US1824750A - Carburetor - Google Patents

Description

Sept. 22, 1931. J. REMINGTON 1,324,750

CARBURE'IOR Filed June 7, 1926 3 Sheets-Sheet 1 INVENTOR:

3 Sheets-Sheet 2 J. P. REMINGTON CARBURETQR Filed June, 7, 1926 FIG'ZH Sept. 22, 1931.

v INVENTOR dbsepiz Perv/1 Remizzgzow,

' TTORNEYS.

Sept. 22, 1931. J. P. REMINGTON I CARBURETOR Filed June 7, 1926 3 Sheets-Sheet 3.

FIG: .X

26 Z2 Z6 FIGEH Y J & 'IIIIIIIIIZ///////////A INVENTOR: dfiaeph Percy Eemmgfor/ mww WITNESSES TTORNEYS.

;;;. through the intakeat right angles to F ig. III,

a Fig. II.

Patented Sept. 22,1931 2 JOSEPH PERCY REMINGTON, or P ILADELPHIA, mmm mm; ASSIGNOR mo BE]!!- IN GTON MANUFA.

CORPORATION or rENNsYLvnivIe roams COMPANY, or [rnrrannnrnra rENNsvLvAnra; A

. V i RETQR Application filed June 7, 1926. Serial no. 114,297:

My invention relates to carburetion, and to the supply and regulation of-air and. fuel for internal combustion engines. I aim to 1mprove the operating conditions andefiiciency of such engines; to secure abetterand more intimate mlxture of air. andfuel, andqmore complete vaporization of the latter; .to regulate the proportions of air and fuel morecorrectly; and to insure .an adequate supplyof the combustible mixture under all conditlons. My invention afiords the further advantage vacuum tanks and the like now so extensively employed. The inventionis especially advantageous for motor vehicles, and Ihavehereinafter explained it particularly with reference to that field of use. i

Fig. I is a side View of an air. intake and valve mechanism for amotor. vehicle engine.

Fig. II is a plan view of the intake and associated parts shown in Fig.1...

F'g. III shows a. vertical .mid-secti 11 through the intake and valves, taken as indicated by the line III-III in Fig. II.

Fig. IV. shows a cross-section through the fuel valve-,taken as indicated by the. line IVIV in Fig. III, but on a largerscale;

Fig. V shows a fragmentary, sectlon taken as indicated by the line V V.in Fig. II

F ig; VI is' a fragmentary side view of certain parts of the valve actuating mechanism, taken as indicated by the line VI*VI in Fig. VII is a fragmentary perspective view of an adjustable stop device, with aportion of the shaft on which itiismounted.

Figs. VIII-XII are fragmentary. dia- 1. grammatic views, similar to 'FigLIII, illustrating the operation of the device.

Referring to'Figs. I and III, it will be understood that in practice the device. 1 there shown may be connected at its. upper :5 end to the air and fuel intake manifold (not shown) of an: internal combustion engine (such as anordinary motor vehicle engine, not shown), and receives air throughopenings 18 near its bottom.. Liquidfuel (such as .gasolene): is supplied throughanonnectionw .rise by.,any means. From Figs. I and III, th'eliquid fuelsupplied thro'u h the cond it '21} isasprayed into the regime ,suctio'n abovefroma reservoir (not shown) :mounted, usually, in a position on the car where it is at a lower positionthan the device when the ,car; is on level ground. It will also be understood thatthedevice 15 is adapted to take the. pla'ceof. theusuahcarburetor, as well as of the usualhand operated throttle.

Assho'wn inFigs. I, II, and III, the air passage: in the device; 15. affords a circular seat 21 (formed by. a venturi-like narrowing of the I passage) fora throttle valve 22, shown as of of permitting the ordinary floatcontrolled .carburetorto be dispensed with, as wellas the connoida-l and conical streamline form. This valve 22 is hollow,'being mounted for 11p. and down movement aroundan upright round tubular fuel supply conduit 23. (Fig.

