US2536716A

US2536716A - Dual carburetor control

Info

Publication number: US2536716A
Application number: US94030A
Authority: US
Inventors: Stanley W Bonser
Original assignee: Individual
Current assignee: Individual
Priority date: 1949-05-18
Filing date: 1949-05-18
Publication date: 1951-01-02
Anticipated expiration: 1968-01-02

Description

Jan. 2, 1951 s. w. BONSER DUAL CARBURETOR CONTROL Filed May 18, 1949 INVEN TOR. 5. 450N552 IWM QM ATTORNEY Patented Jan. 2, 1951 UNITED STATES ATENT OFFICE DUAL cARB nETon CONTROL Stanley W. Bonser, Gilbert, Pa.

Application May 18, 1949, Serial No. 94,030

This invention relates to a novel carburetor control mechanism and has for an object to provide an improved control means arranged for use with a multiple carburetor system to regulate the supply. of fuel and air vapors from a pair of carburetors to an intake manifold.

Certain notable difficulties in the operation of modern types of multiple cylinder high speed gasoline engines have been encountered, and. it is an object of this invention to overcome such difficulties. It has been found desirable to supply additional fuel to the engine during overload and high speed operating periods by using an auxilcuit with the customary gasoline engine carburetor. The control mechanism of this invention takes care of the flow of fuel vapors from both the customary and the auxiliary carburetors, and also arranges for an increase in the air supply on reaching and surpassing a certain critical speed of operation, thus providing a saving in gasoline consumption and increased power without motor ping.

A further object of this invention is to provide a dual carburetor control system that will provide a supply of fuel vapors and air supply in accordance with the normal and the high speed demands of the engine.

A further object of this invention is to provide an optimum economy of fuel supply throughout a much greater range of speed of operation than heretofore possible.

A further object of this invention is to provide a control means that cuts in the second carburetor at a desired speed, around 25 to 30 miles per hour, and simultaneously, or substantially so,

operates an air injector that eliminates any over rich mixture and thus provides substantial economy of operation.

Other additional objects will more fully appear from the following description, and that the invention may be more fully understood, reference is had to the accompanying drawing forming a part of the present description and illustrating a preferred embodiment of the invention, in which:

fold having at each end a carburetor mounting flange I l and I2 on which are mounted the dual carburetors l3 and I4. Intermediate the two 6 Claims. (01. 123-427) iary. carburetor connected in a parallel fluid circarburetor flanges II and [2 there is provided an integrally extending tube I5 terminating in an engine mounting flange I6 for securing it to the usual engine manifold for distributing the carbureted mixture to the engine cylinders in the usual manner.

On the opposite side from the engine mounting tube l5 and preferably axially aligned therewith is provided an auxiliary air injection means in the form of a capped nipple H. An upstanding axially extending stub shaft [8 on the cap of the nipple 57 provides a central pivot for a plate 20 having a radially extending finger 2!. A compression spring 22 about the shaft I8 is biased between a diametrically extending cotter pin and washer 23 at the upper end of shaft 18 and the plate 2i! to hold the plate 29 down against the cap of the nipple ll. The nipple cap is provided with an arcuate slot 24, while the plate 28 is provided with one or more apertures located at the same radius'as the slot 24. During operation, as hereinafter "described, the plate 25 is rotated over the nipple cap, and the aperture 25 is so arranged with relation to the slot 25 that after the plate 26 has been rotated a prescribed amount, the aperture 24 will then commence to travel over the slot 25 and remain over the slot 25 for the balance of rotation that is permitted, thus permitting air to enter the manifold during the period that the aperture 24 coincides with the slot 24. Due to the limited total rotation of the plate 26, the aperture and slot may be duplicated at the diametrically opposite side if desired.

Projecting from the manifold Iii are a pair of stubs 26 having bearing apertures through which is journaled the throttle shaft 2 Limited, rotation of this shaft 2i is provided by a throttle lever 28 adjustably secured thereto by a set screw 38 throttle (not shown).

and actuated by a throttle link 3i operatively connected in the usual manner to the vehicle Three additional substantially

identical levers

32, 33 and 34 are similarly mounted along the same shaft 21. The lever 32 is connected by a link 35 to an offset throttle arm 35 fixedly mounted on the shaft 31 for positioning a customarybutterfiy valve within the carburetor 3. The other end of throttle arm 35 is provided with an adjustable stop screw 38 arranged to abut against an abutment 40 on the carburetor l3.

