US2615440A - Carburetor - Google Patents

Description

Oct. 28, 1952 A. H. WINKLER 2,615,440

CARBURETOR Filed Dec. 30, 1947 4 Sheets-Sheet l I/VVENTOB flLB /er H. W/N/(LEB ATTOENE Y Oct. 28, 1952 H, wlNKLER 2,615,440

CARBURETOR Filed Dec. 30, 1947 4 Sheets-Sheet 2 SPARK ADVANCE IN VEN TOR.

' 455E121- H. lA/INKLE'IZ A TTOENEY A. H. WINKLER CARBURETOR Oct. 28, 1952 4 Sheets-Sheed 5 Filed Dec. 30, 1947 IN VEN TOR. 45am H. WINKLER ATTORNEY Oct. 28, 1952 A. H. WINKLER 2,615,440

CARBURETOR Filed Dec. 50, 1947 4 Sheets-Sheet 4 IN VEN TOR.

AIEYBERT H. Wmxwz A TTOENEY Patented Oct. 28, 1952 was AlbertH. .Wink'ler,.iS0uth Bend,'Ind., assignor to Bendix Aviation Corporation, SouthBend, ImL,

a corporation ofv Delaware Application December 30, 1 947,'Serial No. 794,560 A The present invention'relates toa fuel supply system and more particularly to a carburetor for an internal combustion engineadapted to operate under certain conditions on less than the full number of cylinders. This type of engine I is illustrated in my'c'op'endin'g "application Serial No. 751,282 .filed' May 29, 1947; and willbe referred to hereinafter as a"splitengine. Some ofthe cylinders of'thesplit engine, for example three cylinders of a six cylinder engine, are in operation throughout "'the entire time the engine is in operation, whilethe remaining cylinders may be in operationonly during startingi-power pickup "and high power :output. For convenience of description, the runningfof the engine on the full number of cylinders will be referred to as standard engine operation "and the "running of the engine on only a part ofthe cylinders as split engine operation. Thecylinders which are in continuous operation will be referred to as standard cylinders andthose which are in operation only during starting, 'powerpick-up and high power output-as power cylinders. In the split engine disclosed in my copending"application, the power cylinders arerendered inopera-' tons'of the power cylinders, While continuing to reciprocate, do not expel theexhaust gases containedin their respective cylinders, nor do said cylinders receive new charges of fuel 'air. In this arrangement; either a s-ingle intake manifold for all the cylinders of the engine or two separate manifolds, one forthestandard cylinders and the other for the-power cylinders, may be used.

;One Ofthe principal objects of thepresent invention is to providea carburetor for a split engine which willsupply theproper fuel-air ratio to said engine throughout itsentire range of operation.

Anotherobjectof the inventionis to provide a carburetor forasplit engine wherein the supply or. fuel-air mixture is automatically adjusted for standard or split engine operationas the engine shifts between said operations.

Another object of the inventionisto provide a device in combination with the aforementioned carburetor for adjusting "a spark advance mechanism-to standard and split engine operations.

Additional objects and advantages will appear fromthe following description and accompanying drawings wherein one embodiment of my-in- "vention is disclosed. The invention may be in 15-Claim s. (01. 123-127) combination'with either 'a single or a double barrel carburetor and is not limited to any particular type of split engine, but is understood to be generally applicable to any of said engines whereinthe control of the power cylinders includes a'meansposterior to thefuel supply nozzle for interrupting the flow of air through the present invention;

Figure 2 is aschematic view of the carburetor, showing the various elements rearranged to moreclearly illustrate their operative relationship to one another;

Figure 3 is asectional view" taken on line 22 ofFigure 2;

Figure 4'is atop plan view of the carburetor;

Figure 5 is a side'elevation of the carburetor;

Figure 6"is a detailed sectional view of the power enrichmentjet and the valve control mechanism therefor;

