US1306031A - stigbb - Google Patents

Description

C. W. STIGER.

-CARBURETER.

APPLICATION F|LED1uLY12.1915.

Patented June 10, 1919.

cago, in the county of nn srafrns Parana* ermee.

CHARLES w. suena, or CHICAGC, ILLINoIs, AssIGNon. 'ro s 'rnoiunnne Moron nEvICnsl COMPANY, oF CHICAGO, ILLINOIS, A ConronA'rIoN or ILLINOIS.

CABBUBETEB. l

nemesi.'

To all whom t may concern Be it known that I, CHARLES W. STIGEB, a

citizen of the United States,residing at Chl- Co'ok and State of Illinois, have invented a certain new and .useful Improvement in ACarbureters, of

concise,

which the following is a full, clear, and exact description,y reference' being had to the accompanying drawings, forming a part of this specification.

My invention relates to carbureters for 1nlternal combustion engines,l and has for its object improved means for creating and maintaining the most desirable mixture proportions for the varying demands of the engine with which the device is connected.

In that type of carbureter wherein the I feed of gasolene 1s due to aspiration, there is a diiiiculty which is due to the fact that upon low suction the reduction in pressure is suliicient to lift the liquid hydrocarbon,

which is used for fuel, out of the fuel nozzle, which is provided, but is insuiiicient to take Aall of thisfuel to the engine. The result is that ythe supply of the liquid hydrocarbon,

-such as gasolene is insuiiicient on starting and low running so far as'that which actulally goes to the engine is concerned, while, as a matter of fact, the amount of fuel really .lifted out of the nozzle would be suiiicient.

This gasolene which is lifted out of the nozzle, but which does not get to the engine, settles on the sides of the carbure-.ting chamber'and collects where opportunity afords, and then, when .the higher suctions are obtained, this collected fuel goes to the engine with the regular supply from the nozzle,

making the supply of gasolene on the higher suctions too great. This `detrimental action is commonly called loading.

My invention is concerned with means for properly vaporizing all of the gasolene which is lifted lout of the nozzle, on the low suctions, as well as on the high suctions, and it' is 'thus calculated'l to properly vaporize the gasolene at all suctions and to eliminate the diliiculty vwhich has been described.

` The means which I provide to carry out the above purpose, may be utilized further in supplying a desired excess of gasolene which shall be available on starting and accelerating. These' results.v are accomplishedbdy providii one of more assagey ways lea mgffrom e carburetmg c amber,

porary period.

Slieccation of Letters Patent. i Pented June 109 1919. i

Application led July 12,1915. Serial No. 39,212.

Where gasolene may collect, to the interior of the VValr passageway through which air enters the carbureting chamber. Since this passageway is properly restricted, it `foltending to move the collected gasolene in 'the carburetmg chamber to the interior of the air passage where it is picked up, vaporlzed and carried on to the engine. Since the'collection of gasolene may occur during perlods immediately receding a beginning or an increase in suction, it will be seen that any accumulation will be utilized to augment the regular flow from the nozzle at such desirable times and fora limited tem-l My invention .is illustrated in the accompanym-g drawings in which- `Flgure 1 is vertical axial sectional view of the'carbureter of my invention;

Flg. 2 is a cross sectional View taken on the plane of the line 2, 2, and looking in the direction of the arrows on Fig. 1; and

Fig. 3 is a detail view illustrating a modi.

fied form of my invention.

inlet passage-way 3, leads. A manually operated valve 3a controls this opening. The

reference character 4, indicatesthe carbureting chamber generally, into which the Venturi tube extends, and from which the outlet 5 is provided, this outlet being controlled by the usual throttle valve 6. As illustrated, the casing is provided with .the flange 7 by means of which the carbureter is attached to 'the engine manifold. A water jacket 8 is provided, as shown.v

The main fuel nozzle 9 is mounted in a vertical stem 10, w-hich is formed integrally lto with a bridge 11, extending dametrically across the main air inlet passage. A shelf 12 supports a float chamber 13, which communicates with-the nozzle 9 by means of 'a passage 14, and this float chamber maintains a level of liquid fuel approximately on the dot and dash line w-, \being supplie through the pipe 15. f

The carbureting chamber 4 is provided -with a side extension 16 in the top wall of which an opening 1'?l is provided. An annulus 18 is secured 1n said opening, and a` npening throngh this-annulus is the auxil-v bridge-piece 19 spans this annulus. The

1ary air opening.

A hollow stem 20 is hung from a head 21,

which rests upon the ltop of the bridge-piece 19. The bottom of this stem is provided with a collar 21', and a spiral spring 22 rests upon this lcoll-ar. A valve 23 is provided with a hollow stem 24, which s :rounds the stem`20 and at the top of the stem 24 there is provided an adjusting cup 25', within which the spring 22 engages. It will be seen now that the valve 23 is normally held upon its seat by means of the spring 22, and that the tension ofl this spring may be varied by turning rthe cup 25, this cup being held in any adjustedvposition by a snap spring 26, which *is carried by the valve, and which lengages in any one of a plurality of grooves 27 in the periphery of the cup. Rotation vof fthe valve is prevented by the engagement vofa pin 28 ina socket 29 in the pant 19.

The hollow stem v24 extends downwardly through an alined opening 25"11 in the lower wall of this part of the carbureting chamber, and passes into a 4dash pot 26aalined therewith, the bottom of this dash pot being lclosed lby the cap 27a.V

A plunger 28, arranged to reciprocate in the dash pot 27a, is secured tothe bottom of the hollow stem 24 by means of a clamping screw 29, there being a clearance around the plunger. l The interior of the dash pot communicates with the passageway 14 by means of the passageway 30, which enters the dash pot justl above the plunger 28a, as shown.

