US1753165A - Apparatus for operating suction-actuated devices in connection with the suction passages of internal-combustion engines - Google Patents

Description

Apnl 1, 1930. Q BRAGG El AL 1,753,165

APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGES OF INTERNAL COMBUSTION ENGINES Original Filed March 16', 1925 2 Sheets-Sheet 1 si ggw Aprll l, 1930. c s. BRAGG ET AL 1,753,165

APPARATUS FOR OPERATING SUCTION ACTUATE'D DEVICES IN CONNECTION WITH THE SUCTION PASSAGES OF INTERNAL COMBUSTION ENGINES Original Filed March l6 1925 A 2 Sheets-Sheet 2 A ET I 7f f 7' 7o 177 79 J 6 m 279 j. v g I1"; H1: 1 H35 27! a 51 76 1 I I Q 79 Z45 77 250 m L: 56' q M c 0 7y 355 Z85 276 Z ATTORNEY Patented Apr. 1, 1930 rrao STATES rm 7 earns 's. sense, or ran: nnaon, rnoama, am) vrcroa w. nnrnsanrn, or rear WASEINGTON, NEW YORK, ASSIGNOBS TO BBAGG-KLIESRA'I'H CORPOBA'II ION LUNG ISLANDCITY, NEW YQBK, A CORPORATION OF NEW YORK nrrana'rus roit lornnarrne sUcrIoN-acr a'rnn nnvrons IN connncrron n run suorron' rnssaens or mrnanan-ooranns'rron nivernns application flied March 16, 1925, serial No. 15,732. Renewed January 5, 1829..-

Uur invention consists in the novel features hereinafter described, reference being hadto the accompanying drawings which show several embodiments of the same, selected by us for the pur se of illustration, and the said invention 1s fully disclosed in. the following description and claims.

In the operation of vacuum brakesfor automotive vehicles, it. is extremely'j'eqnven- 1o ient to obtain the necessary suction or partial vacuum. from a suction passage ofthelinternal combustion engine, ordinarily em.- ployed for the propulsion of the vehicle, said suction passage being located between the t throttle valve for controlling the supply of explosive mixture and the cylinder, and it 1s particularly convenient and desirable to connect the vacuum brake mechanism with the intake manifold of the engine. ,It will be understood further that the air exhausted from the brake actuating mechanism and delivered into the intake manifold of the engine necessarily has a'tendency-toeither prevent the drawmg in of the proper quantity of liquid fuel from the atomizer of the earburetor by reducing the partlal vacuum n the suction passage, or to dilute the explosivemixture passing thru the suction passage from the carburetor, and such dilution may in some instances bring about a. mixture which will not readily ignite in thelengine, Ineither 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 brake mechanism, it'is desirable that the air exhausted into the manifold shall be withdrawn from the brake actuating mechanism as rapidly as possible to secure quick action of the brake, and any restriction in the connection between the brake mechanism and the intake manifold for the purpose ofavoidingthe stalling of the engine, will necessarilytionbetween the vacuum brake actuating.

of this kind it has been ound that it is neces- 1 sary-to equalize the pressure on the surface of the liquid in the float chamber of the auxiliary carburetor and in the nozzle, as the latter is subjected to varying degrees of rarification 7 during the operation of the vehicle and without some provision of this kind the liquid "fuel would at times be withdrawn from the nozzle when no air was passing through the separatecarburetor, which would result in the accumulation of liquid fuel in the air connection, which would be objectionable and injuriously aifect it.

Our present invention consists in providing improved means for preventing this undesired leakage of motor liquid from the nozzle of the separate carburetor for the air connection by providing a communication from the atmosphere to the nozzle above the normal liquid leveltherein, thereby equaliz- ;ing the pressure on the liquid in the nozzle, as the liquidin the float chamber is also open to the atmosphere. t

p In this construction it is necessary to employ a needle valveto control the discharge opening of the jet, as otherwise air and liquid fuel would be continually drawn from the jet when any considerable degree of rarification exists in the air connection from the suction operated device to the manifold. We prefer,

whichmight drain back into the actuator and for example a diaphragm fo'rinin a wall of a chamber communicating with t c said air connection or other suitable device similarly actuated, as shown in our former application above referred to. The separate carburetor is, therefore, responsive to the conditions existing in the air connection from the suction actuated device to the suction passage of the engine, and is entirely independent of the main or engine carburetor, I and is no part of the normal charge forming mechanism of the engine. The separate carburetor is only brought into operation when the suction actuated device is operated, and then acts to prevent the operation of the suction actuated device from interferi with the normal operation of the engine by c rges supplied from the main or engine carburetor under the control of the throttle valve, and to prevent stalling the engine if idling.

