US2091751A

US2091751A - Carburetor valve

Info

Publication number: US2091751A
Application number: US640566A
Authority: US
Inventors: Huston D Crippen
Original assignee: Individual
Current assignee: Individual
Priority date: 1932-10-31
Filing date: 1932-10-31
Publication date: 1937-08-31
Anticipated expiration: 1954-08-31

Description

Aug. 31, 1937, I H. D. QRIPPEN 7 2,091,751

GARBUREHTORIVALVE Filed Oct. 51-, 1932 2 Sheets-Sheet 1 ATTORNEY Patented Aug. 31, 1937 UNlT-ED STATES PATENT oF'FlcE 2 Claims.

, My invention relates to improvements'in carbureting devices; particularly carburetors for supplying a motive agent to internal combustion engines.

An object of this invention is to provide an instrumentality capable of responding of itself to working conditions and the demand for .power which the engine or motor must generate, and thereby effecting adjustments that enable the performance of the engine to continue to be entirely satisfactory and/or the driving effect to be transmitted to the best advantage.

Another object of the invention is to provide suitable means for producing and supplying to an internal combustion engine a motive agent varying in composition and amount according to requirements; said means being self-regulating and, when desired, united with one or more of the auxiliariesof the engine, or the connections with the load to cause the engine to develop maximum power for a given amount of fuel, while consumption of said agent is reduced to a minimum.

A further object of the invention is to control an internal combustion engine by means for carburetting air with liquid fuel to make a gaseous inflammable medium; introducing additional air in separate alterable amounts to said medium successively or simultaneously, and excluding the additional air in the same way; and; when required, in synchronism with the fluctuations in the volume of additional air, actuating mechanism for governing the engine, or transmitting its power. Hence, with the engine working under a certain load, and a change taking place in conditions, the alteration of the vacuum in the main intake of the engine and the rate or velocity of the intermingled air and fuel, due to the pumping effect of the pistons of the engine, will at one time cause a relatively small amount of fuel to be taken up to form the combustible motive agent; while at another time comparatively less air and more fuel will be commingled to enable the engine to carry better an increase in load r or respond properly to some other change in conditions of load or torque that render a relatively increased amount of fuel necessary; and said mechanism, if included, will then be correspondingly operated.

An additional object of the invention is to provide, to serve the purposes above mentioned, means for supplying a combustible motive agent to an internal combustion engine by utilizing, for adjusting or regulating quantities of additional air supplied to said agent, appliances which are partly mechanical and partly independent of any mechanical connections; and which can function under the influence of the partial vacuum in the main intake of the engine, and the speed of flow of the air, to form the motive agent for the power chambers of same.

Yet another object is to provide, in the practice of this invention as set forth, a lean and economical mixture whenever possible, and to convert such a mixture automatically into a richer one for power purposes when needed; thus achieving a great saving in fuel, wear, repairs and general cost of operation of the engine.

A still further and very important object herein is to provide for feeding a motive agent to an internal combustion engine by means which will draw liquid fuel from a reservoir ordinarily 10 cated below the level of said means without necessitating the use of auxiliary devices for the purpose.

It is also an object of the invention to provide a carburetor which has no inherent faults or structural defects to entail a loss of usefulness in any degree, or to bring about a derangement of function through wear or use, but which on the contrary will retain its entire efiiciency over extended periods of service. A further object of the invention is to provide a carburetting system of this superior design of simple con struction and capable of being produced in large quantities at comparatively low cost. I

