US2178677A

US2178677A - Carburetor

Info

Publication number: US2178677A
Application number: US161783A
Authority: US
Inventors: Ormsby P Williams
Original assignee: Individual
Current assignee: Individual
Priority date: 1937-08-31
Filing date: 1937-08-31
Publication date: 1939-11-07
Anticipated expiration: 1956-11-07

Description

Nov. '7, 1939. o. P. WILLIAMS 2.178.677

CARBURETOR Filed Aug. 31, 1957 2 Sheets-Sheet 2 A Inventor.

0. R Williams y W y 1r M} Hiiorzzeys.

Patented Nov. 7, 1939 um TED STATES PATENT oFFlcE Claims.

An object and feature of my invention in a carburetor is in the simultaneous controlof the jets of liquid fuel such as gasoline and the air fiow through the atomizing or vaporizing part of the carburetor so that the suction caused by the flow of air will not only cause the fiow of the liquid fuel from for instance a float chamber bowl of the carburetor, but will also cause the rapid vaporization and complete mixture of the fuel and the air. Another objectiand feature of my invention is employing a centrally positioned rotary type of valve for the liquid fuel in which fixed inner ports operate with ports on a rotatable sleeve so that these may be aligned in the desired degree to control the flow of the liquid fuel substantially radially outwardly through the valve. Inconjunction with this the valve is positioned directly in the center ofthe main air flow so that-the radially jetting liquid fuel is incorporated in the flow of air.

Another object and feature of my invention is the combination of the central jet valve dischargingthe jets of fuel radially'in conjunction with rotary air valves positioned at the inlet and outlet of the carburetor and preferably such valves being connected by a Venturi type of tube, thus the throat of the venturiissubstantially-in align ment with the radial jets from the fuel valve. The Venturi tube with a tube having the cone type of air valves is connected to the sleeve of the jet valve so that all of these are rotated simultaneously and the same amount to thereby regulate the air inlet, the fuel jets and the outlet from the carburetor of the mixed fuel.

Another characteristic of my invention is in employing a down draft type with the jet valve for the liquid fuel arranged centrally of the valve housing in the rotatable Venturi tube, this being stream-lined to develop a non-turbulent flow of air over the valve and thereby carry the liquid fuel in the air stream. The sleeve of the air valve is connected by a radial rod to a control which operates through a slot in the carburetor housing and thus as the arm may be moved in an arcuate motion, there is a simultaneous control and movement of the jet valve and the air inletand outlet valves. An additional feature of my carburetor includes an auxiliary air inlet connecting in the carburetor housing between the jet valve and the outlet valve for the mixture.

My invention is illustrated in connection with the accompanying drawings, in which:

Fig. 1 is a vertical section which may be considered as taken on the sectionline I-l of Figs. 4 or 5 in the direction, of the arrows.

Fig. 2 isa side elevation taken inthe direction ;of the arrow 2 of Fig. 4 or 5..

Fig. 3 is an elevation. similar to Fig. 2 with certain control parts removed to show the movement of the valve control arm. 7 a Fig. 4 is a horizontal; section on on the line. of Fig. 1-. in-thedirection of the arrows illustrating the. liquid jet portsand the outlet, mixture valve. i 1

Fig. 5 is a transverse section on the line 5-5 of: Fig. 1 in. the direction of the arrows illustrating part. of the. inlet air valve.

Fig. 6 is. avertical; detail being an interior elevation on the line...6.-16 of Fig. '1: in the direction support -l:|;,which connects to the, intake manifold of aninternal combustion, engine. This has a contracted throat [I with flanges l3 on the outside, an expanded intake valve, end l4 with outside flanges [-5 and a cone -shaped valve seat It which has a series. of fixed segmentsil of which I illustrate threehaving radial side edges l8 converging towards the center and defining with the radial edges the peripheral edge 2-0, somewhat triangular shaped. fixed ports 2;l. There; is a central opening 2-2 toaccommodate-the lower; end of; the liquid, jet, valve hereinunder described. v

The main. features of the mainair and mixed fuel valve jinclude a cylindrical housing 2-6 having lower flanges '21 bolted to the flanges I 5 and upper flanges 2-8,;bolted :to the seat member of the upper valve. vSuch seat member has a tube 3-! and flanges 32.connected to the flange 2.8 by bolts 33. The. upperconical seat is provided with three ports -35,-, note Fig. 5, defined by the outside peripheral edge 31, the two radial edges13-8-and'theinner circular edge 39. There is also agcentral circular opening 40.

