US1842690A - Automatic fuel regulator - Google Patents

Description

c. 1 sToKEs 1,842,690

AUTOMATIC FUEL REGULATOR Jan.. 26 1932,

Filed Deo. 30, 1926-V 2 Sheets-Sheet 1 r f 5 /i-f.

Jan.. 26, 1932. c. L. sToKl-:s

AUTOMATIC FUEL REGULATOR 2 Sheets-Sheet 2 Filed Deo. 30' 1925 /lllllll//lll/llllll/Illll/l lill Patented Jan.` 26, 193,2

NITED STATES PATENT* OFFICE CHARLES LAWRENCE STORES, F LOS ANGELES, CALIFORNIA, ASSIGNOR 'IO GUR'IS IB.

' CAMP, TRUSTEE, OF GLENCOE, ILLINOIS .AUTOMTIC FUEL REGULATOR Application led December 30, 1926. Serial No. 157,979.

My invention relates to improvements .in automatic i'uel regulation for internal combustion engines.

rlFhe principal object of my invention is to provide a proper fuel and air mixture to an internal combustion engine, under varying temperature conditions, for starting and operating the en gine.

Another object is to provide an automatic device torinternal combustion engines, actuated by the suction thereof, for properlyproportioning the mixtures of 'fuel and air supplied thereto. A

ilinother object is to provide an automatic device vt'or an internal combustion engine, ac-

tuated by the suction and temperature thereot, tor properly proportioning the mixtures of fuel and air supplied thereto.

it further object is 'to provide a simplified carburetor Yfor internal combustion engines, the functions thereof being automatically controlled by engine suction.

rlhis application discloses invpart the subject mattei' as my copending applications, Serial No. hl'tiiiel, tiled NOV. Q4, 1923, and Serial No. 715,912, iiled May 26, 1924,

lletcrring to the drawings, in which the same numbersI indicate like parts;

Fig. 1 is a side view showing the general application of my invention to an internal combustion engine;

Fig. 2 is a vertical longitudinal cross section of a carburetor;

Fig. 3 is a transverse cross section along the lines i-3 ot Fig. 2;

Fig. -fl is a rear view of part f Figs. 1 and :2, and a side view of part of Fig. 3;

Fig.l is a side view of a modification applied to an internal combustion engine;

F ig. is a vertical Alongitudinal cross section ot' the modification shown in Fig. 5; and

Fig. 7 is a transverse cross section along the lines 7-7 of Fig. 6.

Referring to Figs. 1 to l inclusive; an internal combustion engine 1 has. an exhaust pipe Q and an intake manifold 3', to which latter is attached a carburetor 4 having amain air intake 5 and the usual float chamber 6 open to atmosphere .and supplied in any well known manner with fuel through a feed pipe 7, whereby a constant level of liq-` uid fuel X-X is maintained therein.

Carburetor 4 includes a mixing chamber 8, the outlet from which is controlled byl a butterfly throttle valve 9 and the anterior portion of chamber 8 is controlled by a choker .valve 1() placed in passage 5.

Mixing chamber 8 contains a large venturi 11 and a small venturi 12'4placed in such relation to each other in a well known mannerV as to exercise the proper influence responsive to the suction of engine 1, upon the discharge ot a nozzle 13.

Nozzle 13 contains a compensatin device 141, to the interior of which liquid :tue is sup plied from float chamber 6 through a passage 15 and a restricted orifice A16. An annular space is provided by the nozzle 13 and compensator- 14 to which leads a passage 17 open to atmosphere.

Nozzle 13 supplies liquid fuel and air to the mixing chamber 8, the air being passed interiorly of compensator 14 through a plurality of bleed orices 18.

A casing 19 is adapted to slidably hold a valve Q0. the stem of which at times closes the intake ot passage 17 and has therein a small bleed passage 21. The upper part ot casing 19 is connected ,to chamber 9 on the engine side ot throttle 9 by passage 22, the lower part of casing 19 being connected to chamber 8 on the atmosphere side ot throttle 9 by a passage 23. The upper partvgntg casing 19 is closed by a plug 27, aspirin 999:1 being placed therein between the hea 'ot valve 20 and plug 27.

Normally, when engine 1 is 'at rest, the action ot spring 26 is to seat valve 20 rmly in passage 17 whereby access of air is cut on" therefrom, exceptthrough the calibrated passage 21'. tlf it be assumed that engine 1 is cold and the choker valve 10 is closed manually or otherwise for priming, and throttle 9 is substantially closed, upon cranking engine 1 to start the same, it will be seen that the same degree of vacuum will exist in chamber 8 on both sides of throttle 9, it being nnderstood that there is a slight leak of air past both valves 9 and 10.

