US3021123A

US3021123A - Carburetor and means for controlling the same

Info

Publication number: US3021123A
Application number: US840389A
Authority: US
Inventors: Glen R Morton
Original assignee: Individual
Current assignee: Individual
Priority date: 1959-09-16
Filing date: 1959-09-16
Publication date: 1962-02-13
Anticipated expiration: 1979-02-13

Description

Feb. 13, 1962 G. R. MORTON CARBURETOR AND MEAN FOR CONTROLLING THE SAME Filed Sept. 16, 1959 Warren men 42 7 Glen R. Morton, 7025 Sarpy Ave., Omaha, Nebr. Filed Sept. 16, 1959, Ser. No. 840,389 4 Claims. (Cl. 261-39) This invention relates to carburetors for internal combustion engines and more particularly to a barometric controlled carburetor.

The use of carburetors for furnishing an explosive charge to gasoline engines is old. in general, the purpose of a carburetor is to mix the liquid fuel, such as gasoline, with air and thereby produce an ignitable gas. Obviously, the efliciency of an internal combustion engine will depend on the proper mixture of the air and gasoline. Substantially any standard carburetor may be adjusted to peak efliciency for a given atmospheric pressure' The problem, however, is that atmospheric pressures are constantly changing and this is particularly true in the case of airplanes that well may be operating from sea level to many thousands of feet above the earth surface and where the atmospheric pressure is greatly reduced. Some attempt has been made to compensate for this great variation of atmospheric pressures by the use of super-chargers. However, super-chargers are of set capacities and are neither flexible nor automatic. Besides this problem for aircraft, it also is a problem for other automotive vehicles such as automobiles, trucks, buses and like, inasmuch as they may be traveling intermittently in valleys or over mountains. Furthermore, climatical conditions change barometric pressures from day to day even though the operation is of a common altitude above sea level.

Therefore, one of the principal objects of my invention is to provide a carburetor for internal combustion engines that will automatically compensate for different air pressures and thereby make possible a highly efiicient engine regardless of whether or not it is operating in heavy or light atmospheric pressures.

More specifically, the object of this invention is to provide an auxiliary carburetor control means that is actuated by changing barometric pressures.

A further object or" this invention is to provide a simplified lightweight automatic carburetor for gasoline or l ke engines.

A still further object of this invention is to maintain full compression of an internal combustion engine at varying altitudes and without producing too high a compression ratio when the engine is operating in high atmospheric pressures.

A still further object of this invention is to provide a carburetor means for internal combustion engines that makes possible the reduction in the sizes of its combustion chambers.

A still further object of this invention is to provide a carburetor means for internal combustion engines that is so efficient in operation as to reduce the pollution of the air by the exhaust from the engine.

Still further objects of my invention are to provide a carburetor means that is economical in manufacture and durable in use. p

These and other objects will be apparent to those skilled in the art.

My invention consists in the construction, arrangements, and combination, of the various parts of the device, whereby the objects contemplated are attained as hereinafter more fully set forth, specifically pointed out in my claims, and illustrated in the accompanying drawings, in which: FIG. 1 is a vertical sectional view of my carburetor and its control means,

FIG. 2 is a vertical sectional view of my device taken 3,021,123 Patented Feb. 13, 1962 ice on line 2-2 of FIG. 1 and more fully illustrates its construction, and

FIG. 3 is a horizontal cross sectional view of my ca buretor and control means taken on line 33 of HG. 1.

As herebefore indicated, the purpose of my carburetor when in use is to furnish to the engine the same amount of air by weight instead of the same amount of air by volume such as carburetors herebefore have been doing. By operating in air by weight instead of by volume, my carburetor will not only automatically compensate for different densities of air due to difierent altitudes, but also will compensate for the varying densities of air caused by climatic conditions, such as hot and cold days and like.

In the drawing I have used the numeral 11) to designate an ordinary air filter on a down draft carburetor. The numeral 11 designates the fuel intake manifold of an internal combustion engine. I mount my carburetor and its control means between the air filter 10 and manifold 11 as shown in FIG. 1. The numeral 12 designates the usual carburetor conduit having one end communicated with the inside of the air filter 1t} and its other end communicating with the inside of the manifold 11. This conduit has the usual diameter restricted or Venturi area 13. The carburetor bowl is designated by the numeral 15, and has the usual pipe 16 adapted to communicate with a source of liquid fuel. The numeral 17 designates the carburetor fuel inlet needle valve controlled by the usual float 19. The numeral 29 designates the usual fuel injector spout extending from the inside bottom of the carburetor bowl and terminating within the restricted area 13, as shown in FIG. 1. The numeral 21 designates an air pressure passageway having one end communicating with the inside top of the carburetor bowl and its other end communicating with the inside of the conduit 12 below the diameter restricted area 13. The numeral 22 designates an ordinary butterfly throttle valve rotatably mounted in the upper end portion of the conduit 12 and which is manually controlled by the rod 23. The carburetor thus far described is standard and it is to such or similar carburetors that I apply my auxiliary control means and which I will now describe in detail.

