US1319522A - Carbureter - Google Patents

Description

A. W. FISHER-L cAnauRETER. APPLICATION FILED MAY 22, |914- RENEWED MAR. 2. l9l9. 1,319,522.

Patented Oat. 2l, 19l9.

3 SHEETS-SHEIZT I l m/e/zm" "MEL: nf

Illillli A MW W, di. wf

4A.' W. FISHER.

CARBURETER. APPLICATION FILED MAY 22, I9I4. RENEWEDIIIAII. 27, I9I9.

HIL 93 l 9,522. Patented Oct. 2l, i919 3 SHEETS-SHEET 2.

A. W. FISHER.

. CARBURETER. MPL10/mou min MAY 22. 1.914. RENEWED um. 21, 1919.

Patented Oct. .21, 1919.

3 SHEETS-SHEET 3.

' which the following UNITED STATES PATENT OFFICE.

ARTEMAS W. FISHER, OF SOUTH BEND, INDIANA.

entnommen.

Specification of Letters Patent.

'Patented Oct. l21, 191.9.

Application led May 22, 1.914, Serial No. 840,263. Renewed March 27, 1919. Serial Nb. 285,640.

l To'- all whom z't'may concern Be it known that I, ARTEMAS W. .F;IsHER, a citizen ofthe United States, resl'dmg at and useful Improvements in Oabureters, of

isa specification.l My invention re ates to improvementsl in carbureters more especially intended for thecarburation of hydro-carbon commonly known as petroleum or paraffin though adaptable also to ordinary gasolene. Some f the special features of my imfp rovements comprise means which enable me a maintain great dii'erenoes of temperature between the fuel and the air which is used to atomize. it and also combine therewith simultaneously to form an explosive mixture;

means for inclosing the fuelv in successive varying cones `of air; means for insulating the fuel delivery parts from the rest of the metallic structure to conserve the heat of trate in the accompanying drawings such adaptatibns of the improvements as disclose the fundamental features thereof without limiting myself to the specific details shown.

Figure 1 shows a diagrammatic side elevation of associated parts.

Fig. 2\ shows a side elevation partly y in section. l

Fig. '3 isan enlarged side elevation in section disclosing internal parts in their cooperating relatioin' also showing the throttlecontrol which is further illustrated in Fig.

Fig. 4 is a detail elevation of the comicotions from the eccentric on the throttle shaft to the fuel valve.

Fig. 5 .is an elevation similar to Fig. 4 showing the structure disclosed in Fig. 3 which is a modification ,of the parts illustrated .in Fig. 4.

v 6 is a plan view of Fig. 1.

Fig. 7 illustrates a -means for holding the Y air valve inactiveh A suitable base 1, supports the commingling hood 2, an automatic control 8 for the modifying air, a fuel chamber 4, a valve casing 5 ,and primary inlet parts 6. Hood 2 and air control casing 3 are easily removable frombase l. The parts 4 and 5 are instanced `as being cast integrally with l, but this is imma-terial as any means for suitably supporting these parts in operative is maintained as high as possible, not exceeding the ignition point of the charge. If found desirable I may supplement the hot air supply from 9`by a suitable compressor shown in Fig. 1 adapted to cooperate therewith or substitute that source as may be found advantageous.

The fuel is admitted to chamber 4 through inlets 10 and 11. These are supplied with suitable valves which .are inter-connected by means of any desired link and crank parts or other mechanism.l The purpose of this is to enable the operator to usev gasolene only in starting the engine, to shift to oil' alone.n

to change to varying proportions of oil and gasolene combined, or to shut oif both inlets completely, .all being accomplished through lthe variable throw of a control lever 12.

A. suitable link may reach to the operators position. In order to enable himto know by sense of touch or sound as to whether the position reached by the arm l2 is the desired one, a suitable well known form of segment with spring detent may be connected I therewith.

a valve in its e held in the cast r- .tion 5. This lilrigteroonnected with ptjhe throttle shaft 18 so as to cordinate the fuel flow with the delivery of the exploswe charges to the engine. The throttle shaft 18' is operated by an arm 19 under control of a suitable link or rod 20. A limit stop 21 may be cast alongside of the outlet 7 and lower end of a set screw 22 placed in arm 19 cooperating therewith to limit the closure of the throttle to the point of just keeping the engine runn' without risk of killing it.