Normal operation of the vehicle throttle will thus actuate and control the carburetor H3 in the usual manner. y

The ever 3 is connected by a somewhat arcuate link M to the extending finger 2| of air injection plate 20. Normal operation of the vehicle throttle will thus cause rotation of the plate 2%, and the relative location of the nipple cap slot 24 and the plate aperture 25 is such that the aperture 25 will coincide with the location of the slot 24 when the vehicle speed has reached a minimum of twenty-five to thirty miles per hour, and will remain in such coincidence throughout the speed range-thereabove. iObviously, the position of the'slot and aperture may be reversed, i. e. the slot may be in the plate, and the aperture in the nipple cap.

The lever 34 has journaled initsrend a stub rod 42 diametrically through which there is an aperture through which extends the'en'd 43 of 'a link A l Whose other end is connectedto anofiset throttle arm 45 fixedly mounte'd on'the shaft "65 for positioning a customary butterfly valve-Within the auxiliary carburetor I4. The other end of =.this ofiset-throttlaarm 15 is also provided-with an adjustable rstop screw 4'! arranged to abut against an abutment 480m the carburetor l4.

Extending between thelinkend of throttle arm "ti-and theprotrudingendrifiofstub rod 42, is a resilient spring which tends to pullthe' throttle arm 45 toward the-,closedposition. .The end 43 of link-44slidesthrough the stubrod 42 within the-limitspermitted by two-

cotter pins

52 and 53 extending diametrically through the link A l on *eithersideofstubrod :42, vthus providing a lost is completelyjclosed atzabout the same speed .at

which itopened, and thereafter, throttle lever 24 slides on link --end 43 until the carburetor also reaches idling speed.

In operation, thetvehicle throttle, isoperated in :a normal manner. At-idlingspeeds.and up to twenty-five to thirty miles an hour, only carburetor I3supplies the-necessaryfuel. When this critical speed is passed, the auxiliary carburetor I4 comes into operation, and simultaneously .the

airaperture and slot1'2-4 come into coincidence to :feedextra air to'themanifold, *thuslleaning out the mixture of'fuels from the two carburetors and providing increaseieconomy and increasedpower. ,Both carburetors 1 3 and 14 :are substantially identical in'construction, and the engine idles on both carburetors,-but as ai'result of the construcstion set forth, the auxiliary carburetor I4 continuesto idle until-the set critical speed isreached, whereupon it commences :to1 feed additionalfuel,

;and theai-r'injector simultaneously commences to feed :in-additional -:air.

:It is possible thatvariouschanges and modificationsmay be vvmade in my invention without departing fromzthe,spi-ritsandscope thereof, and I do not .wish to beiunderstootl as limiting myself to the specific construction nor the specific uses 'thereindescribed.

iWhatIis claimed is:

1. A dual carburetor control mehanism com- Drising-an:engine;intake-manifoldgaspaced"apart pair of carburetor inlets on said manifold, each arranged to have a carburetor mounted thereon, each carburetor having a throttle arm for controlling the carburetor, a throttle shaft journaled alongside said manifold, link mechanism fixedly connecting one throttle arm to said throttle shaft to transmit all motion of said throttle shaft to said one throttle arm, and a lost motion link mechanism slidably connecting the other throttle arm tosaid throttle shaft for advancement of said other throttle arm'beyond idling or closed position only after a partial rotation of said throttle shaft has taken place, and resilient :means connecting said throttle arm to said link mechanism to retract said throttle arm and per- -mit lost motion of said link mechanism after said other 'throttle arm has reached idling or closed position, an auxiliary air injection means on said manifold comprising an air aperture therein, a movable plate closing said air aperzture, an air aperture through said plate, tone of said air apertures'being elongated, and linkmechanism connectingsaidplateto said throttle shaft to move said air apertures into coincidence-com- ;mencing at a predetermined speed'of operation-of the engine.

