US751292A - Mixer for gasolene-engines - Google Patents

Description

' PATENTEDYFEBE. 2, 1904.

J. M. JOHANSON.

APPLIUATION FILED MAR. 7, 1903.

MIXER FOR GASOLENE ENGINES.

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UNITED STATES Patented. February 2, 1904.

PATENT OFFICE.

JOHAN J OHANSON, OF CAMBRIDGE, MASSACHUSETTS.

MIXER FOR GASOLENEENGINES.

SPECIFICATION forming part of Letters Patent No. 751,292, dated February 2, 1904. Application filed Marc 7,1903} Serial No. 145,604. (no model.)

To all whom it may concern:

Be it known that I, J OHAN M. J QHANSON, a

subject of the King of Sweden and Norway,

and aresident of- Cambridge, in the county of Middlesex and State of Massachusetts, have invented a new and Improved Mixer for Gasolene-Engines, of which the following is a full, clear, and exact description.

This invention relates to improvements in mixers for gasolene-engines; and one object that I have in view is the provision of means by which a hydrocarbon fuel is atomized and Further objects and advantages of the in' vention will appear in the course of the subjoined description, and the novelty will be defined by the annexed claims. 4 Reference is to be had to'the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is asectional elevation through the intake portion of an explosive-engine equipped with a carburetor constructed in ac cordance with my invention. Fig. 2 is an enlarged sectional view through certain parts of the improved carbureter, and Fig. 3 is a detail plan view of a part of the fuel-inlet valve.

5 designates a portion of the piston-cylin-. der forming a part of an explosive-engine To this cylinder is firmly secured the shell or casing f my improved carbureter, said shell or casing having aninwardly-extendedtubular neck 7, which terminates in a flaring face 8, adapted to form the seat for the intakevalve 9 of the engine.

screw cap or head 10, the same being formed The outer end of the casing 6 is internally threaded to receive a with a flange 11, adapted to rest on the end portion of the casing 6. The intake-valve 9 is provided with an elongated stem 12, arranged to pass loosely through a guide-opening formed centrally in the cap 10, and around the outer portion of this valve-stem 12 is fitted..55

a coiled spring 13, one end of which is seated against the'cap 10, while'the other end acts against a collar 14, which is heldin place on the valve-stem by a pin'or key 15. The spring 13 impels the valve-stem 12 in an outward direction to hold the valve 9 against its seat 8, but this valve is adapted to open automaticing 6 for the purpose of impartinga spiral motion to the air traversing the casing, and another feature consists in dividing the air into two currents, each of which is given a spiral motion and adapted to traverse diffusionsurfaces over which are spread thin films of hydrocarbon, whereby the air-currents are adapted to absorb the hydrocarbon and the currents are caused to strike or impinge one against the other, with a view to effecting thorough atomizing of the hydrocarbon.

' I prefer .to employ two helical baiflers which are of fright andleft handthread, respectively, said bafllers being disposed one within the other, as shown by the drawings. baffler 17 is provided with a tubular body 18, which incloses the valve-stem 12 loosely in a way'to'pe'rmit said stem to have free slidable movement in said body. The outer baf- The inner 4 fler 19 has a tubular body 20, and these baf- I flers 17 19 are of spiral form, onebeing righthanded and the other left-handed. "The body 20 of the outer helical baffler surrounds the inner helical baflier 17 and these loafiiers, with their tubular bodies, are secured in place within the casing 6 to occupy stationary positions therein. The outer baifler 19 fits snugly to the inner surface of the casing 6, and in like manner the inner bafiler 17 occupies a snug relation to the tubular body of the outer baffier. The tubular body 20 is of such diameter and arranged within the casing 6 in such a way as to make a spiral passage 21 which is of the same cross-sectional area as the spiral passage 22 which is formed within the tubular body 20 by the inner bafiler 17, whereby air-currents of equal volume are adapted to traverse the spiral passages formed by the helical bafflers and the body 20 with the casing 6. The baflier 17 terminates at its lower end a suitable distance above the lower extremity of the tubular body 20, and in like manner the outer baflier 19 terminates above the lower open end of the tubular body, thus leaving certain portions of the passages 21 22 free from the helical bafl'lers, in which vacant portions of the passages the air-currents are free to expand and come periodically to a state of rest as respects the spiral motion given thereto by traversing the helical bafi'iers 17 19.