1I'lghe throttle shaft18 may be inter-connected with the fuel valve 26 as follows. An eccentric 23 isattached to stem 18 on the outside of the casing. It is shown by dotted lines in Fig. 2. A rojection is 4formed on the eccentric into w 'ch a threaded stem. 24 is placed and a locking thumb nut engaging the threads of the stem and the face of the projection securely holds it in any position to which it has been adjusted.4 The stem 24.

may be easily adjusted in the distance it rejects from the eccentric23 by using a Enurled thumb disk 25 fastened to it to thread it a reater or less distance into the eccentric. 'ghe disk 25 may project below the end ofthe stem 24, so as to form a seat within itself into which stem 26 may project. The purpose of the seat shown in dotted lines of Fig. 1 is to hold stems 2A and 26 in working relation to each other. The valve 26 may be kept from entirely closing by raising the stem 24 in the eccentric to such a point that when the eccentric is in its lowest position the stem 26 will not be fully seated thus admitting enough fuel to prevent killing the engine. This valve has threaded thereon a spring adjustment 27 which slides in the valve cage 28. By means of this caging the entire valve,`

'its detachable seat 29, etc., can be removed from the cast projection 5, thus making all of the parts easily accessiblev and insuring econom of construction as well as standardization and interchangeability of parts.V

The cage 28 threads into 5 for a short distance. It has a beveled sealing portion 30, a fuel aperture 31 and an outlet therefrom. The sealing of 30 is so arranged that when this takes place the fuel duct 67 will register with the fuel passage of the removable seat 29 and the aperture 31 with the cast in opening 32 leading from the fuelchamber 4. In case of any damage accruing to the seat 29 through grit, etc., it can be replaced by removing follower' nut 33 from the under side of the casting and unscrewing 29 from the cage 28. A head formed on 29 insures the fuel passage coming into proper alinement with the companion 011tlets. A sprin 34 abuts against a shoulder within 28 an engages adjusting sleeve 27 whereby its tension may be varied. The the valve26 is carefully ta- ,asians y pered so as to ver gradually open the fuel i passage of 29. T e stem 26 near its upper end may be slightly larger in dlameter to accommodate a thread for follower sleeve 27 which is free to slide up and down in cage 28. The counter bored opening in 28 for 27 extends to about midway of its length. Any well known form of coil spring 34 1s placed in such opening so as to loosely encircle stem 26 and abut on the under side of 27. As 27 is rotatable on the threaded part of 26 the tension of spring 34 may be varied. The valve lstem 26 may also be kept from entirely closing the fuel supply whereby just enough fuel will be admitted to keep the engine turning over by using an annular beveled disk `35 secured to the stem and causing its beveled edgeI to engage an adj ustable limit screw 36 having a corresponding cone end. With such an arrangement an elastic compressible connection may be desired between the stem 26 and the throttle shaft 18. rThis is edected by making a separate stem 37 slidable in two ears and carrying therebetween an annular table collar 38. The shaft 18 is provided with a collar 39 carrying a small crank pin 40. A stiff spring 4l completes the connection and suit'- able pillar ends are used in forming seats therefor so as to insure its n t becoming displaced.

The pillar ends are formed by reducing the diameter of the lower end of stem 37 so as to form a shoulder for spring 41 to abut against'. The upper end of stem 26 is similarly reduced in diameter and for the same purpose. If desired a small shouldered collar 88 may be placed loosely between the spring 41 and stem 26 as shown in Fig. 5.

In this adaptation the crank pin 40 instead of eccentric 23 serves stem 26.

As shown valve stem 26 operatesV in a cage desired purpose. Of course it is 'obvious that the valve 26 could be made to seat di-A rectly in part 5 without the use of 29, hence to actuate valve I do not limit myself to the use of the cage and its removable seat.

rI lie fuel chamber 4 contains a'float 42 wlnch rides bymeans of an elastic connecpasses through a tube 45 that is threaded Ation 43 on the ball valve stem 44 which into the removable valve nipple 46. A suitable seat for the ball 47 is provided and fuel outlets therefrom are also formed therein. The stem 44 and attached ballare held in a raised position -by a suitable coil spring 48. As the fuel supply reaches the level of the outlet of conical slit 79 they float 42 rises, being followed by the stem 44 and'ball 47 as enough fuel has been consumed to drop the float, when the spring 43 will press stern 'thus shutting off the supply until such time 44 and ball 47 udownward and admita new 180 remesa supply of fuel. By removing inlet plug 11 all oi' these parts but the iioat can be re' come the engine will of course vaccelerate causing the auxiliary airport to be uncovered to admit air to the mixture, the amount of this dilution being dependent on the extent to which the air openings are uncovered. v1n this Way the normal air passing through inlet 6 will be modiiied according to the speed ofV the engine, racing will be prevented and fuel saved. The casing 3 screws into 1 and it has openings 52 formed therein. A bottom 52*L is threaded onto 3 and a central tube 53 is fastened therein. This tube forms a guide for the valve 5l and the tension spring 54 which rests in a cupped recess of the valve. A valve 80 is placed at the upper end of this tube and it has'a hole formed at its lower end. .A suitable adjusting sleeve 55 makes it possible to change the spring tension. Openings 52 are controlled by a piston 56 which is carried by the valve 51. A. counter weight spring 57 placed beneath the piston compensates for 'the weight of the movable parts.