As a result of providing for admitting atmospheric pressure to the surface. of the liquid in the nozzle of the separate carburetor, slight vibrations of the disc or dia- 25 phragm controlling the needle valve which may be due to pulsations in the intake manifold, do not cause material amounts of fuel to be forced out of the jet when no air ispassing through the said separate carburetor from the actuator; slight opening and closing of the needle valve caused by such vibrations of the diaphragm would merely admit small amounts of atmospheric air. When, however, air is passing through the suction pipe and the needle valve of the said separate carburetor is raised from the nozzle, air will be admitted by the air inlet to the nozzle under the control of an adjustable restricting device so that it may not admit sufficient air to materially afiect the suction in the Venturi passage or reduce the suction through the air inlet to the nozzle much below the degree of suction in the Venturi passage.

Therefore, when the needle valve is open,

liquid fuel will be sucked from the jet by reason of a certain amount of rarification above the liquid level in the nozzle, as well as by the action of theair rushing by the jet. The amount of air can be re lated by the adjustable restricting device or the air passage to the nozzle.

Another advantage of our invention is that when the motor is stopped, atmospheric air will gradually leak into the actuator cylinder and connecting pipes, so that the vacuum operated needle valve of the separate carburetor will gradually open the needle valve of the jet while there is still a considerable degree of vacuum or rarification present in the separate carburetor. Under these conditions, only air will be admitted from the discharge orifice of the jet and no liquid fuel will enter to flood the carburetor and pipes connected therewith. The needle valve 65 will of course open very sllghtly while the auxiliary carburetor in the suction line from state-of rarification is comparatively high and as the state of rarification becomes less and the needle valve is correspondingly opened to a greater-extent, there is correspondingly less suction so that the air vent passage to the nozzle will have sufiicient ca- .pacity to prevent any fuel being sucked throu h the jet nozzle under such conditions. Referring to the accompanying drawings,

Fi 1 is a diagrammatic view'showing an insta lation in an automotive vehicle comprising an internal combustion engine, brake mechanism for the vehicle and a vacuum-operated power actuator for the brake mechanism, and having our present invention embodied therein.

Fig. 2 is an enlarged view of certain of the parts illustrated in Fig. 1, showing the intake manifold, the main carburetor and the the power actuator.

Fig. 3 is an enlarged sectional view of one form of auxiliary carburetor embodying our present invention.

Fig. 4 is asectional view of an auxiliary 9o carburetor, illustrating a further modification of our invention.

Fig. 5 is a sectional view of the same, taken at right angles to the plane on which Fig. 3 is taken. a

Fig. 6 is a sectional view of an auxiliary carburetor, illustrating a further modification of our invention.

In Fig. 1 we have shown diagrammatically an installation in an automotive vehicle of a power actuator for the brake mechanism of the vehicle, in which our invention is embodied. In this figure, 1 represents the power actuator operated by suction, and connected with the intake manifold, 61, of the internal combustion engine, 60, which is provided with the main or engine carburetor, 66, and with theseparate and independent carburetor, 76, located in the suction line, 26, leadin from the actuator to the intake manifold or operating the actuator. The actuator is connected-by link 73 with brake mechanism diagrammatically illustrated at 77, 71 and 72, and is controlled by valve mechanism connected with the usual pedal lever, 74. The particular construction and operation of the actuator and brake mechanism have no bearing on our present invention and need not be more particularly described.

Referring to Fig. 3 which shows'in detail the preferred'form of the separate and independent carburetor for the suctionpipe from the suction actuated device, 7 7 represents the float chamber of the auxiliary carburetor, provided with the float, 77", operatively con- T126 nected with the usual fluid inlet valve, 77, I in this instance by the usual lever, 77 for controlling the supply of gasoline or other motor liquid to the float chamber and maintaining a predetermined liquid level therein. 1:5.

76 represents the Venturi tube in which is located the jet or nozzle indicated at .7 9. In

this instance, the nozzle, 79, is provided with a liquid passage, 7 9", communicating with the float chamber below the li uid level therein by assage 79, provided wit means for regu'-- latm the flow ofgasoline, in this instanceii. detac able screw, 79', having an aperture therein, which screw can be removed and sub, stituted by another with a different s 1ze aper-- to the atmosphere above the liquid level, as

is customary in carburetor construction and as indicated in the drawing, at 100, and the passage, 7 9 therefore equalizesthe pressure on the liquid at'the nozzle with the pressure on the liquid in the float chamber. The nozzle. is provided with a needle valve indicated at- 80, operatively connected with'a diaphragm, 85, forming one wall of a chamber, 86, in communication with the interior of the Venturi passage and engaging a guiding recess,

' 90, in the other wall. The diaphragm is therefore subjected to pressure on the ex'terior, which will force the needle valve into closed position when rarification exists in the Venturi tube and the passages or pipes connected therewith. It will be seen that the air passage, 7 9, to the nozzle will admit atmospheric air above the liquid level. in the nozzle and this passage is preferably provided with suitable means for adjusting it, for example a screw threaded valve, as shown in Fig 3, at .7 9. It will be understood that when the actuator is not in operation, and the enfigine is in operation, the highest degree of rari exists in the air connection from the manifold, but no air is actually passing through the air connection, and in such case, the diaphragm, 85, will hold the needle valve closed and prevent any liquid fuel from being drawn into the carburetor to flood the same and the portions of the air connection, connected therewith by reason of the high degree of rarification in the Venturi tube. Even if the needle valve for the nozzle is slightly open, as by vibrations of the diaphragm caused by pulsations in the intake manifold or otherwise, no appreciable amount of liquid will be admitted but such opening of the needle valve would merely allow air to issue from the nozzle, from the air passage, 79*. When air is being withdrawn from the actuator and conducted to theintake manifold, the actual degree of rarification will be less and, the needle valve will therefore be opened by the diaphragm and the air in passing the nozzle will withdraw both liquid fuel and air from the nozzle and form an explosive mixture which is delivered to the manifold. The air inlet, 79*,is so adjusted as to admit as cation sponding parts are indicated by .much air as ossiblewithout too greatly diluting the exp osivemixture, as the admission of air with the fluid assists the formation 'ofthe'explosive mixture. The air-passage, 7 9, however, would not admit suflicient' air .to reduce the degree of rarificationat the discharge aperture of thenezzlemateriallybelow the degree of rarification within the Venturi passage, and therefore-,--as before stated, the fuel will be withdrawn from the get'by a degree of rarification above the sur nozzle. In other words, when the needle valve is open and airis being withdrawn from the actuator, there would be a slight partial vacuum on the surface of the li uid in spiteof the an passage 79, so that t e pressure on the surface of the liquid 'in'thefloat cham- -b er will under these conditions assist the delivery of the liquid into the currentof air passing through the Venturi tube. When the engine is stopped, a condition of rarification would necessarily exist in the air connection, 26, which would gradually deface of the liquid, whenjthe needle valve is open, as well as by the air rushing past the crease as air leaks into the actuator and its connections, so that a time would arrive when the needle valve, 80,.would begin to open slightly. while there was still a considerable degree of rarificationwithin the air connection, 26, and the Venturi passage-79 At such time, atmospheric air only will enter the Venturi tube from the discharge aperture of the nozzle from the equalizing air passage,

79, which will be of sufl'icient capacity to supply the air admitted by the slight opening of the needle valve and-thus prevent the formation of a partial vacuum above the surface ofv the liquid in the nozzle. By the time J the degree of rarification in the Venturi tube and connected passages has fallen soas to effect the greater opening of the needle valve,

80, the suction being correspondingly less, the

equalizing air passage, 7 9 ,.will still be able to furnish suificient air to prevent the formation of a partial vacuum above the surface of the llquld in the nozzle, and therefore the floodin of the. separate carburetor andair connection under these conditions will be entirely preventedq a Figures 4 and 5 illustrate a slight modification of our invention in which the corre;

numerals, with the addition of 100.

In this instance, the nozzle, 179, is provided with an equalizing air passage indicated at 17 9, extendingdirectly to the atmosphere instead of to the float chamber. In

the same sage, communicates at the bottom of the nozzle directly with the atmosphere,but a restricting device is provided in this instance, a

removable screw, 179, provided with 'a hole,

, 17 9, therethrough, it being understood that this screw can be removed and replaced with another havin a different size aperture for the purpose adjustin the air inlet to the nozzle. 180 represents t e needle valve controlled b the diaphragm, 185, and the operation oft is form of our invention is exactly the same as that which has been heretofore described. In this figure the float chamber above the liquid level is in communication with the atmosphere through an aperture indicated at 200.

