US1344696A

US1344696A - Carbureter

Info

Publication number: US1344696A
Authority: US
Inventors: Huber Emil
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-05-15
Filing date: 1916-05-15
Publication date: 1920-06-29
Anticipated expiration: 1937-06-29

Description

E. HUBER.

CARBURETER.

APPLICATION FILED MAY15.1916.

Patented June 29, 1920.

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f ATU/5- E. HUBER. CARBURETER. APPLICATION FILED MAY15. :91s.

Patented J une 29, 1920.

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E. HUBER.

CARBURETER.,

APPUCATION FILED MAY 15. 1916.

1 344, 6 96 Patented June 29, 1920.

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Ilm/ENTER: M Mw E. HUBER.

CARBURETER.

APPLICATIUN FILED MAY l5. 915.

1 344, 6 9 6 Patented June 1920.

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EMIL HUBER, 0F DETROIT, MICHIGAN, ASSIGNOR TO ESSEX MOTORS, 0F DETROIT, MICHIGAN?, A CORPORATION OF MICHIGAN.

CABBURETER.

Specification of Letters Patent.

Patented J une 29, 1920.

Application filed May 151916. Serial' No. 97.552.

To all whom z't may concern: l Be it known that I, EMIL HUBER a citizen of the United States, residing at betroit,

county of Wayne, State of Michi an, have invented a certain new and useful mprovement in .(Vlarbureters, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention has for its object an 1mprovement in carbureters by which liquid fuel and air are mixed preparatory to contion has to do with means for increasing or diminishing the amount of fuel in proportion to the amount of air, said change when once made being effective for all speeds. The mechanism by which this 1s accomplished may be operated from the drivers seat and therefore forms a convenient dash board adjustment to compensate for changes in atmospheric conditions when the carbureter is used for motor veliicles.

The carbureter which is shown and described in this application is an improvement on tbc carburetor shown `in my prior latent No. 708,949 dated Jan. 24, 1905. In that patent there is shown a fuel supply control device which consists of a rod sliding iu a stuffing box and having a cylindrical bore throughout a portion of its length said bore terminating in a groove of d iminishing cross-section. This rod was moved b v the operator to control the-supply of fucl.A This patent also shows an air valve comprising acylindrical member:b (not a piston) having on opposite sides thereof triangular openings cooperating with openings in thc carburcter 4casing to control the flow of air through the carbureter. This air lvalve was moved by the operator-and performed the two functions'of'a'throttle valve and of controlling the amount of` air in the mixture. The effect o f this me'clianism is that the air valve throttle and fuel valve are set to the correct position for a given speed before the engine attains that speed and therefore there is a moment during which the carburetor is imperfectly adjusted to the engine speed.

In the carbureter shown in the drawings accompanying this application, I provide an air valve and a fuel valve which are moved by a piston which is moved in response to variations in the suctionin the inlet manifold. The fuel supply valve comprises a rod sliding in a cylindrical orifice and has a groove of constantly diminishin cross-section extending lengthwise thereo This fuel measuring rod is connected to the air valve' and moved in unison therewith so that as the air passage is enlarged or diminished, the supply of fuel is correspondingly and automatically varied. Since the air valve and fuel supply valve are moved by the piston which is actuated by the change iu pressure in the inlet manifold, the change in position of these parts follows instead `of precedes the change in speed of the engine depending for its position on the suction in the inlet manifold. This gives the engine much increased power of accelerationz The orificeV in which the fuel measurin rod slides is formed in a tube which is itself movable longitudinally of the rod for purposes of adjustment, preferably by connections to the dash board of the vehicle. By moving this tube, a change in the amount of fuel relatively to the amount of air is produced, and this relation is thereafter maintained for all speeds of the engine.