Figure 7 is a detailed celerating pump; and

Figured is a detailed view'of the idle system, showing the induction pasage of the carburetor in cross-section. a v y The present invention may be readilyxunderstood by referring to the accompanying drawings in'which Figure 1 shows a multiple cylinder internal combustion'engine in combination with the present enginecontrol mechanism wherein numeral [designates acarburetor, 2 a sparked; vancermec'hanism, 3 a vacuum actuated switch for the split engine-control, t ;a manuallyactusectional view of the acated switch'for'saidcontrol, 5a speed responsive switch for said'control, 6 a temperature responsiveswitch, and! a tapp tassembly for'controlling the operation of a portion of the cylinders, said tappet'assembly being actuated 'by-asolenoid mechanism B-in-responseto'the aforementioned control switches. The'several switches are connected by leads to relays in box-9 which turn control solenoid mechanism 8. -Withthe exception of the mechanism forrendering a portion 3 the induction passage of the carburetor, I2 the air inlet, I4 the mixture outlet, I5 a choke valve, and IS a throttle valve, said throttle valve being mounted on a throttle valve shaft I 8 journaled in the throttle body of 'the carburetor. The fuel is discharged into the induction passage at the throat of venturi 26 through discharge nozzle 22 which communicates with a fuel bowl 24 through fuel well 26, a main fuel conduit 28 and the main fuel metering jet 30 disposed in one end of said conduit adjacent the bottom of fuel bowl 24. The fuel well includes a sleeve 49 having several small holes 42 uniformly spaced over the surface thereof and four large fuel orifices 44 near the bottom end thereof on a plane with conduit 2B. The sleeve 40 is spaced from the internal wall of the well to permit air to surround the sleeve and pass through holes 42 into the internal portion of said sleeve. Air is admitted into well 26 from the air intake end I2 of the induction passage through port 56 and is metered at orifice 52 as it passes downwardly through passage 54 into the annular space between sleeve 46 and the side wall of the well. In this construction, the fuel flows from bowl 24 through metering orifice 3B, conduit 28 and holes 44 into sleeve 48 and passes upwardly through said sleeve where it forms an emulsion with the air admitted from the annular space about the sleeve through holes 42. The fuel-air emulsion is then discharged through nozzle 22 into the throat of the venturi 20. A conventional fuel inlet valve and float mechanism for controlling the operation of said valve are shown at numerals 69 and 62, respectively.

The construction of the fuel discharge nozzle may be more fully understood by referring to Figure 8 wherein another cross-sectional view is shown. It is seen that nozzle 22 discharges the fuel adjacent the under side of a, horizontal bar 48 formed integrally with venturi 26. The fuel discharge end of the nozzle is provided with a downwardly tapering ear 49 which prevents the fuel from flowing along the under side of said nozzle to the venturi and thence down the side wall of the induction passage. A similar ear 5| is disposed on the opposite side of the venturi under bar 48. Novel features of the fuel discharge system shown in Figures 2 and 8 are claimed in a divisional application Serial No. 293,730, filed June 16, 1952 and in my oopending application Serial No. 8,951, filed February 17, 1948.

To provide an increased quantity of fuel for standard engine operation, main fuel conduit 28 is connected with the fuel bowl by an auxiliary metering jet 'IIJ disposed downstream from .iet 30. This auxiliary jet I0 is controlled by a valve I2 urged to its closed position for split en ine operation by spring 14 and to its open position for standard engine operation by a reciprocable rod I8 moved in the direction to open said Valve by a spring I8 reacting betweenplate 80 secured to the lower end of said rod and an external shoulder 82 on bushing 84. When rod 16 is in its lowermost position, valve 12 is held open so that the fuel will flow through jet I6 into the valve sleeve and thence through a plurality of orifices 86 into conduit 28. The means for actuating rod I6 will be described more fully hereinafter.

A power enrichment jet 99 connects the fuel bowl with the main fuel conduit 28 posterior to the main jet 30 and auxiliary fuel jet T0 and s controlled by a valve 92 urged to its closed position by a Spring 94. Valve92 is operated y a 4 reciprocable rod 96 which is urged in the direction to open said valve by a spring 98 reacting between a plate I00 secured to the lower end of said rod and a plate I02 near the upper end thereof. Rod 96 is secured to and actuated by a piston I84 mounted in a cylinder I06 which is connected at its upper end by a conduit (not shown) with the induction passage on the engine side of throttle valve I6.