In Fi 6 we have shown another modification 0? our invention, aportion of the separate carburetor bein illustrated and similar parts being given t e same numerals, with the addition of 200. Thus in this fi ure, 276

q 20 represents the Venturi passage an 279 the nozzle, supplied with liquid fuel by the passa e 27 9", in the same manner as indicated in F ig. 3, from the float chamber. In'this instance the nozzle is valve, 280, secured to t e diaphragm, 285, and

operating in the same manner as herelnbe-v fore described, and the equalizing air passage for the nozzle is in this instance formed in the needle valve, 280, and its stem, 280", said valve and stem being hollow, as indicated,'to form the air inlet passage, 27 9, for admitting atmospheric air to the nozzle above the liquid flooding at any time when the valve is open and no air is assing through.

In Fig. 6, e float valve is shown in communicat1on with the atmosphere above the li uid level by an aperture, 300.

What we claim and desire to secure by Letters Patent is:

1. The combination with an internal combustion engine, provided with a suction passage, a mam carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device 7 comprising an actuator cylinder, a piston therein and controlling valve mechanism, an

air connection extending from the actuator cylinder-to said suction passage, means for preventing interference with the operation of the engine or stalling it if idling, by the operation of v e suction actuated device, comprising a separate and inde endent carburetor for the air withdrawn cm the suction rovided with a needle actuated device located in said air connection and rovided with a float chamber, a float and hquid fuel control valve connected therewith, the space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle connected with said float chamber for supplying fuel to the air passing through said air connection and means for equalizing the pressure on the discharge orifice of the jet nozzle and in said float chamber to prevent flooding the separate carburetor and the air connection, when the suction actuated device is not in operation.

2. The combination with an internal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extendmg from the actuator cylinder to said suction passage, means for preventing interference with the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, comprising a separate and independent carburetor for'the air withdrawn from the suction actuated device located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the space above the liquid in the float chamber bein in communication with the atmosphere, a et nozzle discharging into said air connectlon and means for admitting atmospheric air at all times to the surface of the liquid in the jet nozzle adjacent to the discharge orifice thereof to equalize the pressure thereon with the pressure on the liquid in the float chamber to prevent the suction of the engine from causing leakage of liquid fuel from said jet when air is not being withdrawn from the suction actuated device.

3. The combination with an internal combustion engine, provided with a suction passage, a main carburetor-for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extending from the actuator cylinder to said suction passage, means for preventing the interference: with the operation of the engine, or stalling it if idling, by the operation of the suction actuated devlce, comprising a separate and independent carburetor located in said air connection and providedwith a float chamber, a float and liquid fuel control valve connected therewith, the space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle discharging into said air connection-and means for admitting atmospheric air at all times to the surface of the liquid in the jet nozzle adjacent to the discharge orifice thereof to equalize the pressure thereon with the pressure onthe liquid in the float chamber and prevent the suction of the engine from causing leakage of liquid fuel from said jet when air is not being withdrawn from the suction actuated device, and means for regulating the admission of air to said nozzle to prevent the leakage of too large quantities of air into said air connection.

4. The combination with an internal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, ofa suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extendlng from the actuator cylinder to said suction assage, means for preventing interference w1th the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, comprising a separate and independent carburetor located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the

space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle dischargin into said air connection and means for a mitting atmospheric air at all times to the surface of the liquid in the jet nozzle adjacent to the discharge orifice thereof to equalize the pressure thereon with the pressure on the liquid in the float chamber, a valve for preventing the discharge of liquid from said nozzle when in closed position, and means controlled by the suction within said air connection for automatically controlling said valve.