It is likewise an object of the invention to provide a carburetor comprising parts that will automatically determine the composition of the mixture of air and fuel required for perfect combustion according to load; that will in and of itself generate and maintain a sufficient vacuum for effecting the delivery and the adequate vaporization of the fuel, and preserve the necessary ratio of air to fuel by preventing the admission, to any considerable extent, of unregulated air and the uncontrolled excessive inflow of fuel and any, accumulation of fuel within it; and by otherwise and completely safeguarding the vacuum within the range of practical conditions. In consequence, the relative quantities of fuel and air going into the carburetor may be governed and the'ingredients of the explosive charge supplied to the engine are thoroughly intermingled to a greater degree than heretofore possible. With a carburetor in which such conditions are enabled to persist, this mode of operation can always be obtained. In all carburetors, and especially those without force pumps, vacuum tanks, float chambers and other auxiliaries, the vacuum in the carburetor due to the suction of the engine, is the chief factor which ensures intake of fuel and air, and the vaporization and diffusion, through the incoming air, of the former. For this result the continuation of the vacuum, and the velocity of inflow of air due thereto are essential; and if, from any cause, a decrease beyond permissible working variations in the vacuum occurs, the serviceability of the device is at once seriously reduced. With a carburetor that has its parts incorrectly arranged, such a drop in vacuum, though not occurring at first, may take place after a time, when the movable elements of the carburetor have been subjected to some measure of Wear; creating, perhaps, new inlet passages and, interfering with the action of the original channels of admission in the carburetor. For example, if the valves for the air and fuel or any other parts are not properly located, the carburetor may gradually become so disordered in its operation that the fuel is not drawn in so readily; and is not vaporized and disseminated; and the air will enter in such a Way that the space or spaces where the vacuum should exist are brought nearer to atmospheric pressure, and the vacuum is wholly or partially destroyed. When such disturbances occur, the carburetor no longer supplies air and fuel in the proportion demanded and does not fully vaporize the fuel; the control disappears and the power developed by the engine falls. The aim of this invention is to produce a carburetor so built that it will never undergo deterioration of this sort.

The nature and advantages of the invention are fully set forth in the following description, but I reserve the right to resort to changes in the shape, size and relative arrangement of parts and mode of proceeding without abandoning the principle of the invention or going beyond the scope of the general meanings of the terms of the appended claims.

The drawings present several embodiments of my invention.

Figure 1 shows in side elevation an internal combustion engine with controlling apparatus therefor;-

Figure 2 is a section through said apparatus on an enlarged scale;

Figure 3 is a section through another form of device for controlling the engine;

Figure 4 shows diagrammatically how the controlling device is connected to actuate mechanism associated with the engine, and

Figure 5 is a section and Figure 6 is a detail of a modification of what appears on Figure 3.

The same numerals identify the same parts throughout.

The invention is inherently self -regulating and responds of itself to changes in load, torque and other factors to vary the character of the motive agent continually according to working requirements; and thus controlling the engine is ac complished.

This application is a continuation in part of my companion case 423,309, filed January 23, 1930 for patent on carburetors.

The construction and mode of operation of my invention is clearly illustrated on the drawings, which show diagrammatically an internal combustion engine E to which is connected at carburetting device C, to which liquid fuel is conducted from a tank or reservoir T below the level of the carburetor to a point above the latter, through a pipe 2a. The engine has power chambers containing pistons one of which is indicated at P, and I is the main intake leading to the engine from the carburetor C. This carburetor will now be described to make clear how operates in combination with the engine C, and to set forth the entire invention.

As shown in Fig. 2 it comprises a hollow casing l, with a fuel or gasoline inlet 2, through which pipe 2! delivers. In the sides of the casing at opposite points are air inlet apertures 3, and within the casing is a chamber which opens through the top. The bottom of the casing, however, is closed. At its upper end the casing is flanged, to be afiixed to the flanged end of the intake pipe I of the engine C. Carried by the lower end of the casing is a fuel or gasoline valve 5; and within the chamber 3 a combined hollow valve and spray nozzle This valve 6 is a controlling member for the and fuel; and I provide the carburetor with valves for additional air, shown at l and ii. At the lower part of the casing l containing the fuel valve pin. 5 is a bore or passage 9, which cornmunicates With the chamber 4 and the gasoline inlet port 2; and passes through a central outside projection which is threaded inside to receive a headed sleeve nut H. The metering pin 5 has a long tapering point on the inner end and is mounted in the opening or bore of the nut H, which may carry a lock nut or gland lid; suitable packing being employed with these parts. On its outer end the pin 5 has a milled head I3 for turning to set the valve pin 5 in adjusted position. The nut I! and the valve is can be taken out together. The stem it; of the valve 6 projects down into the bore and has a duct I6 which leads to the inside of the valve 6 at the upper end. Into the lower end of this duct the valve 5 always projects more or less so that the quantity of gasoline, or other hydrocarbon employed, entering this duct can be varied.