I find from observation of the action of my improved carbureter in actual use that a perfect mixture of correct proportions of fuel and air is maintained at all speeds and that any lnecessary adjustment may be quickly and accurately made by moving the tube relatively to the rod by means of the adjusting mechanism within t e reach of the operator are effected. The novel construction herein described gives much more perfeet and more uniform atomization than other carbureters known to me and, therefore, great fuel economy and uniform engine1 operation. Since the carburetor has onlv one means of adjustment, it is not ioo likely to get out of order even when inthe i fully' explained.

hands of inexperienced users. 'It is also relatively inexpensive to manufacture. The

Fig. 2 is a vertical section of the carbu-v reter shown in Fig. 1. The construction of the floatvalve and chamber. is not shown in detail as the same forms no part of my present invention.

Fig. 3 vis a vertical section taken at right angles to the section forming Fig. 2. y

Fig. 4 is a section on line 4-4 of Fig. 2.

Fig. 5 is a section of the 'combined piston and air valve and the connected fuel supply control rod.

Fig. 6 is a section on line 6-6 of Fig. 5.

Fig. 7 is a section of the inner casing showing the shape of the air passage.

Fig. 8 is a detail of the movable tube which coperates with the fuel supply control rod.

In the drawings, there is shown at 11, the float chamber and at l2 the connection to the fuel supply line. The casing of the carbureter is formed in two

parts

13 and 14 the former being called for convenience the outer casing and the latter (see Fig. 7) the inner casing. The lower end of the inner casing 14 passes through an `annular collar 15 formed integral with an' arm 16 o'n which the float chamber is supported and through which a passage leads from the float chamber to a space 17 formed between the annular collar 15 and the lower end of the inner casing 14. The parts are secured together by a cap 18 having a threaded portion which engages a correspondingly threaded part of the lower yend of the inner casing 14. A port 19 leads from the annular space 17 to the bore 20 of the cap. At 21 is shown a pet cock by which the carbureter may be drained.

Within the bore of the inner casin r 14 is located a tube or nozzle 22 (sce also 4`ig. 8) which is movable vertically to vary the position of its upper end. The tube 22 is formed with a series of rack teeth 23 which mesh with a small pinion 24 mounted on a shaft 25 which projects through the stem of the inner casing of the carbureter. This shaft 25 is provided with. an arm 2G by which it may be moved and which is adapted for connection with suitable operating means (not shown) located preferably within the reach of the Operator of the vehicle. This construction makes possible convenient and accurate adjustment of the tube 22 vertically for purposes which will be The V'outer casing 13 is provideilwith a flange 2T by which the carbureter ls' secured to thc engine, 'and has an air Intake 28 located on the opposite side of the carbureter from the flange 27. The inner casing 14 projects up into the interior of the outer casing being centered b a shoulder 29 on the inner casing, and4 aving an annular space between the two casings as shown at 30 in Fig. 2. The air passage throufrh the carbureter from the intake to the flanged end is in the shape of a triangular prism. the apexof the triangle being down. This passage in the inner casing is formed by two diverging

sides

31 and 32 and a top 33. The shape of the end of the air passage is clearly shown in Fig. 7. The portions of the outer casing which are adjacent the ends of the air passage in the inner casing are also of similar shape.

It Willbe seen that the passage through the carbureter is perfectly straight and therefore the air passing through the carbureter has a high velocit which is impor` tant at high speeds, an greatly improves the atomization.

At 340, is shown the usual butterfly valve or throttle valve by means of which the air passage may be closed at a point in the air )assage where it is circular in cross section.

or convenience, the portion of the casing in which is located the throttle valve is referred to herein as the inlet manifold.

The tube Vor nozzle 22 is disposed cen trally of the triangular air passage through the casing and may be raised so that its upper end will be above the bottom of -the alr passage an amount controlled by the operator of the vehicle.

