US1918751A - Carburetor - Google Patents

Description

H. H. HUBER July 18, .1933.

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- CARBURETOR Filed March 25, 1932 2 Sheets-Sheet 2 a v v v Hlhl Patented July 18, 1933 UNITED STATES PATENT OFFICE HORACE n. 1111131111,, or mmannoms, INDIANA, assreuoa. 'ro' cmurron cannunn'ron, A 'rnus'r cmtmm'on.

Application filed larch 25, 1932. Serial K0. 601,187.

In the operation of an automobile two requisites are required of the carburetor, economy of fuel and maximum amount of power.

It has been found that in obtaining the maximum amount of power such as is necessary when accelerating or running with wide open throttle, it is necessary to use aricher mixture than when operating under road loads or steady running on level roads with part throttle, at which times it is necessary to use a very lean mixture for economy sake, and at the same time maintain a good combustible ratio.

In order to accomplish this result, it is one of the objects of the present invention to provide an automatically controlled device. to regulate the mixture ratio, independent of the throttle, to meet the demands, and by means of which these various mixture ratios will be obtained accurately and automatically in the device through the medium of the use of the differences of vacuum that occur on the engine or suction side of the throttle valve. To the attainment of these ends and the accomplishment of other new and useful objects as will appear, the invention consists in the features of novelty in substantially the construction, combination and arrangement of the several parts hereinafter more fully described and claimed and shown in the accompanying drawings illustrating this invention, and in which Figure 1 is a vertical sectional view of a carburetor of this character constructed in accordance with the principles of this invention.

Figure 2 is a detail sectional view of an accelerating pump and fuel mixture control means, with the parts in a position different from that shown in Figure 1.

Figure 3 is a view similar to Figure 2,

with the parts in a different position.

Figure 4'is-a sectional view taken on line 4--4, Figure 1.

Figure 5 is .a detail sectional view taken on line 55, Figure 1, on a larger scale. Figure 6 is a detail sectional View taken on line 6 6, Figure 1. Figure 7 is a detail vertical sectional view of a portion of the fuel nozzle on an enlarged scale and with parts omitted.

Figure 8 is a detail sectional view taken on line 8-8, Figure 4, on an enlarged scale and with parts omitted.

Figure 9 is a detail, vertical, sectional view of the venturi.

Referring more particularly to the drawings the numeral 10 designates generally a carburetor casing having an air supply inlet 11 and a discharge outlet 12 for delivering the fuel to the engine, and the carburetor may be secured in position by means of the usual flange 13 which is attached to the manifold of the engine. A throttle valve 14 controls the discharge of fuel from the mixing chamber through the outlet 12.

Arranged within the casing is a horizontal partition 15 havin an opening 16 therethrough for admission of a1r, and this open ing is controlled by means of a valve 17 piviotally mounted as at 18, and 19 designates a spring, one end of which is connected with the valve 17 and tends normally to close the same. The partition 15 is provided with an opening therethrough in which the base 20 of a sleeve 21 is seated and the sleeve 21 is open at its top and bottom, the base being provided with a groove 22 which opens through the'periphery thereof and is closed by the wall of the opening in which the base of the sleeve is seated.

An. opening 23 is rovided in the bottom 1 of the carburetor to orm a shoulder 24 and a opening 23, so that the shoulder 27 will abut the shoulder 24 and the nozzle element is held in position by means of suitable fastening screws '28. The upper extremity of the portion 26 is tapered as at 29, and an opening 30 extends through' the bottom of the nozzle elementand is provided with a reduced upper portion 31 having branches 32 which lead through the tapered portion 29. Seated within the recess 30 is an ejector nd 'zzle 33 held inv position preferably by means of suitable threads engaging in the threaded portion of the wall of the recess 30, and the upper extremity of this element 33 is reduced less than the internal diameter ofthe recess 30, the extremity 35 of the element 34 ter-,

as at 34, to an external diameter considerably minating considerably short of the reduced opening 31 of the recess.

A passage 36 extends through the extremitv 35 of the element 34 and terminates short of the bottom of the element 33 and has a lateral opening 37 extending through the wall of the element to communicate with the passage 38 in the member 25 and which passage 38 has communication with a circumferential recess 39. opening through the periphery of the element 25, for a purpose to be set forth.