The numeral 25 designates a barometric housing secured to the side of the conduit 12. This housing has an enlarged inside area 26 and a cylindrical area 27 communicating with the area 26, as shown in FIG. 1. The numeral 29 designates a piston slidably mounted in the cylindrical area 27. The numeral 30 designates a rod shaft secured to the piston 29 and slidably extending into the conduit 12 at a point above its diameter restricted area 13. The numeral 31 designates a vertical slot in the free end portion of the rod shaft 30 that extends into the conduit 12. The numeral 32 designates a rotatably mounted butterfly valve in the conduit 12 and which is positioned below the butterfly valve 22. The numeral 33 designates an arm extending from the butterfly valve 32 and which has a pin 35 slidably extending into the slot 31. By this construction of parts, when the rod shaft 30 is slidably moved further into the conduit 12, the buttefly valve 32 will be opened accordingly, as shown by broken lines in FIG. 1. Conversely, when the rod shaft 30 is slid outwardly from the conduit 12, the butter- -fly valve 32 will be rotated toward a more closed position within the conduit 12. The numeral 36 designates an ordinary bellows type barometer positioned within the "3 designates a lock nut on the screw id for preventing its accidental rotation.

The numeral 43 designates a passageway in the housing 25 communicating with its inside area 26 and the outside atmosphere. The numeral 45 designates a passageway in the conduit 12 having one end communicating with the inside area 27 back of the piston 29, and its other end communicating with the inside of the conduit 12, above the restricted area 13 and below the butterfly valve 32.

The operation of my device is as follows. In starting the internal combusion engine, the butterfly throttle valve 22 will be opened in the usual manner. With the engine turning over, air will be drawn past the butterfly valve 22 and through the conduit 12. Normally, and especially if the engine is at near sea level, the butterfly valve 32 will be substantially closed but its closed position will only be held yieldingly so by the operation of the barometer and therefore with the air current passing through the conduit12, the valve 32 will be partially opened by the downwardly moving column of air past the throttle 22. The tendency of the barometer, however, will be to yieldingly hold the butterfly valve 32 in a nearly closed position. However, this yielding action of the valve 32 by the barometer will automatically decrease in force as the atmospheric pressure becomes thinner. With the barometer exerting less yielding force on the butterfly valve 32, it will automatically assume a relatively more openpositiomthereby permitting more air by weight to pass through the conduit 12. Conversely, if the vehicle is'moving into heavier airdensity, the barometer 36 will tend to collapse and thereby produce greater yielding force for holding the valve 32 toward a closed position. Thus, as heavier air is encountered, the buterfly valve 32' will be yieldingly moved toward a more'closed position and when less air pressure is encountered, the butterfly valve 32 will move to a relatively more open position, and thereby automatically compensate for the varying air densities encountered.

Thus, the air pressure actuated barometer will permit more air to pass through the conduit 12 as less air pressure is encountered and will move in the opposite direction when greater air'pressure is encountered. Furthermore, the mechanism will be both aided and dampened by the forward side of the piston 29 being incommunication with theinside of the conduit 12 at a pointabove the restricted area 13, and the other side of the piston being in communication with-the outside atmosphere. The carburetorv and, its control means is so highly efficient in operation that I have-found it possible to eliminate the float l9 and fuel pump. Also, the combustion chambers of the internal combustion engine 'may be reduced in area. The automatic operation of the barometer makes super-chargers unnecessary.

Some changes may be made inthe constructionand arrangementbflmy carburetorand means for controlling the same without departing from the mal spirit and-purpose of my invention, and it is my intention to cover by my claims, any modified forms of structure'or use of mechanical equivalents which may be reasonably included within their scope.

1 claim:

1. In combination; a carburetor having-a conduit, one end of said conduit operatively communicating with the outside atmosphere, the other end of saidconduit operatively communicating with the intake manifold of an internal combustion engine, a diameter restricted venturi area within said conduit, a fuel nozzle in communication -with-a source of fuel and disposed so as to discharge -said fuel into said diameter restricted area, a manually actuated butterfly throttle valve disposed within said 'conduit near said end operatively communicating with the outside atmosphere, a second butterfly valve disposed within said conduit between said first mentioned butterfly valve and said diameter restricted area,.an air pressure actuated barometric bellows operatively secured to said enemas carburetor exterior of said conduit and in communication with the outside atmosphere, a mechanical linkage means slidably extending into said conduit between said second butterfly valve and said diameter restricted area,-one end of said mechanical linkage means hingedly secured to said second butterfly valve and its other end rigidly secured to said barometric bellows, said mechanical linkage means directly connecting said second butterfly valve and said barometric bellows whereby as the variations in the outside atmospheric pressure respectively exp-and and contract said barometric bellows, said second butterfly valve is yieldingly actuated respectively open and closed, and means for adjusting the force of said barometric bellows.

