US1632279A - Carburetor - Google Patents

Description

LGEBZ,

N. ECKLES CARBURETOR 2 Sheets-Sheet 1 name zmzes N. -ECKLES CARBURETOR- Yum 14, 1927,

Filed Feb, 27, 1922 2 Sheets-Sheek 2 til atented June 14, W27.

NOBLE IECJKLES, OF SAN DIEGO, CALIFORNIA,

LEWIS W. RHODE, DE LOS ANGELES, SAN DIEGO, CALIFORNIA.

ASSIGNOR OF THREE-FOURTHS TO AND ONE-FOURTH TO CLAUS SPRECKELS, OF

CARBURETOR.

Application filed February 27, 1922. Serial No. 539,338.

This invention relates to carburetors. Y The primary aim of the invention is to provide a carburetor in which a hydro-' carbon mixture is produced of correct proportions of air and fuel throughout the entire range of engine speeds with due regard to obtainlng maximum economy; and in which the additional increments of fuel required for acceleration are automatically introduced at the proper time; sothat without any manual adjustment, other than the throttle, the carburetor responds fully at all times in order toeconomically and efliciently handle the needs of the engine under varied conditions of load and speed.

The invention further aims to provide meansfor lifting fuel from a main tank or the like below the level of the carburetor, and to do this by the suction of the carburetor with a structure having a minimum of .moving parts. Suction sufiicient for this fuel lifting function is insured at substantially all engine speeds and all throttle'positions by ananterior air inlet valve which is made responsive to the manifold suctions posterior to the throttle.

' In the more specific description following,

reference will-be made to the 'economizing function of one form of the device, whereby over-enriching of the mixture at certain speeds resulting in faulty operation, loading, and the like, are effectively avoided. Over-enriching of the mixture is prevented or an economizingfunction is obtained by the aforesaid suction-operated valve in conjunction with an air conduit or orifice which controls fuel emission by air impact and air bleeding.

A more concrete understanding of my invention may be obtained from the following detailed description and the claims, taken in connection with the accompanying drawings in which:

Figure 1 is a longitudinal vertical section of a carburetor embodying the improve- 'ments of my invention,

Fig. 2 is a reduced transverse vertical section of the same taken 011 the line 2-2 of Fig. 1,

Fig. 3 is a fragmentary detail view of an other arrangement,

Fig. 4 is a longitudinal vertical section of a modified construction,

Fig. 5 is a sectional view ofthe same talaen on the plane of the line 5-5 of Fig. 4, an

Fig. 6 is a fragmentary plan view of the same.

Referring more particularly. to the drawing, 10 designates a barrel-like mixing chamber having an air inlet 11 and a mixture outlet 12 in which is disposed a button fly throttle valve 13 operably mounted on a shaft 14. A flange 15 is formed about the mixture outlet 12 for facilitating connection of the carburetor to the intake manifoldof an internal combustion engine (not shown).

The barrel or mixing chamber 10 is cast integrally with the constant level fuel supply chamber 16 in accordance with common practice, this chamber having a float. 17 pivoted at 18 and adapted to act upon a valve 19 for shutting off supply from the auxiliary tank 20 to be described presently.

A passageway 21 for fuel extends from the constant level chamber 16 to the main nozzle, this main nozzle comprising a diametrical tubular portlon 22 threaded at 23 to the barrel 10 and communicating with the passageway 21. A restriction 21 is provided in the passageway 21 and a metering pin 22 may be employed for varying the size of the passage thercthrough. The tubular member 22 is provided with a lateral nozzle or discharge jet 24 substantially axial with the carbureting chamber 10 and projecting into the constricted portion of the venturi 25, so as to be subject to the velocity suction of the stream of air passing through the constricted portion of said venturi. The tubular member 22 extends beyond one side of the chamber 10 and receives an adjustable air jet 26 in the form of a metering screw having a constricted bore 27 therein. The screw is provided with a head a;

28 and is threaded into the end of the tube. A passageway 29 for air only extends from the tube 21 to a point30 on the engine side of the throttle 13. It will be noted that communication between the passagewa 29 and the tubular nozzle 22 is controlle the adjustable air jet 26. The passageway 29 may be adapted for controlling the air bleed and impact action of the air jet 27 on the nozzle 22, or this passageway may function to supply an idling mixture to the carburetor, as I shall presently describe.