The cranking vacuum will thus be applied I A wherein a valve 28 to the same degree, when valvedlO is closed, through thepassage 22 and 23 to each side of the head of valve 20, so that valve 20 wi-ll remain seated in passage 17, thereby throwing the full engine cranking suction on nozzle 13 to draw an excessive supply of liquid fuel therefrom for startin engine 1.

As soon as engine 1 firesmcho er valve 10 will beopened whereby substantially atmosl ph'ericpressure will .prevail in chamber 8 on the atmosphere side of throttle 9, when the saine is closed. The idling vacuum onthe engine side' of .valve 9 then will b high whereby valve 20 will be raised against the resistance of `spring 26-to fully open passage 17. v

t is to be understood of course that any well known idling feed and adjustment may be, provided, but is not shown herein in order not to obscure the invention, whereby 1i uid fuel and air are provided on the engine side of throttle 9 when the same is closed, anddurin `derstood t at no fuel or air are drawn from no zzle 13, except at' low temperatures when valve 10 is partially closed.

Upon opening throttle-9 for increasin the speed of engine 1, the degree of vacuum a ove t rottle -9 will-decrease, and the degree of I so vacuum below throttle 9 will increase, where` by thediiierence in vacuum on each side of throttle 9 will be reflected by the movementof valve 20, in slightly closingpassage 17. In this manner, at the proper speeds, and

at 'varying degrees of opening of throttle 9 f the suction applied to nozzle 13 will be broken b the supply of atmosphere through passage i l; and'compensating orifices 178 to supply fuel aand air to engine 1 in the proper ratio.

As age neral rule, tiallyl open so as to give an engine ,speed in an automobile of about 15 to 20 miles an hour, valve 20 will seat in passage 17 so that at iigher engine speeds, a higher ldegree of suc 45, tion and a richer fuel mixture will be pro- A vided from nozzle 13.

This action gives the best economy at low Vspeeds and gives the' best powerwhen it is required at high speeds.

In case that valve 10 maticallya operated according tg the suction and/ortemperature of engine .1, a casing'25 is provided forming a part of carburetor 4, K reciprocates according to tlie'engine suction applied from above throttle 9 through aV conduit 24. On one end of valve 28 is attached a flat spring 29 to which is fastened a pin 32 adapted. to co-act with ratchet 30 comprising a shorttooth 30a and a long tooth 305, the same being fastened sel Theupper end of casing 25 is enclosed by a plug35 supporting conduit 24 and a spring 36 serves tof maintain valve 28 in predeter` such idling periods it will be un-.

when throttle 9 is paris desired to be a-uto' Icurely-onspindle .31 supporting valve 10.-

cover 37 en closing a thermostat 39, which supports a hollow valve- 40, theY walls of the latter containing ports 42 and 43 adapted t`o co-act at' the proper time with a passage 41 leading from the interior of cas 70 ing 25 to air4 passage 5 on the atmosphere side of valve 10 when the same is closed, and it will be noted that passage 41 is restricted to a small opening at its entry into casi'ng 25, and at low temperatures, port 75 42.will be slightly open to passage 41.

A conduit 38 leads from the interior of cpver 37 and may be wrapped around exhaust pipe-32 whereby the temperature of engine 1v may be reflected by the movement of t ermostat 39.

The action of this device for automatically closing pipe 5 by means of valve 10 is as follows: Normally, valve 10, when engine 1 is dead, or at the proper operating temperature, is wide open being held in that position by a spring 34 attached to spindle ,31 through an arm 33. Upon cranking engine 1 at low temperatures and throttle 9 vbeing closed, engine vacuum will be applied through conduit 24` to the head of valve 28, whereby valve 28 will raise and thereby close valve 10 tight by pulling on the small tooth 30a.

Valve 10 will thus remain closed during cranking until sufficient fuel has been drawn through nozzle 13 to produce an explosive charge inthe cylinders of engine 1, whereupon engine 1 will commence to idle, thus causing a sudden increase in vacuum applied through conduit 24, whereupon pin 32 100 will jump from the small tooth 30a and r init the recession of valve 10 a predetermined distance, depending on the distance of the ytooth 30?) from 30a. Y

Thereafter, upon opening throttle 9 for 105 increasing the speed of engine 1, the vacuum applied to conduit-24 will decrease and thus permit the recession of valve 28 and valve 105 `to the wide o en position.' The action of `valve 28 may e modified by the actionof 110 4 '-'For instance in very cold weather, port 42 vwill be not quite closed, While port 43 is al- 12 waysopen'to passage`41 .under every condition, therefore the e'ect of .suction on valve.

