US133957A

US133957A - Improvement in carbureters

Info

Publication number: US133957A
Authority: US
Publication date: 1872-12-17
Anticipated expiration: 1889-12-17

Description

5. B TERBY- 2Sheets-Sheet2.

Carhureters.

No. 133,957. Patented nec.17,1a72.

UNITED STATES PATENT OFFICE.'

4 nA-NNAHO. TERRY, OE BROOKLYN, NEW YORK, ADMINISTRATRIX OE THE ESTATE OF JOHN B. TERRY, DEOEASED; SAID HANNAH O. TERRY AS- SIGNOR TO L. S. BURNHAM, OF SAME PLACE.

IMPROVEMENT IN CARBURETERS.

Specification forming part of Letters Patent No. 133,957, dated December v17, 1872.

To all whom it may concern:

Be it known that JOHN B. TERRY, deceased,

late of Brooklyn, Kings county, NewYork,

` ber, and to the arrangement of the air ducts or passages through which the air to be carbureted is taken into and discharged from the pump, which supplies the carbureting-chamber with a steady and continuous current of ythis air.

The invention is fullyT illustrated in the accompanying drawing, in which- Figure l is a` longitudinal vertical central section of a carbureting apparatus made in accordance with this invention; Fig. 2 is a trailsverse vertical section of the same on the line :c Fig. 1, showing the device for raising the gasoline and delivering it to the evaporating or carbureting chamber; Fig. 3 is a like section on the line y y, Fig. l, and shows the arrangement of the air-pump; Fig. 4 is an end view of the stationary valve-seat, which at the same time constitutes the 'bearin g for the crankshaft; and Fig. 5Vis a view of the interior face of the valve, which is attached to and rotates with the crank-shaft, and is seated against the valve-seat shown in Fig. 4.

The general construction of the apparatus willviirst be'described, and afterward a more particular description will be given of those portions of the apparatus in which the invention is principally comprised.

A is the carbureting-chamber, filled with wicking, excelsior, or other absorbent material, and communicating at the bottom with the compartment B, which contains the gasoline. The two chambers are separated by a .diaphragm or partition, a. In the upper part of the carbureting-chamber is an inclined pan, b, with a perforated bottom, projecting a short distance through the partition a into chamber B. A series of buckets, c, are mounted on rad dial arms d attached to shaft C; and these buckets are arranged so that during their revolution they will dip up the gasoline from the bottom of chamber B and deliver it into the pan b, through the bottom of which it trickles so as to permeate the mass of absorbent material in chamber A. Separated from chamber B by a partition, e, is the pumping or air-forcing chamber l). This chamber contains around its sides a number of bellows, E-ve in this instance-each operated by an arm, f, projecting from the single crank g of shaft O, all the arms being mounted on al sleeve fitting the crank, and being pivoted at their ends to the flexible tops h of their respective bellows. Each bellows-chamber is closed with the en-y ception of a single opening, t', through which air is drawn into and discharged from the chamber.A The crank-shaft O is supported in suitable bearings, as shown, and is revolved by spring-power or other means usually employed for the purpose. By means of a tube, J, an annular chamber is formed around that part of the shaft O in the chamber A, and this tube or annular chamber opens, as shown, in to the chamber B.

The devices for regulating the supply of air and for delivering the air to and conducting it from' the pump, in the construction and arrangement of which this invention principally consists, will now be described.

