US2943849A - Carburetor attachment for motor vehicles - Google Patents

Description

July 5, 1960 A. csEcs 2,943,849

CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Filed May 16, 1958 2 Sheets-Sheet 1 25 L' lf2 I9 21, 1,4/ l

I f L/ l fa t f6 l l r I I3 y f7 l l I l y i 22 9 1 as 8 v f1 l o 24 n O a. 0 2 4 I 6 18' 3\`\ 7 1 l l/ IN V EN TOR.

Mmm/1 [Jefa BY v www July 5, 1960 A. csr-:cs 2,943,849

CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Filed May 16, 1958 2 Sheets-Sheet 2 INVENTOR.:

M @M1/YW CARBURETOR ATTACHMENT FOR MOTOR VEHICLES Aladar Csecs, Z6 Holly Place, Stamford, Conn.

Filed May 16, 1958, Ser. No. 735,722

l6 Claims. (Cl. 2451-51) This invention relates to a carburetor attachment in motor vehicles and it has particular relation to an auxiliary apparatus adapted to be used in motor cars or the like, in order to reduce gasoline consumption.

This auxiliary apparatus of this invention is designed to cut down the gas consumption whenever the carburetor throttle is suddenly closed. When this is done, the power of the engine is not needed for a while but the inertia ofthe running car forces the engine to make additional turns thus sucking in more gas than needed at this moment. Although this condition lasts only for a few seconds, yet when it frequently occurs, e.g. in city traic, the amount of wasted gasoline accumulates considerably.

Operation of this auxiliary device is based on sudden closure of the main jet whenever the throttle is closed, leaving only the idle oriice partially open. However the idling jet channel passes the gasoline to the idling orice undisturbed because the auxiliary check valve has no connection whatsoever to the idling channel.

The appended drawings illustrate by way of example, and without limitation, some specific embodiments of and best ways for carrying out the invention.

In the drawings, Fig. l illustrates in sectional view part of the carburetor, which houses the device of the invention; Fig. 2 illustrates operation of the diaphragm used according to the invention; Fig. 3 serves to illustrate operation of the invention; Figure 4 illustrates a carburetor with a built-in device according to the invention, in sectional view.

Referring now to the drawings in detail, Fig. l shows the' cross section of the part of the carburetor that houses the invention. As shown in this iigure, the butterfly valve (throttle) 1 is in a position in which it keeps the engine idling. Closing or opening the orifice 9 regulates this idling speed, allowing less or more combustible mixture to the intake manifold. The quality of the mixture (lean or rich) may be changed by turning the adjusting screw 11 and the needle valve 10 of the carburetor. These parts work in the same way as in any conventional carburetor.

The idling channel starts at the opening 22, gets a little air at 21 for emulsion and then ends at the two oriiices 9 and 10. The liquid gasoline passes through this channel without any obstacle. When the throttle is suiriciently opened, the idle jet ceases to operate but the rush of air from the barrel 12, passing through the venturi 13 draws the gasoline vapor from the main jet 16 thus supplying the combustible gas for normal drive through the main nozzle 14, the gasoline enters the main jet through the compensating passage 17.

The oat chamber 15 keeps the constant liquid level as usual. The oat itself, the needle valve and the gasoline supply line are not shown for the sake of clearness.

As clearly shown in Fig. l, when the throttle is in idle position, rod 4 holds the piston valve 5 between the ports of pipes 7 and 8 thus completely blocking the air passage from the vacuum pump 35 through the duct 2,943,849 Patented July 5, 1960 2 formed hy pipes 7 and 8. No matter how strong the suction in this connecting tube and the vacuum pump is, -it is unable to draw air from pipe 8 and consequently unablek to create even little -vacuum above the diaphragml 2l).

'The diaphragm exes downward by its own elastic tension,

pushes the valve stem 19 andthe checkvalve 1 8 down, the latter closes the port in the main jet channel 16,v and thus stops the flow of liquid gasoline to the main nozzle. As soon as the driver steps on the gas rod 3 moves to the left, turns arm 2 and more or less opens' the throttle 1.