The Valve 8 comprises a disk i? with a conical rim, increasing in diameter towards the open end of the casing; and having thereon a head i 8, with perforations l9 extending all around its side. The edge of the disk projects, forming a small annular ledge; and the duct E6 in the valve stem [5 communicates with the openings is; the stem l5 being of course affixed to the head of the valve 6. Thus gasoline or other fuel entering the space 9 through the fuel inlet 2 can pass up in the channel I6 into valve ii and out through the perforations l9. When the valve is in open position, air coming in through the apertures 3 takes up this fuel, vaporizing it as it issues from the perforations IS in so many atomized fine jets or sprays, and making an excellent mixture of uniform composition which is dry and burns quickly, to give the engine the maximum power.

An arm 2!] having a hub is affixed to a shaft 2|, mounted to be able toturn in a transverse bore in the closed bottom of the casing l. The casing I has slots 22 between the apertures 3, and the two ends of the shaft have fixed arms 23 on the outside of the carburetor. The arms 23 are pinned to links 24, and the upper ends of the links are united to the guide 25, which is afiixed to the stem 65 in the casing l, by screws 26 which pass through the slots 22.

In operation of the carburetor, the valve 5 is adjusted to admit enough gasoline for idling when the valve 6 is in relatively closed position, Gasoline flows up through the channel or passage iii in the stem of this valve and out into the chamber 4 by way of the perforations l9. As th arms 23 aremov'ed, the valve '6 opens riiorejlifting the stem from the needle 5 to admit more gasoline fromthe inlet '2to the duct 16. Hence more air and more fuel enter in predetermined 5 rates, and the increased amount-of air atomizes the additional fuel and delivers iti'fromthe chamber 4 into the intake I of the engine E. Enough air enters the inlet 3 to cause vaporization of whatever gasoline is admitted past the valve fi.

I0 The angle or corner between the disk I! and the head It] makes a-small space wherein the air flowing past the disk I! creates a partial vacuum, drawing the fuel more readily out of the valve 6, and more quickly vaporizing it. s

To mount the'valves and '8 for admitting additional air and making the operating of the carburetormore efiicient and self-regulating, and controlling with reference totheengine, the easing has lateral extensions 21 at its upper end.

These extensions open downward, and each has secured thereto a hollow valve holder 28 with springs .29 and'inlet openings 30 tending to shut these valves; but of unequal strength. The extensions communicate with the chamber 4 through ports 3| above the valve 6. In the extensions 21 between .the air valves and the ports 3| are damper valves 32, turned by shafts '33 which project to the outside of the extensions and carry on their ends rigid arms 34. These arms are '30 pinned to stems 35 which extend loosely through openings 36 in heads onthe screws .26 outside of the casing. On the stems 35, which are threaded, are adjustable nuts .31. In the casing is an annular.member 38, having a contracting conical 35 inner surface .39, and a flaring conical inner surface 40, at the junction of which the valve 6 will be when in substantially closed position. Normally the dampers 32 are held closed bysprings, 38', as in my priorapplication, Serial No. 356,685,

4 filed April 20, 1929, which describes the carburetor fully, and are opened when'the guide 25 is moved to lift the valve 6. The nuts 31 are set on the stems 35 to cause the dampers to be opened in succession; or at one timeif desired. The stems 5 35 are yoke-shaped at the top, as disclosed in my aforesaid application, to span the lower sides of the extensions 21 and be-more easily attached to the arms 34 on each shaft .33. Springs 29 may also, in some instances, be chosen so that their strength is equal.

With this type of carburetor the engine can be Well supplied with motive vagent and even automatically governed; for the carburetor is-selfregulating and the controlling of the engine can 55 be extended to the other accessories of same and even to the transmission devices and other apparatus if desired. In explanation of this the complete functioning of the carburetor will now be described.

60 When the valve 6 is fully open, the vacuum above the valve 6 created directly bythe pumping action of the engine is negligible; but the velocity of the air flowing through the carburetor is quite high for a given speed; and'if there were no sup- 5 plementary and independent vacuum created by velocity of the air in the immediate vicinity of openings I9, the carburetor'could not draw fuel up from the tank T.

