US1766169A - Carburetor - Google Patents

Description

June 24, 1930. o. H6ENS1GN 1,766,169

' I CARBURETOR Filed May 8, 1924 v Invenior wzlzizess Orville flEizJ gil Patented June 24, 1930 UNITED STATES OBVILLE H. ENSIGN, OF PASADENA, CALIFORNIA, ASSIGNOR TO ENSIGN CARBURETOR,

PATENT'OFFIC-E COMPANY, OF LOS ANGELES, CALIFORNIA, A CORPORATION OF CALIFORNIA CARIBURETOR Application filed May 8, 1924. Serial No. 711,913.

This invention relates-to means for automatically thinning at predetermined mani- ,fold vacuums, the mixture produced by carburetors attached to internal combustion en- 5 gines; such thinning to take place where vaporization caused by manifold depressions makes it possible to use a mixture thinner than the maximum power mixture.

An'object of this invention is to provide maximum economy in the operation of internal combustion engines. 1

Another object is to provide novel automatic means for introducing atmospheric air into the fuel passage of a carburetor during certain predetermined manifold depressions.

Another object is to introduce atmospheric air into the fuel passage of the carburetor during a fixed controlled speed of an automo-' tive vehicle up to say thirty-five or forty miles per hour, and to momentarily cut off such introduction to restore maximum power mixture uponany sudden opening of the throttle for a new speed, and to again introduce such ir when the new controlled speed has been attained.

Another object is to provide novel means whereby the need of accelerating wells in carburetors may be avoided.

Features of this invention reside in applying to a suction chamber for supplying a fuel passage with liquid fuel, atmospheric air through a passage controlled by two valves;

and in controlling'one of such valves by the depression in the mixing chamber; and controlling the other valve by the manifold de- I pression.

Features of the invention reside in the parts and combinations of parts more specifically hereinafter referred to.

Other objects, advantages and features of invention may appear from the accompany-- ing drawing, the subjoined detail description and the appended claims.

The accompanying drawing illustrates a preferred construction of the invention as applied to a vortex type carburetor, .but it is understood that the invention may be applied to other types of carburetors.

Figure 1 is a vertical sectional view of a vortex type carburetor constructed in accordance with this invention.

Fig. 2 is a section on line x2, Fig. 1.

The invention is applicable to various types H A through an air inlet 6, which opens into the atmosphere at 6'; and a throttle valve 7 that controls the flow of the mixture through the mixture passage to the manifold and, as is well understood, said valve -7 also measurably controls the manifold depression under various speeds and loads.

The mixture passage 5 is supplied with fuel delivered from the float chamber 1 through a fuel orifice 8, into a fuel suction chamber 9 where the fuel overflows through an intake 10 of a limited fuel passage that opens into the mixture passage through orifices 11 and from j which the fuel is delivered into the main air stream.

Thereis provided an idling by-pass which is connected from beyond the throttle through a port 12, horizontal passage 13, vertical passage 14 and an extension 15 thereof, to the upper portion of the suction chamber above the level of the fuel therein. This by-pass is provided with an unregulated vent 16 and with a regulated vent 17.

' To regulate the vent 17, there is provided the needle valve 18 held in position by the retainer spring 19.

A choke valve 20 is fixed on a shaft 21 that is provided at one end with a lever arm 22 to which may be attached acont-rol wire, not shown, by means of a swivel 23 held by a screw 24. By this means the choke valve may be closed or opened as may be desired for starting and operating the engine.

. The float 3 cooperates with the valve 26 to regulate the height of the fuel in the float I chamber.

The fuel orifice 8 is adjustable by a hollow sleeve 27 that forms the suction chamber 9 and said sleeve has a portion 28 threaded into head 31v is threaded onto the upper end of the sleeve 27 and provides means by which said sleeve may be turned to more or "less restrict, or to fully open, the orifice 8. A retainer spring 32 holds the sleeve 27 in position.