.III) that isscrewedfastin a bridgepiece 24 across. the. open. lower end'ofthe device 15.

The opening or mouth 25 at theupper end of thetube 23 may serve as a valve seat for a fuel ,val ve... device hereinafter described. The. throttle 22 extends. above the upper end or mouth ofthe tube 23, and has at its upper end an opening or mouth 26, somewhat reduced in size, which. may also serve as a fuelvalveseat, as hereinafterdescribed. The

throttle valve 22 has a depending guidesleeve extension .27 around the tube 23, with a flange .or shoulder 28 at its lower end. 1'. When the.engine is stopped, the throttle yalve22 naturally occupies the-position shown in F igs.=I and III, where it fills the opening in the seat 21 with a close butnottight fit. Even inthls position, however, the throttle .22 does not close OK the passage completely,

owingto some halfa dozen vertical rooves29 1n andbelow its largest portion. en the produced bythepiston displacement,-'as inpartial-vacuum whoselvalue may bedetermined by the weightand dimensions-of the throttle, or by forcible restraint of its free it 'will be seen that 'engineis running, the throttle 22 rises from the :position shown in Figs. I andIII and floats on the current of inflowing air that is "orifi'ce25, and is alsomovable'withrefer ence to the throttle 22 and the orifice 26'of the latter. As shown in Fig. III, the valve device 30 has a lower tapering portion 31 for. the orifice 25 and an upper taperingportion 32 for the orifice 26. It has also an enlarge: ment or flange 33 above the orifice seat at 25, conically bevelled: at its lower side for the ,purpose of seating tightly on this seat-to prevent outflow of fuel whenthe motor is shut off. .Justbelowthe enlargement or head 33,

the portion 31 has an abruptly reduced neck 3A extending through and slightly beyond the seat at 25. This neck 34 may-beformed by triangular flattening as shown in Fig. IV, so :thatthe shoulders below it may not catch on the edges of the seat 25. As shownin Fig. III, there is a helical compression spring 35 acting between the shoulder at the upper side of the flange 33and that at the lower side of the throttle seat 26, so as to offer a yielding and progressively increasing resistance to the tendency of suction above the throttle 22 to lift the valve device '30 relatively thereto and .to the fuelr-tube orifice 25. To facilitate-assembly and obviate dropping out of the device 30 when the throttle 22 is removed, a pin 36 may be inserted in a diametral hole in the upperend of the portion 32 above the seat 26,

asshown; 1 In operat1on, the valve device 30 moves up and down with the changes in position of the-throttle 22 as already described. Ordinarily, under anything likenormal running I conditions, the vacuum above the throttle 22 draws the'valve device 30 up into'the seat 26 until the'opening around its upper taper portion 32 vis smaller than that in the seat 25 around thelayer taper portion 31: i. e., the

supply of fuel is ordinarily controlled by the taper portion 32 in cooperation with the seat 26, while the taper portion 31. has no such effect at this time. Accordingly, the effective fuel opening and the fuel supply are varied inversely according to the degree of vacuum above the throttle 22, and, therefore, directly according to the quantity of air flowing to the engine and its demand 'for fuel i. e., when the absolute pressure above the'throttle diminishes, the fuel opening is reduced and vice versa. 'Also, any changevm the pressure of the fuel in the tube-23 (such as results from =meeting a steep grade, or from a sudden acceleration or arrest of the car), .which would changej thef fuel flow for-a given size ofopening, is automatically compensated for byaresulting up or down movementaof the taper 32 in the seat 26. For when the car is on a down-grade, the fuel tank will be elevated, so that there may even be a positive hydrostatic head tending to force the fuel through the opening at 26; but this head will force the valve taper 32 furtherup into the seat 26, thus reducing the opening and tending to prevent an increase in the flow of fuel.

