US1384429A - Carbureter - Google Patents

Description

D. COLE.

CARBURETER.

APPLICATION FILED FEB. Il, |918.

1,384,429, Patented July 12, 1921.

2 SHEETS-SHEET 1- D. COLE.

CARBURETER.

APPLICATION man 11:11.11. 1918.

Patented July 12, 1921.

` 2 SHEETS-SHEET 2.

V/lal ,4:42.55 u

, UNITED STATES PATENT 'OFFICE'.

:DON COLE, OF CHICAGO, ILLINOIS, ASSIGNOR T STROMBERG MOTOR DEVICES COM- PANY, 0F CHICAGO, ILLINOIS, A CORPORATION 0F ILLINOIS.

. CARBURETEIYL.

Specification of Letters Patent. Patentd Jlll'y 12, 1.921.

Application led February 11, 1918. Serial No. 216,439.

To all whom it may concern:

Be it known that I, DoN` COLE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois,

have invented a certain new and useful Improvement in Carbureters, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to carbureters.

The present condition of the art and the market demands an inexpensive carbureter for cars of relatively low power, ca able of providing a good working mixture t rou hout the range of operation with the uel available at l-the presenttime. Economy of operation is a prime consideration. g

It is the primary object' of my invention to provide a carbureter to meet the above requirements. I do not intend to limit the invention to such use only, as the, principles set forth may be embodied in a great variety of forms. f

It is well known that an internal combustion engine does not operate at to eiiiciency y when operating at lower speeds. ut in the' practical operation of the automobile it is found that' by far the greater part of the mileage is traveled at relatively slow engine speeds.

I have observed an important fact with regard to' the operation of the carbureter and that is, that conditions within the engine manifold are more favorable for eiiicient vaporization or atomizationA of the fuel at lower speeds than at higher speeds. This condition is due to the action of the throttle. When the throttle is closed or substantially closed, a condition of high suction prevails in the manifold, and the liquid fuel is more easily vaporize'd under the reduced pressure. Besides, the passage of the liquid fuel at high speed under the lip of the throttle tends to tear up and atomize the liquid fuel more easily than when the throttle is further open. v Due to this condition of better vaporization and atomization the mixture 1s more even and more nearly homogeneous so that to secure the same explosive effect actually less fuel is required than would be reuired to form an equivalent mixture under different throttle and manifold conditions. I take advantage of this fact by providing float. chamber and supplies fuel for atomizawhen the engine is running on slower speeds v -ing detailed descriptlon of means for thinning outthe fuel proportions, when the throttle is in positions approachlng the closed position.

I do this by providing a special bleeding chamber and passageway as4 will be de- 60 scribed more in detail.

By thus reducing the quantity of fuel fed at`low speeds, I am able to save a very considerable proportion of the fuel and to secure highly efficient and satisfactory opera- I tion. f

The particular means which I employ to secure the economizing action, as I call it, is noteworthy as it secures not only the thinning out action desired but at the same time it incorporates the air which thins ,out the mixture in a finely subdivided state in the fuel fed to the nozzle,"rendering the same more fluid andcapable of easier movement and control.

The bleeding 'chamber is an enlarged section of the passageway between the float chamber and main nozzle, preferably lying in a vertical part of the passage. An atmospheric passageway, the inletto which is controlled in accordance with the position of the throttle, opens into the chamber preferably at the side.

small nozzle or tip projecting above the floor of the chamber communicates with the tion in the chamber. he air entering from the bleeder passageway brushesgover the tip, breaking upthe liquid into a fine spray or mist, the fuel being broken. up so that solid liquid does not at any place fill the full cross section of the discharge passageway.

In furtherance of the main object, I aim by the present inventionk to providean im-- proved fuel nozzle and an economizer inoperative relation thereto, an improved throttle and air bleed economizer, an improved air bleeder for the idling nozzle, an improved primer and an improvement inthe generals-'- .relation of the variousparts of the carbu reter as will be apparent from the follow-..

a particular embodiment of my invention.