The outerend of the tube j is closed by a device, I, which is secured to the case of the carbureter, and constitutes the bearing for one of the ends of shaft C, as shown in Fig. 1. This device or block, which I shall call the valve-seat, is pierced with holes k, correspond- Y ing in number to the bellows shown infront view' in Fig. 4, one of them being also shown in longitudinal section in Fig. 1. Each one of these holes is designed to communicate with the conduitor air-passage leading from the opening t of one of the bellows. One of the conduits communicating with its aperture 7c in the valve-seat and with the opening i of its bellows is shown at Gr in Fig. 1. The other conduits are not shown; but their arrangement is similar to the one described. Nearer the center of the valve-seat are other open-V ings, l,`- arranged around the center, and designed .to communicate with the interior; of the tube i, as shown in Fig. 1. Uponv th valve-seat is tted a valve, F, (see 5,) consisting of a block of cylindrical form, provided on its inner face, or that face which rests against the valve-seat, with two chambers, m a, each extending about half way-aroundthe valve. The one chamber m is 'pierc'edwith holes o, through which the supply of airfor the bellows is drawn. The other chamber a is not so pierced, and is designed to direct the air forced out from the bellows into the openings l of the valve-seat, through which the air passes into and through the tube j, and thence, as indicated by arrows, out into the chamber B and up through perforations in the upper part of partition b into chamber A, where it is carbureted, and there discharged through a service-pipe, p. The valve F is mounted and revolves with shaft (l.

Under the arrangement described the valve device takes the place of no less than ten ordinary valvesfive of them induction and live eduction valves.

It will, of course, be understood that, owing to the arrangement of the air-forcing apparatus, some ofthe bellows are drawing in air while the others are discharging air.

The valve F is so mounted on shaft C that its chamber n, which communicates with the openings Z in the valve-seat, covers such of the openings 7a as communicate with the discharging-bellows, its chamber m., on the other hand, covering the openings 7c of the other bellows, which at this time are drawing in air; consequently, as the shaft revolves, and the bellows alternately and in succession rise and fall to draw in and force out air, the one chamber n will continually cover the orifices 7s of the discharging-bellows, while the other m will as continually cover the orices 7c of those which are drawing in air. Thus this revolving valve, by traveling around with the crank-shaft, leaves all those orifices 7c which are serving as induction-orifices open and free to receive air from the exterior of the apparatus, while at the same time the chamber n connects all the eduction-orifices k together, collects all their discharging air, and conveys it to the air-inlet j leading to the carburetin gchamber.

Another important feature of this invention consists in the arrangement of the airconduits G, one of which, as before stated, is shown in Fig. l.

It is well known that the power of all gasmachines is limited to the extent of surface that they present to the surrounding air, as this, where no artificial heat is used, is all that prevents the rapid evaporation from cooling them. The apparatus herein shown is so made that the whole machine-thc pumps as well as the carbureter-must cool down before it will stop working. This is effected by arranging the air-conduit G as shown, so that the air must pass' through the carbureter and the body of liquid contained therein before reaching the pumps. In its passage to the pumps the warmer air will give off a portion of its heat, and after reaching the pump will be reheated before it is discharged therefrom, the apparatus workin g very slowly and giving ample time to the air to regain any heat it may have given off to the carbureter. The air, whether it is being taken into or being forced out from the pumps, is thus continually giving o its heat to the carbureter during its passage through the conduits, and by thus maintaining the temperature of the carbureter and supplying the heat lost by evaporation double the amount of gas can be made with the same size of machine without coolin g olf enough to impoverish the gas.

The apparatus is wound up, filled, and operated in the usual manner.

What is claimed as the invention of the said J oHN B. TERRY is as follows:

1. The combination, with the carburetingchamber, crank-shaft, and air-pumps communicatin g with the valve-seat through separate and independent passages, as described, of the stationary valve-seat and the rotary valve moving in unison with the crank-shaft, said parts being constructed, applied, and operating to supply air to the pumps and to direct the air discharged therefrom into the carburetin g-chamber, substantially as herein shown and described.

2. In combination with the air-pumps and carbureter, the air-conduits G, receiving the air which passes to and from the pumps and connecting the pumps with the carbureter and passing through the body of the latter, substantially as and for the purposes set forth.

In testimony whereof I have signed my name to this specification before two subscribing witnesses.

HANNAH C. TERRY, Administratrice of the Estate of Doet. J. B. Terry, deceased.

Witnesses XVILLIAM STEWART, Mrcnnnr. WALLACE.