US1735634A

US1735634A - Fuelizer for internal-combustion engines operating power actuators

Info

Publication number: US1735634A
Authority: US
Inventors: Caleb S Bragg; Victor W Kliesrath
Original assignee: Bragg Kliesrath Corp
Current assignee: Bragg Kliesrath Corp
Priority date: 1925-02-26
Filing date: 1926-06-11
Publication date: 1929-11-12
Anticipated expiration: 1946-11-12
Also published as: US1735633A; US1735631A

Description

"Nov. 12, 1929. c. s. BRAGG ET AL 1,735,634

V FUELIZER FOR INTERNAL COMBUSTION ENGINES OPERATING POWER ACTUATORS Original Filed Feb. 26,- 1925 1-.- IIIIIIIII/li] R A v v 9 r KBAA$- Rd A MENTORS Lamm m BY $1M \awwk ATTORN ZY Patented Nov. 12, 1929 UNITED STATES PATENT OFFICE CALEB S. BRAGG, OF PALM BEACH, FLORIDA, AND VICTOR W. KLIESRATH, OF PORT WASHINGTON, NEW YORK, ASSIGNORS TO BRAGG-KLIESRATH CORPORATION, OF

LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK FUELIZER FOR INTERNAL-COMBUSTION ENGINES OPERATING POWER ACTUATORS Original application filed February 26, 1925, Serial No. 11,683.

1926. Serial Our invention consists in the novel features hereinafter described, reference being had to the accompanying drawings which illustrate several embodiments of the same, selected by us for purposes of illustration and the said invention is fully disclosed in the following description and claims.

This application is a division of our former application filed in the United States Patent Office, February 26, 19:25, and given Serial No. 11,683.

In the operation of vacuum brakes for antomotive vehicles, it is extremely convenient to obtain the necessary suction. or partial vacuum from a suction passage of the internal combustion engine, ordinarily employed for the propulsion of the vehicle, and located be- ,n the throttle valve for controlling the supply of mixture, and the cylinder. To this end, it is convenient and desirable to connectthe vacuum brake mechanism with the intake manifold of the engine. It will be understood, further, that all the air exhausted from the brake actuating mechanism and delivered into the intake manifold of the engine necessarily has a tendency to either prevent the drawing in of the proper quantity of liquid fuel from the atomizer by reduction of the partial vacuum in the suction passage, or to dilute the explosive mixture passing through the suction passage, and such dilution may in some instances bring about a mixture which will not readily ignite in the engine. In either case. the engine, if turning over idly, would be likely to stall and the admission of air into the-manifold in this manner, may also materially delay the starting of the engine. For the proper operation of the vacuum brake mechanism of the vehicle, it is desirable that the air exhausted into the manifold shall be withdrawn from the brake actuating mechanism as rapidly as possible, in order to insure quick operation of the brake mechanism, and if the connection between the brake actuating mechanism and the intake manifold is restricted, for the purpose of avoiding the stalling of the engine, and delay in starting, the result will materially retard the operation of the brake mechanism.

- According to our invention We provide the Divided and this application. filed June 11, No. 115,165.

suction pipe or passage leading from the suction actuated device to the suction passage of the engine and connected thereto between the throttle valve and the engine cylinders. with a fuelizing or carbureting means entii cly separate in its operation from the main or engine carburetor which furnishes the explosive charges to the engine cylinders under normal operation at all speeds, under the control of the throttle valve.- This separate fuelizing or carbureting means is automatically responsive only to conditions produced by the operation or non-operation of the suction actuated device and is in no sense a part of or an adjunct to the engine carburetor, although it may in some instances receive its supply of fuel therefrom or from the same source. The said separate carburetor supplied continuously with liquid fuel under the control of a needle valve which is normally held in closed position, when the normal degree of rarification exists in the suction pipe, the said separate carburetor being provided with an auxiliary vacuum chamber, communicating with the main chamber of the auxiliary carburetor by a communicating passage, which is controlled by an air valve adapted to be closed when the degree of raritication in the vacuum chamber exceeds that in the main chamber of the separate carburetor, the said air valve being operatively connected with the needle valve, and both valves being conveniently provided with a spring for holding the air valve in open position, and the needle valve in closed position. \Vealso provide means for securing the relative adjustment of the fuel inlet nozzle, and its controlling needle valve With respect to each other, without disconnecting the nozzie from the liquid fuel supply therefor. By means of our present invention, when a normal degree of raritication exists in the separate carburetor and suction pipe, the controlling air valve referred to will be in open position, and the needle valve will be in closed position, so that no fuel will be admitted into the separate carburetor. and the movable parts will be held in such position by the spring. The passage of small quantities of air from the suction actuateddevice'to the intake manifold,