A manually actuated accelerating pump generally shown at III) consists of a cylinder H2, a piston II and a lever II6 connecting the upper portion of said piston I I4 with the throttle valve actuating mechanism I I 8 mounted on the lefthand end o'f shaft I8, as shown in Figure 2. The upper end of lever H6 is disposed in a slot I 20, as shown in Figure 7, and is yieldably urged toward the upper end of piston II4 by a spring I22 reacting between the lower internal end of piston H4 and the under side of a lever support I24. thus providing a follow-up arrangement for piston [I4 in discharging fuel from cylinder H2. When the piston H4 is raised, fuel flows from the fuel bowl into the lower portion of cylinder I I2 through a valve controlled orifice I26, and as the piston is moved downwardly on the-opening movement of the throttle valve, the fuel discharges from the lower end of cylinder II2 through conduit I28 and discharge orifice I36 disposed near the throat of venturi 20. An air duct I32 connects the upper end of conduit I28 with the induction passage I0 above venturi 20 to break the efifect of Venturi vacuum on the fuel in conduit I28. A ball I34 of a ball checkvalve is disposed in an enlarged portion I35 of conduit I28 and is adapted to seat over the fuel inlet of the enlarged-portion when the accelerating pump is inoperative and to seat over air inlet, i. e. the lower end of duct I 32, when fuel is being discharged from the accelerating pump. The ball I34 thus permits air to bleed through the pump discharge orifice when the pump is not in operation and prevents the suction in the throat of the venturi' from drawing fuel from the pump cylinder. During the operation of the pump, the

ball I34 seats over the lower end of duct I32 and prevents the fuel from being discharged by the accelerating pump through duct I32.

A conduit I40 connects the spark advance mechanism 2 with the induction passage on the engine side of the throttle Valve. A duct I42 is adapted to bleed air into conduit I49 during split engine operation and thus lower the effect of manifold vacuum in the spark advance mechanism. The duct I42 is controlled by a valve I44 mounted in valve sleeve I46 and urged to its closed position over orifice I41 by a spring I48. The'valve I44 is actuated by a reciprocable rod I50 mounted in a bushing I52 and urged in the direction to open said valve by a spring I54 reacting between a plate I56 secured to the lower end ofsaid rod and an external shoulder on bushing I52.

The idle system of the carburetor, which is best shown in Figure 8, consists of two vertically arranged conduits I 60 and I62 which connect the lower portion of well 26 adjacent holes 44 with idle discharge ports I64 and I66 above and below throttle valve I6, respectively. A bleed I88 having an orifice I'IO is provided to admit air into the system for forming an emulsion with the fuel as it enters conduit I62. When the throttle valve is in closed or nearly closed position, fuel flows from well 26 through conduits I66 and IE2 and after mixing with air admitted through the idle'alr bleed I68, discharges .through'rport I66. Additional air is bled into the idle air system at port I64whenthe edge of throttle valve I6 is below said'port. As the throttle valve is opened and the edge thereof passes above port I64, fuel discharges through both'ports' I64 and IE6, thus providing additional fuel for the increased flow of air. An idle adjustment valve I12 controls the quantity of fuel-air emulsion discharged through port I66.