The main air inlet is controlled by a .42 therein,

.iary tank 46,

to the top of-the tank for regulating poppet valve 31, the air inlet being pro-' vided with a seat 32 to receive said valve whenclosed. The seat 32 is carried by a head 33 forming a cylinder 34, the stem 35 of said valve 31 having a piston 36- thereon of the cylinder 34 with the carbureting chamber on the engine side of the throttle,

as indicated at 39. The imposed upon the cylinder may be regulated by a needle valve 40. stop pin 59 engages in a groove in the piston 36 and limits its. downward movement.

. For idling purposes a nozzle 41 may be provided having a constricted passageway said nozzl'ebeing placed between the venturi and the throttle and communicating by means of a passageway 43 with the float chamber. 41 may function when the throttle is closed, a slight; space 56 is provided around the throttle. Suitable headed screws 44 and'45 are provided below the nozzles 22 and 41 degree of suction 34 and piston 36 to permit cleaning when necessary.

Thefuel raising feature of the invention. includes an auxiliary tank 46, the bottom 45' of which serves as a cover for the constant level chamber 16. As shown the tank 46 is formed of sheet metal and engages .over the-uppermargin of the chamber 16 forming an airtight connection. The tank is made of sheet metal for the sake of lightness. .The tank 46' containsa float 47 controlling a valve 48, said'float being pivoted at 49 on the wall of the tank. The valve 48 controls'a conduit 50 which extends to the main supply tank 50 generally located below the level of the carburetor;

Suction is applied to both the constant level chamber 16 and the supplementary tank 46 by a conduit 51 connecting at 52 with the carbureting chamber ahead of the Venturi tube 25. The purpose of this will appear presently. The conduit 51 extends upwardly through the chamber 16 and auxilhavingv communication at 53 with the chamber 16 above the level ofliquid the'rein. A needle, valve 55 regulates theamount of atmospheric pressure admitted A suitable needle valve 57 may be provided the degree of atmospheric pressure admitted to the constant level cham ber 16. The ports 58and 54 may, if desired, be suitably proportioned to maintain differ.- ent degrees of suction in the upper and lower fuel chambers, or this maybe accomplished -by the relatively adjustable vent valves 55 and 57.

The operation of this form of my inven tion is as follows:

At closed throttle running, the secondaryv or, idling nozzle is discharging fuel, this In order that the idling jet in the functioning of the idling jet.

nesaare nozzle projecting to a point just below the center of the air stream from the venturi,-

and just beyond the venturi, so that there will be at closed throttle suflicient velocity A the valve 31 is maintained practically closed in response to the action of suction on the piston 36. The position of this anterior air valve can be determined for any given manifold suction by properly proportioning the respective areas of the piston 36 and the upperface of valve 31. During this closed throttle running, air from an additional source may be made to enter the carbureting chamber through the screw 26 to asslisst y. screwing down this air jet screw to sufiiciently restrict or entirely close the passageway 29 the influence of this passageway on the air jet'is restricted or eliminated. Then substantially all the air entering the air jet- 27 is discharged into the nozzle bore 22 and through the nozzle 24. By screwing'this air jet upwardly. to place its tip under the influence of the passageway 29' another range of conditions may be taken care of.

The high suction in the passageway 29 at restricted throttle may be employed to withdraw part of the air entering through the' air jet 27 by screwing the same upwardly, whereby the air issuing from the nozzle 24 may be reduced or eliminated.- By properly proportioning the passages 29 and adjusting the jet to the correct height, relative to the intersection with the passageway 29, the high suction prevailing in the passageway 29 at restricted throttle may be utilized to withdraw-all the air entering through the air jet and in addition to create l,Sl1Ctl01l in the bore of the nozzle tube 22. This suction when added to that in the carbureting chamber may become sufficient to cause fuel to rise in the passageway .22 up to the nozzle 24 and a discharge of fuel from the nozzle 2 4 during this restricted throttle where- .by the nozzle will then function as an idling jet. During this restricted throttle running the SIlGtIOII on the engine side of the throttle is usually greater than in the',constrict- ,ed part of the ventur-i.- The suction in the float chamber 16 co-operates with the preceding arrangement of air jet owing to the fact that by reason of this back suction in the float chamber a relatively. small amount of air admitted at the air jet is suflicient to overcome any head of fuel. It will thus be seen that by a simple adjustment of this air et screw a wide range of'conditions-may be a widely attaken care of, as by causing a discharge of air from the nozzle 24 or a discharge of fuel. In addition this air jet affords an economizing means or a means for preventing overenriching of the mixture at certain speeds, as I shall presently describe.