2. A dual carburetor control 'mechanism .comprising an engineiritake manifold,:aspaced apart pair of carburetor inlets on said manifold each arranged to have a carburetormounted thereon, each carburetor having a thottle arm for controlling the carburetor, -a throttle shaft journaled alongside said-manifold, link mechanism fixedly connecting one throttlearm to said throttle shaft to transmit-all motion'of'said throttle shaft to said onethrottle arm, and a lost-motion link mechanism slidably connecting the other throttle arm to said throttle shaft for advancement of saidctherthrottle'arm' beyond idling 'or closed position only after a partial rotation :of said throttle shaft-has taken'place, and resilient means connectingsaid throttle arm'to said link mechanism to retract said-throttle arm and-permit lost motion of-said link mechanism after said other throttle arm has reached idling or .closed position,-an auxiliary air injection means on said manifold comprising an air aperture therein, a movable plate 'closing said air aperture, an air aperture :through said plate,-0ne of said air apertures being. elongated, and link mechanism connecting said plate'to said throttle shaft to move said air apertures into coincidence after an initial advancement of said auxiliary car- :buretor'throttlearm.

3. A dual carburetor control mechanism comprising an engine intake manifold, a spaced-apart pair of'carburetor inlets on said manifold each arranged to have a carburetor "mounted thereon, each carburetor having a throttle arm for controlling the carburetor, a throttle shaft journaled alongside said manifold, link mechanism fixedly connecting one-throttle arm to-said throttleshaft to transmit all motion of said throttle shaft to said one throttle arm, and a lost motion link mechanism sli'clably connecting the other'throttle arm to said throttle shaftfor advancement of said other throttle-arm beyond idling or closed position only after --a partial rotation of said throttle shaft has taken place, and resilient means connecting said throttle arm to said link mechanism to retract said throttle 'arm and permit lost motion 'of'said link mechanism after said other throttle arm has reached idling or closed :position, an auxiliary air :injection means on said manifold comprising an air aperture therein, a movable plate closing said air aperture, an air aperture through said plate, one of said air apertures being elongated, and link mechanism connecting said plate to said throttle shaft to move said air apertures into coincidence after an initial advancement of said auxiliary carburetor throttle arm, said auxiliary air injection means including a circular cap having the air aperture therethrough off center therein, said plate being pivoted on said cap and rotatable thereabout to bring its aperture into coincidence with the cap aperture.

4. A dual carburetor control mechanism comprising an engine intake manifold, a spaced apart pair of carburetor inlets on said manifold each arranged to have a carburetor mounted thereon, each carburetor having a throttle arm for controlling the carburetor, a throttle shaft journaled alongside said manifold, link mechanism fixedly connecting one throttle arm to said throttle shaft to transmit all motion of said throttle shaft to said one throttle arm, and a lost motion link mechanism slidably connecting the other throttle arm to said throttle shaft for advancement of said other throttle arm beyond idling or closed position only after a partial rotation of said throttle shaft has taken place and an auxiliary air injection means on said manifold comprising an air aperture therein, a movable plate closing said air aperture, an air aperture through said plate, one of said air apertures being elongated and link mechanism connecting said plate to said throttle shaft to move said air apertures into coincidence after an initial advancement of said auxiliary carburetor throttle arm.

5. In a carburetor control mechanism including an engine intake manifold, a carburetor inlet on said manifold arranged to have a carburetor mounted thereon, the carburetor having a throttle arm for controlling the carburetor, a throttle shaft journaled alongside said manifold, link mechanism connecting the throttle arm to the throttle shaft to transmit the motion of said throttle shaft to the throttle arm; an auxiliary air injection means on the manifold comprising an air aperture therein, a movable plate closing said air aperture, an air aperture through said plate, one of said air apertures being elongated and link mechanism connecting said plate to said throttle shaft to move said air apertures into coincidence commencing at a predetermined speed of operation of the engine.

6. In a carburetor control mechanism including an engine intake manifold, a carburetor inlet on said manifold arranged to have a carburetor mounted thereon, the carburetor having a throttle arm for controlling the carburetor, a throttle shaft journaled alongside said manifold, link mechanism connecting the throttle arm to the throttle shaft to transmit the motion of said throttle shaft to the throttle arm; an auxiliary air injection means on the manifold comprising an air aperture therein, a movable plate closing said air aperture, an air aperture through said plate, one of said air apertures being elongated and link mechanism connecting said plate to said throttle shaft to move said air apertures into coincidence commencing at a predetermined speed of operation of the engine, said auxiliary air injection means including a circular cap having the air aperture therethrough oif center therein, said plate being pivoted on said cap and rotatable thereabout to bring its aperture into coincidence with the cap aperture.

' STANLEY W. BONSER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS