US1347820A

US1347820A - Carburation device for internal-combustion engines

Info

Publication number: US1347820A
Application number: US148618A
Authority: US
Inventors: Morgan William
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-02-14
Filing date: 1917-02-14
Publication date: 1920-07-27
Anticipated expiration: 1937-07-27

Description

W. MORGAN.

CARBURATION DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. MI 191?.

Patnted July 27, 1920.

3 SHEETS SHEET l.

W. MORGAN.

CARBURATI'ON DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. 14. 1917.

1,347,820. Pat ted uly 27, 1920.

3 SHEETS-SHEET 2.

W. MORGAN.

CARBUR/ITION DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED FEB.14, 1917.

1,347,820. Patented July 27, 1920.

a SHEETS-SHEET a.

UNITED STATES PATENT OFFICE.

WILLIAM MORGAN, OF BIRMINGHAM, ENGLAND, ASSIGNOR .OF ONE-HALF TO i WILLIAM MILLS OF BIRMINGHAM, ENGLAND.

GARBURATION DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented July 27, 1920.

Application filed February 14, 1917. 'Serial No. 148,618.

To all whom it may concern:

Be it known that I, lVILLIAM MORGAN, a subject of the Kingdom of Great Britain, residing at 38 Wellington road, Birmingham, in the county of Warwick, England, have invented a certain new or Improved Carburation Device for Internal-Combustion Engines, of which the following is a specification.

This invention comprises a new or improved carburation device or system for internal-combustion engines.

The present invention comprehends a carburation device or system for internalcombustion engines, in which the fuel is clelivered from a jet by a difference of gaseous pressures created by the engine, which pressure difierence is created through or by virture of a conduit or provision which isincorporated in addition to that by which the fuel thus delivered is conveyedby a pump and in which the said pump is adapted to convey not only the fuel from the jet but also a quantity of gaseous carrying medium therefor.

By reason of the delivery of the fuel from a jet by a difference of gaseous pressures created by the engine, the fuel thus delivered is measured under the known principles and conditions underlying the measurement of fuel issuing from a jet or the equivalent located suitably in the induction pipe, and by virtue of the adaptation of the pump whereby it is enabled under all conditions to convey in addition to the fuel from the jet, a quantity of gaseous carrying medium, the pump is thereby enabled to take the whole of the fuel extracted from the jet by the respective'suction effort of the engine, and to deliver it in an atomized condition.

The pump is thus adapted to deliver thev In cases, however, in which the fuel is conveyed by its separate conduit until it arrlves at the explosion space, it is possible by the present'invention to deliver the rich mixture by the pump at any particular reglon and or at any desired time in relation to the delivery of the main air. It is, for instance, possible to admit the main air first to the explosion space and afterward to deliver the fuel.

The present invention further comprehends a carburation device for internal-combustion engines, in which the fuel is delivered from a jet by a difference of gaseous pressures created by the engine, which pres sure difference is created through or by virtue of a conduit or provision which is incorporated in addition to a conduit by which the fuel thus obtained is conveyed and de livered separately from the main air to the exploslon space, and in which an element, such as the engine piston, or a valve is adapted to relieve the fuel supply system from the pressure and eflects of the explosion. For this purpose the fuel may be introduced into the cylinder at a point in the cylinder wall alternately covered and uncovered by the piston in its travel, the arrangement being conveniently such that the fuel ingress port is adapted to be closed by the piston after the air admission port has been closed, but before the piston has completed its return or compression stroke. In cases, however, in which a separate valve is incorporated in the fuel delivery conduit between the' pump and the explosion space, the fuel may be introduced at any suitable point in the cylinder.

The present invention further comprehends a carburation device for internal-combustion engines, in which the fuel is delivered from a jet by a difference of gaseous pressures created by the engine, which pressure difference is created through a conduit which is incorporated in addition to that by which the fuel thus delivered is conveyed, and in which the fuel is delivered to the main air charge after the latter has been compressed in the crank chamber compression space of a two-stroke engine, so that while the said main air charge is thereby subjected to compression, it is relieved from admixture with the fuel. The disadvantages attending the necessity of having the fuel admixed with the air in the crank or other compression chamber are thereby avoided. V

The present invention further comprehends a carburation device for internalcombustion engines, in which the fuel is delivered from a jet by a difference of V gaseous pressures created by the engine, which pressure difference is created through a conduit which is incorporated 'in'addition to that by which the fuel thus delivered is conveyed, and in which the fuel from the jet is vaporized by heat at a time during which it is substantially isolated from the air charge. \Vith this object in view a heat vaporizer is located in the conduit by which the fuel is separately conveyed. In cases in which the fuel is thus adapted to be vaporized by heat, provision may beincorporated whereby exhaust or other inert gas is admitted to function'as a gaseous carrying medium for the fuel. Combustion of the fuel during the process of vaporization "by heat is thereby avoided. 25