As the throttle is opened, the idling jet etl begins to fall off, but not until after the main jet 2-1 has come into play. Thus, there is no time during the period of acceleration when pure air can reach the engine and cause loss of power. Simultaneously with opeir ing of the throttle, the suction on the engine side thereof is connnunicated to the air valve 31 and the suction above the piston 36 is reduced resulting in a partial opening of the valve. This valve opens against the suction 1n the cylinder 33, and is therefore largely governed by the piston, the movement of this valve being somewhat dampened thereby. which is beneficial in preventing fluttering of the same. 7

When the air jet is adjusted to place a certain proportion of the passageway 29 in communication with the jet tip it will be apparent that air entering the jet is largely drawn past the throttle through the passageway 29, and it is only when the suction of the venturi is greater than that at the open ing 30. that air flows down into the main nozzle. Such conditions prevail ordinarily at the higher speeds, and it is at these speeds that it is desirable to prevent over-enriching of the mixture, or to effect an economizing operation. This is accomplished by the air jet which bleeds air into the nozzle bore to partially satisfy the of the venturi and to dilute and atomize the fuel. The location of this air jet relative to the point of entrance of the fuel affords a noteworthy action in that the size of the jet orifice results in a relatively high veloc ity of the air entering therethrough and the impact or impingement of this high velocity air on the fuel in a direction counter to the flow of the fuel deters the flow. This provides a further economizing action and such fuel as is discharged is nebulized to a certa n extent by the impingement of the air.

The ability of the carburetor to lift fuel from a supply tank depends upon the suction available for this purpose. The provision of the anterior air valve 31 responsive partly to manifold suction, assists in maintaining a certain degree of suction in the carbureting chamber at practically all engine speeds for performing the fuel lifting operation. While this suction may vary different speeds and throttle positions the air valve 31 maintains a sufficient- 1y high suction in the carbureting chamber to lift fuel throughout the normal ran e of speeds and running conditions. Ill-W111 be seen that suction is commuinbated through the conduit 51 to the Heat chamber 16 and suction at the throatseparate conduits G1 and 62.

tank 4.6. As the tank 46 fills, after having filled the float chamber. the float l7 will close comn'lunication to the conduit 50. It will be apparent that some time must elapse before the carburetor would run dry even though the suction in the carbureting chamber should be killed, or should fall so low as to he incapable of lifting fuel. owing to the fact that a reserve suppl of fuel is kept in the tank 46 and only when the level falls below the predetermined amount in the constant level chamber is the supply in the tank sloth-awn upon. The difference of pressure which causes discharge of fuel froth the nozzles in the carbureting chamber follows from the velocity suction of the air rushing past the nozzles, this velocity suction being in excess of the static suction in the carbureting chamber. The admission of atmosphere through the vent valves 55 and 57 may also be employed-to produce different feeding pressures.

In Fig. 3 I have shown the arrangemri'it of the air jet-2C and the passageway 29 slightly modified with the view to causing the idling discharge of fuel to pass through the passageway 29. In this arrangement the discharge port 30 is located to be intersected by the lip of the throttle 13 when the same is in its idling position. The static suction of the manifoldtogether with the high velocity flow of air through the port 30 around thethrottle produces a relatively high suction in the. passageway 29 which draws an idling discharge of fuel from the bore of the nozzle'tube 22 up past the air jet 26 and through the passageway 29 and out through the port 30. The air admitted to the. fuel stream through the air jet 26 and nozzle 12% assists in atomizing the fuel and proportioning this idling mixture. hen the throttle is opened the suction in the passageway 20 drops oil and thereafter the air entering through the air jet and passageway 2!.) may be utilized for controlling the fuel discharge from the nozzle 24, as hereinbefore described. It is not essential for this idling operation that the port 30 intersect the lip of the throttle when in idling position. as the port may be positioned as shown in Fig. 1 if desired.