'When the car 'is on an up-grade, the effect is naturally just the opposite. Sudden arrest of the-car causes the fuel to rush forward in theisupply tank and create a dynamic head of pressure in the supply line 19, with the same effects as-when the car is on a downgrade; and sudden acceleration of the car produces an opposite effect. Preferably, the spring 35 is designed to over-compensate i. e., to be slightly weaker than would be necessary to give the ideal mixture ratio of 0.0625 lb. gasoline to 1 lb. dry air under ordinary conditions, and of such scale as to reduce the richness of the combustible mixture withincreasing vacuum (decreasing absolute pressure) Accordingly, the device automatically enables andpermits the engine to always select the leanest mixture suitable for its operation-under conditions from time to timeexisting ;'because if the engine slows and its suction intensity drops on account of the mixture being too lean, the valve taper 30 will be'depressed and the effective opening at 26 increased so as to admit more fuel and return the mixture ratio to normal. Prefer ably, the spring 351is such as to give a mixture about richer thanthe above-mentioned idealfor .the conditions that obtain in acceleration andhill climbing. As a practical working rule, good results may be secured by selecting and adj usting the spring 35 to comply with these conditions: First, that when the fuel supply tank is elevated from its normal positionto the level of the top of the car,.the engine can just be idled '(or otherwise run unloaded) without stalling; Second, that when the tank is placed on the ground, the mixture supplied the engine when running without load shall be about 25% riches than in the-first case;

. Under extreme load conditions, on the other hand,as in accelerating on a steep hill, oritowing another car,the lower tapered portion 31 of the valve may come into effec tive control of the fuel supply, owing .to the great falling off of the Vacuum and the consequentdepression of the valve 30 by its spring Here, again, the result is a mixture automatically varied in composition, richer or leaner as is necessary for the best running of the engine under varying conditions. 1

- The rise. of thethrottle 22 on the inflowing: air may conveniently be limited and controlled by means of a stop 40 for engaging a clevisarm,andisfast oniagshaft 41 that is mounted toturn. in bosses 42, 42 on the:

casingwalls of the device 15. The shaft .41

what longer than the arm 43) at the other end of said shaft 41, .mountedto turn (coaxially 1 .airtastream,Lefte,to itself, the throttle 22 with the shaft) on asleeve extension 46 of the corresponding boss 42, "and provided with a reach rod connection ,47. The shaft 41 and its stop arm are biased counterclockwise (speaking with reference to Figs.

I, III, and VI) by a helical torsion spring 50 around the shaft 41, with one end 51 engaged beneath an arm 52 fast on the end of the shaft, and its other end53 engagedwith a. shiftable stop lug 54 that is a part of thearm 45. This spring 50 ordinarily holds the.

shaft arm 52 against'the lug 54 of, the arm 45, and thus causes theshaft41 to follow the movements of the arm 45 as if the arm were yields, on occasion, to allow the shaft 41 to be turned clockwise by the arm 43. This latter movement of the shaft 41 and its stop arm 40 is limited by engagement of an adjustable stop screw 55 in a lug 56. on the arm' 43 against a fixed stop lug 57 on the casing wall of the device15. As shown, the arm 45 is itself biased clockwise (speaking with-refer ence to Figs; 1, III, and VI) by a helical torsion spring 60 mounted-around the sleeve 46, with one end 61 engaged beneath said arm 45 and the other end 62 engaged behind a fixed stop lug 63 on the casing wall. Clockwise movement of the arm 45-either bythe spring 60, or by the reach rod 47is limited; by engagement of an adjustable stop screw: 65 in a lug 66 on the arm 45 against the;

fixed stop lug 63.

With the relations of parts shown in Fig.

III, the stop screw 55 only comes into playto limit clockwise movement of the shaft 41;

and its arm40 beyond the extreme limit of movement permitted the arm 45 by its stop screw 65. In this way, means are afforded forsettingthe stop 40 to a plurality of definite independently adjustable positions, according to the adjustment of the screws 55 and 65, so. asto suit different conditions of operation of the engine. In addition, the, stop 40 can be manually shifted (by means of the arm 45) at pleasure to arbitrarily limit the rise of the throttle 22 and the supply of air and fuel (combustible mixture) to the engine, thus controlling its speed like the manipulation of an ordinary throttle.