A cap member 40 telescopes over the tapered extremity 29 of the element 25 and is provided with grooves 41 opening through the periphery thereof to form air passages, and the cap member is arranged directly below the open bottom of the sleeve 21 so that air currents passing into the casing through the opening 11 will flow through the passages 1 41 and into the sleeve 21. The passages 41 are provided with openings 42 in the bottoms thereof which are ada ted to be moved into and out of register wit the branch passages 32 of the recess 30, so that fuel passing through the branches 32 will also pass through the openings 42 in the passages 41, when the openings 42 are in register therewith, to supply fuel to be atomized by air currents into the sleeve 21. By'the rotation of the cap 40 the outlet openings of the passages 32 will be controlled and the fuel discharged therethrough will thereby be metered. i

The tapered extremity of the cap member 40 is spaced from the bottom of the sleeve 21 so as to form passages for air currents therebetween. It will be manifest that by the rotation of the cap 40 the discharge of fuel will be controlled. Therefore in order to control automatically the oscillation of the cap member 40 by engine suction the cap 40 is operatively connected with the valve 17.

' This valve 17 serves .as a supplemental air supply valve and is itself opened by engine suction and closed by the spring 19, one end of which, as before stated, is'anchored to the valve 17 and the other end is anchored as at 43 preferably to the cap member 40 through the medium of an element 44.

Connected with the cap member 40 andprojecting laterally therefrom is a T shaped elementor bolt 45 which, whenin a predeter -mined position, will pass through a slot 46 l in the end 47 'of a bar or rod 48, and is then turned transverse to the slot 46 to hold the parts against separation. The other end of the rod '48 is loosely and pivotally connected with the valve 17 by passing through a sleeve 49 and having threaded upon the extremity thereof a nut or collar 50 which rests against the face of a member 51 through which a bolt '52 asses.

The bolt 52 is secured at one end to the valve 17 and passes through the sleeve or member 51 and has threaded upon it a nut In order to retard theopening movement of the valve 17, a dash pot construction is preferably provided, consisting of a cylinder 56 in which a piston 57 having an opening 58 therethrough reciprocates. A piston rod 59 is connected preferably by a ball and socket joint 60 with the piston, and the upper end of the piston rod passes through the top of the cylinder 56 and through the valve 17 having a ball 61 which is suitably connected to the end of'the rod and is seated in a recess 62, so that when the valve 17 is opened the piston 57 will be raised in-the cylinder 56 by with respect to the piston '57 and piston rod 59, and a cap or member 63 is provided for closing the open end of the cylinder 56 and is adapted to be moved across the end of the cylinder by the movement of the rod 59 as the valve 17 is opening and closing. spring 64 may be provided in the cylinder 56 to assist in returnin the piston 57.

Liqui is supplied to the cylinder 56 from I a reservoir 65 through the medium of a passage 66 which communicates with a circumferential oove 67 in the bottom of the member 25 an opens through the periphery thereof. A passage 68 extends through the body of the base'of the nozzle element 25 and forms communication between the groove 67 and the recess 30. A passage 69 is provided in the wall of the carburetor which forms communication with the interior of the cylinder 56 so that fuel from the supply chamber 65.

will be supplied to the cylinder 56 through the passage 66, groove 67 and passage 69. At the same time the fuel will besupplied to the recess 30 through the passage 68 which forms the communication between the groove- 67 and the recess 30.

. A valve 70 controls the inlet opening 11 latter is connected with a spring 73, one end of which is secured as at 4 to the element 72 and the other end as at 75 to the valve 70. With the usual construction of valve when the en ine starts the suction would ordinarily be su cient to flood the carburetor before the valve 70 is opened, and in order to prevent such operation, the member 72 is provided whlch will be unseated by suctionso as to permit enough air to pass'through the opening 71 to mix with the fuel before the valve is operated. a

In order to attain a maximum ower by supplying an additional amount of uel when the suction in the engine drops suddenly, there is provided a cylinder 76 which has communication as at 77 adjacent the bottom thereof with the peripheral groove 39 in the member 25. Arranged with the cylinder 76 is a piston 78 which is hollow, beingclosed at its bottom and open at the top. The top of the cylinder 76 is closed by a member 79 preferably threaded thereinto and passing through the top 79 are passages 80 which have communication with a circumferential groove 81 closed by the wall of the cylinder. This groove 81 has communication with a passage 82, which in turn has communication with a passage 83 in the wall of the carburetor casing. This passage 83 (seeparticularly Figure 5) may be formed in any suitable manner preferably by means of a tube 84 molded or cast into thewall of the casing 10 of the carburetor and is provided with an opening 85 in its wall that has communication with the passage 82.