In the modified embodiments shown in Figs. l. 5 and 6 the general structure is substantially the same as the preceding form and the same reference numerals with the addition of a prime have been applied to corresponding parts. In this form the suction prevailing in the carbureting chamber is conducted to the carburetor float chamber 16 and the supplementary tank 46 thru The conduit 61 leads from the carbureting chamber at a point posterior to the venturi 25 and the conduit 62 leads from the carbureting chamber at a )Ollltanterior to the Venturi tube The con uit 62 communicates with the cam" --*"bureting chamber through a threaded boss The combination of 63 into which screws an adjusting screw 6 l by the manipulation of which the efiectlve area of the 'conduit62 can be controlled.

A primin or choking valve 65 is interposed in the car ureting chamber between the ante- I rior air valve 31 and the fuel nozzle 24. The choke valve 65 is located to intersectthe suction connection 62 so that when the choke valve is closed this. connection will be subjected terior to the choke valve and also to the relato the relatively high suction posproper flow of'fuel when thechoke is restrictcd. The shaft 66 upon which this choker valve is mounted is adapted to-have suitable connection with a dash or steering post control through the arm 67 and any other suitable connecting member.

From' the float chamber 16' the fuel enters an accelerating well 68 which is preferably cast integral wlth the body of the carburetor within the float chamber. .The entrance to this accelerating well is through a plug '69.-

having a calibrated orifice, this plug being removable for easy substitution by plugs having larger or smaller orifices.

sageway 71 into a well or chamber 72. An adjustable needle valve 73 may be provided for controlling the rate of discharge from the well 68;

The nozzle tube 74 is extended downwardly from the top of the carbureting chamber to thread into the chamber 7 2. A raised rib 7 5 is cast integrally with the carbureting chamber to extend longitudinally thereof along the upper part of the chamber, and the nozzle tube 7 4 is passed down through a lateral extension 7 5 from this rib, a cap 76 on the end of the tube. closing off the bore extending down through the enlargement 7 5'. An inner tube 77 is mounted in the nozzle tube 74 by a threaded enlargement 78 which. screws into threadsin the interior of the nozzle tube 7 a above the level of the main nozzle 24. This .inner tubeis spaced from the inner walls of the nozzle tube 7 1 to permit freepassage of fuel to themain nozzle 24:" when such nozzle is in operation. T This inner tube 77 serves to conduct the necessary operation of the engine to the upper end of the nozzle tube 74 where it is atomized and diluted by air entering through a port 79 in the rear wall of the nozzle tube 74. The port 79 is positioned to discharge across or up around the discharge end of the inner tube 77 for securing the most effective atompassageway to insure the chamber From the well 68 the fuel is condudted through a pasfuel for the idling,

izationof the fuel. The resulting mixture end 81 is conducted laterally from the upper of the nozzletube through a passagewa and into a longitudinal passageway 82 w extends centrally through the rib 7 5. An

ich

adjustable needle valve 88 is preferably provided for controllin the volumeiof air and the quantity passageway 82 opens into the mixture outlet thru an idling port or jet 84 which is located on the engine side of the throttle 13. The vacuum chamber 34 which controls the anterior air valve 31' may have connection with the engine side of the throttle valve 13- through an arrangement bodiment, or it may communicate withthe passageway 82. This latter arrangement'is illustrated in Fig. 6 wherein it will be noted that the passageway 82 'is extended up throughthe supporting structure 33- of-the' cylinder byway of ad'lagonal and upwardly,

extending passageway 82'. I I

'In this embodiment the float 16 and the. supplementary tank 46 are both within the confinesof a chamber 85 whichmay cast.

of mixture admitted to the 82. The forwardendot' the of tube or COIldllll? as described 1n the previous emintegral with the body of the carburetor.