In practice,the throttle valve 22 may preferably be so proportioned and of such weight that when-floatinglfree and unrestrainedit will automatically :maintain above it. a sub: stantially fixed, constant suction or partial the engine under: anygand: all possible; .con-

dition syof openationthat the engine is capable;- of rmeeting-,tz. even athe: most unfavorable: LcFor :thisr: purpose; the: pressure thus maintained above: the.-lth10lltl .22 should be maintaining; itsuch'ca. suction. aboye nit, the lll'lI'OttlGI'iQQ wiltmove: up and down: with the will:'i-automatically-,= allow th e :engine to in- :creases its speed as rapidly as possible"(on a 2 to: 4fin. of mercury-below atmospheric. In J combustible mixture at the pressure above -;indi'cated)-:under the ,loadfrom time to time existing, andito attain thetmaximum speed of which-it is capablezunderrsuch load; but it willalso.fautomaticallyprevent an injudi- 'cious driver-from ever stalling the engine by admitting airso freely that the drawing power of the engine at the existing. speed cannot maintain suflicient intake suction to drawan adequate 'supplyof fuelfto carry theloadu Except iii'n rapid, accelerationror under other more or less speciallload conditions, however, the throttle 22 will rarely or never be thus left to itself-r to float free on the air stream, forthe simple reason that the power ofthe engine-on acombustibleicharge of the density corresponding to a .4'inch vacuum is greatlyin excess of thezrequirements-of ordinary operationx In other words,:the driver of the car will naturally-Q-by merely manipulatingthereach:rod 4.7 as he has been accustomed to; do with the ordinar-y hand throttle.keep the' stop '40 so depressed that the throttle 22 cannot rise-enough: to giveso low a vacuum'rfi. :e., so high an absolute pressure) ;as 4 inches. The: higherv vacuum. (lower absolutepressure): results-m more-rapid and-completeavaporization; of the gasoline or otherzliquid fuel; and isin thatway favorablew. On the other? hand, when the vacuum .is low ("high {absolute pressure) the speed =of the inflowingair is'high; so as to vaporize the fuel'effectively..- And when needed, the self-regulatory action of the throttle 22 to maintain the fixed minimunr suction (say .4 in.) required'to' draw adequate supply of fuel instantly -makesitselffelt; for while i the drivera can close: the throttle" 22 as much as, the likes, he cannot open. it, but only free it to open-itselfzas the needsuof the engine require. It is impossible, therefore, for the driver to overchargehis engine by opening the throttle wide too=suddenly;='

The definite .mxintenance of aaminimumwp intakegvacuumuby the device 115 as above deer engine efiiciency;than-heretofore: In other words, it. permits. the :engineto be designed for a higher degree of compressionunder ordinary operating conditions, because. it reduces the variation in pressure and quantity of charge as between ordinary conditions and the most extreme conditions of acceleration- .and hill-climbing: i. e., insures that no greater charge can be admitted at low than at high p1ston speed. This allows a higher compression ratio becauseit insures. that'the engine'- shall never have a full charge of air at practically full atmospheric pressure to compress,

Havingthus explained the general principles and-operation of my invention in the embodiment shown in my drawings, .I will not give other particulars'of a device that I have used with good results, and also describe in greater detail certain phases of the operation of the device.

The particular device to which Iv refer has a seat 21 of 1 in. diameter, and a throttle 22 weighing (with its sleeve 27) about 3 oz., and designed to rise in. from the closed position of Fig. III to reach the highest position it is ever expected to attain. The fuel openings 25, 26 are of 5m. diameter. The fuel valve 30 has a lower portion 31 of in. length below the neck 34, substantially in. in diameter at its upper end, and taperingone degree to the inch on each side; an upper portion 32 of in. length above the head 33, substantially in. in diameter at its lower end,iand tapering two degrees to the inch on-each side; a neck 34 longer than the width of. the seat 25 by about in.; and a total weight of about l/qoz. The tapers 31 and 32 are grossly exaggerated in the drawings, in order to renderthem visible. Accordingly, this value 30 gives the largest possible passage through the seat 25 when its head 33 is in. off said seat. The spring 35 is of such scale as just to be compressed completely (so as to close its convolutions on one another) by a load of4 02., and to expand in. from this condition when entirely relieved of load.