The spring of the valve 1 may be assumed to v 170 be stronger than the spring of the valve 8; and

the damper 32 adjacent the valve 1 is set to be opened first, because the nut 31 on the stem 35 thereof is screwed farther down towards the adjacent screw*26. Hence the valve I can open i75=before thevalve 8; and may remain open .while the 1 valve -B is :shut. Under some circumstances, kthe v-alvei8 may be open While the valve 1 is closed. With but :one of these valves shut, a

=part-'only oftheadditional air is cut off, but some additional air is still supplied by the: other. Two 5 vof these valves give a fine, complete and more flexible governing action; for with a single auxiliary valve, conditions bringing about a complete closing would shut off the additional air entirely;

andnot just-restrict the volume, as in the case 10 of twoauxiliary valves, with one closed and the other able to-remain open. Each of these valves :canbe timed to act sharply at the required instant. If,;now a car driven by an engine having a carburetoras set forth herein is climbing a long 15 and steep grade with the valve 6 almost fully open or wide open; and if the grade is such that the car at the beginning attains a speed of -40 miles per hour with both valves 1 and 3 open;

then, due to the increasing of the load andthe 20 ,lesseningof the momentum, the car will gradually the closing of the valve 'l'tends to cause more air to flow through the ports 3 and directly past the valve Grand draw in more fuel through ports I9, thus-helping a richer .mixture to be produced. Increased power now tends to prevent further slowing up of the car. Therefore thevalve 8, with a weaker spring, will remainopen until either 40 the valve 6 isclosed sufficiently to allow seating of the, damper associated with valve 8 or until a still .heavier'load'is encountered. Of course, if at anytime the valve 16 :is closed, both dampers 32 are shut and the'valves 1 and 8 then close too; '45

and unless the dampers are opened, even though conditions-are sufficient for the opening of the valves 1 and'8, the latter stay closed. In other words, aclosed damper makes the associated auxiliary air valve inoperative and keeps it so until its controlling damper is opened.

To render the engine more sensitive when idling I adjust the parts so that the valve 1 is slightly open when "the engine idles. This valve then determines to some extent the compositionof the mixture; and its spring will cause closing whenever the air pressure above it drops to a certain point.

The spring of the valve I must be properly adjusted. If the valve '6 and the damper of the-130 valve 1 are opened quickly, too little spring-tension will allowthe valve 1 to snap open. Such action results in a temporarily air-flooded"condition. But with the spring tension great enough the valve -1 will open more slowly and the too rapid- '65 entrance of too much additional air is prevented;

or the valve will delay opening or open and close again.

Now if the car be started in low gear and the valve 6 be opened enough to give a speed of,say,-' 10 to 15 miles an hour, andthe damper of 'the valve 1 is then slightly opened; then'the vacuum in the intake pipe above the carburetor is quite pronounced-the engine speed is-high, and the flow of airthroughthe carburetor is sufficient to-cause"75 the valve 1 to begin to lift. The other damper and valve 8 remain closed. Upon the gears being shifted from low to second and the valve 6 opened further, the damper associated with the 5 valve 1 is opened further, and allows a proportionate increase in the opening of the valve 7. More air and fuel now enter and pass the valves 6 and 1 and a greater speed of engine and car results.

10 The valve 1 now stays open because the engine speed in second gear at 20-25 miles per hour for the car is not less than before with the engine in low gear, and is rising. Therefore, although the vacuum in the intake due to the increased opening of valve 6 for the desired -25 miles per hour is somewhat lower, the velocity of the moving air in conjunction with the lower vacuum is enough to keep the valve 1 from closing.

Suppose the car is now in high, and goes 20 faster till it is travelling at, say, thirty-five miles per hour. Valve 5 is now open more than before and so is the valve 1 and its damper 32. If now the valve 6 is still further opened, the other damper 32 will be opened, and at a 40 mile speed, say, the valve 8 can be lifted, so as to permit more additional air to enter the carburetor.