During split engine operation; the power en- 'richment valve 92, the auxiliary valve I2 and air bleed valve I44 are held in the position shown'in Figure 2, i. e. all three valves are held in closed position. The actuating rods 98, I6 and I50, for these valves respectively, are controlled by a solenoid I80 '(Figures 4 and 5)" through a lever I82 anda rotatable shaft I84 having rmounted thereon levers I85, I86, I81 and I88 for the power enrichment valve, auxiliary valve, spark advance valve, and accelerating pump, respectively. When the solenoid is actuated, lever I82 moves'to the right,- as shown in Figure 5, rotating shaft I84 a part turn in the clockwise direction, lifting levers I86 and I81 which in turn lift rods I6 and I50, thus permitting valves I2 and I44 to close In the clockwise movement of shaft I84 and lever I 85, stem I80 moves axially until the free end thereof projects into'cylinder I06 under piston I04, as shown in Figure 6, and prevents rod 98 from opening valve 82 of the power jetwhen the manifold vacuum becomes .too low to retain piston I04 .in' the upper end of cylinder I86. A yieldable connection is provided on stem M9 to permit continued operation of the levers on shaft I84 should stem I89 be prevented from moving by the presence of piston H14 in the lower end of cylinder I06. A stem I94 operated by lever I88 is similar in construction and operation to stem ,i89 and is provided for the purpose of limiting the stroke of the accelerating pump during split engine operation to less than that during standard operation.

During standard operation of the engine, solenoid I80 is de-energized, thus permitting spring I8 of the auxiliary fuel jet and spring I54 of the spark advance mechanism to open valveslZ and I44, respectively. Thus, fuel flows through main fuel metering jet 30, auxiliary fuel jet I0 and conduit 28, into well 28. Since the manifold vacuum is somewhat greater for any given speedwhen all the cylinders are operating than when only a part of the cylinders are operating, the effectof said vacuum on the spark advance mechanism must be modified if the mechanism is to operate satisfactorily .during split engine operation. Thus, valve I44 is held open during standard engine operation to admit air into conduit I48 and thus decrease the vacuum transmitted from the induction passage to .thespark advance mechanism. In standard operatiomv the accelerating pump and power enrichment jet operate asin conventional carburetors, i. e. the accelerating pump piston moves through a full stroke when the throttle valve'iismoved from closedto wide open position, and the power. enrichment jet is opened whenever the manifold vacuum falls below a predetermined value enabling spring eli to move rod 86 in the direction to open power enrichment valve. 92.

When the engineshifts. from. standard to split engine operation, the solenoid I88 is energized, moving lever I82to the'right, as shown in Figure 5, .and1rotatingshaft I84 a clockwise .direction, thus lifting rod I8. of the. auxiliary'jet and rod I50of ithessparkfadvance bleed to, per- In most split engine operations, it has been found that the pulsations of the engine running on a relatively small. number of cylinders cause. the fuel-air mixture to become richer so that no 'enrichment mechanism such as jet 88 is required for high power output. Thus; when solenoid I is-energized in the shift to split engine operation,'stem I89-moves under piston I84 so that springs!!! cannot lower rod 86 and open the power enrichment valve 92 when the manifold vacuum isdecreasedbelow a predeterrninedvalue. Also, when the solenoid is energized, stem I84 moves into the path of a shoulder on the upper portion of piston II4,'thus preventing the piston from completing its full stroke. The yieldable connection between. lever H8 and piston H4,

however, permitsthethrottle valve to move to v its wideopen position.

While only'oneembodiment of the invention has beendescribed herein,there are certain conditions in which a rearrangement of the elements comprising the carburetor :may be desirable, for.

example, when'the carburetor is used on an engine having a large number of cylinders, the pulsations of thestandard cylinders in split en gine. operation may not be of sufiicient magnitude to'materiallyenrich the fuel; therefore, the operation of the, power enrichment Jet 08 for split engine operation may under certain circumstances, be desirable Many other changes may bemade'in the construction of the present carburetor to suit requirements.

. I claim:

l. Acarburetor for a:split engine comprising an induction passage; a throttle in said induction passage, a means formanually actuating said throttle, a main fuel discharge jet, a fuel bowl, a fuel conduit connecting said discharge jet with said fuel bowl, a main fuel metering orifice in said conduit and an auxiliary fuel metering orifice connectin'grsaid fuel bowl with saidv conduit posteriorto said mainmetering orifice, a valve for controllingsaid auxiliary orifice, a power enrichment orifice connecting said fuel bowl with mittingmanifold vacuum to a spark advance mechanism, a duct for bleeding air into said passagewayrto lessen'the effect of said vacuum on said mechanism, a'valve for c'ontrolling said duct, and an electrically actuated means so constructed and arrangedias' to open'said auxiliary and duct valves for standard engine operation and to close said valves, prevent actuation of said vacuum controlled member of the power enrichment valve and limit the stroke. ofsaid accelerating pump for split-engine operation.

