US3265375A

US3265375A - Carburetor for internal combustion engines

Info

Publication number: US3265375A
Application number: US320097A
Authority: US
Inventors: Glenn R Morton
Original assignee: Individual
Current assignee: Individual
Priority date: 1963-10-30
Filing date: 1963-10-30
Publication date: 1966-08-09
Anticipated expiration: 1983-08-09

Description

2 Sheets-Sheet 1 G. R. MORTON CARBURETOR FOR INTERNAL COMBUSTION ENGINES Aug. 9, 1966 Filed Oct. 50, 1963 1966 G. R. MONRTON 3,265,375

CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed Oct. 50, 1963 2 Sheets-Sheet 2 Oil/r @ZM ATTOPNEVS United States Patent 3,265,375 CARBURETOR FOR INTERNAL COM- BUSTION ENGINES Glenn R. Morton, 7025 Sarpy Ave., Omaha, Nebr. Filed Oct. 30, 1963, Ser. No. 320,097 13 Claims. (Cl. 26150) This invention relates to carburetors for internal combustion engines and more particularly to a carburetor that will automatically adjust to varying temperatures, atmospheric pressures and engine manifold pressures.

Substantially all internal combustion engines employ a carburetor to mix the liquid fuel, such as gasoline, and air into an ignitable gas. Obviously the efficiency of the engine will depend on the proper mixture of the air and liquid fuel. Most standard carburetors may be adjusted for maximum efficiency for a given engine speed, and/ or a given atmospheric pressure. However, most carburetors have only one general use control, i.e. a butterfly throttle valve in the air inlet conduit. This air flow is induced by the engine piston suction and is hereinafter referred to as manifold pressure.

Still another objection to herebefore carburetors is objectionable bubbling or boiling of the gasoline due to high temperatures and/or engine heat.

Therefore one of the principal objects of my invention is to provide a carburetor of simplified parts that will antomatically compensate for varying conditions of pressures and temperatures.

A further object of this invention is to provide a carburetor that will balance its throttle position with the outside atmosphere as the engine manifold pressure changes.

A still further object of this invention is to provide a carburetor that will automatically enrich the mixture of gasoline at critical engine stages of operation that require such additional fuel.

A still further object of this invention is to provide a carburetor means that is not adversely aifected by heat bubbling of the liquid fuel.

A still further objectof this invention is to provide a carburetor that while automatic in general efficient operation, is at all times under the control of the operator.

A still further object of this invention is to provide a carburetor that provides rapid engine acceleration.

A still further object of this invention is to provide a carburetor that idles perfectly.

A still further object of this invention is to provide a carburetor that is so efiicient under all conditions that the pollution of the air from the engines exhaust is greatly reduced.

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

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

This 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 the claims, and illustrated in the accompanying drawings, in which:

FIG. 1 is a perspective view of my carburetor installed on an internal combustion engine;

FIG. 2 is an enlarged vertical sectional view of my carburetor illustrating the construction of the same;

FIG. 3 is an upper perspective view of the throttle and needle valve of my carburetor;

FIG. 4 is an enlarged vertical sectional view of my carburetor in a closed port position;

Patented August 9, 1966 ice FIG. 5 is a side sectional view of the carburetor float arm;

FIG. 6 is a perspective view of the float arm; and

FIG. 7 is a perspective view of the float.

In the drawings I have used the numeral 10 to designate the intake'manifold of the internal combustion engine and to which my carburetor is associated and into which it communicates.

The main housing of my carburetor consists of a lower housing 12 communicating with an upper housing 14. The lower housing 12 has an internal chamber or compartrnent area 16 which is adapted to be in communication with the intake manifold of the engine upon which the unit is to be used, such as the opening 17. The upper housing 14 has an internal cylindrical bore 18 which, except for the throttle to be described hereafter, would be in communication with the chamber 16 in the lower housing 12. The numeral 20 designates a radial horizontal cylinder in the lower portion of the housing 12. This cylinder communicates at its forward end with the opening 17 and at its rear end with the outside of the carburetor. Threaded into this cylinder is a core member 22 having actuatable lugs 24. On the forward inner end ofthe core 22 is a shaft 26, having a diameter less than that of the diameter inside of the cylinder 20. Between the two ends of the shaft portion 26 is a piston 28. By this structure an area 30 is provided back of the piston 28. The number 32 designates a fixed sealing ring in the forward end of the cylinder 20, and through which the piston 26 may reciprocate. The numeral 34 designates a coil spring embracing the shaft 26 and has one end engaging the ring 32 and its other end engaging the forward side of the piston 28. The purpose of this spring is to yieldingly take up any slack experienced in the looseness of the threads of the cylinder 20 and core 22. The numeral 36 designates a passageway in the shaft 26 having its forward end communicating with the opening 17 and its other end communicating with the inside of the cylinder 26 just forward of the piston 28. The numeral 38 designates a well in the top of the housing 14 having its bottom communicating with the inside top of the cylinder bore area 18. The top of this well is closed by a cap screw 40 threaded into its top area. The numeral 42 designates a passageway in the lower and