, der or each cylinder is admitted to a chamher a by way of a jet 7), which latter may for convenience be situated at the-top of the chamber. The bottom of the chamber may be of conical or other suitable form having a central egress orifice, and communicating with the side of the chamber is an air or negative pressure conduit 0 which communicates with the maindraft passage (Z communicating with the compression space or cylinder. the engine, by reason of the negative pressure created in the main air passage (Z and therefore in the jet chamber a through the branch conduit 0 communicating with it, a quantity of liquid fuel is extracted from the jet 6 appropriate to the quantityof air taken into the engine; this fuel accumulates in the lower part of the jet chamber.

Communicating appropriately with such lower part of the jet chamber is a fuel pump 6. This pump is adapted to receive the accumulated liquid fuel from the et chamber a in company with a quantity of air adapted to function as a carrying medium and to in- At each suction effort of ject it in an atomized condition into the engine cylinder The pump 0 in the arrangement illustrated, comprises a hollow piston having an ingress slot or'opening 7 and an egress opening 9. The wall of the piston is adapted to work within an annular chamber a into the interior of the piston,

'as for instance by way of the conduit j. The air by whichthe fuel is carried is obtained from the main air conduit (Z through the conduit 0. Upon the return or up-stroke of the piston the contents thereof are trapped as soon as the slot or opening f is covered by the wall within which the piston works, and the contents are then compressed until the port 9 is uncovered, when said contents are vigorously impelled into the engine cylinder f. A particularly efficient churning and intermingling of the fuel and its carryingv mediumis thereby caused to take place both in the operation of ingress 1tjo and that of egress from the pump chamer. v

The egress portg of the pump may be in communication by a suitable conduit m with the engine cylinder. The fuel maybe introduced into the cylinder at a point in the cylinder alternatively covered and uncovered by the piston in its travel, the arrangement being conveniently such thattlie fuel ingress port is adapted to be closed by the piston after the air-admission port has closed, but before the piston has' completed its return or compression stroke. Bythis means the fuel supply system is relieved by the. piston from the initial pressure and effects of the explosion. .The fuel may, however, as aforestated,in analternativearrangement be introduced at any suitable point in the cylinder, and a suitablevalve may be incorporated in connection with the fuel delivery ion conduit. In the arrangementillustratedthe pump piston functions. as a valve and the engine piston also functions as a valve. The arrangement may be such that the port 9 so cooperates with the engine piston that after the charge of rich mixture has been introduced intothe explosion space and admixed with themain .air charge, residual rich mixture remaining inthe port in the engine cylinder wall .with which the port 9 registers, is adapted toflbe-restor ed to. the pump by back draft or sucking into. the

pump of a small quantity of the contents of the cylinder. is is a spring-loaded valve, which, in the event, for lnstance, of an excessive pressure occurring within the interior' of the piston, as for instance in the event of excessive liquid fuel accumulating therein, permits of the escape of said fuel into the space or conduit Z; this conduit Z is in communication with the chamber or conduit 9' so that any fuel therein contained is restored to the supply system appertaining to the pump. The space or conduit Z is furthermore adapted to function as a damping space which, in conjunction with the constricted egress orifice from the chamber a, serves to avoid disturbance by the operation of the pump of the pressure conditions prevailing in the chamber a.

In the convenient embodiment above described the air contained in the jet chamber a is in a substantially static condition. The arrangement must therefore be such that the air removed from the jet chamber by the fuel pump does not appreciably afiect the suction on the jets. The air entering the jet chamber from the conduit which is in communication with the main suction passage must, therefore, pass into the jet chamber at such a slow velocity as to result in no appreciable disturbance of the suction.

The pump may be operated by any suitable mechanism, and if desired provision may be incorporated for modifying the timing of the pump in relation to the operation of the engine so that the time at which the pump functions may be varied in relation to the engine stroke. The provision permitting of this modification of the timing may be of such a character that the timing may be modified by the operator while the engine is running.

The induction pipe (Z with which the negative pressure conduit 0 communicates, may be restricted, as for instance at its ingress extremity and/or at the juncture of the conduit c, which communicates with the et chamber. In the arrangement illustrated in the drawings, a constriction n is shown, while the ports 0 by which the air enters the induction pipe are adapted to be controlled or regulated by an automatic valve 19 which may be normally maintained in its closed condition by the spring 9. Said valve is adapted to enhance the negative air pressure at particularly low engine speeds, and it may comprise a hollow piston member 1" having a piston rod 8 through the medium of which it is controlled by the said spring q and in the wall of said piston 1' apertures 25 are provided adapted to reg ster with the apertures 0, or to partially register with said apertures according to the degree of suction effort exercised by the engine. In the drawing the valve is shown in its full open position, the desired negative pressure is thereby preserved in the induction pipe (1.

u is the ordinary working throttle, and c is a mechanically operated rotary valve by which the admission of the main air to the crank chamber or other compression space (not shown) is controlled, in the case of a two-stroke engine.