-. 2. A carburetorfor' a split engine comprising an induction passage,.a-throttle in said induction passage, a main. fuel discharge. jet,: a fuel bowl,

:a-main fuelconduit connecting said discharge Jet with said fuel bowl, a main fuel metering orifice an-sald'conduiwan auxiliary fuelmetering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, a power enrichment orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said power enrichment orifice, a vacuum controlled member for opening said power enrichment valve, an accelerating pump yieldably connected to a means for actuating said throttle valve, a passageway for transmitting manifold vacuum to a spark advance mechanism, a duct for bleeding air into said passageway to lessen the effect of said vacuum on said mechanism, a valve for controlling said duct, and a means so constructed and arranged as to open said auxiliary and duct valves for standard engine operation and to close said valves, prevent actuation of the vacuum'controlled member of the power enrichment valve, and limit the stroke of said accelerating pump for split engine operation.

3. A carburetor for a split engine comprising an induction passage, a throttle in said induction passage, an actuating means for said throttle, a main fuel discharge jet, a fuelbowl, a main fuel conduit connecting said discharge jet with said fuel bowl, a main metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said mainmetering orifice, a valve for controlling said auxiliary orifice, a power en'- richment orifice connecting said fuel bowl with said conduit posterior to said'metering orifice, a valve for controlling said-power enrichment orifice, a vacuum controlled member for opening said power enrichment valve, an accelerating pump yieldably connected to the throttle actuating means, and a means so constructed and arranged as to open said auxiliary valve for standard engine operation and to close said valve, prevent actuation of the vacuum controlled member of the enrichment valve, and limit the stroke of said accelerating pump for split engine operation.

4. A carburetor for a split engine comprising an induction passage, a main fuel discharge jet for delivering fuel to said induction passage, a fuel bowl, a main fuel conduit connecting said discharge jet with said fuel bowl, a main fuel metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, an accelerating pump, and a means so constructed and arranged as to open said auxiliary valvefor standard engine operation and to close said valve and limit the stroke of said accelerating pump for split engine operation.

5. A carburetor for a split engineincluding a control means responsive to variations in at least one engine operating condition of the class consisting of manifold vacuum, speed, andthrottle position for shifting the engine between standard and spit operation, comprising an induction passage, a main fuel discharge jet, a fuel bowl, a main-fuel conduit connecting said discharge jet with said fuel bowl, 2, main metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, and a means adapted to be controlled by said control means to open said auxiliary valve for standard engine operation and to close said valve for split engine 7 operation.

6. A carburetor for a split engine comprising an induction passage,

a fuel bowl, a main fuel conduit connecting said induction passage with said fuel bowl, a main fuel metering orifice in said conduit, an auxiliary fuel metering orifice -connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, and an electrically actuated means so constructed and arranged as to open said auxiliary valve for standard engine operation, and to close said valve for split engine operation, said electrical means being energized in response to variations in at least one engine operating condition of the class consisting of manifold vacuum, speed, temperature and throttle position.

'7. A carburetor for a split engine including a control means responsive to variations in at least one engine operating condition of the class consisting of manifold vacuum, speed, and throttle position for shifting the engine between standard and split operation, comprising an induction passage, a fuel bowl, a main fuel conduit connecting said induction passage with said fuel bowl, a main fuel metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, and a means adapted to be controlled by said control means for regulating said valve to obtain the desired fuel-air ratio for split engine operation.

8. A carburetor for a split engine comprising an induction passage, a fuel bowl, a main fuel conduit connecting said induction passage with said fuel bowl, a main fuel metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valvefor controlling said auxiliary orifice, a power enrichment orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said power enrichment orifice, a member for opening said power enrichment valve, and means for regulating said auxiliary valve and said member for the power enrichment valve to obtain the desired fuel-air ratio for split engine operation.