upper housings

12 and 14 and has one end communicating with the inside of the well 38 and its other end communicating with the inside of the cylinder, as shown in FIG. 2. The numeral 44 designates an air passageway in the housing 12 and cylinder 20, having one end communicating with the outside atmosphere and its other end communicating with the inside of the cylinder 20 at a point to the rear of the point where the passageway 42 communicates with the inside of the cylinder 20.

The numeral 48 generally designates the vertically slidable throttle which is spool shaped in that it has a downwardly and outwardly extending lower skirt portion 50 and an outwardly extending skirt portion 52. The skirt 52 slides within the cylinder bore 18 and a sealing ring 54 is imposed between the edge of the skirt 52 and bore 18. The area between the two

skirts

50 and 52 communicate with the outside atmosphere through the openings 56 that extend through the wall of the housing 14 to create an air inlet port at the top of compartment 16. On the bottom center of the throttle 48 is a downwardly extending tube 58. Detachably embracing this tube 58 is the carburetor bowl 60. This carburetor bowl is directly below and its top is inclosed by the underside of the skirt 50. A coil spring 62 has one end engaging a flange 64 at the bottom of the housing 12 and its top engaging the bottom of the carburetor bowl for yieldingly holding the spool throttle 48 in an upward position of its sliding movement. The numeral 66 designates passageways through the lower end portion of the tube 58. These passageways are below the normal gasoline surface (designated at broken line 68) and communicates with the inside of the carburetor bowl as shown in FIG. 4. The numeral 70 designates an upwardly extending tube on the top center of the throttle 48. The shaft of the throttle 48 is hollow and in line with both tubes 58 and 70. Thus the tube 70 is in communication with the tube 58 as shown in FIG. 2. The tube 70 vertically slides in a bearing 72 of the upper housing port 14. A cap nut 74 is threaded around the bearing 72. Threaded through the top of the cap nut is thimble 76. The numeral 78 designates a needle valve having a top head 80 slidable in the thimble 76 and a tapered stem portion 82 slidably extending through the bottom of the thimble and slidably through a valve hole seat 84 in the lower portion of the tube 58. This valve hole seat is above the passageways 66, but below the skirt 50. The number 86 designates a coil spring having its lower end engaging the inside bottom of the thimble 76 and its other end engaging the needle valve head 80 for yieldingly holding the needle valve in an upper position of its movement. An adjustable hollow stop plug 88 is threaded into the top of the thimble 76 and above the head of the needle valve. The area inside the upper housing and above the upper skirt 52 of the throttle is designated by the numeral 90. The numeral 92 designates a passageway conduit connecting the manifold minus pressure area 16 with the area 90 above the throttle. The numeral 94 designates a pilot valve imposed in the passageway conduit 92. This valve 94 is actuated by the control rod 96. The numeral 98 designates a small bleeder passageway communicating with the area between the upper and lower skirts of the throttle 48 and the passageway conduit 92. This opening passageway 98 is controlled by an adjustable threaded needle valve 100 as shown in FIG. 4. The numeral 102 designates a plurality of radially extending passageways in the lower skirt 50 of the throttle. These passageways communicate with the inside hollow shaft of the throttle 48 and the area 16 of the inside lower housing at the periphery of the skirt 50. To slow down the rapid downward movement of the throttle when in use, a small spring loaded relief valve 104 is imposed in a passageway 106 connecting the area 16 with the passageway conduit 92. Thus if any air were to rush down the conduit 94 after the valve 94 were closed, the valve 104 would yieldingly permit the passage of air into the area 16 and slow the downward movement of the throttle 48. Slidably embracing the tube 58 and inside the bowl 60 is a float 108. The numeral 110 designates a split fork float arm having its upper end hinged and its free ends riding on top of the float 108. The numeral 112 designates a hollow valve housing extending through the skirt 50 and having its lower end communicating with the inside of the carburetor bowl above the arm 110. The numeral 114 designates a valve stem in the valve housing having its lower end resting on the top of the float arm 110. The numeral 116 designates a flexible conduit having one end communicating with the inside of the valve housing 112 and its other end adapted to be operatively in communication with a source of gasoline or like. By this arrangement of parts when the float drops, due to a shortage of fluid in the carburetor bowl, the arm 110 will drop and this opens the valve stem 114 and permits fuel to pass from the conduit 116 into the carburetor bowl. As the bowl fills, the float will rise and shut off the valve means. Thus the carburetor bowl will be automatically maintained with a constant level of liquid.

