US1552995A

US1552995A - Antiknock carburetor

Info

Publication number: US1552995A
Application number: US522527A
Authority: US
Inventors: Edward C Mckenzie-Martyn
Original assignee: Standard Development Co
Current assignee: Standard Development Co
Priority date: 1921-12-15
Filing date: 1921-12-15
Publication date: 1925-09-08
Anticipated expiration: 1942-09-08

Description

" Sept'. s, 1925. 1,552,995

E. c. McKENzlE-MARTYN ANTIKNOCK CRBURETOR Filed Dec. 15. 1921 Patented Sept. 8, 1925.

UNITED STATE-s 1,552,995 PATENT OFFICE.

EDWARD C'. MCKENZIE-MARTY'N, OF SOR-T HILLS, NEW JERSEY, ASSIGNOR T0 STANDARD DEVELOPMENT COMPANY, A CORPORATION OF DELAWARE.

ANTIKNOCK CARBURETOB.

Application filed December 15, 1921.

To all 'whom it may concer-n.: K i

Be it known that I, EDWARD C. MGKEN- ziE-MARTYN, a subject of the King of Great Britain, residing at Redstone, Short Hills, in the county of Morris and State of New Jersey, have invented a new and useful Improvement in Antiknock Carburetors, of which the following is a specification.

This invention relates to anti-knock carburetors. It is well known that when the common motor fuels, asv gasoline and kerosene, are fed to the ordinary internal combustion engine, the engine begins to knock when the compression pressure exceeds a certain amount depending upon the fuel. the density of the cylinder charge and also upon certain engine factors as the shape.

and condition of the cylinder walls, the degree of cooling, etc. The effect of the knocking is to limit the design of the engine to a low compression ratio when operated on one of these low compression fuels.

The object of this invention is to provide a means whereby the engine may have a higher compression ratio and to provide 4against knocking b v using twofuels, one a lowv compression fuel, as gasoline` which will be fed at low compressions, and the other a high compression fuel. as alcohol, which will be automatically fed at high compressions of theengine to the partial or entire exclusion of the low compression fuel.

This I have been able to accomplish by my invention, which consists of the use of two carburetor jets, each having its own mixing passage, one feeding a lo-w compression fuel, the other a high compression fuel, the mixtures flowing in said passages being controlled by means responsive to the density of the charge in the cylinder at the end of the suction stroke so that the low compression fuel mainly will be fed at high manifold vacuum and the high compression fuel mainly will be fed at low manifold vacuum and consequent high compression pressures.

Referring now to the drawings, the figure is a vertical Sectional view through a carburetor and intake-manifold embodying my invention.

The intake-manifold is connected in the usual way to an engine (not shown) and has a throttle 11 secured on a shaft 12, which is journalled in the sides of the intake-manifold opening, extending therethrough and having a lever 18 keyed there- Serial No. 522,527,

on, the outer end of the lever pivotally connected to a rod 14 which is operably connected in a well known manner tothe end of the throttle or to the accelerator.

Two passages 15 and 1G lead into the intake-manifold 10. A nozzle 17 is supplied with a low compression fuel A, such as gasoline, by Well known type of a float chamber 18.

A similar nozzle 19 extends into the mixing passage 16 and is supplied with a high compression fuel B, such as alcohol, from a float chamber 20.

Valves

21 and 22 are secured upon shafts 23 and 2i, respectively, in the mixing pas.

sages 15 and 16. These shaft-s are journalled in the sides of these passages and have secured upon their ends levers 25 and 26, which are hingedly connected by means of a rod 27 having a turn-buckle 28 therein, by means of which relative positions of the valves .may be adjusted.

An air tight bellows 29 is carried upon a support 30 and normally held in the dotted line position, by means of a spring 31 mounted therein. This bellows is connected by means of a pipe 32 with the intake-manifold at a. point posterior to the throttle 11. The movable end of the bellows 29 is connected by means of a r'od 33 with the lever 26.

The method of operation of this device is as follows: The parts as illustrated are shown in position to cause the engine to idle. At such a time, the throttle 11 is substantially closed and the vacuum in the intake-manifold 10 is very high. The bellows 29 will consequently be collapsed` as shown in full lines, thereby substantially closing the valve 22 which controls the high compression mixture and 'holding open the valve 21 which controls the low compression mixture. Consequently the engine will be running entirely on lo-w compression fuel.

As the throttle 11 is gradually opened, the vacuum in the intake-manifold 10 will gradually decrease provided the engine is maintainedl at a substantially constant speed. This increase in pressure in the intake-manifold will permit the bellows 29 to open somewhat under the action of the spring 31, thereby partially closing the valve 21V correspondingly opening the valve 22. The engine will then receive a. charge, which is made up partially of the high compression mixture and partially of IDO the -low compression: mixture, the proportion of each depending upon the relative poany given setting Will depend'upon the degree of vacuum in the intake-manifold.

With the throttle 11 substantially wide open thevacuum in the intake-manifold will be so low that the bellows29 will be forced by the spring 31 to th'e open position, thereby movin the valve 21 to substantially a closed position and opening wide the valve 22. rPhe engine will then be receiving a charge, which is made up almost wholly of the high compression mixture.