23 designates a valve-casing which is provided with a longitudinal passage 24, said valve-casing terminating in a head 25, which lies in a vertical position and at right angles to the length of the casing 23. The lower portion of the head 25 is shown by the drawings as being fitted loosely in an opening 26 in the cap 10 of the earbureter-casing 6, and this lower portion of the valve-casing head is provided with a guide-passage 27 for a valvestem and with two fuel-duets 28 28*. The fuel-ducts are on opposite sides of the valvestem passage 27 and they are of smaller area than said passage. The lower end of the valvecasing head 25 has a countersunk or conical face, which forms a valve-seat 29, and the fuel-ducts 28 28 extend from the passage 24 of the valve-casing to and through the valveseat 29. (See Fig. 2.) The head 25 is also provided with a partition 30 and with an airchamber 31, said partition serving to separate this air-chamber from the passage 24. The upper end of the valvecasing head 25 is threaded for the reception of a cap 32, which is provided with a guide-passage 33 for the upper extremity of a valve-stem 34, the same passing through the passage 27 in the lower part of the valve-head.

The fuel-valve 35 is made in one piece with the stem 34, and it is disposed normally below the extremity of the valve-easing head 25, so as to be in facing relation to the valve-seat 29, thereby closing the'fuel-duets 28 28 in the valve-casing. The valve-stem 34 is provided with a nut or collar 36, against which acts a coiled spring 37 which is housed in the airchamber 31 of the valve-casing, said spring fuel from the valve-easing into the carburetereasing 6. The fuel-valve 35 is attached to or engages with a shank or plate 38, fitted to the stem 12 of the inlet-valve 9, and above this shank 38 is a collar 39, which is made fast with said valve-stem and is adapted to travel therewith. I prefer to make the shank or plate 38 fast with the valve 35 and to fit this shank or plate loosely on the inlet-valve stem 12, whereby the fuel-valve 35 is capable of a limited independent movement with relation to its seat and to the travel of the valve-stem 12; but this valve 35 is adapted to be opened by the collar 39 striking against the shank or plate 38, thus automatically opening the fuelvalve when the inlet-valve 9 is operated.

The valve-casing 23 is expanded at its outer free end to form a coupling 40, into which is screwed a length of a fuel-supply pipe 41, the latter being provided with a coil 42, which gives the desired flexible movement to the fuel-inlet pipe. With this valve-casing 23 is operatively engaged an adjusting-spindle 43, the latter passing loosely through outstanding lugs 44 45, which are shown by the drawings as being integral with the carbureter-casing 6. The operative engagement between the spindle 43 and the valve-casing 23 is effected by the employment of collars 46, engaging with said casing and the spindle, the upper end of said spindle being furnished with a suitable handle or crank 43. The lower lug 45 on the carburetercasing is provided with a series of step-shaped shoulders 47, with either of which is adapted to engage a radial stud or finger 48, which is made fast with the adjusting-spindle 43. The lower part of this spindle is extended below the lug 45 to receive a coiled spring 49, the upper end of which bears against the fixed lug 45, while its lower end is seated on a collar or washer 50, which is held in place on the spindle by a pin or key 51. The spring 49 tends to normally depress the spindle 43 in a downward direction, thereby holding the stud or finger 48 in engagement with one of the shoulders 47 on the fixed lug, and this depression of the spindle is communicated to the casing 23. The pin 48 serves to lock the spindle against movement due to the jar or vibration of the engine when it is in operation; but the spindle may be manipulated by hand in a way to adjust the entire valve-casing relatively to the head 11 of the carbureter-casing 6.