The practical operation of my carburetor is as follows:

The speed of the engine to which my carburetor is attached may be controlled by'either the adjustable rotation of the core 22 or by the lever 96. If the core 22 is used, the lever 96 may be used for fine adjustment, or if the lever 96 is used the core 22 may be used for fine adjustment. In either case the carburetor action is the same. First, I will describe the use of the lever 96 as the chief control means.

The throttle 48 is vertically floatable, but is controlled by engine suction and atmospheric pressures working in conjunction with the yieldable support spring 62. The area between the two skirts of the throttle 48 is exposed to the outside atmosphere and in some experiments I permitted air to leak around the edge of the upper skirt 52 into the area 90. However, if there be any leakage, and with the valve 94 open, any such air leakage would be pulled into the engine intake manifold as fast as it came in. When the engine is at idling speed the manifold vacuum will exist in the area 16, passageway conduit 92 and area above the throttle, thus pulling the throttle to an upper position of its movement. With the throttle in such an upward position, it will more closely embrace the needle valve stem 82, which is tapered as it extends downwardly, and less gasoline will pass through the throttle passageways 102. The course of the gasoline will be drawn by the suction of the manifold pressure through the passageways 66, into the lower end of the tube 58, thence up through the valve seat hole 84, thence into the upper end of the tube 58 and into the inside of the shaft of the throttle 48, thence through the passageways 102 and then into the air stream passing the periphery of the lower skirt of the throttle. As the accelerator lever 96 is progressively moved to further progressively close the valve 94 there will be less vacuum exerted on the top of the throttle and the suction of the manifold pressure below the throttle will pull the throttle downwardly thereby increasing the flow of gasoline around the needle valve and through the opening 84. If the accelerator rod is quickly actuated to increase engine speed, the manifold pressure is quickly dropped and there is a tendency for the throttle to quickly move downwardly and then objectionably bounce upwardly. This tends to cause a hesitation of the engine as the gasoline catches up with the volume of air. This objectionable possibility has been overcome by the herebefore discussed valve 104. The chief source of air into the passageway conduit 94 and the area above the throttle is through the adjustable passageway opening 98. The O-ring 54 is for preventing substantially all bleeding of air around the periphery of the skirt 52 of the throttle. The adjustment of the needle valve is used to smooth out the carburetor for all speeds of a given engine. When the throttle is moved downwardly by a minus atmospheric pressure in the area 16, the air will flow past the peripheral edge of the skirt 50 of the throttle and will suck gasoline from the passageways 102, and atomize it. The spring loaded needle valve 78 may move upwardly or downwardly five or six thousandths of an inch. It will raise with pressures of twenty-five inches or more. From the foregoing it will be appreciated that the throttle is controlled by a minus pressure below it versus a controlled pressure above it. When the throttle is in an up position, the area 16 is substantially closed to the outside atmosphere and as it progressively lowers, the communication between the area 16 and the outside atmosphere progressively increases. When the engine starts, the vacuum will pull the needle valve down, thus eliminating gasoline flooding. The action in conjunction with the throttle determines the proper richness of the gas relative to the air ratio. This automatic adjustment of parts insures the proper mixture at all speeds and atmospheric conditions. This proper mixture is maintained regardless of the throttle position. If the core 22 is used as the chief regulator, the action is the same. Thus, although the throttle does have a floating automatic action due to pressures or lack of pressures above the skirt 52 versus pressures or lack of pressures below the skirt 52, the general manual control of the carburetor will be the regulation of the pressure above the skirt 52. This is accomplished by the rotation of the core 22.. In FIG. 1 and FIG. 4, the piston portion 28 is shown at extreme positions merely for purposes of illustration. In actual practice the core 22 may be turned only slightly to move the piston portion 28 to positions when it will permit the passageway 42 to communicate with the passageway 36 or communicate with the passageway 44. When the piston portion 28 is for ward of the passageway 42, the area 90 will be of atmospheric pressure because the area 96 will be in communication with the outside atmosphere via the well 38, passageway 42, area 30, and passageway 44. Under such circumstances the throttle 48 will be in a lowered position. If the core 22 is rotated to a position such as shown in FIG. 4, suction minus pressure will exist in the area 99, and the throttle 48 will be in an upward position by virtue of the manifold minus pressure drawing through the passageway 36, passageway 42, well 38 and area 90. The core 22 may be rotated to an adjusted position where the piston 28 will permit adjustable communication between the manifold suction pressure and the passageway 42, thereby, in bounds, controlling the floating position of the throttle. By controlling the general position of the throttle, the speed of the engine will be controlled. The area 16 which is in the lower housing portion 12 and the lower part of the housing 14, should have first an increasing diameter and then a decreasing diameter as shown in FIG. 2, so that when the throttle is in a middle position of its reciprocation, the greater will be the air passing through the carburetor. The needle valve 78 may be easily adjustable for fine tuning of the engine by the cap nut 75 and cap screw 88.

