US832184A - Carbureter. - Google Patents

Description

No. 832,184. PATENTED OCT. 2, 1906. J. F. DURYEA &,W. M. REMINGTON.

UARBURETER.

APPLICATION FILED JUNE 19.1905.

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I Z merzZEr-u. James F No. 832,184. .PATENTBD OCT. 2, 1906,. J. F. DURYEA & W. M. REMINGTON.

GARBURETER.

APPLIOATIION FILED JUNE19.1905.

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I Jckmep' Fra/ ZgiZZza/m l Hu l kw kwm llllllll JAMES FRANK DURYEA AND WILLIAM M. REMINGTON,

MASSACHUSETTS; SAID REMINGT OF SPRINGFIELD,

ON ASSIGNOR TO SAID DURYEA.

CARBUHE'TER.

Specification of Letters Patent.

Patented Oct. 2, '1 906.

Application filed June 19,1905. Serial No. 266,024.

To all whom it may concern.-

bureters, of which the following is a sp'ecifica .carbon is drawn through a suitable inlet by Be it known that we, JAMES FRANK DUR- Y'EA and WILLIAM MERRIAM REMINGTON, citizens of the United States of America, re-. siding at Springfield, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Cartion.

This invention relates to carbureters such as are used for the atomization or volatilizetion of liquid fuels and the proper mixing therewith of the re uired'volume of air to produce a combustible mixture, the carbureters being of that type in which, as is well known, the principle of operation involves means for drawing air through a passage into which a regulated quantity of liquid hydrothe aspirating effect of the movement of the air through the passage past said inlet-opening, whereby the liquid may be volatilized or atomized and, mingling with the -air, constitute the agent whose combustion within the cylinder of the engine-actuates the piston of the latter.

It has been shown in practice that in many kinds of work to which internal-combustion engines are especially adapted far more diiiiculty is experienced in controlling the engine at points of varying efficiency than is the case withsteam ,.or example, where a. substantially constant pressure is used. For example, when the engines are used in driving motor-vehicles the speed and load re-' quirements might vary, say, from one hundred revolutions per minute with practically no load to fifteen hundred revolutions per minute with a full load, and under this wide variation great difficulty has been experienced in providing a carbureter having sufficient flexibility, as itis termed, to supply to the engines a combustible mixture in which the proportions of the combustible and air will not materially vary. This difliculty arises from the fact that if the area of the passage through the carbureter is great enough to supply the engine with a combustible of the proper proportions and volume to run the engine at its maximum efficiency this passage is then so large that when the engine demands but the minimum supply the air will move through the carburetor on the suction-stroke of the engine at such a revisionof means whereby the vtional elevation in the plane the position of duced velocity as to result in the very imperfeet vaporization or atomization of the combustible, and consequently the'resulting mixture will .berelatively poor in combustible. Therefore as the engine 1s throttled down the proportion of the volatilized fuel to air diminishes and eventually reaches the point where its ignition is uncertain or impossible.

The object of the present invention is to overcome these disadvantages by the procapacity of the conduit for the combustible ext-ending between the carburetor and the engine and whereby the quantity of the combustible which may enter said conduit to be mixed with the air may be regulated; and having these ends in view the invention consists in making the conduit between the atomizer and the engine whose aggregate areas are sutlicient to supply the maximum volume of combustible the engine may require, means being provided "intheform of a suitable valve to effect the closure of as many of these separate pipes as desired, each pipe being provided with suitable inlet-pipe for the combustible and regu lating means therefor. By means of this construction the suction-stroke of the piston will only be effective to produce the atomization of the combustible in such of the pipe units making up the conduit as are left open by the position of the valve.

The invention is fully illustrated in the accompanying drawings, in which- Figure 1 shows in side elevation the application of the invention to an internal-combustion engine of the ordinary four-cylinder type. Fig. 2 is an enlarged plan view of the valve which controls the various pipes which unitedly constitute the conduit between the carbureter and the engine. Fig. 3 is a secof line 3 S, Fig. of the interior of Fig. 4. is a diagram illustrating thevalve relative to the aper tures leading into the valve-casing and into which the various pipes of the conduit are connected. Fig. 5 is a sectional view in the plane of line 5 5, Fig. 1, which shows the general construction, taken in connection with said Fig. 1, of the intake end of the air-pipe leading to the carburcter. 'Fig. 6 is a perspective view of the movable element of the valve shownin Figs. 2 and 3. Fig. 7 is.a

2, showing the construction the valve.

of a number of separate pipes plan view of the reservoir of the carburetor, showing the relation of the separate pipes of the conduit thereto and the separate connections between said pipes and the reservoir. Fig. 8 is an end elevation of the construction. shown in Fig. 7 viewed from the left-hand end of the latter figure; and Fig. 9 is a side elevation of Fig. 7, partly in section, in the plane of line 9 9 to show' the means of connection between each of the pipes of the conduit and the reservoir and the regulating means therefor.