9. A carburetor for a split engine having'a control means for shifting the engine between standard and split operation, comprising an induction passage, a fuel bowl, a main fuel conduit connecting said induction passage with said fuel bowl, a main fuel metering orifice in said con 'duit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, an accelerating pump, and a means responsive to the operation of said control means for regulating said valve and said accelerating pump to obtain the desired fuel-air ratio for split engine operation.

10. A carburetor for a. split engine comprising an induction passage, a fuel bowl, a main fuel conduit connecting said induction passage with said fuel bowl, a main fuel 'metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit pos-- terior to said main metering orifice, a valve for controlling said auxiliary orifice, a power enrichment orifice connecting said fuel bowl. with said conduit posterior to said main metering orifice, a valve for controlling said power enrichment orifice, a vacuum controlled member for opening said power enrichment valve, an accel crating pump, and a means for regulating said auxiliary valve, said accelerating pump and said vacuum controlled member for the power enrichment valve to obtain the desired fuel-air ratio for split engine operation.

11. A carburetor for a split engine comprising an induction passage, a fuel bowl, 2. main fuel conduit connecting said induction passage with said fuel bowl, a main fuel metering orifice in said conduit, an auxiliary fuel metering orifice connecting said fuel bowl with said conduit posterior to said main metering orifice, a valve for controlling said auxiliary orifice, a passageway for transmitting manifold vacuum to a spark ad- Vance mechanism, a duct for bleeding air into said passageway to lessen the efiect of said vacuum on said mechanism, a valve for controlling said duct, and a means so constructed and arranged as to open said valves for standard engine operation and to close said valves for .split engine operation.

12. A carburetor for a split engine including a control means responsive to variations in at least one engine operating condition of the class consisting of. manifold vacuum, speed, and throttle position for shifting the engine between standard and split operation, comprising an induction passage, a source of fuel, a conduit connecting said source with the induction passage, a metering means in said conduit, a valvular means for varying the capacity of said metering means, and means adapted to be controlled by said control means for regulating said valvular means to obtain the desired fuel-air ratio for split engine operation. i

13. A carburetor for a split engine including a control means responsive to variations in at least one engine operating condition of the class consisting of manifold vacuum, speed, and throttle position for shifting the engine between standard and split operation, comprising an induction passage, a source of fuel, a conduit connecting said source with the induction passage, a metering means in said conduit, a valvular means for varying the capacity of said metering means, a power enrichment means connecting said source with the induction passage, a member for controlling said power enrichment means, and means adapted to be controlled by said control means for regulating said valvular means ratio for split engine operation.

15. A carburetor for a split engine having a control means for shifting the engine between standard and split operation, comprising an induction passage, a fuel bowl, a conduit connecting said fuel bowl with the induction passage, a metering means in said conduit, a valvular means for varying the capacity of said meteringmeans, a power enrichment means connecting said fuel bowl with the induction passage, a member for controlling said power enrichment means, an accelerating pump, and a means responsive to the operation of said control means for regulating said valvular means, said member and said accelerating pump to obtain the desired fuel-air ratio for split engine operation.

ALBERT H. WINKLER.

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

UNITED STATES PATENTS Number Name Date 1,909,389 Ball et a1. May 16, 1933 2,035,636 Chandler Mar. 31, 1936 2,038,206 Chandler Apr. 21, 1936 2,057,739 Prentiss Oct. 20, 1936 2,186,043 Rohlin Jan. 9, 1940 2,212,946 Mock et al. Aug. 27, 1940 2,250,814 Rohlin July 29, 1941 2,368,012 Ericson Jan. 23, 1945 2,373,302 Ericson Apr. 10, 1945 2,379,288 Ericson June 26, 1945 2,386,669 Ericson Oct. 9, 1945 2,421,800 Martin June 10, 1947 2,423,589 Ericson July 8, 1947

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