The housing cylinder-26 is provided with acircula-r perforation on one side. for theinlet of the liquid fuel supply and with a circular the sleeve 6 I.

auxiliary air port 46 shown diametrically opposite, note Figs. 1 and 6. There is also a horizontal slot 41 in the housing, this being indicated as terminating at the

ends

48 and 49, note Figs. 2, 3 and 4, there being an enlargement 50 in the slot.

The inner member of the valve designated the upper pins and having avalve actio'n on the underside of the upper conical seat Each of these has three ports complementary to the ports 2I at the bottom and 36 at the top and each has .a central opening indicated at 61 as to the top A liner-"I0 is-fitted inside of This-forms a venturi with the valve member.

throat indicated at II. There is a side opening I2 with a threaded recess I3 in theVenturi, the threaded recess continuing through the sleeve H as indicated in Fig. 4. .7

The liquid jet valve designated by the assembly numeral 85, note particularly Figs. 1, 4 and 7, employs a liquid supply. pipe 86 which as to the portion inside of the valve is streamlined in cross section as indicated in Fig. 8 and extends through the opening 45 in the housing and through an internal slot 81 in the sleeve 6I. The outer end has a saddle 88 attached to the outside of the housing 26 and is: provided with a threaded nipple 89 connected to the float chamber of the carburetor. This float chamber is additionally supported by a-bracket 9| attached to thecylinder 26 of the valve housing. The float chamber may be of any-suitable type and is provided with a feed connection 92 for the supply of gasoline or the like.

At the inner end of the pipe 86 there is a valve hub with a vertical cylindrical bore 96 therethrough and upper and lower-

shoulders

91 and 98. A stationary hollow valve stem I00 has a base IOI centered by a pin IOI' seated on the upper shoulder 91, a lower hollow projection I02 extending through the bore 96 and athreaded plug end I03,a nut I04 being threaded on this end and holding the hollow stem in a fixed position. An inlet opening I05 communicates with the bore of the liquid supply pipe 86 which supports the valve. The hollow stem is preferably made with a tapered section I 06 and a cylindrical section I0'I therebelow. There is also an upper cylindrical rim portion I08 interiorly threaded. A plurality of fine ports I09; are spaced peripherally around thecylindrical section I08. These ports may be in the form of narrow slits, the long dimension being circumferential. An adjusting plug H0 is threaded in the upper end and has a screw driver kerf I II. The purpose of this plug is to adjust the area of the ports I09 by cutting off a portion adjacent the top. Manifestly such ports may be of many suitable shapes but are preferably all placed in the same diametrical plane as regards the axis of the hollow stem I00.

The outer or movable part of the valve includes the valve sleeve I I5. has a cylindrical'upper section. II6, a tapered portion II! and a cylindrical opening H8 at its lower end. This is assembled on the hollow stein I 00 by being This cylinder isprovided with- At the top there is a complementary valve 66 fitted on fitted over the lower end prior to attachment to the hub 95 and there is a close riding fit between the opening II8 and the cylindrical exterior I01 of the hollow stem. The cylindrical portion H6 at the top has a plurality of ports I20, these being complementary to the ports I09 and may be in the form of slits with their long measurement circumferential. If desired these slits may have slightly greater measurements as to the vertical heighth and circumferential length than the ports I09. In the illustration these are both shown exaggerated.

r A closure cap I25 has a stream-lined nose structure I26 provided with a shoulder I21 fitting the cylindrical upper end II6 of the sleeve H5 and being attached thereto by screws or the like. This has a central bore I28 and a recess I29 in which is located a compression spring I30 which exerts a pressure between its seat in the cap and the adjusting plug IIO. A removable plug I3I fits in a threaded recess at the upper end of the bore I28. This may be removed by a screw. driver without disassembling the carburetor. The plug I3I is preferably made of magnetizable metal so that it may be removed by a magnetized screw driver but any suitable tool may be employed. Thisallows a special adjusting tool to be inserted through the bore I28 to engage in the screw driver kerf III and thereby adjust the plug IIO to regulatethe area of the ports.

