US1838392A - Carburetor - Google Patents

Description

A TTORNE Y.

F. E. HALE CARBURETOR A Filed April 2, 1928 2 Sheets-Sheet Dm; 29, 193 l.

Dec. '29, 1931. l F. E I'HALE 1,838,392

CARBURETOR Filed'April 2, 1928 2 Sheets-sheet 2 INVENTOR.

H6655 jzfa/e A TTORN lit Patented Dec.' 29, '1931 UNITED STATES yPATENT ori-lcs FRED E. HALE, F NEBRASKA, ASSIGNQR '0 D. J. KILLEN, SIGURD A. BOGNSTAD,

AND FRED E. HALE, TBUTEES, GONDUCTING BUSINMS CHAMPION OABBURETOB COMPANY, 0F CHBCAGO, IILLINGIS cmnnnron Application lcd April 2, 1923. Ferial No. 266,649.

rlhe invention relates to improvements in carburetors and particularly to devices of this kind wherein liquid fuel is atomized and mixed with air to form they combustible charge delivered to the engine. It is the ohject of my invention to provide ahighly ecient atomizing device and controlling means thereof, whereby the oil or liquidy fuel is reduced to particles so small as to be readily lrept suspended in, and uniformly mixed with, the air during the delivery of the charge to the engine; so that a maximum proportion of the volatile constituents of the fuel are formed within a mixing chamber prior to their introduction into the cylinder and the remaining non-volatile constituents will in a state of subdivision favoring complete combustion thereof after ignition and during expansion of the ignited charge.

A further object of .my invention is to provide means, actuated from the throttle, for controlling the edective area of the fuelopenings or ports of the atomizing means in accordance with the throttle-opening, and for adjusting said controlling means according to the requirements ofthe engine on which the carburetor is used.

ln the drawings: Figure 1 is a vertical section through the atomizing and air-mining devices as seen from its rear side.

Figure 2 is a case 17.

Figure 3 is a partial side view showing the fuel-valve actuating means.

Figure t is a horizontal section on the line t-t of Figure 3.

Figure 5 is a valve. v i

Figure 6 is a detail plan view of the fuelvalve case.

Figure 7 is a detail horizontal section 'on the line 'Z--7 of Figure 3.

Figure 8 is a detail horizontal section on the line 8--8 of Figure 3.

Referring to the drawings, the numeral 1 is a main casing having at the upper portion thereof a flange 2 adapted for connection with the intake manifold of an engine, and provided with a throttle 3 disposed in the tuhular perspective view of the valve detail plan view of the fuelA neck t adjoining said flange 2. At one side of the casing near the lower end thereof is connected a fuel-bowl 5, which is rovided with ordinary means, such as a oat-controlled valve, for maintaining a constant level of the liquid fuel in the bowl. At the o posite side of the casing, at an interme iate level.,y is connected the air-valve casing 6, which has a removable seat-ring. 7 at the upper end thereof, the valve 8 engaging said seat, and the valve stem 9 extendlng slidably through a tubular guide 10 screwed in the lower end of the casing 6.

A dash pot device for damping movements of the valve 8 comprises the tubular valve stem 9 slidablytelescoped within the guide 10 having inclosedl therein a compression spring 11 seated at its lower end upon an adjustahly threaded cap 12 adapted to hold the valve 8 in its normal idling position closely adjacent to the valve seat 7. The chamber 13 within the valve-casing 6 communicates with the annular chamber 1t in the upper portion ofthe main casin 1 beneath the throttle 3.. The interior of t e throat-tube 15 is bell-shaped as shown in Figure 1 curving inwardly 4toward the central-opening at the bottom, said opening being flared outwardly at the lower end to provide a frustoconical surface 1/6 concentric with the conical upper surface ofthe fuel-valve-case 17.. The