A removal cover 86 closes the top of the 85. The supplementary tank which is designated 46', is conproper,

as a sheet metal container spaced structed from the walls of the chamber 85,.- This,

supplementary tank may be supported from the cover 86 for removal therewith, or may be removably supported in the chamber in any suitable manner. The upper float 47 controls a suitable valve 48 governs the admission of fuel to the supplementary tank. The float is suitably pivoted to a stationary lug 49' and preferably has a projecting tail to limit the downward movement of the float. The lower float 17 is pivotally supported upon a lug 18 carried'on the bottom of the supplementary which tank 46, this float controlling a suitable valve 19 in the bottom of the supplementary tank and having a'suitable tail or the like to limit its downward which is communicated to the chamber 85 through the conduits 61 and 62 has communication with the interior of the supplementary tank 46 through holes 88 at the upper end of the tank. A vent valve 55 may be provided for venting a restricted amount of atmosphere into the chamber 85, if desired. I

In operation the anterior airvalve 31' operates to maintain a certain-degree of suction in the carbureting chamber for performing the fuel lifting operation. In idling a certain volume of the restricted amount of air admitted by the valve 31 enters through the port 79 under high velocity and draws fuel from theupper motion. The suction end of the inner idling tube 77 under the suction prevailing in the passageway 82. The resultant mixture is projected through passageway 81 under the control of the needle valve 83, and flows into the passageway 82 and intothe intake manifold through the idling port 84. The main nozzle 24 comes into operation when the throttle 13 is opened by drawing fuel upwardly around the inner idling tube 77 under the relatively high velocity suction existing at the throat of the Venturi tube 25. A sudden acceleration will draw fuel from the accelerating well 68 faster than it enters through the plug 69 so that the level in the accelerating well will be temporarily lowered. While the plug 69 may calibrate the flow to the end of the most desirableeconomy it will be noted. that the well (58 affords the reserve :lCCLllllLllEltlOIlfOl' suddenly enriching the mixture upon acceleration.

The proper proportioning of the mixture through all changes in engine speed is materially assisted by the provision of the two suction conduits 61 and 62. One conduit transmits to the float chamber the suction posterior to the venturi 25 and the other conduit the suction anterior to the venturi. The suctions at these two points are different owing to the constriction interposed by the venturi. The size of this venturi may be determined for obtaining any desired difference of suction between these two points for a given engine speed. This difference of suction does not remain constant but varies through a considerable range with the variations in engine speed, owing particularly to the chocking action of the venturi at high engine speeds. Consequently for one engine speed the differential suction, which the twoconduits 61 and 62 transmit to the float chamber, will be of one value and for another engine speed this difierential suction will be of another value. Thus the rate of fuel flow from the carbureting chamber is effectively proportioned by these differential suctions. The differential relation between the two suctions transmitted through the conduits 61 and 62 may be proportioned in any desired ratio by the adjustment of the thumb-screw 64 which restricts or enlarges the conduit 62.

I claim:

1. In a carburetor, a carbureting chamber having an air inlet and a mixture outlet, a throttle valve in said mixture outlet, :1 main fuel nozzle discharging into said carbureting chamber, a passageway extending from said nozzle and terminating in, said mixture outlet outside of said throttle, and air bleed means open at all times to said nozzle and being adjustable to control the connection of said passageway with said nozzle and said air bleed means.

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

throttle valve in said mixture outlet, a" fuel during restricted throttle position whereby said nozzle may act as an idling nozzle;-

3. In a carburetor, a carbureting chamber having an air inlet and a mixture outlet, a throttle valve in said mixture outlet, a fuel supply pipe in said carbureting chamber, a main fuel nozzle connecting with said supply pipe above the normal fuel level therein and being adapted to discharge into said mixture outlet, a passageway connecting with said supply pipe above the connection of the nozzle therewith and terminating in said mixture outlet adjacent to said throttle Valve, whereby said passageway and said nozzle will be subjected to the suction of the engine, and air bleed mechanism permanently open to the supply pipe and adjustable to adapt either said nozzle or said passageway for supplying idling mixture when said throttle is in idling position, said bleeding mechanism acting to bleed air into the fuel when said mixture.

In witness whereof, I hereunto subscribe my name this 14th day of February, 1922.

' NOBLE ECKLES.

passageway is supplying idling

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