This invention resides in automatically regulating or varying the amount of depression in the suction chamber to control the flow of fuel through the fuel orifice 8 and consequently the flow of fuel that overflows the in take 10 of the fuel passage, and for convenience of construction I have provided in an upper solid end 33 of the hollow sleeve 27, a valve chamber 34 that is connected by passages 35 to the suction chamber 9, and by a small vent 35, to the atmosphere.

A vertical air chamber 36 is open to the atmosphere through a calibrated plug 37 threaded into the outer threaded end 38 of a passage 38, 38' that is drilled into the sleeve 27 on both sides of the chamber 36. A check valve 39 in the valve chamber 34 preferably operating by gravity and a depression from the mixture passage opens and closes communication bet-ween said chambers 36. l The valve 39 has a stem 40 that extends into the recess 41, provided in the milled head 31, and said stem prevents accidental displacement of the valve 39.

The cover 30 is provided with an air vent 42 that opens'into the float chamber. for the usual purpose; and has mounted thereon fuel economizing means comprising a boss 43 that is inclined for compactness and ease of connection to associated parts and has a bore 44 in which a piston 45 is snugly fitted and slidably mounted. The piston 45 has a reduced nose 46 and is recessed at 47 to receive a compression spring 48 that operates between the piston and a gland nut 49 that is threaded into the bore 44. The piston 45 divides the bore 44 into an air inlet chamber 50 and a piston chamber 51 which is open to a point beyond the throttle through a tube 52 that passes through the gland nut 49;

The fuel economizing vent passage comprises the'air inlet chamber 50, an inlet port 53 connecting the chamber 50 to the atmosphere, orifice54, chamber 55, and passages 56 and 38' opening into the vertical air inlet chamber 36 the outlet of,.which is controlled by valve 39. The chamber is formed in the cover 30 between an extension 29 of the cover 30 and the hollow sleeve 27.

The air passage to the suction chamber from the inlet port 53 is closed when the carburetor is not in operation by the spring 48 forcing the nose 46 of the piston 45 against the orifice 54, and said passage is also closed by the gravity valve 39.

In operation I obtain an economic use of fuel in internal combustion engines by automatically controlling the air vent to the suction chamber 9 by utilization of the depres- 34 and I sions in said suction chamber and in the manifold. With a carburetor constructed in accordance with this invention and applied to an internal combustion engine of an automobile, the power and idling operations are well known and will not be explained in detail except as modified by this invention.

lVith said. automobile engine idling, or with the car moving at say about five to seven miles per hour the .gravity valve 39 will be closed because the depression applied in the valve chamber 34 through the suction chamber 9, passages 35 and'idling by-pass will not be great enough to permit the lifting of such valve, thereby providing the usual means for obtaining a suitable mixture at iding or at very' light loads or low motor spee s.

At any load or engine speed above about five to seven miles an hour the depression applied in thevalve chamber from the main air stream will be great enough to permit the atmospheric pressure admitted throughv the plug 37 into the chamber 36 to lift the gravity valve 39 off its seat and thus reduce the depression in the suction chamber 9 by allowing air to enter said chamber 9 through the plug 37, chambers 36 and 34, and spassages 35, thus forming a fixed supplemented atmospheric air vent into the suction chamber that is open at all times during operation of the engine above idling'speeds or light loads. v

It is understood that the depression in the suction chamber is slightly reduced at all times by the constant minute vent'35' to prevent siphoning.

When the throttle 7 is closed to idling. position the manifold depression will be applied to the piston'cham'ber 51 through the tube 52 and the piston 45 will be moved away from the orifice 54 compressing the sprin 48 which is of a predetermined strength and thus opens the fuel economizing vent which supplies additional air to the suction chamber subject to further control by the gravity valve.

The tension of the spring 48 may vary with different types of engines and is preferably of such strength that at all wide open throttle positions and all speeds controlled by throttle above about 40 miles per hour on the level the depression applied in the piston chamber will not "be sufiicient to cause the piston to be opened against the compression of the spring.

