US1379127A - Carbureter - Google Patents

Description

F. J. RCHARDS.

CARBURETER.

APPLICATION FILED MAY 31, 1916.

1,379,127. Patented May2'4, 1921.

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F. J. RICHARDS.

CARBURETER.

APPLILATION FILED MAY 31, I916.

Patented May 24,1921.

5 SHEETS-TSHEET 3- 9 Fran% Jjiickaml F. J. RICHARDS.

CARBURETER.

APPLlCATlON FILED MAY 31,1916.

1,379,127. Patented May 24, 1921.

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F. J. RICHARDS.

CARBURET ER.

APPLICATION FILED MAY 31, I916. 1,379,127. Patented May 24,1921.

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FRANK ZI'. RICHARDS, 015 LOS ANGELES, CALIlFDRNIA.

GARBURETEB.

Specification of Letters Patent.

Application filed May 31, 1916. Serial No. 1.003%.

and useful Carburetor, of which the follow-,

in is a specification.

bjects of this invention are, to provide a carbureter which will be free from all of the objections arising from the use of a float to maintain the liquid level in the carbureter; to secure quicker action and a better mixture; to minimize the requirements for adjustment; to minimize the number of working parts, and to provide a carbureter that will operate with equal facility and satisfactory efi'ect irrespective of the position in whichthe carbureter is held, thus especially fitting the carburetor for use in aeroplanes. 7

Further objects are, to produce a 'carbureter of minimized size for a given work;

to increase the power by securing more perfect combustion; to utilize heavier grades of liquid fuel; to provide a carbureter that maybe easily changed to produce a satisfactory mixture from many dif ferent grades and kinds of liquid fuel by simply substituting one distributing plate for another according to the fuel to be.

used; and to provide superior and simple means for air adjustment.

Further objects are to make provision for easy operation without interference from the suction pressures; to make provision for preventing parts from getting out of adjustment; and to ada )t the carbureter for application to di erent motors. v

An object is to provide for a perfect mixture at all speeds and powers of the engine and to make provision for adjusting the air control for idling. I

An object is to provide for a uniform mixture at all variations of speed, power and altitude.

This invention relates to that class of carbureters in which the operation of the valve for controlling admission of liquid fuel to the air-current is made to entirely depend upon the force of such air current. That is to say, this carbureter is provided with an air-operated fuel valve that com trols the flow from a given pressure source.-

In this invention the proportion of fuel and a r is not dependent upon liquid levels, but the amount of liquid delivered to the air under a given head or pressure is wholly governed by the amount of air to which it is delivered; that is to say, to theamount of air passing through the carburetor; so-

Patented May ar rear.

that when the carbureter is adjusted for the use of any particular character of liquid fuel the adjustment holds good for all amounts of air that may pass through the carbureter under all variations of power and speed. i i

Another object is to provide for automatic closing of the fuel valve to prevent leakage of fuel when the engine stops with the throttle open, or closed.

Other broad features of novelty, objects and advantages may appear from the accompanying drawings, the subjoined detail description and appended claim. The accompanying drawings illustratethe lnvention.

Figure 1 is a side elevation of the carpureter detached with parts in idling ion.

Fig. 2 is an elevation from the left of Fig. 1, omitting the connection.

Fig. 3 is an elevation from the right of Fig. 1.

Fig. 4 is a plan of the carbureter shown in Figs. 1., 2, 3.

posion line w -'m Figs. 2, 3, 4, 1o, 11., 12, ex-

cept that the throttle lever and stops are transposed in position from that shown in Figs. 1%. The parts are in position with throttle wide open.

Fig.6 is an enlarged fragmental sectional elevation on linew, Fig. 7, of the valveoperating mechanism at the suction stroke of the engine running at full power or speed when throttle is wide open. The liquid fuel is omitted for clearness of illustration.

Fig. 7 is a sectional elevation on irregular line :0 Figs. 5, 6, 10 and 11, looking toward the right. i

Fig. 8 is an enlarged fragmental sectional elevation on line w a2 Figs. 2, 3, a, 10, 11,

' 12, showing the oarbureter in idling position Fig. 9 is a fragmental sectional elevation on line in", Figs. 5, 8, 10, 11, 12, with throttle in idling position.

Fig. is a plan section on line indicated at 00 Figs. 5, 8 and 9, with the hinged annular'plate in the position shown in Figs.

Fig. 11 is a fragmental plan partly in section on line m, Figs. 5, 6 and 7.

Fig. 12 is a fragmental plan partly in terms, top, bottom, up and down as used in this specification have no reference to any necessary position of the carbureter for perfect operation, but said terms refer simply to the position of the parts when the carburetor stands as shown in the drawings; that is to say, the position in which the 'carbureter will usually stand during operation. It is understood, however, that in the position shown, provision is made for a small reserve quantity of fuel to supply the engine at starting. Such reserve supply at this point is not necessary during continuous operation of the engine.

The shell of the carbureter is formed with a cylindrical body 1, contraction 2 and throat 3, all of which are' shown as circular in cross-section.

The body 1 incloses an air passage formed with a reduced inlet 4:, a centrally enlarged expansion chamber 5 and reduced outlet 6. Said air passage is contracted to form a narrow annular orifice 7 at the periphery of the chamber between the inlet 4: and themidplane 8 of the c-hamber5. Said annular orifice 7 is formed by a deflector 9 having an onwardly flaring face 10 to direct the air toward the perimeter of the chamber 5 and to form the inner wall of an annular onwardly contracted way 11 constituting means to cause the air to pass with an accelerated velocity to the annular orifice 7 through which it enters the expansion chamber 5.

A fuel distributer is centrally arranged in the expansion chamber 5 and comprises a cup 12 with a distributing cover 13, which is shown as a bevel edge disk having radial grooves forming circularly arranged fueldistributing ports 14 on the under bevel 15 of its bevel edge, which is also beveled, as at 16, on the upper side so as to form a sharp cutting edge 17 past which the air from the orifice 7 may expand inwardly to aerate? are shown as being located in the contracted passage at a level above the expanded center plane 8 of the chamber, and in practical operation the airpassing through the annular orifice 7 expands through the chamber 5 to pick up the liquid fuel that passes through the ports 14c that are arranged in a circle concentric with the chamber 5. Said ports 14 are straight grooves from end to end, so that any solid particles that may enter at the inner end may pass through without clogging.

The outlet 6 from the chamber 5 is further contracted by an annular plate 13 that is pivotally supported by a hinge 20 at one side of the outlet and is adapted to be lifted to a greater or less extent and angle by the current of air passing out at the contracted outlet of the expansion chamber.

Liquid fuel is admitted under the usual gravity pressure to the orifices 14 through a valve seat 21 in which a valve 22 is yieldingly held seated by a spring 23 to prevent liquid fuel from flowing through the valve seat 21 to the reservoir 12 through the fuel way 24, except when the valve 22 is positively lifted. Means actuated by the air.- actuated plate 19 are provided to positively lift the valve 22 from the valve seat 21 on the suction stroke of the engine. Said means are shown as a yoke comprising a stem 25 working in a tubular guide 26 and provided with a shoulder 27 with which the plate 19 engages to lift the yoke, which is also provided with a finger 28 adapted to be moved up through the valve seat 21 to lift the valve 22, which is preferably a ball, thus to allow theliquid to pass through the valve seat to supply the cup 12 when the plate 19 is lifted by the air current.

The cup 12 is formed integral with an upper annulus 30 to which it is connected by a neck 31 provided with the fuel way 24.- and the yoke support and guide 32. The annulus 30 is provided on one side with a threaded arifice 33 opening from the outside into the valve chamber 34 and adapted to receive a shouldered fuel connection 35 that extends through and fits against a boss 36 of the shell. Said boss is provided with a cylindrical hole 37 through which a cylindrical stem of the connection is inserted and screwed into the threaded orifice 33 to make a locked, tight joint between the connection, the annulus and the shell.

The annulus 30 and the yoke support 32 are provided on the upper and lower sides with threaded bores closed by threaded plugs 40 and 41, so that by removing the plugs the valve 22 may be inserted into the valve seat and the spring 23 applied thereto and held in place by the plug 40; while on the under side the yoke 25 may be inserted and held in place by the plug 41, which, for economy of space, is made hollow on its inner or upper side, to accommodate the lower end or elbow of the yoke.

The yoke support is provided with a Cross",

bar 42 forming a yoke stop to prevent the yoke-and the diaphragm from being drawn up 'too far.

It is thus seen that air passing through the carbureter is accelerated toward the annular orifice 7 and expands from said annular orifice tcrthe rim of the cup 12 and onward to the orifice through the annular plate 19, meanwhile picking up fuel sprayed from the ports 14, which are also subjected to suction from said passing air.

A hollow post 43 connected, and co-axial with the cup 12 is threaded at its upper and lower ends to receive the tuel-distributing disk 13 at the top and air deflector 9 at the bottom. It also forms a guide for a piston rod 44 that is adapted to move up and down through said tubular post 43. Said piston rod is pivotally connected at its upper end by a connecting rod 45 with a throttle valve 46 of the usual butterfly type fixed upon a throttle shaft 47 that is journaled in stuffingthe throat 3 of the shell.

boxes 48, 49, arranged on op osite sides of he connecting rod is eccentrically connected with the throttle valve so that the oscillation of the throttle valve 46 reciprocates the piston rod 44, the lower end of which is threaded and screwed into the air intake regulating piston 50 and is fixedthereto by the set nut 51.

The piston 50 is provided with a central web 52 into which the piston rod 44 is screwed, and said web 52 is provided with perforations 53 to allow the passage therethrough, of a small quantity of air during the idling operation of the engine. The piston is mounted in a ported cage 54 and is adapted to open and close the cage ports 55 which are provided between upper and lower solid rings 56, 57 connected by the louver bars 58 between the cage ports 55. The upper ring 56 of the ported cage is provided with notched screwthreads' 59 screwed into the lower end of the lower annulus 60, the upper end of which is in threaded connection with the lower end of the upper annulus 30.

When the annuli 30 and 60 and the ported cage are screwed together they practically form one unit which is held inside the carbureter shell by the connection 35. As the piston 50 is raised and lowered it operates to close and open the cage ports 55.

The piston rod 44 and the connecting rod 45 are of such length that when the throttle valve 46 is fully open the cage ports will be fully open; and as the throttle valve 46 is closed the cage ports will be correspondingly closed.

The piston and the throttle may be so adjusted that the cage ports will be fully closed when the throttle is in the idling position shown in Fig. 8; and the perforations 53 then serve to allow a predetermined flow of air to supply the suction of the throttle.

The ported cage is adapted to be adjusted down and up by unscrewing and screwing the case from and into the lower annulus 60 to raise and lower the cage relative to the piston 50, and the notches 61 in the threads and the threaded portion of the upper end of the ported cage 55 are adapted to be engaged by a radial stop pin 62 that is yieldingly held in notch engaging position y'the spring 62' held by screw 60 in fixed relation to the lower annulus 60 of the chamber 5. The pin 62 affords suiricient resistance to rotation of the ported cage to prevent accidental misadjustment of said cage, but leaves the cage free to be forcibly adjusted by hand. For this purpose the lower ring 57 of the ported cage is provided with knurls 63, so that it can be easily turned by hand. A cap 64 screws into the lower endof the lower ring 57 of the ported cage and is provided with perforations 65 through which air may enter to supply the idling action of the engine.

The deflector 9 is shown provided with.

' to the ported cage. The lower portion of the connection is provided with a reduced end 69 to receive acollar 7001 said guard. Said collar is provided witha latch chamber 71 in which-a] latch 72 is arranged to enter latch seats 7 3 in the shell. Said latch 72 is in the forrm'lof aball inwardly springpressed b a spring 74 held in place by a hollow p ug 75' screwed into the latch chamber 71. The latch 72 thus holds the guard 67 from accidental displacement, but allows itto rotate the guard 67 to cause the chute 68 to open in any desired direction.

The adjustable throttle stop 76 of the I usual construction, excepting that 1t--1s proof the throat 3, so that the top may be located at either end of the straight cylindrical throttle shaft 47, the ends of which project to receive the throttle lever and the stop.