The supplementary air intake through the casing 3 may be made inactive when the engine is starting so as to insure a rich fuel mixture at this period and also thereafter automatically dilute the strength of the same when the engine is running at speed. W'hen the valve 80 is closed the piston 56 will be prevented from being freely raised on account of the vacuum formed beneath it, and the compression of spring 54, thus permitting the suction of the engine to but slightly open valve 51 and in consequence the fuel charge will be but slightly diluted. The extent of this Iaction may be entirely stopped by hook 83. The valve 80 may be opened and closed in any manner after the engine has Acome to speed. It controls the passage of air through the tube 53 and Opening 89 shown in Figs. 2 and 7 into the vacuum space beneath piston 56. The running position of piston 56 if hook 83 is not used and valve 80 not closed is determined by the suction of the engine and the opposing compression of spring The greater the suction the more valve 5l will tend to open and further dilute the fuel charges'. However there comes a time when the spring 54 willv prevent a further dilution and the mix 'the force of the explosions.

ture may be said to have reached standard proportions for the running conditions then existing.

The hot air supply 6 may terminate in a cone 58, through which any desired number of fuel Perforations are formed. 'Dhe conical deflecting head 59 threads into perforated centers placed within the tube 6. To retain concentric parallelism between head 59 and cone 58 and formthe yannular conical slit 79 a suitable number of distance pieces 60 may pass diagonally into the conical slit, being adjustably held by a conical screw 6l. This screw adjusts all of the pins 60 simultaneously. Suitable large ends formed on the pins prevent their loss should the head 59 be removed for any reason. A gland nut 62 holds tube 6 central. The annular opening 63 may be filled with non-conducting material and the annular chamber 64: surrpunding it connected with the air for free circulation, by openings 65, so as to keep the fuel passage way 66 as cool as possible. This passage way leads intoduct 67 which connects with valve 26. If desired a separate priming inlet 87 may be formed as shown in F ig. 6 in this duct. insulating mate-rial is placed at 68 and 69 forming the first mixing space 78.

A deflecting cone T0-surrounds 58. It has openings 71 and an annular flaring extension 7 2 which rests against a seat Within .the hood 2. Cpenings 73 are formed in this part. These lead into the second mixing space. As the hood 2 is screwed down, 70 is securely held on base 1. Openingsv 74.- lead from 49 into annular chamber 75. If deemed desirable the chambers 49 and 64 might be combined and openings substituted. The

cone flares outward at its top. Directly.

above it is a deflecting or baille plate '76 closed at its center yand above this is a second plate 77 with a central opening. This plate has an annular flange which just fitsinside the hood 2 resting against a suitable ledge in which position it may be riveted to the hood. Plate 76 is supported from 77 by suitable distance pins.

'.[lhe auxiliary air entering through 3 serves to modify the mixture produced by 58 and 59. At lo-w speeds practically all the air is admitted through 6. When the speed is low under heavy load with open-throttle and the suction least the spring 54 is but slightly compressed and the valve 51 admits but asmall amount of air, thus leaving the mixture vrich to combat the load.- When the engine is speeding up the suction becomes greater, valve 51 opens more and the speed is controlled because the auxiliary air dilutes the richness of the mixture thereby reducing The range of action oi valve 51 is controlled b-y the p-iston`v56, which under excessive demands shuts 0H openings 52 more or lem. If desired any Vto pass -above the rim of valve 56 so as to hold it and valve 51 inactive as long as desired. A spring 84 normally holds the hook 83 in its inoperative position until link 85 attached to lever end 86 is pulled by the operator. The ear for pivot 82 might equally well' project from casing 3. AnyA kind of tickler may be employed with the float 4:2 so as to flood the chamber 78 through the annular conical slit 7 9 when the carburetefr is used with ordinary gasolene. If petroleum is the fuel employed, such priming would obviously be accomplished by the interconnected system of valves shown in Fig. 1 or by the use of any well known three-way valve placed on the dash within reach of the operator.