which would not affect the operation of the engine, would not increase the pressure in the intake manifold sufficiently to overcome the retracting spring for said valves, but whenever air is withdrawn from the actuator by the suction in the intake manifold in quantities sutlicient to materially affect the operation of the engine, or to stall it if idling, there will he a sufficient increase in pressure within the main chamber of the separate carburetor to overcome the resistance of the retracting spring, thereby closing the controlling valve between the main chamber and the vacuum chamber. and opening the fuel inlet needle valve sup ng fuel to such air as it passes through the separate carburetor, so as to carburet it before it reaches the lnanifold, and delivering it into the manifold as combustible mixture, to mix with the combustible mixture withdrawn from the main carburetor of the engine, and thus preventing any interference with the operation of the engine, or any danger of stalling it if idling.

My invention also comprises certain novel features of construction and combination of parts hereinafter fully disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings, which illustrate one embodiment of our present invention selected by us for purposes of illustration,

Fig. 1 is a diagrammatic view showing an installation in an automotive vehicle, comprising an internal combustion engine, brake mechanism for the vehicle, and a vacuum actuated power actuator for the brake mechanism, and having our present invention embodied therein.

Fig. 2 is an enlarged sectional view of the separate carbureting device shown in Fig. 1, and embodying our present invention.

In Fig. 1, we have illustrated our invention applied in connection with an automotive vehicle propelled by an internal combustion engine, and having a vacuum or suction operated device for operating the brake mechanism of the vehicle. In. this figure, 1 represents a power actuator of the kind illus trated in our former application for Letters Patent of the United States filed January 5, 1925, and givenSerial No. 506, and in our former application for Letters Patent of the United States, filed February 26, 1925, and given Serial No. 11,683, of which this application is a division. The cylinder is provided with a piston (in this instance a double acting piston) provided with a piston rod, 5, connected by a link, 73, to a brake lever, 72, for operating an ordinary brake mechanism, diagrammatically indicated in Fig. 1, and comprising in this instance a brake band, 71, and brake drum, 70, so that the movement of the piston in one direction applies the brake, and

in the opposite direction, releases the brake.

It will also be understood that the actuator is provided with reversing valve mechanism, which may be conveniently located in the hub of the piston, and operated by a longitudinally movable valve actuating rod. 20, extend ing therethrough and projecting from the opposite end of the cylinder. from the piston rod, through a suitable stuffing box, said valve mechanism being so constructed as to place one end of the cylinder in communication with a suction line, 826, to the intake manifold of the engine, and the other end of the cylinder in communication with the atmosphere, and vice versa, according as the valve actuating sleeve is moved in one direction or the other. The details of the actuator and its valve mechanism form no part of our present invention, and therefore will not be particularly illustrated, described or claimed herein.

The valve actuating sleeve, 20, is operatively connected with a foot lever, or other operator operated device, indicated at 74, and provided with the retracting spring, 75. 860 represents the internal combustion engine for operating the vehicle. 866 represents the engine carburetor therefor, having the main air intake, 867. and gasoline supply pipe, 868. 869 represents the usualthrottle valve of the engine.

76 represents the separate carburetor, which is inserted in the suction pipe, 862, between the intake manifold and the actuator, and is provided with a hollowbody providing a main chamber communicating at one end with the actuator, and at the other end with the intake manifold and located therefore between the valve mechanism of the actuator and the suction passage of the engine. A check valve, 865, is preferably inserted in the suction line, 826, between the separate carburetor and the intake manifold. The separate carburetor is provided with a vacuum chamber, 876*, communicating with the main chamber of the separate carburetor, 876, by an aperture, which is controlled byan air valve, 878, normally held in open position by a spring, 877, but adapted to be moved into and held in closed position, when the pressure in the chamber, 876, exceeds that in the vacuum chamber, 876, sufficiently to overcome the predetermined resistance of the spring. The controlling air valve, 878, is provided with a needle valve, 880, for controlling the liquid fuel nozzle, 879, of the separate carburetor, which nozzle is preferably adj ustably held in position with respect to the main chamber of the separate carburetor by a compression nut, 879, frictionally engaging the nozzle and adapted to be screwed into a threaded recessed portion, 876 of the separate carburetor body, so as to clamp it upon the nozzle and hold it in its vertically adjusted position. This construction permits of the longitudinal adjustment. of the nozzle, 879, with respect to the carburetor body, and theneedle valve, 880, without interfering with the connection between the nozzle and the liquid fuel supply therefor, which may be the float chamber of the engine carburetor, as in Fig. 4, or a separate liquid fuel supply pipe or passage.