The fuel-passages 28 28 are so disposed relatively to the tubular body 20 of one baffler that the passage 28 will admit the hydrocarbon into the inner passage 22, which is formed between the tubular bodies 18 20, whereas the other fuel-passage, 28, occupies such relation to the carbureter that a portion of the hydrocarbon will flow into the outer spiral passage 21 between the carbureter-casing 6 and the tubular body 20, thus insuring the uniform IIO the center of the tubular body 18 or irrespective of the centrifugal action which may be set up by the current of inrushing air at the time that the engine takes its charge through the valve 9. The series of projections on the helical bafliers insures a slow flow of the hydrocarbon when priming the mixer preparatory to starting the engine, said priming being effected by striking the protruding end of the intake-valve stem 12 a light blow,

thereby causing the fuel-inlet valve 35 to admit suflicient hydrocarbon for the first explosion. In charges following the first the hydrocarbon is caught and spread out in a thin film over the walls of the tubular bodies 18 20 and the upper faces of the spiral bafl'lers 17 19, because it will be readily understood that the hydrocarbon being heavier than air, owing to the centrifugal action of the inrushing air-current, gathers in larger quantity about the projections 52.

It will be seen that in the operation of the carbureter the inrushing currents of air will be given-a spiral motion, because the currents are confined by the helical bafliers, but when the currents pass the lower ends of these bafflers they are free to expand and spread out all around the tubular bodies, whereby the exit of the air-currents laden with hydrocarbon from the tubular bodies will cause one current to impinge against the other, and thereby insure 6 and the tubular body'20 until such currents sages.

emerge from the lower ends of the spiral pas- Owing to the opposite motion of the air-currents and the expansive action of the current in the tubular body 20, the hydrocarbon is atomized, and at the timethat the combined currents of air and vapor strike the cy' lindrical offset below the spiral passages the current or mixture comes to astandstill so far as its helical motion is concerned, its downward motion, however, being continued until it passes'the inlet-valve and into the cylinder.

take-valve 9 tends to keep the latter in a rea' sonably cool condition.

It will be understood that the fuel-inlet valve 35 is under the direct control of the intake-valve 9; but if the fuel-inlet valve depended solely for its action upon the travel ofthe intake-valve the quantity of gasolene admitted by said valve 35 could not be varied, because at slow speed of the engine too much gasolene would be admitted and at high speed the valve would admit a quantity too smallto give the bestresults when exploding the combustible mixture, it being understood that a certain amount of hydrocarbon under a certain pressure flows through a non-variable opening in a certain time. I overcome this objection, however, by arranging this fuelvalve 35 in such a way 'that I can utilize the full stroke of the intake-valve 9 or any fraction thereof, thus suiting the time that the fuel-valve remains open to the requirements of the engine. The control of the fuel-valve 35 is'obtained by the employment of the spindle 43 with the spring 49 and the pin48, the latter having engagement with one or the other of the step-shaped shoulders 47 in a wayto permit the adjustment of the parts of the valve mechanism without exposing said adjusting devices to displacement bythe jarring orvibrating motion of the engine. The spring 37 tends to promptly return the fuel-valve 35 to its seat 299 The cap 32 at the'upper extremity of the valve-casing head 25 serves two purposes: first, it closes the air-chamber3l, in which air is gradually compressed by the inflow of hydrocarbon through the passage 24 and the fuel-passages 28 28, such compression of the air taking place until the valve 35 is opened by the action of the intake-valve 9,at which period the air causes the hydrocarbon to be rapidlydischarged over the fuel-valve 35, and, secondly, the cap 32 affords easy access to the internal parts of the valve mechanism in order to ascertain Whether the hydrocarbon flows properly from the tank and through the pipe 41,- which has communication with the passage 24. The coil 42 secures the hinged effect which is desirable in this style of hydrocarbon-regulator, and it obviates leakage of the hydrocarbon which is liable-to take place when a swing-joint isused in the gasolene-feed pipe. f i

