US1353288A

US1353288A - stokes

Info

Publication number: US1353288A
Authority: US
Publication date: 1920-09-21
Anticipated expiration: 1937-09-21

Description

C. L. STOKES.

CARBURETER.

APPucmoN man Aua.5,-1915.

Patented sept. 21, 1920.

2 SHEETS-SHEET 2.

lnvznlor.

A rrorhey.

- meshes.

UNITEDv STATES A PATENT OFFICE.

CHARLES LAWRENCE s'ToKEs, or MILLONG, VIA YOUNG, NEW soUrHwALEs, AUSTRALIA.

OAREUEETEE.

T0 all whom it may concern.'

'Be it known that I,l CHArLEs LAWRENCE STONES, a citizen ofthe United States, residing at Millong, vvia Young, New South Wales, Australia, have invented'certain new and useful Improvementsin Carbureters, of which-the following is a specification.

This invention relates to carbureters for producing power gas from kerosene and like heavy gravity vaporizable oil', orv Vfrom lighter gravity oils.

ToV attain theaboveobject the invention comprises directing a stream of difficultly vaporizable oil on to a woven or felted'absorbent means which latter forms a heater for the oil as long as it is absorbed or held in its Not only is the oil stream nozzle i not brought into close proximity to the heated absorbent means but the latter is so ar-V .ranged that the lighter oilportions will be Y swept past-the samer by the mixing air and only the heavier particles becausev of their greater inertia will be enabledrto reach the heated E. absorbent means and held till the heat of such absorbent means causes their evaporation. Y f l In order further to aid in the separation I provide a heated absorbent mat with the nozzle directed horizontally across its upper end so as to. enable the force'of gravity act'- ing substantially at right angles to the mix- Y ing stream to give'to the non-vaporized particles Aa longer heating trailwithin the absorbent mat. I thereby insure that lthe heavier liquidk particles do not accumulate at any point but' rather spread overthe heatingmat.A 1,'

A further robject of the invention is to provide. further nozzles .acting at` different levels of the screen, so 'that when additionalV power isrequired the tendency of the oil to passidown the screen because of the force of gravity will stillA`v not interfere with the .proper vvaporizing action Of the'carbureter.

By causing the vnal. mixture .to take al Y doubleV elbow bend upward Iam enabledl to practically free the mixture from any unvaporized Oil which separated oil can vvbe freed from thefcarbureter draining cup; i e Y Y Three forms ofa'carbureter according to the inventionl-are illustrated in vthe accom-` panying three sheets ofydrawings' respectively.

In Figuresl, 1*,12, 2A, and 3 are shownV deby the provision 'of VSpecification of Letters Patent. Patented Sept. 21, 1920.' Application ala August 5, 1915V serian No. 43,761.

tails of construction of a self contained car-` bureter having attachments adapted for cou-` pling to an engineexhaust circuit therebyto utilize the waste heat in the exhaust gases for the purpose of effecting vaporization of the fuel oil. These views also disclose 4a control system on the multiple jet principle interlockedv with the engine throttle, and also means for starting the vaporization under cold conditions in which Carburation of airV with heavy oil fuels is usually impracticable. v Y

Figs. 4 to 7 illustrate theapplication of a similar principleof constructionv in connection with a carbureter forming part of a muffler or exhaust pipe. In this case the details of the interlocking means for control ling the feed are not fully illustrated.

Fig. 1 is a vertical sectional elevation;

Fig. 1A fragment sectional elevation of jet fitting for thecarbureter shown in Fig. l;

Fig.v 2 half top plan and horizontal section;

Fig. 2A fragment top with Fig. 1A;

Fig. 3 detail sectional elevation of cextra air control.