When the hot airis above the boiling tem perature of the oil a mechanically fixed gas is instantly produced, not giving time for carbon roducts to form thus eliminating the con ensation of fuel at any point. The thorough atomization of the fuel and its simultaneous vaporization produces a homogeneous mixture that avoids premature explosions, through the absence of lumpy charges. 1

In using heavy fuels it should be remembered that the more volatile portions are combined with those less easily vaporized. If the fuel is heated before atomization takes place these highly volatile portions quickly vaporize and the particles which only respond to higher ranges of temperature are left to encumber the fuel passages, cylinders and pistons with deposits of precipitated carbon.

y When an engine is running on smallest load and lowest speed with a substantially closed throttle, its compression is the least and it is kept in operation by a small volurne of a hot and rich mixture which insures certain ignition. .With the throttle opened more, a larger' volume ofthe mixture will flow to the engine. This is regu lated by the coordinate action of fuel valve 26, in combination with air admitted through openings 7l and 73, the temperature and richness of the charge being reduced proportionatelv tothe quantity of cold air admitted. The device 3 insures .the maintenance of a constantfuel suctionindependent of the throttle sition and the volume of the mixture delivered to the `engine.

e higher the temperature of the air entering 6 the smaller the amount that will be required. The temperature will drop if the power demand is excessive, through the increase in volume. The fixed gas generated, Without the aid of a separate gas producer, by exceptionally hot air is of such a quality as to permit a larger proportion of air tobe mixed with it. The hotter the air (not exceeding the ignition point) the more the quality of the gas will be improved which results in a large increase of fuel efficiency.

lVhat I claim is,

l. A kerosene fuel supply, a suitable duct of small capacity leading therefrom to `an annular delivery chamber, fuel passages therefrom opening into an annular air outlet, means for controlling passage through the duct, an air supply, a passage of large capacity leading therefrom to an annular outlet encircled by the delivery chamber and insulated therefrom, means for heating the air, a cooling chamber adjacent the fuel delivery external thereof, and a common outlet for the combined air and fuel.

2. A fuel supply, an air supply, ducts from each to adjacent points, a common delivery for both comprising, means for passing a hollow conical layer of air to a mixing chamber, and a series of fuel delivery openings external of the air cone and opening thereinto, a suitable passage from the fuel duct to such openings, a cooling chamber adjacent the openings, and means for heating the air.

3. A cold fuel supply, a highly heated air supply, means for insulating their outlets from each other, means for combining the hot air and fuel through the velocity and temperature of the air supply and means for modifying the proportions between the air and fuel. p i

4. A fuel supply, a hot air supply, sepa` rate passages for each, a common delivery for both, means comprising a heat insulating barrier placed between said passages so as to prevent the heat of the air from being freely transmitted to thefhel, means for reducing the fuel to an atomized state and simultaneously volatilizing the lighter and heavier particles thereof. y

5. A fuel supply, a source' of hot air, a cold air supply, separate passages therefrom to a common outlet, a .cold air chamber adjacent the outlets for keeping the fuel cold, means for heating the first mentioned air supply, means for combining the heated air and cold fuel comprising a series of fuel outlets arranged external of a conical slit through which the hot air is delivered, a mixing chamber in advance of said outlets and slit, means for admitting cold air to the chamber in conically arranged streams, and automatic means for controlling the volume of such air.

ico

6. A fuel supply, means for delivering.

' means for directing it in a diverging conical stream across .theffueh means for deilecting the fuel lntogan approximately par` loV allel course to. the air current, means .for encircling such mixture by a second body ofair7 means for subsequently encircling the niiixture in a third cur 'cnt of airi and means for antcmatimilly varying1 the Second and third air :-1: 1"'ceS`.

L i frei Supply@ a source of leated air, means for sialiverinp; the saine in a continuous thin annular conical Stream, suitable nleane for admitting the fuel into Said stream. perpendicular thereto and externally thereof7 means for controlling the passage ei mixed fuel and air tcrdinately with the supply cf fuel. tc said air, and means for dilutingn tlie mixed fue as needed.

8. An atomizer for carbureters comprisinga centrally placed air tube having an out Wardly flaring end, a conical plug supported by the tube, means for adjusting the same to change the channel formeel between the conical parts of the plug and tube, means for positively securing rallelism laetnfccn the elements of the adjacent facce of the channel, a suppcrt 'for the tube, fuel pas- Witnesses A .SANFORD (l. .Einweg DANIEL .tiz'cfiL kiln

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