It will readily be seen that a stratified charge can be introduced into the piston-cylinder by my improved carbureter mechanism, because the spindle 43 can be shifted in a Way to permit the fuel-valve 35 to open just a trifle before the intake-valve 9 reaches the limit of its stroke. The charge thus admitted consists of pure air until such time as the fuel-valve 35 opens and remainsopen until the intake-valve 9 shall have passed the first part of its return stroke, the mixture remaining in the carbureter being drawninto the piston-cylinder in the interval between the closing of the fuel-valve 35 and the intakevalve 9, so that atmospheric air remains in the mixer. If back fire occurs for any reason in the mixer, no damage will result,

because the gases resulting from the explosion are free to pass out through the air-ports 16 in the cap 10 of the carbureter.

Having thus described my invention, I claim as new and d esirc to secure by Letters Patent 1. A carbureter havinga casing, aplurality of spiral baiflcrs therein, and means for separating the bafliers and producing a plurality of spiral passages in the casing, said spiral bafliers terminating" above the separating means and forming a chamber in the casing, with which chamber communicate said spiral passages.

2. A carbureter having a casing, concentric bodies therein, and spiral bafl'lers disposed relatively to the casing and the concentric bodies therein and forming a plurality of spiral passages arranged one within the other.

3. A carbureter of the class described, having a casing provided with an air-inlet, spiral passages disposed one within the other and oppositely threaded, and means for admitting hydrocarbon to the respective passages.

4. A carbureter of the class described, having a casing provided with an air-inlet, helical bafliers disposed within said casing and one within the other to form independent spiral passages therein, and means for admitting hydrocarbon to said casing.

5. A carbu reter of the class described, having a casing provided with an air-inlet, helical baiilers thread ed oppositely and disposed within said casing to form independent spiral passages therein, and means for admitting hydrocarbon to the respective spiral passages.

6. A carbureter of the class described, having a casing, a tubular body therein, helical baiiiers within the casing and the tubular body, said bafflers being separated one from the other and forming independent spiral passages within said casing, and means for admitting hydrocarbon to the respective passages.

7. A carbureter of the class described, having a casing provided with an air-inlet, spiral bafiiers threaded oppositely to each other and provided with tubular bodies, said bafilers being disposed within the casing to form spiral passages therein, and the bafllers being separated one from the other by the tubular bodies thereof, and means for admitting hydrocarbon to the respective spiral passages.

8. A carbureter of the class described, having a casing provided with an air-inlet, a spiral bafiier having a tubular body, another spiral bafller within said tubular body, and means for admitting hydrocarbon to the casing and to the tubular body, said spiral bafliers terminating above the lower end of said tubular body, for the purpose described, substantially tion with the valve-casing, a spring acting on the spindle for moving the valve-casing normally toward the carbureter casing, and means for locking the spindle to maintain the valve-casing in predetermined variable positions relative to the carbureter-casing.

10. In a carbureter, the combination with a carbureter-casing, and an intake-valve, of a valve-casing fitted to said carbureter-easing, a fuel-valve mounted in the valve-casing and controllable by the intake-valve, stepped bearings on the carbureter-casing, a spindle connected to the valve-casing and having a linger adapted to engage either oi the stepped bearings, and a spring acting on the spindle.

11. In a carbureter of the class described, the combination of a casing, a series of stepshaped shoulders thereon, a spring-controlled spindle having a finger arranged to rest on one of the shoulders of the series, a valve-casing connected with said spindle and fitted to the carbureter-casing, an intake-valve having a stem, and a fuel-valve fitted to the valve-easing and provided with means adapted to be controlled partly by the travel of the intakevalve.

12. In a carbureter of the class described, the combination with a carbureter-casing having separate spiral passages, of a valve-casing providechwith independent fuel-d ucts an d with an air-chamber in communication with said fuel-passages, a cap for closing the air-chamber, and a fuel-valve having a spring controlled stem fitted to the valve-casing and arranged to close the fuel-ducts therein.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHAN M. J OHANSON.

Witnesses:

CHARLES E. ANDERSON, ()LAF BeRoIr-MYHRER.

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