The upper part of the outer casing 13 is formed into a cylinder 34 closed by a cap An air duct 36 leads from the top of the cylinder 34 into the air passage or inlet manifold at a point between the spray nozzle 22 and the throttle valve. The vair duct 36 is extended by a pipe 48 down into the air passage to a point near the bottom as shown in ig 3 so that at all positions of the piston it will be subjected to the rush of air through the carbureter. Operating in the cylinder 34 is a .combined iston and air valve 38v which is bell-Shaper or in the formof an inverted cup having a depending flange portion the lower edge 39 of which serves as a cut-off for the air passing through the horizontal triangular air passage in the casing or port 14. Said air valve 38 is therefore practically a cylindrical one and the depending flange portion thereof has a sliding lit in the-space formed between the inner casing 14 and the outer casing 13. These part-s are constructed of such size that the piston 38 willV fall and rise by the alternate action of gravity and of the suction in the cylinder 34` resulting from its connection by the duct 3Gwith the inlet manifold. The portion ofthe air passage which lies between the two walls ol' nso the combined piston and air valve 38 is within the casing and is determined by the shape which is given to this part of the casing and is preferably triangular in cross section as previously explained. This construction is such that the movement of the air through the carbureter will be at the greatest velocity possible and will not be diminished by air eddies.

The piston 38 has secured to it the fuel measuringr rod 4() which has a lengthwise groove 41 formed in its lower end. This groove 41 is V-shape in cross section and of a diminishinglr cross section vertically as will be clearly seen from Figs. 3 and 5 and faces toward the engine. The lower end of the fuel measuring rod 40 is of a size to slide freely in the bore of the tube or nozzle 22. It therefore, forms with the tube 22, a fuel valve the opening of which is varied by the change in position of the rod 4:0, or of tube 22 or of both. As it is desirable that the groove 41 in the fuel supply rod 40 shall always face toward the inlet manifold, I provide two slots 43 in opposite sides of the piston. and these cooperate with two ribs 44' on the outside of the inner casing or part 14. These ribs keep the piston from rotating and also block the passage between the inner and outer casings which is formed when the piston is up, and which if not closed would allow a quantity of air to be introduced into the mixture at a point between the fuel supply valve and the throttle. At 45 is shown a packing which is compressed against a loose ring 46 by means of a ring 47 screwed into the bore of the lower end of the inner casing. This serves to prevent any leakage of fuel upward around the outside of the nozzle 22. which would change the proportions of the mixture.

The operation of my improved carhureter is as follows: The liquid fuel, usually gasolene. enters through the pipe 12 and fills the float chamber and rises in the nozzle 22 to about the position indicated by the line a, a in Fig. l. this level being determined by the adjustment of the float in the ordinary manner. Before the engine is started, the piston SS will be in its lowest position with its lower edge resting on the shoulder 42 (see Fig. 7) of the inner casing and therefore the triangular air passage will be closed except for the very small portion lying below the shoulder 42 which can never be closed by the piston. Then the engine is started and speeds up the increase in the vacuum in the inlet manifold will produce a correspond.-

ing increase in vacuum in the cylinder 34.,

with which it communicates by the duct 36 and the air pressure on the under side of the piston ISH will cause it to Vlift until it reaches a position of equilibrium.

lt will be noticed that the mouth of the passage :i6 enters the inlet manifold at a point between the fuel nozzle and the throttlevalve and not between the throttle valve and the engine, since if it entered at the lattert` point the high vacuum which is created when the engine is suddenly throttled down would increase the vacuum above the piston and interfere with the proper operation of the engine. By carrying the passage down to the point shown. the piston is always subjected to a degree of vacuum which is pro` portional to the draft through the carbureter.

The movement of the piston vertically will open the triangular air passage and will simultaneously lift up the rod 40 increasing the size of the orifice formed by the groove 41. The fuel supply will therefore be increased as the air supply increases and both will be dependent upon the suction through the carbureter and therefore on the speed of the engine. By giving the groove 4l in the fuel measuring rod l0 the proper increase in cross section in proportion to lts length having in mind the increase in cross section in the triangular air passage, a mixture ofgasolene and air which is correct at all positions of the measuring rod may be obtained.