Said stop 76 is detachably and adjustably connected to the throttle shaft 47 by means of the split clamp 82, the limbs of which are drawn together by the clamp screw 83. The throttle lever 84 is secured on the throttle shaft 47 by the split clamp 85 and clamp screw 86 in the usual manner. By adapting the throttle lever, the stop and the stop pin to be reversed in position on the 'carbureter, as shown, considerable latitude of adjustment of the canbureter on' different machines is allowed.

The plate 19 is provided with a key-slot, through the larger portion 87 of which the head 27 may pass, the narrower portion 88 of said slot being adapted to receive the 7 narrow neck 89 between the shoulder 27 and the main body 25 of the valve yoke orlifter, so that in assembling the plate on the upper annulus 30 the yoke may be secured in place by the plate before said plate is secured to the annulus 30, and can be disassembled therefrom by first disconnecting the diaphragm 19 from the annulus 30.

A screw 90 secures the hinge-butt 91 to the upper annulus 30 and when the butt and plate 19 have been secured together by the intle of the hinge said butt may beadjusted 1n place and secured by the screw 90. Then the upper-annulus 30 may be screwed into the lower annulus 60, to which the louver 54 ma then be screwed.

he parts including the annulus 60 and the annulus 30 screwed thereto, and the parts carried thereby, are insertible as a unit into the shell and are secured inplace by the connection 35 screwed into the annulus 30.

By slipping the guard 67 down off of the carbureter shell, unscrewing the ported cage, then removing the nut 51 and the piston 50, and then removing the connection 35 the operative parts, aside from the throttle valve and the piston rod 44 and connecting rod 45, can all be withdrawn from the shell; and thereupon the cover 13 may be unscrewed from the post 43 and replaced with another if it is desired to change the fuel-adjustment.

The parts may be reassembled by a reversal of the operation just described.

The annular plate 19 is constructed and arranged to act as means to produce lateral and cross currents and is provided with a circle of jet ports 92 through which some of the mlxture will pass in jets into the throat 3 thus to assist in delivering a perfeet mixture to the throttle passage.

in practice the carbureter is attached in the usual way'to the engine manifold 93 and the throttle lever 84 is connected with the ardner started the suction causes air to flow through i the carbureter in a manner easily understood from the drawings, lifting the annular plate 19 at each suction stroke. Between such strokes the spring 23 returns the ball valve 22 to its seat 21, thus cuttingoff the flow of fuel to the distributer, except when such is required for carbureting air that is being drawn into the engine.

The ball arranged and operated as shown invariably closes the valve seat in all positions of the carbureter whenever the plate 19 is not displaced by the air current.

The distributing disk or cover 13 may be provided with any desired number of grooves 14, and said grooves may be of any desired depth and width, depending upon the character of the fuel to be supplied, and also upon the amount of fuel required by the engine. In Figs. 10 and 11 the distributing cover 13 as shown is provided with six grooves, symmetrically arranged around the under bevel of the edge of the disk, while in Fig. 14 only four such grooves are supplied.

An object in having the larger number ofgrooves is to distribute the liquid fuel to a greater number of points in the annular air current. It is also desirable that the channels through which the fuel is delivered shall be fine or attenuated so as to produce a spraying effect upon the fuel. The fuel thus enters the expansion chamber in a fine spray.

The expanded air as it passes the distributer picks up the liquid fuel thus sprayed across its path, and, flowing onward, not

only passes up through the orifice in the annular deflector 19, but as the deflector is lifted some of the fuel-laden air passes out laterally beneath the deflector and some up through the ports 92 into the space between the mixture flowing up.through orifice 19 and the space 19 between the-annular diaphragm and the contraction 2 of the shell.

The mixture may thus further expand in. the lower part of the contraction 2, and will of the chamber and adapted to allow the mixture to escape from Said chamber, and adapted to be operated by saidmixture; a valve to admit liquid fuel to said chamber; a tubular guide and a yoke having a stem working in the tubular guide and operable by the plate; said yoke being also provided with a finger extending into the valve seat tolift the valve when the plate is lifted, and 15 a spring to normally seat the valve.

In testimony whereof I have hereunto set my hand at Los Angeles, California, this 24th day of May, 1916.

FRANK J. RICHARDS.

Witness:

ESTELLA TOWNSEND.

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