US1316706A - Carbureter - Google Patents

Description

L. S. GARDNER.

CARBURETER. APPLICATION FILED JUNE 24.1916.

Patented Sept. 23, 1919.

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' CARBUBETER. APPLICATION FILED 1un 2 4. 1916 1,316,706. PatentedSept. 23,1919.

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r if i 9 k7 11 LEVI S; GARDNER, OF DETROIT, MICHIGAN.

CARBURETER.

Specification of Letters Patent.

Patented Sept. 23, 1919.

j .1. n". r H A p p1ication filed June 24, 1916. Serial No. 105,559.

To all 'witom it may concern:

Be it known that I, Lnvr S. GARDNER, a citizen of the United States, residilplg at Detroit, county of Wayne, State of ichigan,

5 have invented a certain, new and useful Improvement in Carbureters, 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 accompanyin drawings, which form a part of this speci cation.

My invention has for its object to produce a simple and novel carbureter which shall be light and inexpensive and, without the employment of moving parts will operate effectively automatically to proportion the air and fuel to secure the greatest efficiency at all speeds of the engine.

A further object of my invention is to provide means for reducing the pressure on the supply of fuel as the speed of the engine increases, in order to prevent the fuel from bein drawn out in solid streams at high g5 spee s.

"Ifittaining the last aforesaid object I cause a partial vacuum to be created in the fuel reservoir of a carbureter above the fuel therein and, since such partial vacuum assists in producing the required flow of fuel from an outside source into the carbureter reservoir, my invention may be said to have fo one f its objects to produce a simple and novel means for drawing the fuel into the reservoir of a carbureter.

I have found that the best results in a carbureter for low engine speeds are obtained by means other than that which, on the other hand, produces the best .results at higher speeds and therefore, regarded in one of its aspects, my invention may be said to have for its object, to produce a simple double carbureter having no moving parts and yet having two carbureting devices adapted to come into operation successively as the speed of the engine increases in startmg.

A further object of my invention is to produce a simple and novel means for diluting the carbureted mixture manually.

The various features of novelty whereby my invention is characterizer will hereinafter be pointed out with particularity in the claims; but, for a full understanding of my invention and of its objects and advantages,

reference may be had to the following detailed description taken in connection with the accompanying drawings, wherein:

Figure 1 is a central axial section through a carbureter arranged in accordance with a preferred form of my invention;

Fig. 2 is a view partly in plan and partly in section of the carbureter illustrated in Fig. 1;

Fig. 3 is a section taken approximately in line 3-3 of Fig. 1

Fig. 4: is a transverse central section taken at right angles to the plane of Fig. 1; and

Fig. 5 is a view similar to Fig. 4: illustratin a slight modification.

The present carbureter operates on a principle slmilar to that of my prior Patent 1,183,864, granted May 23, 1916, and in one aspect, may be regarded as constituting an improvement on the construction illustrated in the aforesaid patent. In the present carbureter, as in the one in my prior patent, the main supply of fuel is delivered in a stream of air passing across a body of the fuel; fuel at low speeds being delivered Without passing through the maindelivery tube. The details are, however, different and these differences introduce new functions and results.

Referring first to Figs. 1 to 4: of the drawings. 1 represents a tubular member in the form of a Venturi tube forming the body of the carbureter. The axis of the member 1 is horizontal and, projecting downwardly from the middle of the member 1 is a post, 2. Seated against the lower end of the post is the bottom of a bowl, 3, of usual construction whose upper end is closed by a portion of the casting of which the body member is made. The bowl may conveniently be held in place by means of a short headed screw, 4, which enters the lower end of the post and 'servesas a lug for a well or passage, 5, of

considerable capacity formed in the 0st. Fuel flows from the bowl or reservoll', w ere it is kept at a constant level, into the well or passage, 5, through a suitable port, 6. In the arrangement shown, the port 6 has two inlet ends, 7 and 8, the latter of which is controlled by a thermostatic valve, 9, but this feature forms no part of the present invention and forms the subject of a separate application dated June 24, 1914, and bearing the serial number 105,560.

6 In one end of the body member of the carbureter is a shut-off valve, 10, while in the other end is a throttle valve, 11. A passage, 12, extends through the wall of the body member from a point beyond the throttle to a point within the main air passage, preferably in advance, of the contracted,

neck of the Venturi tube so that when the throttle is closed air will be drawn through this passage which therefore serves as a bypass around the throttle valve. The inlet end, 13, of the passage 12 is preferably made'x. larger than 'the remainder of the passage. Leading downwardly from the enlarged end,

creating a suction int-he passage-14', drawsup fuel and delivers it to the engine. 'VVh'en the throttle valve is opened more or less the difference in pressure between the two ends of the passage 12 decreases and the supply of fuel drawn through the same also decreases. From the upper portion of the well or chamber 5 extends a passage, 15,-which communicates with atmosphere, preferably.