While I have shown and described certain embodiments of my invention, it is to be understood that it is capable of many modifications. Changes, therefore, in the construction and arrangement may be made Without departing from the spirit and scope of the invention as disclosed in the appended claims, in which it is my intention to claim A all y'novelty inherent in my invention as brrpadly as possible in View of the prior a f .-What 'I claim as new and desire to secure by Letters Patent is 1. In combination, an internal combustion engine having an intake-manifold, a throttle therein, two passages leadin to said intakemanifold anterior to the t rottle valve, a

nozzle in one passa e connected to a source of low compression el, a nozzle in the other passage connected to a source of high compression' fuel, and means responsive to the density in the engine cylinder at the end of the suction stroke for gradually decreasing the proportion of the low compression mixvture and increasing the proportion of the high compression mixture, as said density increases, and vice versa as the density decreases.

2. In combination, an internal combustion engine having an intake-manifold, a throttle therein, two passages leadin to said intakemanifold anterior to the t rottle valve, a nozzle in one passage connected-to 'a source of low compression fuel, a nozzle in the other passage connected to a source of high compression fuel, a. valve in each passage and means operably connected to said valves and operable by changes in the vacuum of the i y manifold for gradually shifting from a low compression mixture to a high compression mixture as the vacuum in the intake-manifold decreases, and `vice versa as the vacuum increases.

3. In combination, an internal combustion engine having an intake-manifold, a two passages leading to said intake-manifold anterior to the throttle valve, a nozzle in one passage connected to a source of vlow compression `fuel va nozzle in the other passage connecte toa source of high compression fuel, a valve nected to said valves and operable by changes sitions of the

valves

21 and 22, which with in the vacuum of the manifold to close the valve 1n the low compression passage and 'open the .valve in the high compression passage as the vacuum in the manifold dey lmanifold anterior to the throttle valve, a nozzle in one passage connected to a source of low compression fuel, a nozzle in the other passage connected to asource of high compression fuel, 'a valve in each passage, a bellows .operably connected to said valves and operable by changes in the vacuum of the manifold to close the valve in the low compression passage and open the valve in the high compression passage as the vacuum in the manifold decreases, and a spring for normally holding open the valve in the low compression passage.

5. In combination, an internal combustion engine having an intake-manifold, a throttle therein, two passages leading to said intakepression passage and open the valve in the high compression passage as the vacuum in the manifold decreases, and a spring for normally holding open the valve in the low compression passage and for holding substantially closed the valve in the high compression passage.

6. In combination, an internal combustion engine having an intake-manifold, a throttle therein, two passages leading to said intakemanifold anterior to the throttle valve, a nozzle in one passage connected to a source of low compression fuel, a nozzle in the other passage connected to a source of high compressionfuel, a valve in each passage, means o erably connected to said valves and opera le by changes in the vacuum of the-manifold for gradually shifting from a low compression mixture to a high compression mixture as the vacuum in the intake-manifold decreases and means for adjusting the relative positions of said valves.

. 7. In combination, an internal combustion engine having an intake-manifold, a throttle therein, two passages leading to said intakemanifold anterior to the throttle valve, a nozzle in one passage connected to a source of low compression fuel, a nozzle in the other passage connected to a source of high compression fuel, a 'valve in -cach passage, means operably connected to said valves and responsive to changes in the density of the cylinder charge at the end of the suction stroke for gradually shifting from a low compression mixture to a high compression mixture as the vacuum in the intake-manifold decreases and means for adjusting the relative positions of said valves.

8. A carburetor for internal combustion engines comprising an intake tube, a throttle valve therein, two passages leading to said tube anterior to the throttle, a nozzle in one passage adapted to be connected to a source of low compression fuel, a nozzle in the other passage adapted to be connected to a source of high compression fuel, and means responsive to the vacuum of the tube for gradually decreasing the proportion of the, low compression mixture and increasing the proportion of high compression mixture, as the Vacuum decreases, and vice versa as the vacuum incre-ases.

9. A carburetor for internal combustion engines comprising an intake tube, a throttle valve therein, two passages leading to said tube anterior to the throttle, a nozzle in one passage adapted to be connected to a source of low compression fuel, a nozzle in the other passage adapted to be connected to a source of high compression fuel, a valve in each passage, vacuum controlled means operably connected to said valves and operable by changes in the vacuum ofthe tube for gradually shifting from a low compres sion mixture to a high compression mixture as the vacuum in the tube decreases and Vice Versa as the Vacuum increases.

10. A carburetor for internal combustion engines comprising an intake tube, a throttle valve therein, two passages leading to said tube anterior to the throttle, a nozzle in one passage adapted to be connected to a source of low compressionV fuel, aV nozzle in the other passage adapted to be connected to a source ofl high compression fuel, a valve in cach passage, vacuum controlled means operably connected to said valves, and a pipo leading from said vacuum controlled means to a point in said tube posterior to said throttle for gradually shifting from a low compression mixture to a high compression mixture as the vacuum in the tube decreases and vice versa as vacuum in the tube increases.

EDWARD C. McKENZIE-MARTYN.