It will be seen that when the throttle is opened, the position of the air valve andfuel measuring rod will not be changed until after the engine has speeded up and reduced ithe pressure in inlet manifold, lifting the piston by which the air valve and fuel supply valve are actuated. Thereafter the posif tion of the air valve and fuel measuring rod will change as the draft through the carbureter varies.

By moving the lever 26 and lowering the tube 22, a mixture which is richer at all speeds will be produced because when this is done there will be a larger fuel supply opening for every position of the air valve. By raising the tube 22, fa mixture which is weaker at all speeds will be produced.

The carbureter embodying my invention as herein described has proved very satisfactory in actual operation, giving increased power and better acceleration.

Vhile I have shown the piston and air valve as formed integral, and the fuel su ply valve rigidly connected to the piston,4 do not limit myself to this construction.

What I claim is 1. In a carbureter, the combination of a casing having an open-ended horizontally extending air passage therethrough, one end of said air passage comnuinieating with the outer air and the other with an inlet manifold, a cross section of a portion of said air passage-being of increasing width from the bottom up and there being a fuel orifice at all times at or near the point of least width. and an air valve having a substantially straight lower edge interccpting said pas `.sa-ige and movable trans\i'erscl.v thereacross F to open and close the same, the direction of movement of said valve to open said passage being from the point of least width of cross section toward the point of greatest width of cross section.

2. In a carbureter, the combination of a casing having an open-ended, straight, horizontally extending air passage therethrough one end of said air passage communicating with the outer air and the other with an inlet manifold, a cross section of a portion of said air passage being of increasing width from the bottom up and there being a fuel orifice at all `times at or near the point of least width, and an air valve having a substantially straight lower edge intercepting said air passage and movable transverselyr thereacross to open and close the same, the direction of movement of said valve to open said passage being from the point of least width of cross section toward the point of greatest width of cross section.

3. A carbureter having a casing formed with an air passage through the same, and an air valve movable transversely of said air passa e and having two portions which intercept the air passage at a distance from each other, the said air passage being triangular in cross section between the'said two portions of the valve.

4. A carbureter having a casing formed with a straight air passage through the same, and an air valve movable transversely of said air passage and having two portions which intercept the air passage at a distance from each other, the portion of the ,said air passage between the sides of said air valve being formed in the casing.

5. A carbureter having a casing formed with an air passage through the same. and a cylindrical air valve the sides of which are movable in a cylindrical slot in said casing to intercept the said air passage at two points at a distance from each other, the portion of the said air passage between the sides of the cyindrical air valve being formed in the casing.

6. A carbureter having a casing formed with an air passage through the same. and a cylindrical air valve the sides of which are movable in a cylindrical slot in said casing to intercept the .said air passage at two points at a distance from each other, the said air passage being triangular in cross section between the said two portions of the valve.

7. A carbureter having a casing formed with an air passage through the same and an air valve movable transversely of said air passage and having two portions which intercept the air passage at a distance from each other, said air passage being triangular in cross section between the said two intercepting portions of the valve and a fuel valve having a fuel orifice located within the said air passage between said flange portions.

8. A carbureter having a casing with an air passage through the same, a cylinder formed in the said casing and subjected to changes in pressure in the intake manifold, and a piston air valve in the said cylinder slidable transversly of the said air passage and having two portions which intercept the air passage at a distance from each other, said air passage being triangular in cross section between the said two portions of the valve.