through a restricted port. 16,,as shown in Fig. 4, or, if desired, with the main air passage in the carbureter, through a branch port or passage, 17. as. shownin Fig. 2, similar to the part 13 of the passage 12. Either or both of the'ports or passages 16 and 17 may be employed and if only the latter, then where the air supplied tothe carbnreter is heated, only warm air will be drawn through-the passage 15. From the well or chamber 5 extends a tube,.18, having its upper end bent so as to bring the mouth thereof at the axis of theVenturi tube and approximately in theplane of the narrow neck. When the throttle valve is open, air flows downwardly through the passage 15, picks up fuel from the Well or chamber 5, and carries it up through the delivery tube, 18. By reason ofthe presence of the auxiliary fuel feeding passage, 14, leading from the bottom of the well or chamber 5, it will often happen that when the main delivery devices are brought into play it is after the fuel level in the well or chamber 5 has fallen considerably below the normal fuel'level in the reservoir as indicated by the dotted line X-X and therefore, in order to make the main fueh'feeding devices operative, I extend the tube 18 down into the chamber or well a considerable distance below the liquid level in the reservoir; thus bringing it in the vicinity of a newnormal fluid level resulting from the withdrawal of the fuel through the passage 14 and permitting the air entering the passage 15 to flow over the top of the liquid fuel and up into the tube 18.

In Fig. 5 the construction is just like that heretofore described except that instead of the passage 11 opening into the chamber or well 5 so as to draw fuel therefrom, a small tube extending from the enlarged end, 13,

of the passage 12 down into the reservoir, and opening into the reservoir at a considerable distance below the normal fluid level therein, is employed. With this construction just the same results as with the other are sccured except that the How through the tube 20 isnot regulated by the thermostatic valve where the latter is used. liurthermore. with this construction, the only fuel that is drawn out of the chamber or well 5 is that wlnch flows up throughthc delivery tube 18 and "therefore this tube may be made to terminate above the plane of the normal level in the reservoir, as is also a portion of thelower end-of the passage 15. so that there is only one normal liquid level which need be considered, instead of the two normal liquid levels of the other form.

Reference being again had to Fig. 1, it will be seen that the top of the fuel reservoir which is tightly closed by the body member of the carbureter, communicates with the air passage in the carburoter through a small port, 21, which is thus placed at a point where the pressure is below that of atmosphere when the engine is running. The result is that a-partial vacuum is maintained above the fuel in the reservoir. this vacuum increasing as the speed of the engine increases, thus preventing the fuel from being drawn out in a solid stream and at the same time permitting the feed of the fuel into the reservoir to be caused in part, at least, by reason of the difference in pressure at the surface of. the fuel in the carbureter reservoir and at the surface of the fuel in the storage reservoir. It will be seen that by varying the point in the air passage of the carbnreter at which the port 21 is situated, a variation in the vacuum effect will be produced, and the closer the port is to the engine end of the carbureter, the greater will be the vacuum.

Another feature of my invention has to do with diluting the carbureted mixture before it leaves the carbureter. To this end I have placed on the body of the carbureter, just before the throttle valve is reached, a tubular projection, 30. the space within which communicates with the main air passage in the carbureter. A hole. 31, is drilled through the sleeve. In the outer end of the sleeve is seated a rotatable plug. 32. serving as a stopper. In the inner end of the plug is cut a wide slot, 33, which. in one position of the plug, registers with the opening 31 and perclosed to a fully open position by cutting in the member 30 a slot, 34, lying in a plane at right angles to the axis of the plug, and inserting a pin, 35, through this slot into the plug. The pin prevents the plug from being lifted out and the slotlimits the extent to which the plug may be turned.

While I have illustrated and described only a single preferred form of my invention, with a slight modification, I do not desire to be limited to the exact structural details thus illustrated and described; but intend to cover all forms and arrangements which come within the terms employed in the definitions of my invention constituting the appended claims.

I claim:

1. A carbureter having a Venturi tube arranged with its axis horizontal, a post extending downwardly from the Venturi tube and hollowed out in the lower end so as to form a well, a constant level fuel reservoir surrounding said post and communicating with the well therein through a restricted passage, an open-ended imperforate tube of larger diameter than said restricted passage extending from the well into the Venturi tube and terminating at the contracted neck of the latter, and an air passage extending f1011111 the exterior of the carbureter into said we A carbureter having a Venturi tube arranged with its axis horizontal, a post extending downwardly from the Venturi tube and hollowed out in the lower end so as to form a well, a constant level fuel reservoir surrounding said post and commimicating with the well therein through a restricted passage, an open-ended imperforate tube of larger diameter than said restricted passage extending from the Well into the Venturi tube and terminating at the contracted neck of the latter, an air passage extending from the exterior of the carbureter into said well, and a restricted passage leading from the well into the Venturi tube at a point remote from the upper end of said open-ended tube.

In testimony whereof I sign this specifi cation.

LEVI S. GARDNER.

Gopiee of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents,

' Washington, D. 0. a

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