WVhen the engine is shutoff, the parts occupy the positions shown in Figs. I and III: with the valve 22 completely closed, as shown in Fig. III; with a clearance of about in. between the lower end of the sleeve 27 and the hub of the bridge 2st in which the tube is mounted; and with the spring 35 compressed only in., so as to expand completely on a in. rise of the throttle 22 from the position shown in Fig. III. Under this condition, the valve head 33 rests on the seat aff-orded by the fuel orifice 25, closing the latter completely, and the weight of the valve 22 sustained by the spring 35. The fuel orifice 26, on the other hand, is open practically to its widest, being occupied by the small upper end of the taper'32.

Before the engine is started, the throttle stop 40 is set in the position shown in Fig.

VIII by means of the arm 43 and the corresponding stops 55, 57; If desired, the arm 45 may at the same time be set in the position determined by the stops and 63, as shown in Figs. I, II, III, and IX. When the engine is spun to start it, the resulting suction causes a flow of air past the throttle 22, which is thereby lifted. The sub-atmospheric presthe seat 26 (which has also risen, of course) to thereby affect the flow of fuel. The setting of the stop 40 above described effectively limits the rise of the throttle 22 and the valve 30 to the positions shown in Fig. VIII, giving a large fuel opening and supply (indeed, substantially the largest possible, as mentioned above), with a very small air opening and a strong suction (10 in. to 12 in. for a self-starter, or 6 in. to 8 in. for hand cranking) above the throttle 22. The result is a choke effect, giving a very rich mixture suitable for starting the'engine.

WVhen the enginehas been started in this manner, the arm 43 is released, and the stop 40 rises to the position of Figs. I, III, and IX,-under the influence of the spring 50,

and by virtue of a previous (or concurrent) setting of the arm '45 to the position determined by the stops 65 and 63, as already mentioned. This allows the throttle 22 and the valve 30 to rise until the large end of the lower tapering portion of the latter occupies the seat opening at 25, as shown in Fig. IX. This gives a slightly larger air supply and a still high suction, but a minimum fuel opening and supply, resulting in a lean mixture,

suitable for idling and warming up the engine.

In thus idling, the engine usually develops a more or less stable 20 in. vacuum above the hrottle 22, which holds the valve 30 high up (as shown in Fig. IX), with its spring 35 fully compressed, and its upper tapering portion'32 pushed up so far into the seat 26 as to give the very least fuel opening that can ever exist with the head 33 oif the seat 25. If the resulting mixture proves or becomes so lean as to tend to stall the engine even when idling,'then as the engine begins to slow and the vacuum begins to drop (to 18 in. say), the spring 35 expands, pushing the valve end 32 down through its seat 26 so as to increase the friction of a cold motor and the high viscosity of the cold lubricating oil,then as the engine suddenly slows and the suction drops off, the spring 35 and the fall of the throttle 22 (due to the reduced suction) lower the valve 30 in the seat 25 until its neck 34 reaches or approximates the priming, or

choke position described above,-thus givinga few puffs of very rich mixture in time to keep the engine from stalling.

The engine having idled as long as desired, the stop 40 may be set to the positions shown in Figs. X and XI, thus allowing the throttle 22- to rise and the air and fuel supply to increase as fast as the speed of the engine can be increased under the load conditions: in other words. the throttle 22 is allowed to float free on the incoming'air, and the car is accelerated as rapidly as possible, as already described. As the throttle 22 rises, and the valve 30 with it, the latter gradually increases the effective fuel opening at 25 as the tapering lower portion 81 of the valve rises further and further in the opening, as shown in Fig. X. If, now,

intensity of the suction above the throttle 22 vary.