If desired, the arrangement may be such that the degree of constriction a may be varied. This variation may be efiected automatically, to provide for a constant pressure difference instead of a-variable suction, to

which constant pressure the jet or jets in, the jet chamber are subject, and theficross-.

section of such jet 'or jets may in such an arrangement be automatically regulated in accordance with the variation of the degree of constriction. It is now, however, essential that the obtainment of the liquid fuel from the jet 1) should be effected by negative pressure. The gaseous pressure difference for obtaining the fuel may alternatively be created otherwise than by the engine, as for instance by a pump or other means. lositive pressure may, however, alternatively operate upon the supply side of the jet or the equivalent, operating for instance upon the surface of the liquid fuel in the float chamber or other source of supply, and said positive pressure may, for instance, be errercised by the exhaust gases of the engine.

In the modified embodiment shown in Fig. 2, 2 represents a draft passage along which the main air is adapted to be drawn by thesuction effort of the engine. This draft passage may conveniently be disposed vertioally as shown. .3 is a liquid fuel jet adapted to supply liquid fuel from a float chamber or other suitable source of supply, and the delivery orifice of which .jet is adapted to face downwardly. The part of the conduit 2 in which said jet 3 or the delivery orifice thereof is disposed, may be appropriately constricted as shown, and beyond said constriction a working throttle valve 4 may be suitably incorporated. Be- ,low the delivery orifice of the jet 3 is a re-v ceptacle 5 adapted to receive substantially all of the fuel issuing from. the delivery orifice of the jet 3. From this receptacle 5 a conduit 6 extends by which the fuel collected in the receptacle 5 is adapted to be separately conveyed. From the conduit 6 the fuel is conveyed to the engine by apump in the manner described in connectionwith the embodiment illustrated in Fig. 1, the conduit 6 of Fig. 2 being that corresponding with the conduit of Fig. 1.

, In the conduit or provision fuel is separately conveyed, a heat vapon izer may be appropriately incorporated. In the embodiment shown in Fig. 1, such a heat vaporizer may be located in the conduit or in the conduit m, as is indicated in Fig. 3.

One method of incorporating the heat v by which the I porizer is illustrated in Fig. 2, in which the vaporizer 7 is located in the conduit 6 lead ing from the receptacle 5 to the pump.

Instead of, or in addition to, using air as the carrying medium for the liquid fuel during its separate conveyance, exhaust or other inert gas or vapor may be utilized for this purpose. This may be admitted to the vaporizer, or it may be alternatively admitted to the jet chamber, or, in a case in which the vaporizer is located between the pump and the explosion space, to the pump chamber. The arrangement may be such that the exhaust or other inert gas thus admitted is at, or substantially at, atmospheric pressure. The quantity admissible is suitably controlled by confining or restricting the ingress provision, so that the negative pressure in the jet chamber is not appreciably affected. No means of controlling the ingress of this exhaust of other inert gas other than constriction of the egress provision need, therefore, necessarily be employed.

In cases in which the inert gas is admitted to the pump cylinder, however, its ingress may be controlled by the pump piston or an appropriate valve or valves.

A form of vaporizer suitable for use in connection with the present invention forms the subject matter of my concurrent application No. 148,619 and filed February 14, 1917.

Instead of being adapted to inject the fuel directly into the explosion space the pump may, in the case of a four stroke engine be adapted to inject the fuel into the induction pipe at a point in the neighborhood of the inlet valve so that the fuel is thereby enabled to mix with the air in its passage over the valve.

Fig. 3 is a diagrammatic illustration of an engine similar to Fig. 1 but having a vaporization chamber incorporated. The parts are identical to those shown in Fig. 1 and are provided with like reference numerals. The piston, however, is providedwith a slot 7 which uncovers a port f in the pump cylinder adapted to admit exhaust or other inert gas from any suitable, source. When the piston is on the return or up stroke, the contents thereof are compressed until the port 9 is uncovered, at which time the contents escape into the engine cylinder f.

The egress port 9 of the pump is in communication by a suitable conduit or aperture 'm with a vaporizer 12 through which the contents of the pump are adapted to pass, and from which vaporizer 12 the charge is adapted to be delivered into the cylinder by the port m. The fuel may be introduced into the cylinder at. a point in the cylinder alternately covered and uncovered by the piston in its travel; the arrangement being conveniently such that the fuel ingress port is adapted to be closed by the piston after the air-admission port has closed, but before the piston has completed its return or compression stroke. By this means the fuel supply systemis relieved by the piston from the initial pressure and effects of the explosion. The fuel may, however, be introduced at any suitable point in the cylinder, and a suitable valve may be incorporated in connection with the fuel delivery conduit.