Some changes may be made in the construction and arrangement of my carburetor for internal combustion engines without departing from the real 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.

I claim:

1. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

said lower compartment area adapted to be in communication with the intake manifold of an internal combustion engine,

throttle valve means slidably mounted in the bore of said housing and adapted to variably restrict the entrance to said lower compartment area,

an air inlet port in said housing communicating with the compartment area of said housing above the en.- trance to said lower compartment area,

a fluid bowl on said throttle valve means,

a conduit having one end communicating with the inside of said fluid bowl and its other end adapted to be in communication with a source of engine fuel,

a combustible fluid passageway in said throttle valve means communicating with the inside of said fluid bowl,

means mounting a needle valve stem extendinginto the passageway of said throttle valve means,

at least one fluid exit passageway in said throttle valve means having one end operatively connected to the said passageway of said throttle valve means and its other end communicating with the inside of the lower compartment area of said carburetor housing,

a conduit having one end communicating with the lower compartment area of said carburetor housing and its other end communicating with the inside of the bore of said carburetor housing at a position above the said throttle valve means,

and a manually controllable valve means imposed in said last mentioned conduit.

2. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

said lower compartment area adapted to be in com- 6 munication with the intake manifold of an internal combustion engine,

an air inlet port in said housing communicating with the compartment area of said housing above the entrance to said lower compartment area,

a fluid bowl on said throttle valve means,

a combustible fluid passageway in said throttle valve communicating with the inside of said fluid bowl,

means mounting a needle valve stem extending into the passageway of said throttle valve means,

a manually controllable valve means imposed in said last mentioned conduit,

and a passageway operatively connecting the outside atmosphere with the inside of the bore of said carburetor at a position above said throttle valve means.

3. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

a fluid bowl on said throttle valve means,

a conduit having one end communicating with the in side of said fluid bowl and its other end adapted to be in communication with a source of engine fuel,

a manually controllable valve means imposed in said last mentioned conduit,

a passageway operatively connecting the outside atmosphere with the inside of the bore of said carburetor at a position above said throttle valve means,

and an adjustable valve means in said last mentioned passageway.

4. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

said lower compartment area adapted to vbe in communication'with the intake manifold of an internal combustion engine,

a fluid bowl on said throttle valve means,

a manual-1y controllable valve means imposed in said last mentioned conduit,

an adjustable valve means in said last mentioned passageway,

and a means for yieldingly holding said throttle valve means in an upward position.

5. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

throttle valve means slidably mounted in the bore of said housing and adapted to variably resist the entrance to said lower compartment area,

an air inlet port in said housing communicating with the upper area of the compartment area of said housing above the entrance to said lower compartment area,

a fluid bowl on said throttle valve means,

a combustible fluid passageway in said throttle valve means communicating with the inside of said fluid 'bowl,

'at least one fluid exit passageway in said throttle valve means having one end operatively connected to the said passageway of said throttle valve means and its other end communicating with the inside of the lower compartment area of said carburetor housing,

and a manually controllable valve means imposed in said last mentioned conduit.

6. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

an air inlet :port in said housing communicating with the compartment area of said housing above the entrance to said lower compartment area,

a fluid bowl on said throttle valve means,

a manually controllable valve means imposed in said last mentioned conduit,

an adjustable valve means in said last mentioned passageway, t.

and a means for yieldingly holding said throttle va'lv means in an upward position;

said throttle valve means being in the general form of a spool having a lower skirt portion and a spaced apart upper skirt portion.

7. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

a fluid bowl on said throttle valve means,

a manually controllable valve means imposed in said last mentioned conduit,

an adjustable valve means in said last mentioned passageway,

and a means for yieldingly holding said throttle valve means in an upward position;

said throttle valve means being in the general form of a spool having a lower skirt portion and a spaced apart upper skirt portion with said fluid exit passageway or passageways extending through said lower skirt portion.

8. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

throttle valve means slidably mounted in the bore of said housing and adapted to variably restrict the entrance to said lower compartment area, I

a fluid bowl on the bottom of said throttle valve means,

at least one fluid exit passageway in said throttle valve means having one end operatively connected to the said passageway of said throttle valve means and is other end communicating with the inside of the lower compartment area of said carburetor housing,

and a manually controllable valve means imposed in said last mentioned conduit.

9. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

a fluid bowl on said throttle valve means,

a flexible conduit having one end communicating with the inside of said fluid bowl and its other end adapted to be in communication with a source of engine fuel,

and a manually controllable valve means imposed in said last mentioned conduit.

10. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

a fluid bowl on said throttle valve means,

a combustible fluid passageway in said throttle valve means communicating with the inside of said. fluid bowl,

a manually controllable valve means imposed in said last mentioned conduit,

and a float valve means for controlling the amount of engine fuel in said bowl.

11. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lower compartment area;

a fluid bowl on said throttle valve means,

a combustible fluid passageway in said throttle valve means communicating with the inside of said fluid bowl at a point below the normal surface of engine fuel in said bowl,

and a manually controllable valve means imposed in said last mentioned conduit. 7

12. In a carburetor for internal combustion engines,

a carburetor housing having an upper bore and a lowe compartment area;

throttle valve means slidably mounted in the 'bore of 1 1 said housing and adapted to variably restrict the entrance to said lower compartment area,

a fluid bowl on said throttle valve means,

a flexible conduit having one end communicating with the inside of said fluid "bowl and its other end adapted to be in communication with a source of engine fuel,

a manually controllable valve means imposed in said last mentioned conduit,

and a float valve means for controlling the amount of engine fuel in said bowl.

13. In a carburetor for internal combustion engines,

a carburetor housing having a bore and a compartment area,

said compartment area adapted to be in communication with the intake manifold of an internal combustion engine,

throttle valve means slidably mounted in the bore of said housing and adapted to variably restrict the entrance to said compartment area,

a fluid bowl on said throttle valve means,

a first conduit having one end communicating with the inside of said fluid bowl and its other end adapted to be in communication with a source of engine fuel,

a combustible fluid passage-way in said throttle valve means communicating with the inside of said fluid bowl,

a needle valve stem extending into the passageway of said throttle valve means,

at least one fluid exit passageway in said throttle valve means having one end operatively connected to the said passageway of said throttle valve means and its other end communicating with the inside of the compartment area of said carburetor housing,

said housing having an air inlet means extending thereinto above the entrance to said compartment area,

a second conduit having one end communicating with the compartment area of said carburetor housing and its other end communicating with the inside of the bore of said carburetor housing,

and a manually controllable valve means imposed in said second conduit.

References Cited by the Examiner UNITED STATES PATENTS 1,862,978 6/1932 Norris 2615O 2,167,892 8/1939 Kent et a1. 2615O 2,887,309 5/1959 Raynor 261 FOREIGN PATENTS 435,768 9/1935 Great Britain.

515,040 11/ 1939 Great Britain.

528,939 ll/ 1940 Great Britain.

HARRY B; THORNTON, Primary Examiner.

T. R. MILES, Assistant Examiner.

Claims

1. IN A CARBURETOR FOR INTERNAL COMBUSTION ENGINES, A CARBURETOR HOUSING HAVING AN UPPER BORE AND A LOWER COMPARTMENT AREA; SAID LOWER COMPARTMENT AREA ADAPTED TO BE IN COMMUNICATION WITH THE INTAKE MANIFOLD OF AN INTERNAL COMBUSTION ENGINE, THROTTLE VALVE MEANS SLIDABLY MOUNTED IN THE BORE OF SAID HOUSING AND ADAPTED TO VARIABLY RESTRICT THE ENTRANCE TO SAID LOWER COMPARTMENT AREA, AN AIR INLET PORT IN SAID HOUSING COMMUNICATING WITH THE COMPARTMENT AREA OF SAID HOUSING ABOVE THE ENTRANCE TO SAID LOWER COMPARTMENT AREA, A FLUID BOWL ON SAID THROTTLE VALVE MEANS, A CONDUIT HAVING ONE END COMMUNICATION WITH THE INSIDE OF SAID FLUID BOWL AND ITS OTHER END ADAPTED TO BE IN COMMUNICATION WITH A SOURCE OF ENGINE FUEL, A COMBUSTIBLE FLUID PASSAGEWAY IN SAID THROTTLE VALVE MEANS COMMUNICATING WITH THE INSIDE OF SAID FLUID BOWL,