28'at very low tempera uresis negligiblerand f a dashpot action in casing 25 is provided, def pending on the size of .the restriction in pas- 125 sage 41. With increasing engine temperatures, themostat 39'will'expan5l due to the'. heated airbeing drawn through conduit 3 8,

-valve 40', port 42, and passage 41- responsive to the engine suction andiultimtely port 42 13.

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will be in full registry with passage 41 at optimum engine operating temperatures to the end that the lull suction applied to passage 41 will tend to quickly open valve 10 in proportion as throttle 9 is quickly opened.

ln this manner, the temperature of engine A stein ot valve 49 being concentric with theL stern of valve 45, and valve 45 now controls an extension oit passage 17 wherein an excess of liquid l.tuel is sup lied trom chamber 6 and passage throng a restrictedorifice 44. @n the lower side ot the head of valve atmosphere is admitted to the interior ot' casing 19 through a port 47 and thence at the proper time, through a port 48 tothe interior oit valve 45. l port 46 is adapted to register at the proper time with the passage 17, when the lower part otvalve 45 is seated in the extension thereof for cutting oli' the supply ot liquid fuel through oritice 44.

l spring 50 is placed between the heads of valves 45 and 49 and spring 52 is placed between the head of valve 49 and the Vcover 2l, and said springs are of the proper relative strengths. Vl`he stem of valve 49 is hollow and contains a port 51 adapted to co-a'ct at the proper times with port 48 for permitting the regulated passage of air through ports 4l" and 45 to the compensating orilices 18. Passage E28 is now connected to the casing 19 betweenV the head ot valves 45 and 49 and to the chamber 8 in an enlarged portion thereoit. it being particularly noted in both 4the derices illustrated that air passage 5 is much larger in cross sectional area than the mixing chamber 8 which is further restricted hy the venturis l1 and 12, in order to properly control the air stream passing through the venturis.

The automatic closing of valve 10 is eflected in like manner as already described,

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circept that thetemperature control of valve 28 may he governed by the expansion of air in bulb placed on exhaust pipe 2 and led therefrom through a capillary7 tube 54, ortube ol" small bore, to an extension 53 ot' cover 35 wherein a piston 56 1s reciprocat'ed by valve 28 through a hook connection 57, piston 56 being very closely machined to prevent escape ot atmosphcrethere past. lt is ot course obvious that a vdiaphragm or bellows may enclose the end ot extension 53 for a like object.

`lleterring to the action of valves 45 and 49, it it he assumed that throttle 9 closed :tor starting and valve 1() is closed either automatically or manually, the cranking vacuum tor starting will be applied equally on veach side of the head oit the piston 49 through pasmanner the normal richness of' supply through orifice 16 will be augmented by the supply through oriice 44 for giving a rich priming mixture to start the engine. As-

soon as engine 1 is idling, valve 1() Will be more or less open, thus decreasing the vacuum below throttle 9 and causing valve 5 to seat. The idling vacuum above throttle 9 will be a maximum thus causing valve v49 to rise, and causing port 51 to register with port 48, whereby atmosphere will pass through ports 46, 47, 48, and 51 to the'compensating orifices 18 for reducing the richness of themixture supplied through nozzle 18.

Thereafter as throttle 9 is opened, the registry of port 51 with port'48 will decrease to the end that at wide open positions of throttle 9, a minimum amount of air will be supplied to orifices 18.

lt will be understood that may be suitably guided with respect tocasing 19, passage 17 and to each other to the end that the vvarious ports will always register at the proper position of throttle 9 for giving aV valves 45 and 49 The entry position ot passage 23 into chainber 8 may be determined for any particular design and may at times be connected to the throat ot either venturi. 11\or l'depending on the movement required of valve 45. For instance, if passage 23 be connected to the throat o't venturi land orifice .16 is restricted for low speed supply, the higher speed vacu-.

lum may be applied to valve 45 for slightly raising thesame for high speed fuel supply.

lt will be noted that, while the automatic operation of valves 10, 45 and 49 are interdependent for controlling the full range of engine operation from starting at low temperatures to running at optimum temperatures, .at the same time the1 automatic operation of valves 45 and 49 are fully effective if valve 1() is manually operated and thus the priming and economizer actions are readily available( The cut of teeth give the described action, i. e. firstpclosing 30a and 80?) are such as tor a nozzle discharging into the c amber, av Vllquid .fuel supply. for the nozzle, a throttle` governing the.4 outlet v from' the mixing chamber, a casing having a pair of openings 4connected to the mixing chamber, one on each' side of vthe throttle and means in the casingresponsive I to the differential suction 4on said o enings for controlling the dis-- y charge of l1quid fuel from the nozzle.