This liquid jet valveisin a sense the equivalent of the throttle of theordinary type of carburetor and has the features ofregulating the jet openings as well as regulating the flow of air. The throttle arm assembly I35 employs a rigid arm I36 (note Figs. 4, '7 and 9). This is attached as by welding or the like indicated at I31 to thesleeve I I5 and passes outwardly through the'side' opening I2 of the liner "I0 and the sleeve 6I. It. fits in an outer tubular arm I38 which has a threaded head at I39, such head being threaded inthe recess 'I3 of the liner I0 and the sleeve 6|. This head makes an air tight closure. The outer portion I40 of the tubular arm operates in theslot 41 .in the cylindrical housing 26. The purposes of the enlargement 50 is to accommodate the head I39 in assembling this with the sleeve and liner and disconnecting the same. A radial arm I fits in the tubular, arm. I38 and has a ball type of link I42 con-. nected thereto at the outside. This has a pivotal connection I43 to a bell crank I44, the connection being to the arm I45. The bell crank is pivoted at I46 (note Fig. 2) to a lug I41 attached to or formed integral with the sleeve 26. The other arm I48 of the bell crank is pivotally connected to a throttle link I49 leading to a, throttle control pedal or the like. Thus on a reciprocating motion of the link I49, a pivoting action is communicated to the bell crank I44 and this producesan arcua'temovement of the throttle arm assembly I35 in the slot 41, the limit'of movement being between. the ends 48 and 49 01' the slot.

However, it is desirable to have a limiting stop to the movement of the throttle arm assembly, therefore I utilize a stop limit device I55 (note Figs. 3 and 4). This employs a bracket I56 attached to the fixed housingsleeve 26 having a threaded end portion I51 with an adjusting screw I58 threaded therethrough. This screw may have a lock nut and the end of the screw engages the tubular arm I38-limiting its arcuate movement andhence the amount-ofmovement of the liquid valve assembly 85, thatis, the movement of the sleeve of such valve.

The auxiliary air supply device designated by the assembly numeral I65 employs an air inlet tube I96 (note particularly Figs. 1, 2 and 6). This has a saddle IB'I connected to the cylinder 26 and surrounding the circular port 46 in this cylinder. A rotating valve I68 includes a valve shaft I69 and a damper plate I10, the shaft being rotatable on opposite sides of the air inlet tube ISB. A rotatable operating rod III has a universal joint connection I12 to the shaft I69. Thisrod leads to the operators compartment of a vehicle if the carburetor is used in a vehicle or to any suitable location. A stop arm I'Itand a stop pin I14 indicate the position of the valve when full open or ifdesired the 'position when closed. A characteristic of the auxiliary air inlet resides in the port I80 in the sleeve GI. This as shown in Fig. 6 has a V shaped portion I8I with the apex I82. The sides of the V are tangent to the circular opposite end E83. Thus when the apex of the V or the portion adjacent thereto overlap the circular port 49 and the valve I68 is open, only a small amount of additional air may enter the carburetihg chamber, this being formed inside of the sleeve GI, however when the sleeve is rotated a greater distance the large end indicated at I83 may align with the circular opening 46 and thus give a large opening for the auxiliary air.

An ordinary choke valve assembly I90 has an air inlet tube lfii connected to the upper end of the tube 3i and is provided with the ordinary damper type of choke valve designated I92, this being operated by a crank 593 secured to the shaft and having a Bodin wire assembly I94 with the moving wire connected to the outer end of the crank. The limit of movement is controlled by a radial arm l95 engaging a stop pin I96 (note Fig. 2).

The manner of operation and functioning of my invention is substantially as follows: in starting an engine it is desirable to have the auxiliary air supply valve Its closed and the choke lat may be opened or closed at the discretion of the operator. The manipulation of the throttle by the operator is the same as any standard carburetor and used in a motor vehicle is usually by a foot throttle lever. As above mentioned, this action moves the throttle arm assembly I35 through an arcuate motion. In view of the fact that the cylindrical housing 26 is stationary and the hollow valve stem I is also stationary, there is a simultaneous rotational movement of the valve sleeve N5 of the liquid valve 85 which regulates the registry of the ports :20 in the sleeve with the fixed ports I09 of the hollow stem i523. Also on account of the throttle arm assembly which has the arm I35 and the tubular arm i238 and this latter is connected to the sleeve 5! and the liner It, there is a simultaneous rotation of this sleeve and the liner which action carries in rotation the lower complementary parts 65 of the lower cone valve operating on the seat H8 and the upper complementary cone, 69 operating in connection with the upper cone valve having the upper seat 35. There is therefore a complementary change of the size of the air openings or ports for the downflow of air past the choke into the venturi construction and the outflow of the mixture through the lower cone valve assembly, this leading to the throat I2 which is connected to the intake manifold of the engine. The area of the air openings in the upper and lower cone valve are proportioned to the amount of liquid fuel such as gasoline that can flow through the ports I09 and I20 of the liquid valve 85. As above mentioned the efiective area of the ports I09 may be regulated by adjusting the plug I I0 upwardly or downwardly in the upper part of thestem I00 in order to obtain the correct amount of liquid fuel from theamount of air used in carburetting and supplied to the engine.