Fig. 4 is a sectional view of a modified form of the invention;

Fig. 5 a sectional view at right angles toV view shown in Fig.v 4; Y

Fig. 6 a fragment section through the carbureter chamber showing the preheater for starting urposes,or running purposes;

Fig. elevational view illustrative of hand controllable feed governor.

lReferring to Figs. l to S-the carbureter comprises a casting having vertical walls and a cover through the top of which the eduction pipe 1 proceeds to the engine. Above thecover 2 is a flanged'branch 2a, Fig. 2, in the eduction pipe l which accom-V modates the manually controlled extra air supply fittingl illustrated in detail in Fig. 3, in which' is the air passage, and 4.a tubular member opening into the passage way Sand adapted to be opened as shown at 5 by drawing back a cap valve 6.' `The stem 7 of the cap valve is fitted with a return spring 8 in thev pocket 9,V and its back end 10 forms a stopV engageableswith the pin 1l which may be setY to provide any definite minimum opening at 5 required fOrQthe purpose of plan corresponding 'allowing suflicient ingress of air for starting 4and slow running purposes.v The fiange'2b lso beneath the same. 4The mat 30 is fixed of the member 4 is adaptedY to be secured to either of the flanges 2C, 2, of the branch 2, the other flange being closedl inv any suitable manner'. In the eduction pipe 1 a buttery throttle 12 is'carried` on a spindle 13 fitted with a leverV arm 14, by means of which said Vspindle, 13 may be turned by 'suitable rod connections 15. At its lower end the spindle 13 is integral with or attached to the rotatable fuel control valve 16 which is tubular,.and is fed with fuel under pressure or vgravity through the feed pipe 17. A casing 18 in which the rotary valve 16 works is fittedV with a plurality of jet nipples 19 adapted to co-act with a plurality. of slots 20 formed in the wall of the rotary valve 16.

tion to provide the necessary amount offuel. Progressively, as the throttle is moved open, one after another of the remaining -jets 19 is thrown into service,'until ultimately upon the full opening of the throttle all the jets are opened and deliver `fuel into the carbureter.

The vertical wall 21 forms a back for an annular chamber 22 which is closed by a de` tachable frontvplate 23secured t0 and conforming in curvature to the flanges of the wall 21. The chamber 22 terminates at either end in flanges or other.

connections

24 and 25 which may be respectively connected in the exhaust circuit so that theen-V gine exhaust or portion of it will blow through the heating chamber 22 and warmV j the vertical ywall 21 thereof.

The body of the carbureter centaine within the circular wall 21 is formed into a spiral lchamber 28 of progressively increasing transverse section by the spiral septum# wall 26, a' central pocket 27 forming a cham-V ber below the eduction pipe 1. The mouth 29 of the chamber 28 is contracted 'and accommodates the jet nipples'19. 30 is a heating mat consisting of asbestos liber or other` suitable insulating fibrous. material, woven over positive and negative circuit wires of high resistance led lto terminals which are j wired through a switch to an electric battery to eectrpreheating of the mat when starting the engine. Only one terminal 33 is shown in Fig. 2, the other being vertically against the hot wall21 and isheated there; by. The nipple jets should be directed tangentially throughv themouth 29 'so that the oiln spray will bedirected onto the heating just'suflicient'air to accompany the oil spray to insure sufficient velocity to the mixture after vaporization of the oil.

The ch'ambei'32 should be arranged in relation tothe chamber 28 so that the fuel is.V sprayed directlyonto the mat 30 and is swept over the mat,`utilizing the velocity of the air entering through 31 to throw the heavier particles of fuelv onto the heated surface of the mat. The heating chamber in all the figures is made circular. or of an aic of a circle for this purpose.- Y

It is found that vaporization of heavy oils is not effected satisfactorily by contact with heated metal surfaces or in a sluggish air draft; the oil flows off said surfaces, with the result that oil is wasted and floods the carburetei' or cylinders and passes toV the cylinders in an unvaporized condition. When however the oil is sprayed onto a fibrous mat which is heated to the necessary temperature, and a rapid draft passes over the mat, it is held by the mat while it remains liquid and when converted'to vapor passes away tothe eduction pipe in a substantially completely vaporized condition. It is important that only a limited amount of air shall be introduced into the carbureter with the oil; the necessary addition of air to produceithe required explosive mixture should be madeafter the voil has been vaporized.