The passage 83 is also provided with another opening 82 arranged on the engine side of the throttle 14, so that suction, when the valve 14 is closed, will be manifested through the passages 83, 82 and 80 to the interior of the cylinder 76 and piston 78 to draw the latter upwardly against the tension of the spring 86. The inlets of the passages 80 are so arranged that when the piston 78 is in the position shown in Figure 1, the passages will be sealed against the entrance of liquid or air thereinto. The spring 86 rests with one end against the bottom of the piston 7 8 and contacts with the member or cup shaped element 87 at the other end. A screw 88 passes through the top 79 of the cylinder and is connected to the element 87 so that by adjusting the screw 88, the tension of the spring 86 may be'varied. A lock nut 89 is provided for holding the screw against accidental adjustment.

When the suction in the engine overcomes the spring 86, the piston 78 will be held in the position shown in Figure 1. When, however, the suction in the engine decreases sulficiently that the spring 86 will overcome the same, the piston 78 will be lowered, and if this decrease in the suction in the engine is gradual the piston 78 will move down gradually. If, however, the suction is rapid or sudden, the spring 86 will quickly overcome the suction and. the piston 78 will be forced downwardly to discharge fuel therefrom through the passage 77 into the peripheral groove 39 of the member 25, thence through the passage 38 into the passage 36 of the injector nozzle 34 and cause fuel to be ejected through the passage 30, passage 31' and branch passages 32 of the passage 31. As soon as the stress of the spring 86 is overcome by the suction in the en e the piston will be moved back to the position shown in Figure 1.

' Fuelv is su plied to the cylinder 76 from the fuel supp y reservoir 65, throughthe passage 66, groove 67 in the nozzle element 25, passage 68, recess 30, passage 36 in the injector element 34, thence through passage 38,

circumferential groove 39 and passage 77 into the cylinder.-

A float 90 is arranged in the reservoir 65 for controlling the sup ly of fuel to the reservoir through the supp y opening 91, in any suitable manner.

The passage 83 has communication with the peripheral groove 22 in the base 20 of the sleeve 21, through an opening 92, recess 93, and opening 94 that communicates with the groove 22. A needle valve 95 is arranged to control the opening 94 and is held in position b means of its body portion 96 being threa ed into the wall of'the casing 10 so that the needle valve will pass throu h another opening 97 in the wall of the tu 84, which is in alinement with the opening 92. A locking spring 98 may be provided which en ages a knurled portion 99 on the needle valve for maintaining the same in its adjusted position. The recess 93 has an opening 100 which communicates with the interior of the carburetor casing and so arranged that air will pass therethrough into the recess 93 to be delivered into the assage 83. Therefore, by adjusting the need e valve 95 to regulate the opening 94, the mixture passing into the passage 83 may be controlled. This passage 83 is provided as a means for maintaining a suction in the cylinder 76 and piston 78 to hold the piston in the position shown in Figure 1, and also as a means for supplying fuel to the suction side of the throttle 14, while the engine is idling, as the suction created in the passage 83 will be mani fested through the opening 94, thence in the peripheral groove 22 in the base of the sleeve 21 to draw in atomized fuel which is atomized into the bottom ofthe sleeve 21 by causing the same to pass through any suitable number of openings 101 (see Figure 1) which pass through the sleeve and the base 20 to form communication with the groove 22.

- In order to thin out or cause a leaner supply of fuel mixture to be delivered to the engine when the throttle valve 14 is partly opened,

,as in road load conditions, means are propartition 15. The two ports of these passages m economical mlxture, regardless 'of engine preferabl located in close proximity to each ill) tures on light loads. 4'35 other an the piston 78 is provided with a circumferentially reduced portion 104, which may be of any desired width, but is of a sumcient width that when the piston 78 'is' moved into the position shown in Figure 3, the passage formed by the reduced portion 104 with the wall of the cylinder will form communication between the'two passages 102 and 103 so as to permit a supply of air to flow into the passage 102, through the passage 104, and thence out of the passage 103 to the other side of the piston to mix with the fuel in the mix r ing chamber.