2. In combination, a carburetor having a conduit, one end of said conduit operatively communicating with the outside atmosphere, the other end of said conduit operatively communicating with the intake manifold of an internal combustion engine, a diameter restricted venturi area within said conduit, a fuel nozzle in communication with a source of fuel and disposed so as to discharge said fuel into said diameterrestricted area, a manually actuated butterfly throttle valve disposed within said conduit .near said end ,operatively.communicating with the out- :side atmosphere, :a-second butterfly valve disposed within saidconduitbetween said first mentioned butterfly valve andsaid diameter restricted area, a housing secured to and extending horizontally from the exterior wall of said .conduit, a horizontally elongated barometric bellows having two ends and disposed within said housing and in communication with the outside atmosphere, one of said :ends of said barometric bellows operatively secured to the end of said housing farthestfrom said conduit, a mechanical linkage means slidably extending into said con- .duitbetween said second butterfly valve and said diameter restricted area, one end of said mechanical linkage means hingedlysecured to said second butterfly valve and its other end rigidly secured to said barometric bellows, said mechanical linkage means directly connecting said secondbutterfly valve'and said other end of said barometric bellows whereby as the variations in the outside at- ;mospheric pressure respectively'expand and contract said barometric bellows, said second butterfly valve is yieldingly actuated respectively open and closed, and means for adjusting the effective force of said barometric bellows. 3. In combination, a carburetor having a conduit, one --end,of said conduit. operatively communicating with the outside ,atmosphere,v the other end of said conduit operatively communicating with the intake manifold of an in zternal combustion engine, a diameter restricted venturi area within said conduit, ;a fuel nozzle in communication with a source of fuel and disposed so as to discharge said fuel into said diameter, restricted area, a manually actuated butterfly throttle valve disposed within said conduit .near said endoperatively communicating with the outside atmosphere, a second butterfly valve disposed within said conduit between said first mentioned butterfly valve and said diameter restricted area, an air pressure actuated barometric bellows operatively secured to said carburetor exterior of said conduit and in communication with the outside atmospheraa mechanical linkage means slidably extending into said conduit between said second butterfly 'valve and its other end rigidly secured to said barometric bellows, a cylinder communication atone end with the interior of said conduit between said second butterfly valve and said diameter restricted area and its other end communicating with the interior of said housing and the outside atmosphere, a pistonslidable in said cylinder, said piston adapted to be rigidly concentrically secured to said mechanical linkage means, said mechanical linkage means directly connecting said second butterfly valve and said barometric bellows whereby as the variations in the outside atmosphere pressure respectively expand and contract said barometric bellows, said second butterfly valve v,is yieldingly actuated respectivelyopen and closed, and

means for adjusting the effective force of said barometric bellows.

4. In combination, a carburetor having a conduit, one end of said conduit operatively communicating with the outside atmosphere, the other end of said conduit operatively communicating with the intake manifold of an internal combustion engine, a diameter restricted venturi area within said conduit, a fuel nozzle in communication with a source of fuel and disposed so as to discharge said fuel into said diameter restricted area, a manually actuated butterfly throttle valve disposed within said conduit near said end operatively communicating with the outside atmosphere, a second butterfly valve disposed within said conduit between said firs-t mentioned butterfly valve and said diameter restricted area, a housing secured to and extending horizontally from the exterior wall of said conduit, a horizontally elongated barometric bellows having two ends and disposed within said housing and in communication with the outside atmosphere, one of said ends of said barometric bellows operatively secured to the end of said housing farthest from said conduit, a mechanical linkage means slidably extending into said conduit between said second butterfiy valve and said diameter restricted area, one end of said mechanical linkage means hingedly secured to said second butterfly valve and its other end rigidly secured to said barometric bellows, a cylinder communicating at one end with the interior of said conduit between said second butterfly valve and said diameter restricted area and its other end communicating with the interior of said housing and the outside atmosphere, a piston slidable in said cylinder, said piston adapted to be rigidly concentrically secured to said mechanical linkage means, said mechanical linkage means directly connecting said second butterfly valve and said other end of said barometric bellows whereby as the variations in atmospheric pressure respectively expand and contract said barometric bellows, said second butterfiy valve is yieldingly actuated respectively open and closed, and means for adjusting the effective force of said barometric bellows.

References Cited in the file of this patent UNITED STATES PATENTS 1,582,239 Barbarou Apr. 27, 1926 2,155,950 Nallinger Apr. 25, 1939 2,159,173 Mennesson May 23, 1939 2,239,305 Tacconi Apr. 22, 1941 2,264,869 Beardsley Dec. 2, 1941 2,284,687 Schimanek June 2, 1942 2,362,346 Blake NOV. 7, 1944 2,626,789 Mock Jan. 27, 1953 FOREIGN PATENTS 361,868 Italy Aug. 6, 1938 623,249 Germany Nov. 28, 1935