In the following drawings'- which form a part of the present specification,-

igure 1 isa top plan ,view of a specific embodiment such as 1s adapted fora popular light four-cylindercar; l

Fig. 2 is a vertical longitudinal section of the same; 110

Fig. 3 is a section taken on the line -3--3 of Fig. l;

Fig. 4` is a fragmentary section taken on the line 4-4 of Fig. 3; and

Fig. 5 is an enlarged detail section of the sensitive jet.

The body of the carbureter comprises a i horizontal .barrel l having an outlet 2. At

v wardly the outlet end, the barrel or casing 1 is provided with an elbow 3 which opens upvthe elbow, a post 9 projects upward bearing' the hollow head 10 Jat its upper end. A small Venturi tube 11 is inserted into the hollow head 10 and projects in line with the axis of the carbureting chamber 5, toward the outlet 2. y

Within the main barrel 1, there is provided the main venturi 12 which coperates with the secondary venturi l1. The venturi 11 has its inner end extending slightly beyond the most restricted portion of the main venturi 12. The main venturi 12 is held in place by means of aset screw 13.

A constant level liquid fuel supply chami ber 15 is formed integrally with the barrel ,22 having a well 23 therein.

` trated.

1. This chamber 15 is supplied with liquid fuel by way of the pipe connection 16, elbow 17 and passage 18. The passage 18 is controlled by a needle valve 19, which `in turn is governed by a float 20 and suitable controlling mechanism 21.

Below the post -9, and in line therewith, there is formed an extension or well casing This well 23 communicates with the float chamber 15 by way of the passage 24.

The 'venturi 11 has a which it is adapted to be turned and screw threaded into the head l0. A peripheral groove 26 forming an annular passageway communicates by way of nozzles or ports 27 with the interior of the tube 11. This annular passageway 26 communicates with the well 23 by way of a vertical passageway -28 which has adrestriction ,29 formed in the bushing or nozzle 30. The restricted passageway. 29 is of considerably smaller size( than the passages 28 and 31 and the reduced end ofthe nozzle projects up into the intersection of the passages 2 8 and 31 as illus- A transverse bleeder passageway 31 communicates with the passageway 28 above at 4 to form the intake of the carbushoulder 25 l by i ing coarse threads coperating with a suit-V y able threaded portion in the extension of the passage 32.

At its upper end the valve stem 37 is secured to'a nut 38 which is screw-threaded and pinned to the stem. 5 The lower surface )39 of the nut 38 is provided with corrugations which are adapted to engage similar' corrugations upon the lever arm 40. The corrugations on the bottom of the nut 38 and on the upper surface of the lever 40 are held in engagement by the means of a spring 41, mounted upon the stem 37. rThe lever arm 40 is connected by a pair of links 42 to a crank arm 43 Awhich 1s pinned (as is shown at 44) to the rock shaft 7 which controls the throttle valve 6. The crank arm 43 has a hub 45, having a stop arm 46 adapted to engage the plug 47 at one limit of its movement and to engage thestop pin or screw 48 at the other limit of its movement.

The hub 45 also has a collar 49 extending out along the rock shaft 7 and the throttle.- 100 lever 8 is clamped upon this sleeve 49 and thus connected to the shaft 7. The adjacent end of the throttle lever 8 is slotted as shown at 50 and is provided with a screw 51 for clamping the hub 49 in any desired posi-` tion.