valve-case 17 is held xedly in a tapered open-- ing extending through the bottom-plate 18 of the casin 1, there being a passage 19 connecting the nel-howl 5 with the valve-chamher, as shown in Figure 1. The valve-body 20 is seated against the conicalupper end of the case 17, being held against the seat by a spring 21 disposed around the stem 22 within the recessed hody. The valve-stem 22 ex- ,tends through a packing-gland 23 in the lower end of the case 17, and the lower end of the 'stem is squared to receive the yarm 24 which form narrow slots 27 extending from bottom to top of the body, and uponthe conical upper end of the body are diagonally extending grooves 28 which connect with the respective slots 27 to form fuel-passages to the respective fuel-ports 29 in the upper end of the valve-case 17. The ports 29 are arranged at uniform distance from apex of the case 17, the ports being in diametrically opposite pairs and positioned beneath the frusto-conical surface 16 of the throat-tube 15 and outside of the periphery of the base of the opening formed by the frustro-conical surface 16, so that fuel being supplied through the ports or openings 29 will be outside of the actual or direct line of suction manifested through the opening encompassed by said surface, with the result that the air rushing across the ports 29 as it is drawn through the opening in the bottom of the throat tube will blow the fuel into such tube, resulting in a complete disintegration or atomization of the fuel.

By reason of the provision of the throat tube 15, the incoming air supplied from the chamber 13 will encompass the tube and will be drawn from the annular chamber 14 in a hollow column, and the fuel blown or forced through the ports 29 will be atomized and disintegrated into said column of air, with the result that the fuel and air will be thoroughly mixed in the mixing chamber. As the engine speeds up and the throttle 3 is opened the increased inflow of air through the opening 7 will be balanced by the operation of the valve 20, thus allowing for the equalization of the fuel and air. Upon the conical upper end of the valve-case, and arranged intermediate the ports 29, are the lugs 30 of which the arcuate outer faces are formed upon a radius to fit within the opening ofthe throat-tube at the upper end of the frusto-conical surface 16, leaving a ixedcircular space between the conical adjacent metallic surfaces of the said valve and throat-tube, the magnitude of which space may be adapted according to the requirements of the particular car to which it is applied. The adjacent sides of the lugs 30 are inclined so that the spaces between them are wider at the upper ends than at the lower ends of the lugs. By projecting into the opening through the t roat-tube, the lugs divide said opening into a plurality of separate air-passages, one for each of the fuel-ports 29, through which -air may pass into the throat-tube from the space or chamber about the valve-case 17, to which air is admitted through openings 31 in the sides of the main casing l.

The fuel-valve is actuated, and its movements coordinated with the opening and closing movements of the throttle, by means of the following: On the protruding end of the throttle-shaft 32 is secured an adjustable cam comprising a hub secured upon the said shaft 32 and carrying the oppositely extend.-

resasea ing arms 33 and 34, a curved cam-bar 35 pivotally connected with the end of the arm 33, and a slotted adjustingdink 36 pivotally connected with the cam-bar 35 and adjustably connected with the arm 34. At the side of the main casing 1 beneath the throttle-shaft is pivoted the cam-lever comprising the arms 37 and 38, the upper arm 37 carrying at its end a roller 39 for engagement with the cam, and the lower arm 38 having at its end an adjusting-screw 40 which normally engages the side of the fuel-valve-arm 24, said arm being held against the screw by the pressure of the spring 26. The foregoing parts Aare shown in Figure 3 in the positions assumed when the throttle is in closed or idling position. rlhe throttle is opened by movement of the shaft 32 in a clockwise direction as viewed in said Figure 3, and movement of the lower arm 33 of cam-lever to the right tends to increase the opening of the fuel-valve at the ports 29. rlhe cam-lever is fulcrumed on the eccentric hub 41 of an arm 42 having a control-rod 43 connected therewith and extended to a point convenient for manual operation. rlhe eccentric hub 41 is mounted for rotation about a boss 44 extended laterally from t-he side of the main casing. The arrangement is such that by tension upon the rod 43 the arm 42 and eccentric hub 41 are rotated about the boss 44 so as to shift the fulcrum toward the right and thus move the lower end ofthe cam-lever in the same direction while the roller at the upper end of the lever remains in the same position.