For more speed the valve 6 and both dampers 32 are opened still more. Hence the valves 1 and B can move further from their seats because of the resultant greater velocity of the air passing through the carburetor.

Should the load be now increased with the car in high gear, reducing the speed of car and engine, the valve 1 closes first because its spring 35 is stronger; and will drop as soon as its spring can overbalance the energy of the air flowing past valve 1 and/or the vacuum past valve 6. The valve 8 may stay open.

If the car is traveling at 5-8-10-15 miles per 40 hour and the valve 6 is opened suddenly to give quick acceleration, the damper 32 at the left may now be open; but with correspondingly slow engine speed there is little vacuum present and the velocity of air flow is not enough to keep open the valve 1. This valve then must close and the fuel mixture is enriched accordingly. The valve 1 can reopen when the engine speed increases, or the vacuum in the carburetor becomes great enough to make a leaner mixture again.

When the car is traveling at the rate of 50 miles per hour on a level road with both the valves 1 and 8 open, if the valveB is now closed sufficiently to permit the seating of the right hand damper 32, the air valve 8 would then, and

under this condition only, be the first of the two valves 1 and 8 to close.

The valves 1 and 8 can operate in relation to each other as follows; 1: Both valves open. 2: Valve 1 closed, valve 8 open. 3: Valve 7 open and valve 8 closed. 4: Both valves closed.

Both valves can open when the valve 6 opens both dampers 32 and causes a relatively high speed of the engine.

The valve I may be closed and valve 8 open when the valve 6 is open far enough to cause both dampers 32 to be open. For example: When quick acceleration is attempted with valve 1 already open, as above stated, and the valve 1 cannot stay open, but the velocity of the air or vacuum is still enough to open the valve 8. This action may occur under any conditions of medium load, or moderate speed, as when the car tries to tow another car; or when the car is traveling up a hill at moderate speed; or starts up the hill at rather slow speed and the driver then tries to increase the speed. The valve 8 only will be open whenever conditions are such that they will not overcomethe spring of the valve 1, but are suflicient in degree to overcome the spring of the valve 8 and keep it open, when the damper of the valve 8 is open.

If conditions are such that the valve 6 is not open sufliciently far to open the damper of the valve 8, but does open the damper of the valve 1!, the valve 1 may open while the valve 8 stays closed. Conditions sufficient to cause the opening of the valve 7 with its stronger spring, would cause the opening of the valve 8 unless the damper of the valve 8 is kept shut. It is possible to climb a grade with the valve 1 open, provided the grade is not steep enough to impose a load on the motor that would slow it down and make the valve 1 drop. Obviously the damper of the valve 8 must open before the valve 8 can lift, and as this damper can be set tocommence to open at 35 to 40 miles per hour, all lower speeds, provided the valve 6 is not open enough to open the damper of the valve 8, result in the valve 7 only being used. Of course the figure of 35-40 miles per hour is stated by way of example only.

The two valves 1 and 8 can be closed at one time when the engine idles because the valve 6 then does not cause the opening of either damper. These valves will both be closed also when the infiowing air or vacuum has not force enough to overcome either the strong spring tension of the valve 1 or the weaker spring tension of the valve 8. For example: when the car is subjected to an increase of load, as upon a steep hill, causing a marked decrease in car and engine speed and a drop in air velocity and an insufli- Gasoline with two auxiliary air valves can be saved to a considerably greater extent than that obtainable with just one such valve. Conditions that would cause a. single auxiliary air valve to close would not permit a reduction of the volume of additional air, but would stop the additional air entirely. Hence at times when a relatively lean mixture is needed it would not be furnished and gasoline would then be wasted for a short time. But with the two valves, conditions that would not permit the valve 1, for instance, with its stronger spring to be open would, however, be

suflicient to keep open the other valve with its weaker spring, thereby letting in some additional air and affording a leaner mixture and saving gasoline until such time as the other valve has to close and furnish a richer mixture for the engine. Gasoline is also saved whenever the valve 8 only is opened and the mixture kept relatively lean by the additional air which the valve 8 supplies. And with both valves 1 and 8 open, the additional air will be sufficient to bring about a greater saving of fuel, because more additional air flows through these two valves than through either alone.