2. A carburetor having a mixin chamber,

.a nozzle dischargin into the` c amber, a

nozzle.

liquid fuel supply or the nozzle, a main air supply for said mixing chamber, a secqndary air supply for. the nozzle, 'a throttle governing the outlet of vfuel and air from the mixing chamber, a casing connected to the mixing chamber on leach side of the throt- .tlejand means for effecting said secondary air .supply in the casing responsive to the throttle position for controlling the discharge of liquid fuel and air fromthe nozzle.

` 3.: A carburetor -for an internal combustion engine to which it is attached, comprising a mixing chamber, a main air assage leading to the mixing chamber, a fue4 nozzle discharging into the mixing chamber, a liquidfuel supply for the nozzle, a posterior throttle' in the mixing chamber, an anterior throttle in the air passage and means connected tothe mixing chamber on each side of the posterior throttle operative upon movement of theanteror throttle, forcontrolling the discharge of liquid fuel from the 4. A carburetor for an internal combustion engine to which it is attached, pomprising a mixing chamber, a main a1r` passage leading to the -mixi-ng chamber, a fuel nozzle discharging into the mixing chamber, a liquid fuel supply for the nozzle, a posterior throttle in the mixing chamber, an anterior throttle in the air passage and suct-ion means connected tothe mixing chamber on each side of the posterior throttle operative upon movement .ofl the anterior throttle for con! trolling the discharge of liquid fuel from the no zle.

A5. The .combinationwith an internal combustion engine of a liquid fuel supply, la carburetor having a nozzle connected with the liquid fuel su ply, a main air supply andra throttle there or; a discharge throttle for the carburetor, a casing connected to the carburetor on. each side of the discharge throttle, a secondary air supply leading to the nozzle and means operated byengine suction for effecting the secondaryair supply for controlling the ldischarge of fuel from the nozzle.-

` throttle.

.controlling the' discharge of fuel and air..

from the nozzle.v

7. The combination with an internal 'cmbustion engine of a liquid fuel supply, a carburetor having a nozzle connected with the liquid fuel su ply, a main air supply and a throttlerthere or, a discharge throttle 'for the carburetor, a secondary a1r supply' and a control valve therefor for controlling the dischargeof fuel from the nozzle and means operated by engine suction for controlling said valve upon movement ofthe mainzair supply throttle, said means including a conduit extending to a point posterior ofthe '90 8; The combination with an internal combustion engine of a liquid fuel supply, a carburetor having a nozzle connected with the liquid fuel su ply, a main air supply and a throttle there or, a discharge throttle for the carburetor, a valve for controlling the discharge of fuel from the nozzle `and means operated b 'v engine suction and temperature for control ing said valve upon movement of the main airV supply throttle.

9. A carburetor having a mixing chamber, l a throttle in the mixing chamber controlling the discharge therefrom, a nozzle discharging into the mixing chamber, means to supply lliquid fuel to the nozzle, means to introduce air into the nozzle, means to apply suction to f the mixing chamber, and suction operated means on the nozzle side of said throttle for controlling the discharge of liquid fuel and air from said nozzle. v 1 10. A carburetor operable by the suction of an internal combustion engine comprising Aa mixing chamber, a liquid fuel supply, .a throttle in the mixing chamber, a nozzle connected with the fuelsupply and discharging '115 intothe mixing chamber, and suction operated means connected `with the mixing chamber on each side of said throttle for regulating l the discharge from said nozzle.

11. The vcombination with a carburetor ,120 operable by suction and having a main air passage and a throttle therefor, a mixing chamber and a throttle therefor,a li uid fuel supply, a nozzle connected with` the uel supt ply and discharging into the mixing chamber, '125 suction operated means controllingthe discharge from the nozzle of means operated by suction independently of first named means for controlling the main air passage throttle.

12. In a fuel feeding system for internal 130.

combustion engines, zle discharging in said chamber, throttle posterior of said nozzle, a main air passage', a choker valve in said passage, an auxiliary air passage l5 to the carburetor at opposite sides of said discharge throttle, and a secondary 4air supply lealding to said nozzle and controlled by said va ve suctidn whereby to control the disc arge of fuel and'air from said nozzle.

14, The combination with an internal come bastion engine of a `liquid fuel supply, a carburetcr having a nozzle connected with said fuel supply, a main and a secondary air sup- Y ply, a throttle for said main supply, a dis charge throttle for said carburetor, sald secondary air supply communicating with said nozzle', and a valve havin connections at opposite sides of said =disc controlledvbyengine suction vthrough sald connections, said valve ybeing operated upon movement of `the main air supply throttle.

In testimon whereofl. axpm si ature..

cV smwnzaNoE rro s.

a mixing chamber, a nozi fordelivering air to said nozzle, a valve for controlling said passage, and sucy tion operated means for independently consaid valve being operated b vengine y arge throttle and

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