In the operation of the described carburetor the level of the liquid fuel in the bowl 5 is regulated to be normally slightly below the level of the ports 29 of the fuel-valve, as shown in Figure 1 so that when said ports 29 are open the fuel may be readily drawn thereto by the suction of the air-currents passing inwardly over the conical end of the case 17 and beneath the frusto-conical surface 16 of the throat-tube. When the grooves 28 of the fuel-valve are in the relation to the ports 29 indicated in Figure 6, said ports are in idling position and opening thereof is cffected by rotation of the' valve in a counterclockwise direction as viewed in said Figure 6. Because of the diagonal direction of said grooves 28, opening of the ports is commenced near their upper edges, or closer to the apex than to the outer edge of the case 17. The air passages formed between the lugs 30, being in oppositely disposed pairs which extend in' convergently over the conical end of the valve-case, cause violent eddying of the air current from the several air passages within the bell-shaped throattube, and also cause violent impact or impingement upon each other of the fuel particles drawn from the posts 29 and carried along by the respective/ air-currents which llG pass over the ports. By the induction of aeaeea the liquid fuel in this manner, the same is .very effectively atomized, and cause to be broken up yinto particles so small as to be of maximum efficiency in the formation of an explosive charge when mixed with a suitable proportion of air. .en the engine is idling, or operating at low speed and not under load, the charge formed by the atomizing devices is diluted by air admitted by the valve 13, of which the operation is controlledby the spring l1, said Spring being adjustable by screwing the bottom cap 12 upwardly or downwardly.V Variation of the fuel suppl to properly proportion the charge accor ing to the throttle opening, is elfected by the cam-lever connections between the throttle shaft and fuelvalve-arm 2d. Referring particularly to the adjustable fuel-control cam, it is noted that the cam-surface a of the cam-bar 35 rises rapidly from the point at which it is engaged by the roller 39ywhen in the position shown in Figure 3, the crest t of the rise being close to the pivotal axle of the bar 35 on the arm 33. The adjustment of the Said cam-bar 35 about its pivotal contact with the arm' 33 lwill materially vary the operation of the cam-lever during the first part of the throttle-opening movement. lll/*hen the cam is adjusted as shown in Figure 3 the cam-surface c beyond the crest is a gradual increase, so that the engagement of the roller 33 with this portion of the surface, during the latter part of the throttleopening movement, allows a gradual opening movement of the fuel-valve. llhe ascent of the surface c may be increased by adjusting the slotted link 36 to swing the cam-bar outwardly, or-yice versa. Further adjustment of the valveiopenin relative to the throttle opening may be ma e as required by rotating cam-arm 33 and 3d upon the throttle shaft 32 and locked into position by a set screwd. For temporarily augmenting the fuel-supply,-

as when starting the engine, the rod 43 is pulled to rotate the eccentric hub d1 of the arm 42, thus'changing the fulcrum of the cam-lever as before mentioned, and the increased opening of the fuelvalve causes the or formation of a proper charge throughout theY entire range of throttle-movement, without choking or restricting the air-supply.

ed to the requirement of any particular car to which the carburetor is applied is provided for by means of a set screw 4:0 through the lower end of the bar 38 and permanently relid tained by means of a lock screw 46. j

v From the above it will be notedl that my device constitutes an assembly of certain mechanical construction which by its peculiar design, makesmpossible the operationof a gas..

engine with practically no resistance at the source of its power supply.

Aconvergent conically and openin Illhe housing is so designed that having ample area to allow free passage of mixture, sets up no resistance in so far as it is concerned on the intake stroke of the pistons.

rll`he IauXiliary air spring is tested to set up a resistance of exactly 1/2 of vacuum at all engine speeds which is negligible. The slight vacuum thus caused creates the same partial vacuum in the bell-shaped throat, which displacement is tak'en care of by the in-rush of air through the narrow spaces between the fuel distributor and the lower portion of the throat.