It is thus clear that the valves 1 and 8 operate automatically within certain limits; that is, with the valve 6 open and both dampers open, and without change of position of the valve 6 and. dampers, the additional air valves can still move independently of the dampers according to variations in conditions. They may, singly or together,

move away from their seats, thus letting in more or less air, and producinga rich or lean mixture 5 as above outlined. It is well known that for high speeds, automobile mileage tends to drop and fuel consumption to increase but the above-described ture with the lessening of load Without changing 20 the position of'valve 6.

An apparatus of this design will in effect yield what may be called cold carburetion; is thoroughly vaporized and the mixture of air and gas enters the engine fully intermingled and 25 with the ratio of air to gas properly established.

Hence combustion is rapid and 'thorough and the engine runs smoothly and evenly with jars and vibration eliminated, and undue wear prevented. Also fuel is saved, while the maximum efficiency 30- is produced under all conditions. I have even foundthat the heating of the engine is more easily controlled, for the fan can be disconnected and the engine permitted to run without the water pump going, if it has proper water jacket- 35 ing, without-reaching excessive temperature.

The carburetor in practice regulates itself, so far as the functioning of the valves 1 and 8 is concerned; and the engine, to that extent, is automatically controlled by the admission of a 40 richer'or a leaner mixture according to Working conditions, for all positions of the mainvalve 6.-

The'usual connections are provided between the arm 26 and a hand lever on the steering'wheel or elsewhere-near the drivers seat; andthe ma- 45 nipulation of this lever is accomplished in the same way as with a carburetor of ordinary design. The manual actuation is simply attended by the self-regulating function; which is; so to speak, superposed thereon.

50 This type of carburetor may not only be used as set forth, but also it may be unitedto exert its regulating influence on apparatus associated with the engine to widen the controlling effect. Figure 4:, for instance, shows an ignition timer 55 All having an'arm M5. for advancing or retarding the spark. This arm is united to the stems la and 8a of the valves land 8. by levers so that the spark istimed' in accordance with conditions demanding that one or both or neither. of the 60 valves l and 8 be open. The valve I is joined to a lever 53 and the valve 8- to asimilar lever 44; these levers being illustrated as in line with each other and fulcrumed attheir adjacent ends. 45. They are pinned tothe valve stems near their piv- 5 oted ends, and at their opposite ends they are.

pinned each to the slotted end of a floating lever 46, which is pinned at the middle to a link Al which is attached to the timer arm 48. Obviously if both valves 1 and 8 open, the levers43 7 and l lwill cause the maximum degree of movement of the floating lever l6-and the greatest advance of the spark. This is what is required, because when both valves 1 and 8 are open the engine speed will be highest; When one valve 1 75 or 8 is closed, however, the lever 46 will beshifted- The fuel around its end adjacent the other valve as afulcrum to shift thelink 41 and arm 48 somewhat to delay the spark; and this too is required'because the engine speed will then be slackening. Whenboth valves 1 and 8'areshut, the lever 46 is pushed at both ends to cause the link 41' to thrust thearm 48' and timer 4| to farthest retarding position.

This principle can alsobe utilized with other apparatus associated with an internal combustion engine, such asthe change-speed gears, to shift thetransmission connections automatically asworking'conditions demand.

The carburetor'shown in Fig. 3 appears in horizontal section, and is preferably of the same design asset forth in my copending application Serial No. 423,309, filed January 25, 1930. It has a casing Ia' which is-in general L-shapedwhen seen' in side elevation (or as viewed from either above'or below as-presented in Figure 3); and thus'c'omprisesahorizontal portion andia vertical portion, when the carburetor is mounted on an automobile engine. Hence the bore :or chamber l 'will have a right-angled bend therein. The vertical portion of the chamber 4 whichiappears in Figure 3 leads directly to the intake I, to which the carburetor is attached; andithe other portion, which willbe horizontal opens tlirough the end l22'of': the carburetor; This end admits air and receives a conduit tocsupply. liquid fuel; and containsfavalve andspray nozzle similar to the nozzle described above, surrounded by a throttlering similar to the ring 38, this nozzle and ring having. relative movement to vary: the quantity of air. and fuel to.- be vaporized; Preferably the nozzleis fixediand the ring is'movable in this form. Said end also contains a valve pin to control the fuel mounted on the stem 5'- which projects to the outside of the casing: through the bendor elbowthereof andri carries on its outer end a head 49: Below'this'hea'd is a shaft 50,