The hollow bossI 10 is connected by lateral 'post 52 to the vside walls of the casing. This post constains a passageway 53, communicating with the annular passageway 26 110 and leadingto the idling nozzle 54. The passageway 53 is controlled by a needle valve 55 which is adjustable to vary the How. through the same. The passageway 53 communicates with a longitudinal passageway 56, which is drilled into.A the metal of the side walls and closed by a plug 57y at the outer-end. n The idling nozzle 54 is formed by means of a threaded plug 58, screwed intoa transverse opening intersecting the passageway 56. The front face of the plug 58 is slightly below the inner surface of the bore of the carbureter or mixing vchamber tol form a small by-pass 59 under the edge of the throt- 125 tle valve 6. Y

In the lower part of thebody l there is formed a passageway or opening 61 which communicates b wa of the port 62 with a nozzle 63 forme vin t 1e body of the barrel in 130 front? of the throttle valve 6. A spring plunger 65 constituting a valve for controllingthe port 62 lies in an opening 64 be tween'the ports 62 and the nozzle 63. The outer end of this enlarged opening is closed by a bushing 66 in whlch the plunger 65 is adaptedto slide. The passageway 62-63 'passes under the end of the throttle shaft 7. As the valve 65 is normally closed this does not interfere with the normal full feed. At its outer end, the plunger is provided with a coupling 67 by which it is adapted to be connected to a cable (or the like) connecting with a pull member for opening the valve.

The nozzle, 63 is so placed with respect tothe outlet 2 that when the valve plunger 65 is moved to the open position the liquid feel which emerges from the je; or nozzle 63 will be thrown into the manifold 68 shown in dotted line and swept into the engine to provide a rich mixture at I starting.

The inlet 4 is controlled by a butterfly valve 69 'pivoted on a rock shaft 70. This rock shaft is provided with an operating arm 71 which is adapted to be connected by a suitable operating element such as a Bowden cable to an adjustable member on the dash or on the steering column of the automobile. To this end a bracket 72 is attached to the side of the inlet in such a position as to grip the sheath of the Bowden cable. This bracket also serves as a stop member to be engaged by the downwardly extending lug 71 on the operating arm 71. The inlet butterfiy valve 69 is provided with an opening 73 to provide for a minimum of air to be admitted when the engine is started.

A drip opening 74 is tom of the elbowl 3.

l The operation of the carbureter is as folows:-

Assuming that the constant lioat chamber is properly supplied with liquid fuel and it isv desired to start the engine, the butterfly valve 69 may be closed to restrict the .entry of air. The level of liquid fuel stands at a provided in the botpoint approximately even with the top ofthe passageway 28. The priming valve is opened to discharge liquid fuel vrather freely into the manifold 68 as the engine is turned over. This provides a starting sup'- ply from which enough volatile constituents mav be drawn for startin the engine.

When the engine is idling, the throttle 6 is closed and the idling nozzle 54 discharges under the edge of the throttle and the =bypass 59 permits the passage of air around the edge of the throttle at this point. The fuel is drawn from the nozzle 54 by'way of the passages 56, valve 55, passageway 53, channel 26 and passageway 28, through the restriction 29 from the well 23 which is in communication with the float chamber.

As the nozzles 27 open into the annular channel 26, air joins the gasolene by way ofthe nozzle 27, channel 26 and enters by.

way of the passage 53 andbleeds the idling nozzle 54, providing the proper mixture for the engine when the same is just turning over. The amount ofair drawn through the main body of the carbureter is so small at this time as not to have enough effect to draw anyappreciable quantity of fuel at the openings 27.

As the throttle 6 is slightly opened to permit more air to pass thereby, the air drawn through the main body of the carbureter so increases as to initiate the feed at thenozzle at 27. l

Due to the combined effect of the main venturi 12 and venturi 11,*the suction upon the nozzles 27 arises upon the movement of relatively small quantities of air through the body of the carbureter.` As soon as suction is developed at that point, the airbleed by Way of the port 34, valve 33 and passages 32 and 31 becomes effective. `The interconnection between the throttle valve 6 and the bleeder controlling valve 33 is suchthat the bleeder valve has its maximum openings for the closed position of the throttle 6. The effect is to secure greater air bleed at closed than open throttle so that thejet is compensatedy to secure a proper mixture for the various engine speeds.