The fuel ports are so placed that they are not subjected to the direct suction of the pistons, which is due to the shape of the interior of the throat l5 and the arrangement of the opening in the bottom of the throat with respect to the fuel supply openings 29, but as is readily discernible are subjected to the blast of inrushing air at atmospheric pressure, which remains practically constant in speed, and consequently the vapor produced is of uniform quality. The quantity of vapor is taken care of mechanically and can be controlled so close that it is impossible to choke a motor, and moreimportant still, said motor will develop a high percentage of its power rating, at extremely slow speed in high gear withouted'ort.

@wing to the low resist-ance allowed in the device, the perfect metering of fuel at all speeds yand the complete' breaking up of the liquid at the source of supply, a. process of refrigeration is set up through intense evaporation, which has shown by exhaustive tests of thousands of miles, that the motor temperature is held down far below normal, that there is no crank case dilution and less carbon ldeposit. That with the present poorest quality gas, no heat is necessary or used. Greater power, speed, and mileage, perfectly smooth running motor anywhere within its speed limit, the lack of vibration, are the direct result of the mechanical assembly described in detail in my application.

rlihe invention having been set forth whatis claimed asrnew and useful 'is :V

l. A carburetor embodying a casing having a throttle-controlled outlet and axmixing chamber adjacent thereto, means within said casing forminga plurality of air-passages to said mixing-chamber, a valve-case having a plurality of symmetrically arranged ports each opening directly to one of said conver ent air-passages, a -fuel valvexed against odily movement'and directly controlling said ports and oscillatable to simultaneously vary the effective openings thereof, and means for supplying liquid 'fuel to said valve-case.

2. A carburetor embodying liquid-fuel atomizing means comprising a throat-meniber lhaving a bell-shaped interior and a central opening at the bottom thereof daring to form a frusto-conical surface, a valve-case having a conical end-portion disposed concentrically with said frusto-conical surface of the throat-member and having a plurality of fuel ports opening into said conical end-portion beneath the said frusto-conical surface, lugs on said valve-case arranged intermediate said fuel-ports and extending through the central opening of the throat-member to divide said opening into a plurality of airpassages each passing over one of the fuelports and directed convergently toward a common point Within the bowl-shaped interior of the throat-member, means for supplying liquid fuel to said valve-case, and a valve movable to simultaneously vary the effective area of all of the fuel-ports. f 3. A carburetor embodying a casing having a throttle-controlled outlet and a mixin chamber adjacent thereto, means Within sai casing forming a plurality of air-passages convergent comcally and opening to said mixing-chamber, a valve-case having a plurality of symmetrically arranged ports opening each to one of said convergent air-passages, a fuel valve controlling said ports said valve being oscillatable to simultaneously vary the effective openings of said ports, and means for supplying liquid fuel to said valve-case, the said fuel-valve having a conical end-face provided With diagonally extending grooves adapted to register with the several ports in the valve-case as the valve is operated.

4. A carburetor embodying a casing having an outlet and a mixing-chamber adjacent to said outlet, means forming a plurality of airpassages extending convergently toward a common point in said mixing-chamber Where they unite, means forming a plurality of fuelports each open directly to one of said convergent air-passages and arranged symmetrically of the common point toward which said passages converge, means for supplying liquid fuel `to said ports, a fuel-valve directly controlling said ports in conjunction with the movement of the throttle and rotatable to vary the effective areas of all the ports simultaneously, a throttle controlling the outlet from the mixing-chamber, and means connecting said throttle and fuel-valve to coordinate movements thereof.