mounted. in bearings on the casing, and this shaft has an operating arm 20a to turn same connectedito any suitable means; On the shaft are two fixed arms 49a to engage the head to enable the stem'5 to be adjusted; Normally a spring 5b-on the stem 5' tends to' move the fuel' valvepin to closed'position'.

on itstop, the carburetor isprovided with a pair oftubular outside extensions 81, one at each side'of the vertical portion of the carburetor and substantially parallel? to the horizontal portion. These extensions 8 are hollow as shown at' 8'9; and communicate with the-vertical part of the bore 4' throughpassages H00. At their outer ends these extensions 81 carry auxiliary valves III, which admit air to the" extensions 8|, as necessitated by working conditions: Air for vaporizing gasoline is taken in mainly' through the inlet end In and the valves III will admit a smaller or larger quantity of additional air as one or'both of these valves are opened.

To enable the admission of the principal quantity of air and-fuel to be regulated in the carburetor, two links H6 are connected to the throttle ring through slots (not shown) in the sides of the casing Ia, andv are arranged to be actuated through a transverse shaft 5| having fixed arms 52 which are pinned at their lower ends to the links H6; as shown in my application Serial No. 423,309 aforesaid; The throw of these arms may be limited by providing on one side of the carburetor one or more projections 53 perforated and threaded to receivestop screws 54. On one end of the shaft 5| is an armz56 to operate this shaft,

which passes through the casing near the open end I22, and projects at both sides, being mounted in bearings 51.

The outer ends of the extensions 8|, which are open, are internally threaded to receive threaded rings 58 carrying central bearings 59 secured by integral arms 69. Each bearing 59 receives a slidable stem 6|. These stems pass through openings in the disk valves III and have collars 82 for holding these valves against their seats while the outer ends of these stems have knobs 63.

On the top of the horizontal part of the carburetor is a bearing 64 in which is a transverse shaft 65 and the opposite ends of this shaft carry bell crank levers 66. One arm of these levers has a screw 61 and lock-nut 68 to hold the screw in adjusted position. The screws 61 engage the knobs 63 and when the levers 66 are turned in the right direction, the stem 6| can be forced inward. The screws 61 can be adjusted to move the stems 6| inward simultaneously, or in succession, at the right interval apart. The horizontal arms 69 of these bell crank levers are actuated by the upper ends of the arms 52 as disclosed in my aforesaid application Serial No. 423,309.

The ends of extensions 8| adjacent to the vertical portion of the carburetor casing have the form of bearings H to receive pins 12 threaded at their outer ends for nuts 13. Within the extensions 8| these stems have smooth collars T4 in counter-bored recesses 15, while inward of the collars the pins 12 are threaded as shown at 16. These pins terminate in re duced shouldered extremities H in line with the stems 6!; and between the stems 6| and pins 12 are springs 18. These springs bear against the collars 62 on the stems 6i and at their opposite ends they surround the extremities TI on the pins 12 and seat against the shoulders at the ends of the threaded portions 16 on the pins E2. The threaded portions 16 screw into the ends of thimbles 19, having collars 88 and springs 85 envelop the thimbles, seating against the collars 80 at one end and the valves I II at the other. At 82 is a projection on each of the thimbles l9 and at 83 are pins which are made fast inside the extensions and extend through apertures in the projections 82 so that the thimbles '59 cannot be turned. The outer ends of the pins 12 may have kerfs to enable them to be turned by a tool. Rotation of these pins will thus by reason of the threaded portions 16 cause movement of the thimbles 19 towards or from the valves ill to adjust the springs 85; but the springs 18 will not be affected because no longitudinal movement of these pins occurs.