As the throttle6 is opened Wider,V the air air bleeder valve may be adjusted b pressing down the end of thelever 40 w ich engages the nut 38 and turning the valve stem t o the proper position, then releasing resgasolene from the I sure on the lever 40. The sprin 41 t ere after holds thenut 38 and the ixedrelation. The nut 38 is pinned or otherwise rigidly secured to the stem 37.

The bushlng or nozzle 30 has areduced nozzle part or ti 80 which projects up above the floor of the c amber 81 formed at the interseotion of the horizontal air bleeder pas-l sageway 31 and the vertical discharge passa way 28. This arran ment ishighly e ective for breaking up t e liquid fuel before it is drawn out of the nozzle openings 27 whereatoinization is completed. Theair entering tliecha'mber 81 by way of the horizontal passageway 31 strikes the vertical stream of gasolene as it issues from the tip 80 and breaks it up. This arrangement provides a sensitive atomizer between the supply chamber and the point of discharge. I term it sensitive as a considerable variation in effect may be secured by varying the amount of air admitted for a given setting of the height of the 'tip and the size of the ever 40 in` chamber. Variations in the height of the tip 80 above the floor of the chamber also causes changes in effect of vaporization.

I claim:A

1. In a carbureter, a carbureting chamber havin an air inlet and a mixture outlet, a thrott e in said mixture outlet, 'a constant level liquid fuel supply chamber, a passageway having means for the admission of air at one end and terminating vat the other end in a fuel nozzle feeding to said carlouretingv chamber, a restricted connection between said constant level fuel supply chamber and said passageway, said restricted connection feedlng into said passageway below the fuel level in said supply chamber, a valve controlling the air admission end of said pas-` sageway, and means mechanically connecting said throttle and said valve.

2. In a carbureter, a carbureting chamber having an air inlet and a mixture outlet, a

throttle in said mixture outlet, a constant' level liquid fuel supply chamber, a passageway having means lfor thel admission of air at one. end and terminating at the other end ina fuel nozzle feeding to said carbureting chamber, a restricted connection between said constant lgvel fuel supply 4chamber and said passageway, said restricted connection feeding into said passageway `below the fuel level in said supply chamber, a valve controlling the air admission end of said passageway and means mechanically connecting said Valve by closing movement of the throttle, and vice versa. f-

3. In a carbureter, a carbureting chamberl throttle and said' valve where-- by opening movement is imparted to said U-shaped passageway near 'the bottom of the U and below the fuel level in said supply chamber, a valveY controlling the air admission end of said passageway, and means mechanically connecting said throttle and said valve, whereby opening movement is imparted to said valve by closing movement of the throttle, and vice versa.

4. In a carbureter, a carbureting chamber having an air inlet and a mixture outlet, a throttle in said mixture outlet, a constant level liquid fuel supply chamber, a passageway having means for the admission of air at one end and terminating at the other end in a fuelnozzle feeding to said carbureting chamber, a restricted connection between said constant level fuel supply chamber and said passageway, said restricted connection feeding into said passageway below the fuel level in said supply chamber, a valve controlling the air admission end of said passageway, means mechanically connecting said throttle and said valve, and means for adjustingv the relationship of said valveand said mechanical adjusting means.

5. In a carbureter, a carbureting chamber having an air inlet and a mixtureoutlet, a throttle lin said mixture outlet, a constant level liquid fuel supply chamber, a passageway having means for the admission of air at one end and terminating at the other' end in a fuel nozzle feeding to said carbureting chamber, a restricted connection between said constant level fuel supply chamber and said passageway, said restricted connection feeding into said passageway below the fuel level in said supply chamber and during operation with air passing through said passageway, a valve controlling the air admission end of said passageway, and means mechanically connecting said throttle and said valve whereby opening movement is imparted to said valve by closing movement ofthe throttle, vand vice versa. In witness whereof, I hereunto subscribe my name this 7th day of February, A. D.

DoN coLE.

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