US1555156A - Carburetor - Google Patents

Description

Sept. 29, 1925.

1,555,156 C. F. PRESSLER CARBURETOR Filed Sept. 19. 1921 /lgyENToR Chauffe@ l`. Pre Ss er "T few' u 24J.K

AT TORNEY Patented Sept. 4 29, 19125.v

UNITED STATES CHARLES F. PRESSLER, or rom` WAYNE, INDIANA CARBURETOR.

Application led September 19, 1921. Serial No. 501,780.

To all whom t may concern:

Be it known that'I, CHARLES F. PRESS- LER, a citizen of the United States, residing at Fort "Wayne, in the county of Allen and State of Indiana, have invented new and useful Improvements in Carburetors, of which the following is a specification.

The invention relates tol carburetors for internal combustion engines and its object is to provide a Simple device for vaporizing hydrocarbon fuels effectively and eiliciently. Another object is to provide a carburetor in which means is provided by which the supply of unvaporized fuel may be increased temporarily without disturbing the normal adjustment of the device.

The invention consists primarily in a nozzle disposed in a stream of air by which a supply of fuel is split up into a plurality of jets which are broken up by a plurality of streams of air, the main supply being controlled by a needle having operative connection to the throttle valve for opening the needle at slow and idling speeds of the enr ine and also having means for securing a refined adjustment of the needle for high speed running of the engine and means for opening the needle independently of its adjustment -for starting the engine without disturbing the high speed adjusting means for the needle.

In the accompanying drawings I have illustrated an embodimentof the invention applied to a carburetor, in which drawings Figure 1 is a vertical cross-sectional view of the device taken through the carburetor passage, the cam-shaft and the lever mechanism connected therewith being shown in full lines; Fig. 2 a plan view of the nozzle and Fig. 3 is a plan view of the cam shaft and connections.

Referring to the vention illustrated embodiment of the inin the drawings, 10 indicates any type of fuel chamber. The carburetor case 11 is connected to the fuel chamber or is integral therewith, a channel 12 forming a communication between the fuel chamber and the case through which the fuel flows from the chamber. 13 is the air passageway. A casing 14 is suitably secured in the top of the casing 11 its open top forming an exit for the vaporized fuel. A throttle valve 15 is mounted in thc case 14 to control the discharge of the vaporized fuel from the carburetor in the usual manner. A lever 16 is secured to one end of the shaft 17 secured to the valve 15. A lever 18 is secured to the opposite end of the ,shaftv 17.

A cam 19 is fixed on the shaft 17 and is engaged by a iever 20 pivoted at 21 to a bracket 22 projecting laterally from the case 14. An adjusting screw 23 is carried in the lower end of the lever 20 and is adapted to abut the outer end of a plunger 24 supported in a sleeve 25 that is screwed into an internally threaded sleeve 26 Screwed into an aperture formed in the case 11 and revoluble therein. The plunger is longitudinally movable in the sleeve 25 and a head 24a iS formed at its inner end which normally abuts the rear face of the sleeve 25. A head 25a isformed on the outer end of the sleeve 25 by which the sleeve may be rotated to reciprocate the plunger inwardly to adjust the needle valve as hereafter explained. The Sleeve 25 may be rotated in the sleeve 26 without disturbing the sleeve 26. A lever 27 is secured to the outer end of the sleeve 26 and is suitably connected to an operating member at the dash of the vehicle by which the lever may be elevated to rotate the Sleeve 26. The threads on the sleeve 26 necessarily cause the sleeve to move inwardly as the lever 27 is elevated, the inner sleeve 25 and the plunger 24 being carried with it. I