5. The combination with an internal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extending from the actuator cylinder to said suction passage, and independent carburetor located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle connected with said float chamber for supplying fuel to the air passing through said air connection means for equalizing the pressure on the discharge orifice of the jet nozzle and in said float chamber, a valve for preventing the discharge of liquid from said nozzle, and a yielding diaphragm for controlling said valve adapted to hold the valve in open position and to be deflected in a direction to close the valve by the presence of a pre-determined degree of rarification in said air connection whereby a slight opening of said valve, will permit small quantities of air to enter the a separate.

air connection without admitting appreciable quantities of fuel, but the said valve effected by larger quantities 0 air passing through said air connection from the suction actuated device will effect the discharge of fuel from said nozzle to fuelize said air. 7

6. The combination with an internal combustlon engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for saldpassage, of a suction actuated device comprismg an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extendmg from the actuator cylinder to said suction passage, means for preventlng interference with the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, comprising a separate and independent carburetor located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the space above the liquid in the float chamber being in communication with the atmosphere,

a jet nozzle discharging into said air connection, and provided with a liquid supply passage connected with the float chamber, and an air supply passage communicating with the atmosphere to prevent the suction of the engine from causing leaka e of liquid fuel from'said jet when air is not icing withdrawn from the suction actuated device.

7. The combination with an interjlal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extending from the actuator cylinder to said suction passage, means for preventing interference with the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, comprising a separate and retor located in said air connection and provided with a float chamber, a float and liquid greater openin of independent carbuprovided with co-axial passages, one

with the atmosphere whereby the suction of the engine is prevented from causing leakage of liquid fuel from saidjet when air is not being withdrawn from the suction actuated device.

8. The combination with an internal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extendmg from the actuator cylinder to said suction passage, means for preventing interference with the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, 'comprising a separate and independent carburetor located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle discharging into said airconnection, and provided with a liquid supply passage connected with the float chamber, a valve for closing the discharge orifice of the nozzle, a diaphragm connected with said valve and constructed to be actuated in a direction to close said valve by the presence of a pre-de termined degree of rarification in said air connection, said valve being provided with an air inlet passage extendin to the outer side of said diaphragm where y the suction of the engine is prevented from causing leakage of liquid fuel from said jet when air is not being withdrawn from the suction actuated device.

9. The combination with an internal combustion engine, provided with a suction passage, a main carburetor for the engine communicating therewith and a throttling valve for said passage, of a suction actuated device comprising an actuator cylinder, a piston therein and controlling valve mechanism, an air connection extending from the actuator cylinder to said suction passage, means for preventing interference with the operation of the engine, or stalling it if idling, by the operation of the suction actuated device, comprising a separate and independent carburetor located in said air connection and provided with a float chamber, a float and liquid fuel control valve connected therewith, the

space above the liquid in the float chamber being in communication with the atmosphere, a jet nozzle discharging into said air connection, and provided with co-axial passages,

-,; one connected with the float chamber below and constructed to be moved to close said valve by the presence of a pre-determined degree of rarification in the said air connection without closing the coaxial passage oonnected with the atmosphere, whereby flooding of the separate carburetor and said air connection is prevented.

10. The combination with an internal combustion engine provided with a suction passage and a main carburetor for the engine, of a suction actuated device, an air connection from the suction actuated device to the suction passage, a separate and independent carburetor located in said air connection, including a jet nozzle, and means for equalizing the pressure on the discharge orifice of the jet nozzle and in the float chamber ofsaid separate carburetor when the suction actuated device is inoperative.

11. The combination with an internal combustion engine provided with a suction passage and a main carburetor for the engine, of a suction actuated device, an air connection from said suction actuated device to said suction passage, a separate and independent carburetor having a jet nozzle located in said connection, valve mechanism for said actuated device, an operator operated part for said valve mechanism, said separate carburetor arranged to fuelize the air passing from said actuated device to the suction passage when the valve mechanism is operated by the operator operated part, and means for equalizing the pressure on the jet nozzle and in the float chamber of said separate carburetor to prevent flooding of the separate carburetor and the air connection when the suction actuated device is not in operation.

12. In brake mechanism for automotive vehicles, the combination with an internal combustion engine provided with a suction passage and a main carburetor for the engine communicating therewith, of a suction actuated device comprising an actuator cylinder, a piston therein connected to the brake mechanism and controlling valve mechanism, an air connection extending from the actuator cylinder to said suction passage, a separate and independent carburetor located in said air connection, and including a jet nozzle, said separate carburetor arranged to fuelize the air passing from the suction actuated device to the suction passage when said valve mechanism is operated to produce a power stroke of the piston, and means for equalizing the pressure on the discharge orifice of the jet nozzle and in the float chamber of said separate carburetor to prevent flooding the separate carburetor and the air connection when no air is being withdrawn from the suction actuated device.

In testimony whereof we aflix our signatures.

CALEB S. BRAGG. VICTOR W. KLIESRATH.

Images