What I claim as my invention and desire to secure by Letters Patent is 1. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a pump, and a conduit interconnecting said pump and said jet to convey the fuel and the gaseous carrying medium'therefor along a channel other than that by which the said difference of gaseous pressure is communicated, the delivery of fuel from said jet being independent of the operation of said pump.

2. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a pump, and a conduit interconnecting said pump and said jet to convey the fuel and the gaseous carrying medium therefor, the delivery of fuel from said jet being independent of the operation of'said-pump, said pump being constructed and arranged to have the admission of the charge of the pump chamber delayed during the ingress stroke and to have the discharge of the contents of the pump chamber delayed during the egress stroke.

3. An internal. combustion engine fuel system, including a fuel-issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a pump, and a conduit interconnecting said pump and said jetto convey the fuel and the gaseous carrying medium therefor, the delivery of the fuel from said et being independent of the operation of said pump, the conduit interconnecting said jet and a space to avoid disturbances by the opera tion of the pump of the pressure conditions existing in the vicinity of the et. 1 V

4:. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto adifference of gaseous pressure created by the engine, a pump, a conduit interconnecting said pump and said jet to convey the fuel and the gaseous medium therefor, the delivery of the fuel from said jet being independent of said pump, said conduit being provided with a constriction and providing a space adapted to avoid disturbances by the operation of the pump of the pressure conditions existing in the vicinity of the jet, and a re lief valve for said pump adapted to establish communication between the pump and the conduit space.

5. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a pump, a conduit interconnecting said pump and said jet to convey the fuel and the gaseous carrying medium therefor, the delivery of said fuel from said jet being independent of the operation of the pump, and a heat vaporizer connected with said pump and constituting a passage for the discharged fuel and its gaseous carrying medium.

6. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a conduit interconnecting said jet and the combustion chamber of the engine, and a pump inserted in said conduit to convey the fuel and the gaseous carrying medium therefor into the combustion chamber, the delivery of fuel from said jet being inclependent of the operation of said pump.

7. An internal combustion engine fuel system, including a fuel issuing jet, means for communicating thereto a difference of gaseous pressure created by the engine, a pump, and 'a conduit interconnecting said pump and said jet to convey the fuel, the delivery of fuel from said jet being independent of the operation of said pump, and means for delivering the fuel to the main air charge after the latter has been compressed in the crank chamber of the engine.

8. An internal combustion engine fuel system, including a reservoir adapted to have liquid fuel continuously maintained therein, a jet forming the outlet of said reservoir to issue fuel, a vaporization chamber coacting with said jet to provide a passage for the fuel, means for introducing an inert gas to said vaporization chamber to carry the fuel which is heated while being carried irrespective of any heat accruing from the inert gas and from the comburent air, the comburent air being excluded from the fuel until having traversed the heating zone, the

delivery of fuel from said jet being only dependent-upon gaseous pressure conditions created by the engine.

9. An internal combustion engine fuel system, including a reservoir adapted to have liquid fuel continuously maintained therein, a jet forming the outlet of said reservoir, a chamber adapted to be heated and receiving liquid fuel from said jet, means for introducing inert gas into said chamber to carry the vaporized fuel, a pump adapted to Withdraw the fuel and the carrying medium from said chamber, the operation of the pump being so effected that the delivery of fuel from the jet is unaffected thereby,

10. An internal combustion engine fuel system, including a reservoir adapted to have liquid fuel continuously maintained therein, a jet forming the outlet of'said reservoir, a vaporization chamber adapted to receive the fuel issued from said jet, means for introducing inert gas into said chamber to carry the fuel which is heated irrespective of any heat accruing from said inert gas and from the comburent air, the comburent air. being excluded from the fuel until having traversed the heating zone, the delivery of fuel from said jet being effected by the difference of gaseous pressure created by the main air charge in the induction pipe occurring on the side of the throttle remote from the engine.

11. An internal combustion engine fuel system, including a reservoir adapted to have liquid fuel continuously maintained therein, a jet forming the outlet of said reservoir, a chamber adapted to be heated and receiving liquid fuel from the jet, means for introducing inert gas into said chamber to carry the vaporized fuel, a pumpadapted to withdraw the fuel and the carrying medium from said chamber, the operation of the pump being so effected that the delivery of fuel from said jet is independent of the operation of said pump, the inert gas being admitted to the pump chamber. In testimony whereof I aflix in presence of two Witnesses;

WILLIAM MORGAN.

my signature Witnesses:

ARTHUR HENRY BROWN, HoLLrs BROWN.