The inner end of the plunger 24 abuts the depending arm of a bell crank lever 28 pivoted at -28a to a bracket 29 mounted on the vaporizing and mixing member 30. A sprlng 31 opposes all inward movement of the said depending arm of the lever 28. The opposite arm of the lever 28 engages the head of a needle 32 having a spring 33 coiled thereon between the` head and the bracket 29. This spring tends to hold the needle in engagement with the lever 28. The spring 31 is relatively heavy and stii so that normally it will overcome the tension of the spring 33 and cause the lever 28 to hold the head of the plunger 24 in engagement with the inner end of the sleeve 25 in whatever position the plunger may have been moved by the sleeve 25 in ad'usting the same for high speed running o the l engine, it being apparent that as vthe plunger is reciprocated inwardly the lever 28 is rocked to cause its upper arm to rise and permit the spring 33 to elevate lthe needle the desired amount to admit the proper amount of fuel for high speed running of the engine. lf the plunger is reciprocated inwardly beyond its said adjusted position the spring 31 instantly restores the plunger to normal position when it is released.

The needle 32 is mounted in a nozzle 30, the nozzle having an upstanding apertured extension or neck 34 through which the needle extends. A .threaded opening 35 is formed in the'lower side of the main body 36 of the nozzle 30 into which is threaded the upper end of a pipe 37 having threads 38 thereon for engaglng a threaded openlng in the bottom of the carburetor case 11. The lower end of the pipe has communication with the channel 12, the upper end of the pipe and the nozzle being situated in the air channel 13. The upper end of the pipe is adapted to be engaged by the lower pointed end of the needle 32. Normally the needle is set by adjusting the sleeve 25 and the plunger 24 so that the spring 33 unseats the needle suiciently to admit sufcient fuel from the pipefor operating the engine on high speed. Ribs or spokes 39 are secured to or mtegral with and radiate from the main body 36, the outer ends of the ribs being secured in or integral with a rim 40. The spaces between the ribs extend from top to bottom of the main body and serve to conduct air from the air channel 13 to the upper side of the said body. The outer face of the rim 40 is peripherally corrugated or otherwise roughened to form a frictional surface. Duets or passageways 41 are formed in the 4ribs 39 which open through the rim 40 and terminate at their inner ends adjacent the upper end of the pipe and are adapted to communicate with the pipe, the communication being controlled by the needle 32. Hence the fuel discharging from the pipe flows outwardly through the' fuel ducts 41. Vertical ducts 42 are formed in the head which communicate at their lower ends with the air passageway 13 and at their up er ends with the ducts 41 respectively an intermediate the length of said ducts 41. The air ducts 42 conduct streams of air into the fuel ducts, the streams meeting the fuel in the fuel ducts at substantially a right angle and therefore tear up the fuel and vaporize it more or less and mix with it.

A plate 43 is secured to or integral with the lower edge of the rim 40 and a second rim 44 having its inner face corrugated or roughened is also secured to the plate in spaced concentric relation to the rim 40 thus formin an annular friction channel 45 between t e rims which is closed at the bottom by the plate 43 and o en at the top and into which the contents of) the fuel ducts 41 are discharged. Apertures 46 are formed in the plate below and adjacent the outer ends of the ducts 41 respectively through which apertures streams of air from the air channel 13 are drawn upwardly into the channel to meet the streams discharging from the ducts 4l and further lvaporize and mix with the contents of the channel delivered to it by the fuel ducts 41. The area of the several ducts and channel depend upon the engine to which the carburetor is applied, since some installations may require more air than others in vaporizing the fuel.