As shown in Fig. 2, the needle valve, 880, is normally held closed, and the controlling air valve. 878, is normally held open by the spring, 877, and the parts will remain in this position as long as the pressures in the vacuum chamber, 876, and the separate carbureting chamber, 876, are equal. \Vhen a partial vacuum is created within the separate carburetor chamber, 876, and in the suction pipe leading to the actuator, the air in the vacuum chamber, 876, will also be exhausted. and the needle valve will be held closed. Small quantities of air withdrawn from the suction actuated device passing through the suction pipe and separate carburetor, insufli cient to affect the operation of the engine, will not increase the pressure within the auxiliary carburetor sufficiently to close the air valve, 878, against the pressure of its spring. 877, but larger amounts of air withdrawn from the suction actuated device, and passing through the separate carburetor, will cause such a drop in the raritication therein, or in other words, such an increase of pressure as will lift the air valve, 878, and close the communication between the vacuum chamber, 876, and the separate ,carburetor chamber, 876, and hold it in that position, thus opening the needle valve and holding it open, and permitting the jet to inject liquid fuel into the air passing through the separate carburetor, thus carburetingit and delivering it into the intake manifold as explosive mixture. As soon as the degree of raritication in the suction pipe has again reached the point where the spring, 877, will overcome the slight difference of pressure between that in the suction pipe and its carburetor chamber and that in the vacuum chamber, 876, the spring will force the air "alve into open position and close the needle valve, thus preventing any possibility of flooding. Any air that may have leaked into the vacuum chamber, 876, will be exhausted therefrom.

\Vhat we claim and desire to secure by Letters Patent is 1. Means for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combustion engine acting as a source of suction, comprising a separate carburetor provided with a main chamber, a jet nozzle therefor, a liquid fuel supply for said nozzle, an auxiliary vacuum chamber communicating with said main chamber, an air valve adapted to close the communication between said chambers, a fuel valve for said nozzle, operatively connected with the air valve, yielding means normally holding said air valve in open position and the fuel valve in closed position, whereby said fuel valve will be held normally closed to prevent the discharge of fuel into said air connection when the suction actuated device is inoperative and until suflicient quantities of air are drawn from the suction actuated device into said air connection to increase the pressure therein sufliciently to overcome said yielding means and effect the closing of the air valve and the opening of the fuel valve.

2. Means for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combustion engine acting as a source of suction, comprising a separate carburetor provided with a main chamber, a jet nozzle therefor, a liquid fuel supply for said nozzle, an auxiliary vacuum chamber communicating with said main chamber, an air valve adapted to close the communication between said chambers, a fuel valve for said nozzle, operatively connected with the air valve, yielding means normally holding said air valve in open position and the fuel valve in closed position, calibrated to hold said air valve open and the fuel valve closed when small quantities of air insufficient to interfere with the operation of the engine are passing through said air connection, where y said fuel valve willbe held normally closed to prevent the discharge of fuel into said air connection when the suction actuated device is inoperative and until sufficient quantities of air are being withdrawn from the suction actuated device, to materially affect the operation of the engine.

3. Means for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combus tion engine acting as a source of suction, com prising a separate carburetor provided with a main chamber communicatingwith said suction connection, a jet nozzle therefor, a liquid fuel supply for said nozzle, an auxiliary vacuum chamber communicating with said main chamber, an air valve adapted to close the communication between said chambers, a fuel valve for said nozzle, operatively connected with the air valve, yielding means normally holding said air valve in open position and the fuel valve in closed position, and

means for securing the adjustment of said nozzle and needle valve with respect to each other.

4. Means for carbureting air withdrawn from a suction actuated power actuator to 5. Means for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combustion engine acting as a source of suction, comprising a hollow body, a vacuum chamber connected therewith by a communicating aperture, means actuated by the flow of fluid through said suction connection for controlling the extent of opening of said aperture, :1 fuel nozzle projecting into said body, and a valve for said nozzle adapted to be positively opened when the atoresaid means is moved to restrict said aperture.

(3. Mains for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combustion enginc acting as a source of suction, comprising a carburetor consisting of a hollow body, a vacuum chamber in communication therewith, a nozzle projecting into said body, a normally closed fuel valve for said nozzle, and means actuated by the ditierence in fluid pressure in said body and said chamber for positively opening said fuel valve when said dill'erential exceeds a predetermined amount and the higher pressure is in the hollow body due to operation of said actuator.

7. Means for carbureting air withdrawn from a suction actuated power actuator to the suction passage of an internal combustion engine acting as a source of suction, comprising a carbureting device consisting of a hollow body, a vacuum chamber having a communicating connect-ion therewith, a fuel noz-.

zle projecting into said body, a valve for said nozzle, and means interposed in the connection between said body and said chamber and actuated by a differential of pressure caused by a flow of fluid through said body for opening said valve when the pressure in said body is greater than in said chamber.

In testimony whereof we affix our signatures. t

CALEB S. BRAGG. VICTOR W. KLIESRATH.