Referring, for illustration, to operation of an automobile in opening the throttle to speed up the car to say 15 or 20 lmiles per hour, the manifold depression will fall and thereby momentarily interrupt the application of the depressionin the piston chamber and the spring 48 will move the nose 46. agalnst the orifice 54 and close the fuel economizing vent; but during this period of acceleration the gravity valve will remain open due to the depression applied to the valve chamber 34 through openings 11 and the engine will thus receive anormal full power mixture during acceleration periods.

As the car attains a controlled speed after acceleration the manifold depression will rise and the fuel economizing vent will be ppened again and the engine will receive the thinnest mixture possible for good economy. The same opening and closing of the fuel economizing vent will take place when the throttle is suddenly opened to a position that .will run the car at any appreciable increase of speed, that is to say, the manifold depression will momentarily fall after the throttle has been suddenly opened and the fuel econ- .omizer valve will immediately close during such momentary fall of depression, thus an enabling a full power mixture to be delivered until the new controlled speed is obtained, or, in other words, throughout any range of controlled normal driving speed,

the fuel economizer valve is wide open except as for the time required to accelerate the car from one speed to another.

At any opening of the throttle beyond a point that will give the car a speed of approximately 40- miles per hour the fuel economizing vent will be inoperative as the depression applied to the piston chamber will not be sufiicient to overcome the tension of the spring. and the engine will receive maximum power mixture from such speed up to maximum car speed.

From the foregoing it will be seen that I have provided the suction chamber of a carburetor with a passage that forms an air ent, and is open to the atmosphere at'two points through the plug 37 and inlet port 53 and I control such passage by two valves at 39, and that are automatically operated by the. depressions from two separate points, one-of such points being in the mixture passage and the other of such points being on the engine side of the throttle.

The method of producing and supplying an explosive mixture of air and fuel to the engine manifold will be apparent from the foregoing and mainly consists in first applying depression to the suction chamber to cause a flow of fuel from the fuel supply in the float chamber to the air supplied mixture passage and in then utilizing the depression applied in the suction chamber to admit atmospheric air to said suction chamber to reduce the flow of fuel during heavy loads and all speeds above idling and then utilizing predetermined manifold depresand open the fuel economizing vent passage to admit an additional amount of atmospheric air to the suction chamber to further reduce the flow of fuel during throttle controlled loads and speeds from approximatesions to automaticallyoperate the piston 47 l 1y five to forty miles per hour except during acceleration.

I claim.

1. A carburetor having a'suction chamber through which fuel is supplied to the main air stream; a mixture passagefan air Vent leading from the suction chamber and being open to the atmosphere attwo points; and valves controlling said air vent, one of said valves being operable by the depression at one point in said mixturepassage-to control one of said openings, and another of said valves being operable by the depression at another point along said mixture passage to control both of said openings.

2. A carburetor adapted to be attached to an engine manifold, having in combination a float chamber, a suction chamber open to receive fuel from the float chamb ture passage; a fuel passage to deliver fuel from said suction chamber to said mixture passage; a check valve; means to admit atmospheric air to said suction chamber through said check valve; and means auto matically controlled by manifold depres sions to admit additional atmospheric air to said suction chamberand under control of said check valve to thin the normal mixture.

3i In a carburetor adapted to be attached to an engine manifold and provided with a float chamber; a suction chamber communicating with said float chamber through a fuel orifice; a throttle controlled mixture passage adapted to receive fuel from said suction chamber; anair vent connected to said suction chamber; a valve operated by a predetermined depression in the mixture passage before the throttle and adapted to automatically close said vent during idling and low speed motoroperation; an economizer air vent adapted to supply-additional air to said suction chamber subject to control by said valve; and another valve adapted to normally close said economizer air vent and to hold open, said economizer air vent at a predetermined, but different depression in the engine manifold.

4. In a carburetor provided with a float chamber, an air intake and a throttle controlled mixture passage; a suction chamber supplied with fuel from the float chamber through a fuel orifice, said suction chamber er; a mix-.

having an air vent; a gravity valve adapted" tension adapted to permit the opening of the piston at certain predetermined manifold depressions.

In testimony whereof, I havehereunto set 5 my hand at Los Angeles, California, this 2nd day of May, 1924.

ORVILLE H. ENSIGN.

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