Normally the springs 18 press the collars 62 against the valves III to hold these valves shut. Upon movement of the arm 56 to actuate the throttle ring (not shown) in casing la, however, the arms 52 turn the arms 89 of the bell cranks 66 upward to force the stems 6| inward, and move the collars 62 away from the valves I H. These valves can then open against the springs 85 due to forces previously explained, when conditions demand. The mode of operation of these valves and the theory of their usefulness is the same as described above in connection with Fig. 2.

The invention herein described involves the admission of gasoline through a variable and restricted inlet and it will be observed that the movable part for regulating the air, such as the valve 6 in Fig. 2 and the same part in Fig. 3

(not shown), is so situated that the air encounters this member between the outlet ends of the jet openings l9 and the atmosphere. Hence the fuel is sprayed into the air stream at the point of greatest velocity of the air, and the vaporization is most efficient for that reason. Accordingly, when the process of carburetion is performed and the additional air valves come into play, automatic regulation changing the relative amounts of air and fuel in the mixture is obtained; and this regulation is accomplished in accordance with variations in load and torque, to control the engine, as the engine operates. In other words, changes take place in response to working conditions and the valves 1, 8 and lil move to produce the desired results without any manipulation by the operator except to open the main air throttle as desired. Throughout the operation an adequate vacuum is constantly present near the point of entrance of the fuel, either at the delivery ends of the jet openings or nearer to the fuel valve pin; though this vacuum may vary and drop considerably within the easing of the carburetor towards the manifold I.

In the 'modification of Figs. and 6 each valve stem 6i is rigid with its valve Ill. Each bell crank lever is actuated as before by one of the arms 52, and is notched at its upper end to receive the stem 6|. Each pin 12 has screw threaded engagement with the casing Ia and at its inner end 11a, it is smooth and headed over to retain its thimble I9 rotatably thereon. Hence these pins when rotated will actuate the thimbles to adjust the springs 85, but the thimbles 19 as before are held against turning by the elements 83.

On the end of each stem 61' is a nut or nuts 89. Normally the levers 66 will press against these nuts to hold the valves Ill closed. The levers are held in this position by springs 18a outside of the extensions 8|, pressing plungers 81 against rigid projections 86 on the levers. The springs 18a and plungers 81 are disposed in bores 88, formed in the exterior of the casing la, which is shaped for working to enable these bores to be formed therein.

In operation, the levers 66 release the stems 6| when they are moved by the arms 52 against the force of the springs 78a. Then the valves [H can open under air pressure against the force of the springs 85.

I wish to point out further that the vaporization of the fuel really begins before it leaves the jet openings IS in Fig. 2 and the corresponding openings, not shown, of the constructions of Figs. 3 and 5. This is because the aspirating effect of the air as it passes the valve and spray nozzle 6, and the vacuum past this valve has a tendency to create a vacuum in the interior of the valve 6 and channel !6 and farther back along the line of the pipe 2a. The fuel is thus partly vaporized when it issues from the valve and spray nozzle 6, and its vaporization is completed in the vacuum outside of this valve 6 towards the engine E.

While two additional air valves are preferred the use of one such additional valve, under some conditions, will give regular results. Likewise, while springs of unequal strength tending to close these valves are usually employed, these springs may be of equal strength in some instances. As clearly described above these air valves open when the vacuum above them is greatest and then move towards closed position when the vacuum diminishes.

I may also use an injector such as that indicated by 6 and [8 having a double ledge adjacent the jet openings instead of one ledge and the jet openings may be disposed adjacent either or both of these ledges.

Having described my invention, what I believe to be new and desire to secure and protect by Letters Patent of the United States is:

1. A carburetor comprising a casing having an extension, a valve in said extension to admit air to the carburetor, a stem passing through the valve and having a collar in the extension to hold the valve shut, a spring engaging the collar to move the stem to valve-closing position, means for actuating the stem to release the valve, a second spring to hold said valve shut and. means for adjusting said second spring.

2. A carburetor comprising a casing having an extension, a valve in said extension to admit air to the carburetor, a stem passing through the valve and having a collar in the extension to hold the valve shut, a spring engaging the collar to move the stem to valve-closing position, means for actuating the stem to release the valve, and a second spring engaging said valve and tending to close same.

HUSTOND. CRIPPEN.