A gravity valve 47 is slidably mounted on the neck 34, its central portion 48 being tapered and adapted to seat on the upper edge of the rim 40. An outer portion or ring 49 is secured to and spaced from the central lportion 48 by pins 50, the inner face of the ring being tapered and overlying the outer rim 44 but spaced therefrom. A screen 51 is secured to the inner face of the ring 49 and a screen 52 is secured to the opposed face of the central portion 48 of the valve, theannular space between the two screens being in substantial vertical alinement with the channel 45. The ring 49 is adapted to' engage a seat 53 formed on the wall .of the air passageway 13. At low and at idlingv speeds of the engine the gravity valve 47 is seated on the shoulder 53 and on the rim 40, hence substantially no air from the air channel 13 passes by the shoulder. Air, of course, is drawn through the ducts 42 and through the ports 46 and air is also drawn under the ring 49 into the space between the sc reens.y When the speed of the engine is such that its suction lifts the gravity valve then air passes through the spaces between the ribs 39 and outside the ring 49 as well as through the ducts. The tapered faces of the ring and central portion of the valve direct the air into the annular space between the screens where it mixes with the vaporized fuel dravvn into the said space from the channel 45. The air rushing through the screens further breaks up the fuel and mixes with it.

In operation, the needle 32 is first set for normal high speed running of the engine by rotating the sleeve 25 in proper direction to cause the plunger to reciprocate inwardly and rock the lever 28 suiciently to cause the spring 33 to unseat the needle the proper amount on the pi e. This adjustment of the needle remains ed thereafter unless conditions requirea change, such as the season of the year or grade of fuel. At starting, the throttle lever 16 is down or in the position shoivn in Fig. 1. In this position of the lever the cam 19 has rocked the lever 20 to cause the adjusting screw 23 to reciprocate the plunger 24 inwardl beyond its normal position thus causing t e lever 28 to release the needle and permit the spring 33 to elevate the needle for admitting a larger amount of fuel than normal high speed run- 23 therefore move outwardly releasing the.

plunger, and the spring 31 restores' the plunger to its normal sltion-that of the engagement of the e'ad 24ll of the plungerwith the rear end of the sleeve 25. v

When a rich mixture of fuel is desired, the operator elevates the leverl 27 to rotate and advance the sleeve 26. The sleeve 25 and the plun er 24` travel inwardly with the sleeve 26, t e plunger rocking the lever 28v and causing the needle to rise under the influence of the spring 33 thus admitting more fuel from thejet.

When the throttle lever 16 is turned down for slow speed or idling the cam 19 rotates clockwise (Fig. 1) under the lever 20 cause ing it to climb the face 19a of the cam. The lever 20 is therefore rocked to cause'the adjusting pin 23 to reciprocate the plunger 24 and cause the Vneedle to rise in accordance with the degree to which the throttle lever is turned, thus permitting more fpel to dis'- charge from thepipe into the head30 and producing a richer mixture than is required for' normal high speed running of the engine. When the suction of the engine is insullicient to hold u the gravity valve the valve seats on the s oulder 53 and the rim and the quantity of air mixing with thev hydrocarbon fuel is therefore reduced.

It will be seen that the sleeve 25 and the plunger 24 and the screw 23 aford a very refined, adjustment of the plunger 24 and hence vof the needle valve.

ber, 1921.

The disposition of the screens on the avity valve will be such asY is best suite for the engine to which the carburetor is connected. They may be omitted ,entirely and only one may be used. y

The'delvices are readily applied to many types of carburetors and numerous modifica- -tions in the vdetails of construction of the same will suggest themselves to one skilled in the art, all which I believe to be within the scope of my invention; hence I do not wish to be limited tov the precise details of construction and arrangement of' parts hereinbefore described and illustrated in the drawing. l

What I claim is:

In a carburetor for'hydrocarbon engines, the combination of an air passageway, a nozzle within the passageway and comprising a fuel pipe, a tubular member securedto theupper end of the pipe, a needle valve supported. in the tubular member and adapted to engage the up r end of the plipe, a plurality of ducts ra iating from the ollow member and having communication with'the interior thereof, an open top hollow annular member surrounding the tubular member and spaced therefrom, the ducts being connected thereto and having communication with the interior thereof, the spaces between the ducts constituting air passages, a gravity' valve loosely mounted on the hollowv member and adapted to close the upper end of the air passageway, and means to actuate the needle valve.

In witness whereof I have hereunto subscribed my name this 13th day of Septem-y CHARLES F. PRESSLER.

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