Simultaneously rod 4 also moves to the left and pulls the piston valve 5 from its position between'thetwo air-passage ports, 7 and 8. v The withdrawn position of this piston is shown in Fig. 3. In the moment when the piston valve 5' is moved away from the closing position, the ports of pipes 7.

and 8' open and thus secure the air passage from fdiaphragm 20 to the vacuumY pump 35. Under thesucking action of the motor rand the vacuum pump, the air rushes in the direction of arrows, whereby vacuum develops above the diaphragm and the latter tlexes upward under the atmospheric pressure under the disc. Thereby check valve 1S is lifted and the normal ow of gasoline through opening 17 to the mainv nozzle 14 is restored. Then the usual function takes place like in any conventional carburetor. The airV rushes downward through air horn 12 and the gasoline sprays out of the main nozzle `14 supplying the desired explosive mixture. Diaphragm 20 is kept up while the ca r runs with open throttle as shown in Fig. 2.

The operation of the diaphragm under the eiect of vacuum is shown in Fig. v2. The check valve v18' opens sufficiently in order to let the gasoline ow in accordance with the engine speed and power.

When the driver closes the throttle again, eitherwith the intention to stop the car or using the engine as a y engine from stalling when the car stops andY the` clutch is disengaged. Y

The diaphragm must be'soft enough to react even to a slight vacuum; otherwise thevengine stalls, sputters or backiires while starving for gas. f

VThere must be a turnbuckle 23 on the rod 4 to adjust the length of this rod to placethe piston valve S inf its proper position. Ball'joint 24 secures the linear motion of the piston valve.. Y Y y The narrowV channel gives way to the'compressed air to escape from the cylinderA when the piston valige moves to the closing position. Another channel. 33` is needed to restore the atmospheric lpressure above diaphragm 20 when the throttle is suddenly c1osed.

There must be a compensating hole' 25 under the dia: phragm 20 to restore the atmospheric pressure when the vacuum is not needed e.g. when the throttle is closed; the escape ofair through this opening also, results in quick closing of the check valve 18, thus preventing fthe waste of gasoline. 4 A ,Q

While Fig. l shows a conventional carburetor with the gas-saving apparatus of the invention as a separate attachment, Fig. 4 shows aspecially constructed carburetor in which the gas-saving apparatus is abuilt-in part, combined with the otherwise standard carburetor.

The working principle is thereby the same as in" the arrangement shown in Figs. l, 2 and 3. The diaphragm 20 operates by the eiect of vacuum, created by the suction in the vacuum pump, regulated by piston valve 5 whereby check valve 18 closes the opening ofthe jet 16, '14 whenever vthefthrottle 1 is closed and thevr vacuum is eliminated. Y

. Tarmassia The builtin arrangement requires certain Yadditional Y to make the check valve ladjustabletafter the carvbll'l'etrr"has 4been, completely assembled. Furthermore 'thevaClllllll regulating piston valve should be fastened Qnltfthe carburetor itself instead of the, dashboard.

' The diaphragm 20 is mounted on the float chamber Y I" off carburetonbyscrews 26, securedby lock washer.

' 'Tlie sheath 2871's fastened VtothecenterV ofthe dia-y iV phragm'-b'y @lock-nuts. When the. Vdiaphragm vis thus fastened, the sheath or sleeve 28 must slide on the valve stem`19-in`a snug 1it.. While the diaphragm is vin its natural shape,;the valve `stem should be in aposition inV whichcheckvalve `lsrests on its seat, which means that the check valve closes the main jetjvhen Vthe diaphragm is Yin vi ts. lowest position. V Then lthe pipe plug v27 is. reshoved', .adjusting 'screw 29 istightened Yand the right position Vofthe valve 18 'is thus secured. The pipe plug 28,;can Ybe then inserted in its original position. y Such adjustment may be needed once'in a while whenever the diaphragm changes its shape 'or its elasticity,

since ycheck valve 18 must always rest on its seat when the'gasis taken off and the engine idles. f

' `Cylinder 32 that housesl the vacuum regulating piston V valve is fastened to the flanges of the carburetor oat chamber. For this purpose these flanges are cast with vbosses 3ft-whose `smooth .surfaces are held against the flanges Vof the cylinder 32. YTwo lock-washer secured bolts '31 hold the cylinder .rmlyton the bosses.

In Eig. 4 the arm 2. is located on this side of the' carburetor and rod 4 is on theopposite side; cylinderV 32 is placed on the opposite side (beyond .the oat chamber) but shown in .cross-section for the sake of deafness.

"To raise the d iaphragmlt) a relatively high degree of vacuunir-Y is necessary. Although the intake manifold keeps up a certain degree of vacuum (air pressure dirfer- 'encebetween the air horn 13 and thev outside atmos- Y phere),lthi s is inadequate to openthe check valve 18 especially during the operation of the self starter. VVThe electricV motor. turns the `engine too slowly tov create sufficient vacuum in the manifold. u Y

Inorder to safely secure operativeness under variable circumstances, a vacuum booster should be added to increase the vacuum `abvethe diaphragm 20 while the engine runs even with slightly open throttle.