. The modified form of the apparatus shown in Figs.` 4 to 7 is an adaptation of the principle of `construction already described. In this case 50 is a muffler or other chamber in the exhaust circuit; one wall 51 ofy this chamber forms a septum dividing it from the vaporizer chamber 52. Thewall 51 is heated "by Vthe exhaust gases and maintains asuiciently high degree of temperature in the resistance wire containing fiber mat 53V to effect vaporization of the oilV sprayed onto the lsaid mat from the jets 54.

The chamber-52 is curved to better facilitate distribution of the oil spray on the mat 53through utilizing 'the centrifugal action before mentioned. 55are the contact plugs through which anelectric circuit is established through resistance wir-es arranged in the mat 53 in a similarmanner to those pro-v vided inthe mat 30, for thepurpose of pre heating the same'to` enable starting up of.

the engine.

The jet nipples 54 may be one or more in number-controlled-by a valve such as 16,

Fig. 1, which may be Vcontrolled by a wheel 16*L so .that a proper number of jets to supplyv the required volume of fuel maybe opened pro essively to correspond with thev In thisY -modified form, air isadmitted to the chamopening o the engine throttle.

ber 52 through the slot 52a and the aperture 52b and it will travel around the casing 54a containing the hydrocarbon control valve and intimately mix with the hydracarbon.

I am not limited to a structure the elements of which are so disposed that the oil spray is driven directly by the jets onto a heated mat. Obviously the advantages attainable by the utilization of va hot mat vaporizer are procurable to a greater or lesser extent so long as the hot mat is located at any place in the induction system where it will intercept unvaporized particles of Aoil which are carried in suspension in the mixture, consequently it may be iitted at any place in an engine induction pipe and the exhaust gasesV then Vbrought around that place in said pipe to transfer heat from such gases to said pipe and through it to said mat to promote vaporization of the intercepted oil particles. v

What I claim as my invention and desire to secure by Letters Patent is l. A vaporizing device for internal combustion engines including a conduit having a curved inner wall formed to set up a cent trifugal action on a fluid passing therethrough; means for heating said curved wall, a mat of absorbent material lining the interior surface of said curved wall and located Where centrifugal action occurs, and

means for introducing a current of vfuelladen air tangentially into said conduit, for causing the fuel-laden air to sweep through the conduit in a curved `pathover the surface of said mat tocentrifugally deposit on said mat the-heavier particles of the fuel carried by the air whereby suchheavier particles may be vaporized.

2. A vaporizing device for internal combustion engines, comprising two chambers divided by a common curved wall presenting a concave interior surface to one of said chambers, means for introducing a heated fluid into the other chamber to heat said common wall, a mat of absorbent material lining the concave interior'surface of the first chamber, and means for causing a current of fuel-laden air to sweep in a curved path through said first chamber over the surface of said absorbent mat to centrifugally deposit on said matV the heavier fuel particles carried by said air.

3. The combination with an internal combustion engine inlet pipe having a section of curved form for conducting fuel-laden air to said engine, of means for bringing exhaust gases into contact with the exterior of the concave wall of said pipe section to heat the same, and a mat of absorbent material lining the interior surface of said concave wall and heated thereby to vaporize the heavier fuel particles centrifugally depos-V ited thereon from said fuel-laden air.

4. The combination with an internal combustion engine having an exhaust pipe section, of an inlet pipe section associated with said exhaust pipe section, the interiors of said sections being separated by a curved Ywall presenting a concave interior surface to said inlet pipe section, and a mat of absorbent material lining the concave 'surface of said dividing wall and'heated by contact therewith, to vaporize the heavy fuel par-V ticles centrifugally deposited thereon from fuel-laden air passing through said inlet pipe section.

In testimony whereof I have aflixed my signature in presence of two witnesses.

CHARLES LAWRENCE STOKES.

Witnesses:

VERNON RICHARDS, H. C. CAMPBELL. v