9. A carbureter having a casing formed with an air passage through the same and an air valve slidable transversely of said air passage and having two portions which intercept the air passage at a distance from each other, said air passage being triangular in cross section between the said two intel'- cepting portions of the valve, and a fuel metering pin connected to the air valve and having its fuel orice located between said two portions of the valve, said metering pin being formed with a longitudinal groove of increasing cross section therein.

l0. A carbureter having a casing formed with an air passage through the same and an air valve slidable transversely of said air.

passage and having two portions which intercept the air passage at a distance from each other, said air passage being triangular in cross section between the said two portions of the valve and having its apex away from the valve and a fuel metering pin connetel to and movable by said air valve and having formed therein a groove of increasing cross section forming a fuel orifice located adjacent the apex of the air passage. l1. A carbureter having a casing with an' air passage therethrough, a cylinder formed in the said casing and subjected to changes in pressure in the intake manifold. a piston air valve in the said cylinder the sides of which are movable in a cylindrical slot in said casing to intercept the said air passage at two points at a distance from each other, the air passage between the 'sides of the cylindrical air valve being formed in the casing, and a fuel valve in the said air passage between the sides of the air valve.

12. A carbureter having a casing formed with an air passage through the same and an air valve slidable transversely of said air passage and having two portions which in tercept the air passage at a distance from each other, said air passage being triangular in cross section between the said two portions of the valve and having its apex away from the valve and a fuel metering pin counected to and movable by said air valve and having formed therein a groove of increasing cross section forming a fuel orifice located adjacent the apex of the air passage, and a tube within which a portion of the metering pin is received, said tube being movable to vary the relative position of the fuel orifice.

13. A casing having an air passage therethrough which is of increasing cross section `from one side thereof Vto the oher, a cylinder subjected to changes in pressure in the intake manifold, a piston in the cylinder, a valve forming part of said piston and intercepting said air passage, and a fuel valve having a fuel opening of increasing cross section, said fuel valve being rigidly secured to the'air valve. l

14. A carbureter having a casing formed with an air passage through the same, an air valve slidable transversely of said air passage and having two portions which intercept the a-ir passage at a' distance from each other, the said air passage being triangular in cross section between the sai'd two portions of 'the valve and a fuel metering rod secured toV said air valve ani passing transversely through the said air passage at the apex and the middle of the base thereof, said rod being formed with a longitudinal'groove of increasing cross section therein, the smaller cross section of the groovey being toward the base side of the air passa e.

15. A carbureter having a casing ormed with an air passage therethrough which is of increasing cross section from one side thereof to the other, a cylinder subjected to changes in pressure in the intake manifold, a piston in the cylinder and provided with flanges which intercept the said air passage and a fuel metering pin secured to the center of said piston and passing through the said air passage transversely thereof and provided with a groove of increasing cross section, the base of the triangle formed by cross section of the air passage and the point of least cross section of the groove in the metering pin being toward the piston.

16. A carbureter having a casing formed of a combined hollow cylinder and a plug having an air passage transversely through the same of increasin area from the bottom to the top, the cylin er portion of the casing being formed with inlet and outlet openings to and from said passage in the plug,

the casing being formed with a cylindrical slot between the cylinderand plug portion of the casing, and a piston air valvemovable in said slot and having portions which move l transversely of said a1r passage to open and close the same.

17. In a carbureter, a casing having an air passage therethrough which is of increasing cross-section from the bottom thereof to the top, a cylinder subjected to chan es in pressure in the intake manifold, apiston in the cylinder actuated in 'one direction by gravity and in the other directionI by changes in pressure in `the cylinder, a valve forming part of said piston and interceptin said air passage, and a fuel valve having a uel opening of increasing cross-section, said fuel` valve being moved by saidtston.

In testimony whereof I a mIy-Isi ature.

EMIL UlER.

It in hereby certified that in Lettera Patent No. 1,344,6965grented June 29, 1920, upon the application of Emil Huber, of Detroit, Michigan, for an improvement in Cei-buntem, errors appear in the printed specification requiring correction es follows: Page 1,*line 34, for patent number 708,949 read 780,941.9; page 2, line 119. for the word port reed part; and that the said Letters Patent should he reed with these corrections therein that the seme may conform to the record of the case in the Patent Office.

signed and sealed this ad day of Augusgnn., 1920.

R. F. WHITEHEAD,

Acting Commissioner of Penn,