A supplementaryfuel nozzle 31 is inserted.

in the hollow stem M in a position in proximity to they fuel level line, as illustrated This nozzle is fedl through the hollow stem by way of the side passageways 32. It will now be seen that gasolene can travel upwardly from lthe dash pot, through the hollow stem 24, through the nozzle 31, through the' clearance 21, around the collar 21 0n the stem 20, and through the annular space in-which the spiral spring 22 is disposed.

. A` fuel inlet port 33, which is carried on the under side of the valve 23 and is directed toward rthe outlet from the canbureting chamber, communicates directly with this annular space, yas shown. A

A normally seated fuel valve 34 extends yfrom a stem 35, which is disposed in the hollow stem 20. A spiral spring 37 surrounds the stem 35 within the hollow stem 20, and

tends to keep the valve 34 seated in the nozzle 311 The stem 35 extends upwardly beyond the head 21 and has at irts end a head 36.l

It will be seen that this is a very flexible arrangement, since the fuel valve 34 may' thus bemade to be leither normally seated or normally unseated. I have illustrated it as being normally seated, and it be' noted that when the valve 23 opens, the time at which fthe fuel nozzle opens will depend upon the relation of the head 36 and the opened wider as its downward movement continues.

Having thus generally described the carbureter structure in which I embody the features ofmy invention as an instance of their employment, I return now to a consideration of the Venturi tube 2 and the directly associated parts. It will be seen thatl the casing 1 is provided, inthe form shown in Fig. 1, with an opening a forming part of' the main air passageway. In this opening@ a ring or bushing b is closely fitted, this ring or bushing resting upon a shoulder o atthe bottom of the opening. The Venturi tube member is provided with a peripheral groove d, which is formed between a lower collar e and an upper collar f. The lower collar fits snugly within the bushing or ring b and" the upper collar in part does likef wise,the upper portion of the upper collar,

however, forming a shoulder g Awhich rests upon the top of the bushing :6. In this way ,the Venturi tube is definitely and firmly sup ported in position. A plurality of apertures l1., L, extend vertically through the collar f,

as illustrated' in Fig. 2, as well as in Fig.1,

and these apertures, as Will be seen, connect the carbureting chamber with the peripheral groove d. By means of radial openings, i, z', the' peripheral v groove d is connected with the interior of the Venturi tube 2 at its most restricted portion. It will now be seen that gasolene lifted out of the main nozzle 9 may be carried up through the Venturi tube on low suctions but once in the carbureting chamber where the suction effect is less, will ynot go to the engine, but will drop and collect von the walls of the carbureting chamber, vultimately lfinding its way to the floor of that chamber. The pressure atthe top of the openings h, h, is greater than the pressure at the openings z', z', due to the restriction of the air passage and due particularly A when'a Venturi tube is employed to the rei gasolene being thus fed to the incoming air at the point of highest suction. The result is a complete vaporization of the gasolene, and the potential which causes this flow is a continual one while the engine is running under circumstances which need correction.

In this way, the carbureting chamber is kept free from a detrimental collection and the consequent loading and the gasolene which is brought down through the open` ings h and through i is utilized to augment the gasolene from the nozzle. This condition revails on low suction, as has been described, and when the throttle is suddenly opened a little extra gasolene is desirable and' it will therefore be obvious how this ex` tra gasolene may be furnished, due to the' condition existing immediately preceding lsuch acceleration. rA complete mixture is assured on low running and any accumulation during a period of rest will be utilized in starting the engine.

The dash adjustment which has been described is used on starting Where it is desired to cut down the amount of air entering the carbureter, this being done by confining the entry of air to the capacity of the main air inlet. In the starting operation the entry of air may be further restricted by means of the valve 3 which may be closed down to limit the entry of air to that passage through the clearancearound it, but which is wide open in subsequent running.

For a certain range of suctions, after the starting function has been fulfilled, the

main fuel inlet and air inlet provide the proper mlxture. However, it is well known that as the suctions are further increased,

the mixture produced by the main air and fuel inlets alone would be too rich, and,-

therefore, diluting airjor a diluting mixture is admitted from the auxiliary air inlet' or the auxiliary. air inlet and the auxiliary fuel inlet. The auxiliary air Gvalve is operated by suctions, but the influences whichtend to hold it upon its seat are such that it does not respond' until after a certain degree of suction has been attained.

I refer now to Fig. 3 where it will be seen that I provide concentric nozzles instead of openings inthe Venturi tube. It will be seen that the nozzle 9 is surrounded by another nozzle k, the interior of which is connected by means of oneI or more passageways aspiration from the interior nozzle may be materially assisted under certain circumstances in this Way.

I claim as new and desire to secure by Iletters Patent:

In a carbureter, a carbureting chamber, a

mixture outlet therefor, a throttle valve iny said mixture outlet, an air inlet, a Venturi tube leading from said air inlet to said carbureting chamber, a main fuel nozzle feeding into said Venturi tube from a source of supply, and a passageway leading from a point in said carbureting chamber below said throttle where liquid fuel may collect to an auxiliary fuel nozzle feeding into the zone of lowest pressure in said Venturi tube,

said auxiliary nozzle being independent of the supply of fuel to said main fuel nozzle. In witness whereof, I hereunto subscribe my name this 10th day of 'July A. D. 1915.-

- CHARLES w. sirena.,

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