Most automobile engines are at present equipped'with a combinationof fuel and vacuum pump. Both vare pperatedby the camshaft as soon as the enginebegins to turn. VThe; outlines of this combination pump are shown in Fig. 1 and ',Fig. 4. The lower cylinder 34 is thefuel pump to deliver the Vgasoline from the tank to the carburetorjoat chamber. This pump does not play any part in "this invention. The upper cylinder 3S is the vacuum punglpthat otherwise operates the ywindshield wiper,.'cer

' tainval'ves'in connectionwith theV automatic transmis- YWhat is claimed is:

, l. YIn connection with a vehiclemotor carburetor hav-vr ing a throttlefor regulation of the `motors gas intake central part of .said diaphragm; moves when suction reaches said air Vchan-ibex',saidrcentral .partbeing aixed to sad'fuel valve in a position in which said fuel valve is closed when'Y said vdiaphragm isrelaxed vand is opened when said diaphragm moves under the 4influence of suc- Y' tion Vin said `air chamber, and Vmeans operatively `con` nected with said throttle interrupting said duct whenV j said throttle is closed and opening said duct when'said 'A throttle is opened, Vwhereby suction will reach -said air Y chamber 'and said fuel'valve will beopened only when said throttleis opened.` Y 2. A device according toV claim 1 in which said-suck; ing means comprisesa vacuum pump.

3. A device according to claim l 1n which said duct- Y interrupting means comprise a cylinder having a main bore andV a crossbore forming an intermediate part: of

^ said duct, and a piston movable in said main bore across .said'crossbore 'l 4. A device according to claim l in which Vsaid ductinterruptingmeans comprise a cylinder having. a main bore closed at one end and open at the Yotherend,V having a crossbore forming `an intermediate part of said duct,

havingV aV channel connecting said closed Abore end with the part of said crossbore nearer to said sucking means,l

and having another channel connecting a median part of Y said main bore with thepart of'said crossbore whichis nearer to said air chamber, and a piston movable in said main bore betweeny a position in which said piston closes said crossbore andopens said'other'channel and a positionin which said piston opens said crossbore and closes said other channel. v

5. In connection witha vehicle motor carburetor having a throttle for regulation of the motors gas intake and having a fuel valve, a fuel saving device comprising an air duct,sucking means at one end of said duct, an air chamber at the other duct end, a diaphragm dividing said air chamber'into two hermetically separated spaces, one communicating with said duct and the other with Vthe outer atmosphere whereby theV central part of saiddiaphragm moves when suction reaches said iirst mentioned chamber space, `Said central part being aiiixed to said fuel Y valve in a position in which said fuel valve is closed when said diaphragm is Arelaxed and is' opened when said diaphragm 'moves under the influence of suction in said rstfmentioned Ychamber space and means .operatively connected with said throttle interrupting said duct when said throttleis closed and :opening said duct when said sion, etc;v Both pumps are operated by cam 36 Vand Y lever 37 that move the leather diaphragms Vup'and down inV accordance with the revolution of the camshaft.

At the'throttle opening the piston valve' Salso opens the a'irLpassage. The'pump 3S- Vsucks'the air thatflows in' the direction of arrows. It passes through pipes 8,

7 to the pump chamber from where (38) itis discharged tothe intake manifold. The cooperation of the manifold and-pump greatly increases the air pressure difference i between the lower and upper side of the diaphragm 20 thus giving it enough force to open the checkrvalve 18.

Reference is made to my copending patent application filed in my name under Serial No. 719,338 on March 5, V1958, now abandoned, of which this is a continuation-inthrottle isV opened, whereby suction Ywill reach said iiist Y- mentioned chamber space and said fuel' valve vvillhbeI opened onlywhen said throttle'is opened.

6.. A device according to claim '5 to be used in connecrtiorrwith a vehicle motor carburetor which further has Va iioat chamber, saidotheriair chamber space forming an upper part of said iloat'VY chamber whereby said other air' chamber space ccmmunicateswith the outer atmosphere through said oat chamber.

'References Cited in the file of patent UNITED STATES PATENTSY 1,754,976 Waite Apr, l5, 1930 Baumgardner et al. Mar. 26', 1921` i i I Min-

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