Referring now to the drawings, a may indicate the en ine as a whole; I), a trunk inletpipe provide with branches 0, extending to each cylinder of the engine, (1 indicating the exhaust-pipe branching to each cylinder.

At some suitable point, as e, a valve-casing f is attached to the trunk-pi e b, and into a boss g on the lower side of t is valve-casing the se arate pipes h, jflc, m, and 0 are connecte with suitable assages which extend throu h the wall of t e casing and arecon- .trolle by the rotatable valve p. This valve is shown in detail in Figs. 3 and 6, and it consists, essentially, of the arallel cylindrical heads g and r, united by t e portion s, which is that part of the valve which bears against the interior surface of a bushing t in the cas ing and is arranged to move over the passages into which the pipes h, j, k, m, and 0 are connected, which passages constitute continuations of these pipes and are radially disposed relative to the axis of the valve 19 and the bushing t referred to. The forward orthrottlin edge of the ortion sof the valve (which e ge is indicate by e) is inclined relative to the axis of the valve, whereby the various passages leading to the pipes h, j, k, m, and 0 will be gradually covered or uncovered by the movement of this inclined ed e 7) of the valve thereof from one end to the ot nor as the valve is rotated. The purpose of this construction may be clearly seen by referring to Fig. 1, in whichthis inclined edge e of the valve is shown as it begins to uncover the passage it, (these various passages being referred to by the same letter of reference that indicates the various pipes connected with them,) the dotted line w showin the position of the throttling edge 12- after t he passage h has been fully uncovered, which shows that before the total uncovering of one assage is eii'ected the edge Q) will pass into t e area of the next, whereby the successive opening of these various passages will be eiiected without any break. The valve p has attached thereto or forming part thereof an arm at, which, as shown in Fig. 1, may by a system of rods and levers y be connected with an opcrating-handle 3 or with any other device as a governor, whereby the valve may be actuated to regulate the supply of combustible mixture to the engine.

While the valve described and shown hereseams in isconsidered to behest adapted to the end in view, any other having the same characteristics may be substituted therefor. The shell or easin'gf of this valve is made in the form of a cylinder with one closed end, being preferably divided .into two parts on the line 4: 4, as shown in Fig. 2, these being put togather with screws 5, by the looseningof which the valve may be removed er the con nection between the carbureter and the en gine broken for the purpose of examining or removing the carbureter. The pipes h, 7, k, m, and 0 are, as shown in the various figures of the drawings, flattened, to the end that they may be laced side by side and occupy relatively litt e room. Preferably they would be arranged as shown in Fig. 1, the ends thereof opposite the ends which enter the valve-casing f being in a similar manner on' tered in asort of tubular head 7, adapted to be clamped to the exhaust-pipe d in such manner as to leave an air-passage 8 (shown in Fig. 5) contiguous to the pipe d, whereby when upon the suction-stroke of the engine air is drawn through the conduit-pipes to the engine it will pass into the head 7 in contact with the hot exhaust-pipe, and thus become more or less heated. No part of the invention, however, is involved in the idea of heating the air which isused in the carburetor;

but there is advantage in heating it, which fact is utilized in the construction shown.

At some point between the two ends of the conduit pipes h, j, k, m, and 0 they pass through a rectangular boss, (shown in Figs. 7 and 8 and indicated by 10,) which is slotted to receive the aforementioned conduit-pipes, these preferably being brazed or otherwise secured therein. This boss 10 is provided with lugs on the opposite ends thereof through which screws 12 may pass to secure the liquid-fuel reservoir 14 in operative relation to these conduit-pipes. This reservoir is of cast metal, and one wall thereof, as shown in section in Fig. 9, is made thick enough to have drilled. therein the usual passages 15 and 16 for the liquid fuel. sage 15 extends vertically through this wall of the reservoir and is intercepted by the fuelsupply nozzle 17, screwed into the wall of the reservoir at right angles to said passage, and at some point between the nozzle 17 andthe reservoir is located the usual needle-valve 18, whereby the quantity of liquid fuel whieh may pass into the atomizing-pipe from the reservoir may be regulated.