Fig. XII shows the stop 40 set to limit the rise of the throttle 22 to half open position, and a corresponding position of the valve 30 to give a rather liberal fuel opening and supply at 25.

It is to be observed that back fire in the engine will naturally have the effect of driving the throttle 22 downward-and compressing the spring 35 until the lower end of the throt-- tle sleeve 27 strikes the hub of the bridge 24; but this willnotresult in hammering the valve hub 33 on its seat 25, on account of the spring 35. r

From the foregoing description, it will be seen that by the automatic action of the floating throttle '22, the intake of'air is automatically throttled to a degree atleast inversely according to'theengine speed and piston ,displacement,and even more when the rise of the floating throttle 22 is limited by the stop 40. The admission of fuel by the valve 30 is In conditions of moderalsovariablythrottledaccording to the 'rela tive pressure of the fuel supply and of the throttled' 6 air above the va lve22,by the cooperation of the valve 30 with the seat '26 carried by the throttle 22,-as well asfbyits co'-' A the seat25of the fuel 'conoperation with duit 23.

Having thus described my invention," I;

claim v I l." The combination with the air intakeof' an internalcombustion engine, of an automatic throttle for maintaining therein at least-a substantial minimum'suction; a conduit for supplying liquid fuel to the'region of "such suction; a'valve device for controL" hng the flow of fuel responsive to movement; of said throttle means, and also movable rel-- ativetheretogi and other controlling means including ajseat' carried by said throttle means cooperating with said valve device to vary the fuelpassage in response to relative movement of said throttle h means and said valve device.

2. The combinationwith the air intake'of an internalcombustion engine, of a fuel con-j W duit therein; avalve device movable relative to "said conduit to control the new offuel; and an air-borne floating throttle for said ake r und s id condui a f ng'a P sage for fuel therefrom, movable relative to said valve device and thereby cooperating therewith to control the fuel passage, and also actuating said device to move it relative to said conduit.

3. The combination with the air intake of an internal combustion engine, of a fuel con duit'therein; an air-borne floating throttle for said intake around said conduit, with fuel passage and a valve seat beyond the conduit mouth: and a valve device cooperating with said valve seat to control the flow of fuel and itself controlled by the intake suction beyond said throttle.

4. The combination with the air intake of an internal combustion engine, of a fuelconduit therein with a valve seat at its mouth; an air-borne floating throttle for said intake around said conduit, with fuel passage and a valve seat beyond the conduit mouth; and a valve device between and cooperating with said valve seats, normally floating onthe fuel stream, and yieldingly actuated by said throttle. V

5. The combination with the air intake of an internal combustion engine, of afuel conduit therein with a valve seat at its mouth; an airborne floating throttle for said intake around said conduit, with fuel passage and a'valve seat beyond the conduit mouth; and

a valve device with differently tapered portions cooperatingwith said seats to regulate the flow of fuel, and an intermediate reduced portion cooperating with the conduit seat to give a free initial supply.

6. v The combination with the air intake of an internal combustion engine,'of a fuel conduit therein with a valve seat at its month; an air-borne floating throttle for said intake around said conduit having a fuel passage and a valve seat beyond the conduit'mouth, a

valve device cooperating with said latter seat, and also having a flange for closing the conduit mouth and a tapered portion extending into the conduit for cooperating with its seat:

a valve device with difierently tapered por-V tions cooperating with said seats to regulate and a spring acting between the throttle and said valve tending to seat the latter on the conduit mouth.

7. The combination with the air intake of a an internal combustion engine, of a fuel conduit therein with a valve seat at its month;

an air-borne" floating throttle for said in take around said conduit. with fuel passage and a valve seat beyond the conduit mouth;

the'flow of fuel; a flange between them for closing the conduitmouth; and a reduced portion lying in the conduit mouth when the valve is closed, so as to give a large initial opening; and a compression spring acting between said flange and the throttle.

In testimony whereof, I have hereunto

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