spring is of the usual well known construction and forms no part of my present invention. Of course, it is understood that other forms of adjusting springs could be employed equally as well, as these springs are well known in the art. Mounted below the valve 13 there is a spider'16, which carries a stub 16, to which is secured one end of a helical spring 17. The opposite end of this spring isconnected to the upper end of a plunger 18 which carries a spider 19. This spider is provided with a plurality of openings 20 in its lower side and with a circumferential iiange- 21, which {iange normally closes the openings 22 in the valve casing 23. These openings 22 are triangular shaped, as shown in deta'l in Fig. 3, so that as this spider is raised these openings are gradually opened to admit the air through the same and -thence through the openings 20 to the valve 13, from whence it can pass open.

The plunger 18 itSV within a tube 24: which is connected at its lower end to a bulb 25. This bulb is filled with mercury, which mercury rises part Way into the tube within a casting 26, which is connected 'to the pipe 27 which through. the carbureter, provided this valve 13 is scribed There is pipe is either a hot water pipe from the pump on the water circulation or is the eX- haust of the engine or any pipe whereby the heat of the engine will influence the mercury in the bulb 25; or this lbulb couldbe placed directly in Itho 4water jacket of the engine, if such is provided. With this construeti-on, when the engine is cold, or that is low enough in the tube 24 so that the spring 17 forces 'the plunger 18 down lto the posi-v tion showny inl Fig. 1 whereby the air passage to the ,valve 13 is closed. This enables a better mixture tobe obtained for starting the engine. As the engine warms up, and it is then desired to increase the air supply, rthe mercury in the bulb 25 and tube 4 expands and forces the plunger 18 upward, thereby opening the passages 22 and thus permits the air to pass through the openings 22 and thence through the openings 20 to the valve 13, which valve is under the control of the adjusting spring 15, in the usual manner.

1n Fig. 4 1 have shown, in place ofthe mercury column, a casting 28 secured to the pipe 27, which casting is hollow'so as to provide a chamber 29 which is iilled with an expansible gas. This chamber is closed lby a diaphragm 30', and the expansion of the gas as the engine warms up moves .this diaphragm lso as to operate Athe rod 31, which operates to take the tension oli the spring 32,v which spring normally holds'the valve 13 closed. The valve 13 is then placed under the control of the adjusting spring 15, in the same manner as hereinbefore delikcwise' shown vin this construction a second or heavier adjusting Spring 15 which spring does not come into play until rthe valve 13 has been raised a short distance-say about one-eighth of an inch. This use of the light and heavier adjusting springs is well known in the art and does not need lirther explanation.

Fig. 5 shows a further modification in which the mercury bulb 25 and tube 24 are retained, but this mercury, instead of o erating directly upon the plunger, mere y closes an electrical circuit by means oi.

contacts

33, 34, which operate to close the circult of an electromagnet 35 through av battery or other source of current 36. This lmagnet upon energizing draws up its plunger 37, to which is attached an arm 38 which operates avalve 39 in the air passage 40.` A spring 41 is provided for normally holding the plunger 37 downward so as to maintain this valve 39 closed. With this form of the invent-ion, when the engine is cold-that is, starting-the valve 39 1s maintained closed. As the engine heats up, the mercury rises in the tube 2,4 ,and closes the contact 34 which then causes the electro-magnet 35 to energize to pull up its ytion chamber of the plunger and rotate the Valve 39 to open lthe I In Figs. y6 and 7, Iv have shown a further modifica-tion, similar 'to the construction shown in Fig. 4 except that in place of the chamber containing the expansiblc gas, employ the mercury column which operates directly upon the plunger 41 the upper end of which is secured to the lever 42 which is held in .its lowermost position by means of the spring 43. As .the engine heats up the mercury rises and forces the plunger upward which thus relieves Vthe tension on the spring 43. This spring 43 normally tends to maintain this valve 13 closed, but when the tension is removed from the same, in the manner described, the valve is then placed under the control of the adjusting springs 15 and 15, in the manner described in 'connection with Fig. 4.

AWhile I have illustrated certain modifications of my invention, it is understood other means can be employed and still carry out the urpose of my invention. I, however, beheve that l( am the first to provide an automatic adjustable earbureter whereby this earbureter is adjusted automatically either by Variation of the temperature or air pressure.

What I claim as my invention is: j

1. ln an internal combustion engine, in combination with the combustion or explosion chamber, a earbureter, means controlling the entrance of air into the earbureter, and a thermostatie device positioned to be influenced by changes of temperature of the combustion vchamber operatively connected with said air-inlet-controlling means for increasing the air inlet as the temperature increases. Y

2. In an internal combustion engine, in combination with the water jacket, a carbureter having an air inlet and means for controlling the same; a thermostatic device positioned to be influenced by changes of temperature of the cooling water of the water jacket, and connections by which the said thermostatic device operates the air-r inlet-control of the earbureter for increasing the air admitted yupon increase of temperature of the cooling water.

3. In an internal combustion engine, in combination with the explosion or combusengine, a earbureter which supplies motive fluid to the engine having an air inlet; a valve for controlling said inlet; a thermostatic device positioned to be influenced by the changes of temperature of the combustion chamber, and connections from said thermostatic device for opcarbureter, an air passage trolled means located reter for further controlling the operation q of said valve.

l sion on this valve,

. controls said inlet;

5. In an internal combustion engine, a carbureter, an air passage for admitting air to the interior of said carbureter, a valve in this passage, a spring for adjusting the ten a water jacket for said engine, and thermostatic means controlled by the temperature of said Water jacket for further controlling the operation of said valve.

6. In an internal combustion engine, in combination with the combustion chamber, a carbureter through which motive iiuid supplied to the combustion chamber, said carbureter having an air inlet; a valve which means for yieldingly resisting the opening of the valve adapted lto cause the valve to open more or lesswidely according to the suction of theI engine there.

' on; a thermostatic device located subject to the iniiuence of change of temperature of the combustion chamber, and yielding connections between said thermostatic device and said valve adapted to increase and de- .crease the yielding reslstance to the opening of the valve upon decrease and increase of the temperature affecting the thermostatic device.

7. In an internal combustion engine, in combination with the Water jacket, a carbureter which supplies motive fluid having an air inlet; a valve to control said inlet; a spring which yieldingly resists the opening of the valve; a thermostatic devicel controlled by the temperature of the water jacket, and connections from said thermostatic device for further modifying the operation of the valve.

8. In a device of the character set forth, the combination of a mixing duct, a liquid fuel jet nozzle arranged to discharge in said duct, means for supplying air to said duct, and thermostatic means operative through engine temperature and adapted to increase the supply of air relative to the liquid fuel supplied to the mixing duct, as such temperature increases.

9. In a device 0f the character set forth, the combination of a mixing duct, a liquid fuel supply arranged to discharge into said duct, means for supplying air to said duct,

and thermostatic means operative through engine temperature to automatically vary the proportions between the air and the liquid fuel supplied to said duct. Signed by me at Chicago, 18th dayl of November 1912.

JAMES HARRY SEEK. Witnesses:

E. I-I. CLEGG, J. NORBY.

Illinois, this