The liquid fuel jets discharge radially and I employ a sufficient number of these to have a distribution of liquid fuel spread in the throat I ll of the venturi.

At this area or section the air has its highest velocity downwardly and thus readily breaks up and absorbs the liquid fuel. It will be noted that the valve assembly 85 is carefully stream-lined in order to induce a smooth surface flow of air over the outside of this valve and over the supporting base 95. In order to add additional air the valve I58 may be opened and thus additional air is drawn into the chamber above the lower cone valve. This is regulated by the valve ports 46 and the somewhat V shaped port 580 in the sleeve BI and therefore gives a correct p-roportioning of the additional air in accordance with the requirements of the engine.

It is to be understood as above mentioned, that either the ports M39 or I20 of the jet valve may be of shapes other than elongated slots or fine slits. triangular or arranged to have a series of perforations of which a variation in number aligning would give increased openings. A characteristic of my type of fuel valve is that this does not develop any of the so-called flat spots in carburetion which is due to the pump from the operation of one jet to that of another or an increase or decrease of jets. With my valve using the slots or slits, there is a continuous enlargement or decrease in the size of the openings.

It is to be understood that my liquid fuel valve will operate substantially equally well as a gas valve where the supply of fuel is either manufactured or natural gas. It is quite common in such type of gas engines to-start these using gasoline or similar fuel and then when the engine is properly heated to cut off the liquid fuel and transfer to the gaseous fuel. It will be seen that this may be readily done with my invention.

For instance they could be somewhat Various changes may be made in the details I of the construction without departing from the spirit or scope of the invention as defined by the appended claims.

I claim:

1. A carburetor comprising in combination an air fiow valve including a housing with an inside cylindrical surface and having a cone type of valve element connected thereto, a cylindrical sleeve mounted for rotation in the housing and having a complementary cone valve element ing a slot, a secondary throttle arm connected to the sleeve of the air valve and extending through in positioned to regulate the effective size of the portsof the hollow stem.

A carburetorv as claimed in claim 1, an auxiliary air supply means including an air tube connected to the housing and having a valve mounted therein, said housing having a port at the end or the air tube and the sleeve of the air valve having a complementary port whereby the rotation of the air valve sleeve in the housing regulates the registry of the ports of the auxiliary air supply means.

4. A carburetor comprising in combination an air valve structure having a fixed housing cylindrical on its inside surface and having upper and lower cone type of air valve with fixed lower and upper seat elements connected to the housing, an air valve sleeve cylindrical on its outside surface and mounted for rotation in the housing and having complementary upper and lower air valve elements to engage the seat elements, the said air valve elements having ports for registry, a liner in the said sleeve-'having'a throatforming a venturi, a liquid fuel valve including a hollow stem,

a supporting. means topositionthe stem in a fixed position and in the axial line of the said housing, there being aiuel supply means to the hollow stemga second sleeve mountedv for rotation on the hollow stem, complementary ports in the hollow stemin the second sleeve, an adjusting plug in the hollow stem to regulate the-effective opening ofthe ports of said stem, a closure cap connected to the secondsleeve and forming a cover for the end of the hollow stem and the adjustable plug, the said closure cap and the second sleeve having a stream-lined contour and positioned substantially in the throat of the venturi with the ports of, the liquid valve discharging into said throat, a rigid connectionbetween the, first and second sleeves for simultaneous rotation thereof, means'to rotate the first sleeve on its axis and hence rotate the second sleeve of the liquid valve and thereby conjointly regulate the registry of the ports of the liquid valve and the 'upper and lower ports of the air valve.

5. A carburetor as claimed in claim 4, an auxiliary air supply means including an auxiliary air valve connected to the said housing, said housing having a port, the first sleeve having a complementary port, one of said latter ports being of a non-symmetrical shape as regards the other port to develop a variable opening on the rotation of the firstand second sleeves in relation to the housing.

ORMSBY P. WILLIAMS.