5. A carburetor embodying a casing having an outlet and a mixing-chamber adjacent to said outlet, means forming a plurality of airpassages extending convergently ltoward a common point in said mixing-chamber, means forming a plurality of fuel-ports opening each to one of said convergent air-passages apd arranged symmetrically of the common point toward which said passages converge, means for supplying liquid fuel to port-s, a fuel-valve controlling said ports in conjunction With the movement of the throttle and rotatable to vary the effective areas of all the ports simultaneously, a throttle convalve to co-ordinate movements thereof,

means for adjusting the connecting means between the throttle and fuel-valve to vary the ratio of movement thereof. I

6. A carburetor embodying a casing having an outlet alud a mixing-chamber adjacent to said outletgmeans forming a plurality of airpassages extending convergently toward a common point in said mixing-chamber, means forming a plurality of fuel-ports opening each to one of said convergent air-passages and arranged symmetrically of the common point toward which said passages converge, means for supplying liquid fuel to said ports, a fuel-valve controlling said ports in conjunction With the movement of the throttle and rotatable to vary the effective areas of all the ports simultaneously, a throttle controlling the outlet from the mixing-chamber, and means connecting said throttle and fuel-valve to co-ordinate movements thereof, in which the means connecting the throttle and fuelvalve include a cam-lever and an adjustable cam actuating said lever and actuated by the throttle, said cam comprising ay rotatable member connected with the throttle and a curved cam-bar having one end pivotally connected with said rotatable member and the other end connected therewith in variable radial relation thereto.

7. A carburetor embodying liquid-fuel atomizing means comprising a throat-member having a bell-shaped interior and a central opening at the bottom thereof Haring to form a frusto-conical surface, a member having a conical portion disposed adjacent to and concentric With said frusto-conical surface and provided with a plurality of fuel-ports therein spaced symmetrically about the center thereof, lugs arranged intermediate said fuelorts and extending into said central opening of the throat-member to divide the same into a plurality of pairs of air-passages each passing over one of the fuel-ports and all directed convergently toward a common point Within the bowl-shaped interior of the throat-member, and means for supplying liquid fuel to each of the fuel-ports.

8. A carburetor embodying a casing having a throttle controlled outlet and a mixing chamber adjacent thereto, means Within said casing having a lplurality-of-air passages conif'ergent conically and opening directly to said chamber at the apex of the cone and through which passages air is supplied to the mixing chamber by suction, a valve case having a plurality of symmetrically arranged fuel supply ports each opening directly to one of said convergent air passages, said ports being out of direct line of suction from said mixin chamber, whereby fuel delivered through sai ports will be blown or atomized into said chamber, and a fuel valve directly controlling said ports and movable to simultaneously vary the effective openings of said ports.

9. A carburetor embodying liquid fuel atomizing means comprising a throat member vhaving a bell shaped interior and a central opening at the bottom thereof flaring to form a frusto-coni'cal surface, a valve case having a conical end portion disposed concentrically .with said frusto-con'ical surface of the throat member and having a plurality of fuel ports opening into said conical end portion beneath the said frusto-conical surface, the opening in the bottom of said bell shaped member being beyond the said fuel portsv whereby the latter will be out of a direct line of communication with the interior of the said bell shaped member, meansrfor supplying liquid fuel to said valve case, and a valve movable to simultaneously vary the effective area of all the fuel ports.

A10. A carburetor embodying a casing having a throttle-controlled outlet and a mixing chamber adjacent thereto, means within said casing forming a plurality of air passages Y, Y

opening into said mixing chamber, a valve casing having a plurality of symmetrically arrangedports opening each to one of said air passages, a fuel valve controlling said ports, said valve being oscillatable to simultaneously vary the effective openings of said ports, and means for supplying liquid fuel to said valve case,rthe said fuel valve being provided with diagonally extending grooves adapted to register with the several ports in the valve case as the valve is operated.

11. .A carburetor embodying a casing having a throttle controlled outlet and a mixing chamber adjacent thereto, said chamber havy ing an inlet through one wall thereof, a fuel valve casing having supply openings outside of said chamber adjacent said wall and in fixed spaced relation thereto, said fuel openings being out of direct alinement With the said opening in the Wall o f said chamber, means for supplying air into said chamber and across said fuel openings whereby the fuel will be atomized into the said chamber, and a valve in said valve casing iixed against bodily movement and ha 4Jing ports individual to said openings and oscillatable to simultaneously control said openings.

In testimony whereof I hereunto a'ix my signature.

FRED E. HALE.

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