During the time that the engine is idling both of the passages 102 and 103 will be closed by the piston 78, as shown in Fig-- ure 1'.

When the engine is running with heavy loads, the piston 78 will assume the position shown in Figure 2, by reason of the fact that the spring 86 overcomes the suction of the engine and moves the-piston to this position. In such position both of the passages 102 and 103'will also be closed and the additional supply of air will'be cut off.

,When, however, the engine is running only under road loads, the-suction in the engine will cause the piston 7 8 to be maintained in 'the position shown in Figure 3, so that a communication will be formed between the passages 102 and 103 to admit an additional supply of air to the mixing chamber and thereby thin out the fuel supply, and the position in which the piston is held while in a floating position, as shown in Figure 3, will be controlled by the adjustment of the tension upon the spring 86.

When these various conditions change the piston 78 will beautomatically moved either by the spring 86 when the latter overcomes the. engine suction or by the engine suction, when thevlatter overcomes the stress of the spring 86.

Therefore, the control of the mixture ratio will be such that the mixture will never be richer than is necessary for the maximum power and never leaner'than the most eflicient speed or engine load; the rich mixturesbeing used on very heavy loads and the lean mix- This is accomplished by supplying an addi'' tional quantity of air to the mixture when needed, controlling the amount thus supplied,

' and shutting off such additionalsupply when it is not'needed, all being controlled by engine suction, the said additional air supply opening being closed when the engine throttle is either fully open or closed, and opened only when the engine throttle is in an intermediate position between fully gpen and closed,

.at which time the piston will oat, the engine ber, means responsive in its operation to the drop in engine suction for dis lacing a portion of the fuel from the supp y and causing the same to augment the'normal supply of fuel from the nozzle, and means controlled by the operation of the last said means for causing an, additional supply of air to be directed into said chamber, the second recited means bein rendered inactive when-the engine throt e is wide open or closed.

2. In combination, a carbureting chamber having a fuel nozzle and an air supply for atomizing fuel from the nozzle into the chamber, means responsive in its operation to the drop in engine suction for displacing a portion of the fuel from the supply and causing the same to augment the normal supply of fuel from the nozzle, and means controlled by -the operation of the last said means for causing an additional supply of air to be directed into said chamber, the second said means beingrendered inactive when the engine throttle is full open or closed, the last said means embodying a piston influenced by engine suction an a cylinder in which said piston operates. Y

3. In combination, a carbureting chamber having a fuel nozzle and an air supply for atomizing fuel from the nozzle into said 1 chamber,means whereby upon a drop in en-.

gine suction, fuel will be forced through and ejected from said nozzle, and means whereby ;chamber, means whereby upon a drop in engine suction, fuel will be forced through and ejected from said nozzle, and means whereby upon the operation of the first said means an additionalsupply of air willbe directed into the fuel mixture independently-with respect to the said nozzle, the second recited means being rendered inactive when the engine throttle is full open or closed, the last said means embodying a piston influenced in its operation by engine suction, a cylinder in which the piston acts and an additional air supply opening or'passage which is opened and closed by the operation of said piston.

5. In combination, a carbureting chamber havin a fuel nozzle and an air supply, a tlirott e controlling the outlet from said chamber, means for controlling the fuel supply, said means being governed by the suction on the engine side of the throttle, an additional air supply passage, and means governed by the suction on the engine side of the throttle for normally closing said additional air passage, the last said air passage when opened operating to admit an additional supply of air to. be mixed with the fuel, said additional air passage being closed when the engine throttle is full open or closed.

6. In a carburetor, a carbureting chamber havin a fuel nozzle and an-air supply, a

thrott e controlling the outlet from said chamber, means for controlling the fuel supply, said means being governed by the suction on the engine side of the throttle, an air passage separate from the first said air supply for supplying additional air to the said chamber to mix with the fuel therein, a piston for closing and opening the said air pasply, said means being governed by the suction on the engine side of the throttle, an

air passage separate from the first said air supply for supplying additional air to the said chamber to mix with the fuel therein, a piston for closing and opening the said air passage, a cylinder in which the piston operates, means tending normally to move'the piston in one direction, means whereby engine suction will move the piston in the opposite direction and against the stress of the last said means, and means whereby when the piston operates in one direction an additional supply of fuel will be delivered to said nozzle, the said air passage being closed when the engine throttle is full open or closed.

HORACE I-I. HUBER.

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