As shown in Figs. 7 and 8, separate atomizingpipes 17 for the conduit-pipes h, 1', 76, m, and 0 are provided, and separate passages 15 and 16 are provided for each of the pipes 17 and separate adjusting-valves 18 also.

The reservoir 14 is hermetically closed and provided with a pipe (not shown) .twhich'ex tends to some suitable larger reservoir for liquid fuel, the usual float 20, as shown in The pass- Fig. 9, being located in the reservoir to maintain the liquid fuel therein at a constant level near the level of the atomizing-pipes whereby. on the suction-stroke of the piston a certain amount of the liquid fuel will be drawn from the reservoir through the fuel-supply nozzle 17 into the conduit-pipes h, j, 7c, m, and 0, or such of them as are open, and mingling there in with the volume of air passing through said nozzle constitute the explosive mixture required for the operation of the engine.

The salient feature of this invention lies in the provision of a group of pipes of relatively small area, each provided with an atomizing pipe connected with the liquid-fuel reservoir, the aggregate areas of the pipes constituting said group being sufhcient to supply the engine with the required volume of combustible mixture to run it at its maximum eliiciency, provision being made for cutting off certain pipes of said group as the demand on the engine for power decreases, this cutting off of these pipes efiecting the diminution of the area of the conduit extending to the engine and proportionately cutting off the sup.- ply of fuel, and attention is especially called to this simultaneous adjustment of the air and fuel supply as distinguished from the method new in common use of throttling the intake-port of the carbureter when it is de- 1sired to reduce the volume of the combusti- By means of the very lowest point or to increase it to the maximum without changing the quality of the mixtures as regards the relative proportion of air and fuel compared With those proportions when the engine is running at its normal rate.

To adjust the carbureter, the valve 2) should be set (see Fig. 4) withits throttling edge 1) about on the dotted line 2]., which will uncover, say, a little more than half of the first pipe ft of the group leading to the engine. At this point the needle-valvelS of this pipe may be adjusted to give a correct mixture of air and fuel. When this has been attained, the edge of the valve may be moved to grad,- ually close the pipe h or in the opposite direction to gradually open it, and this movement may take place within certain limits Without so increasing or decreasing the relative p11 portions of fuel to the volume of air passing through the pipe as to make the mixture either too poor or too rich in fuel, and this is a sufficiently flexible point to permit the valve to travel, we will say, toward the open position far enough to begin to open the next pipe j. could pass through this pipe were added to the corrcctly-proportioned mixture in the pipe h, the mixture would be too highly diluted. 'llhereforc as the valve 7) is moved to .ncover the pipej the needle-valve 18 of this present invention. it is.

supply possible to reduce the supply of fuel to the i you into each conduit, and

If. however, the volume of air which pipe'is also adjusted to provide a correctly proportioned mixture as this pipe is gradually uncovered, and in this ment of the valve 18 of each of the pipesh, 7', Ir, m, and 0 is effected, the combined output of them all being sufficient to supply the engine with the required volume of mixture to run it at its maximum capacity. This adustment being properly made for each of the pipes, it is obvious that When the valve is moved to gradually cover the ends of these pipes there will be no change in the quality of t e mixture, as each open pipe will yield that mixture in the proportion of air and fuel to which it is individually adjusted, and it Will therefore be possible to throttle down the engine to the lowest point and yet obtain a correctly-proportioned mixture, and the same is true of the opposite extreme.

Obviously the number of the pipes h, j, k, m, and 0 constituting the conduit between the carbureter and the engine may be more or less numerous, as demanded by the conditions of the service to which it is to be adapted, and of course the cross-sectional form of these pipes is immaterial, the essential fea ture of the invention being in the use of a conduit between the carbureter and the engine subdivided into a plurality of relatively small conduits each provided With its own fuel-supply pipe or atomizing-nozzle and each provided with means to regulate that means being provided to open or close at Will any desired number of the sepa rate units of the conduit to increase or diminish the total volume of the combustible mixture delivered to the engine.

Having thus described our invention, What We claim, and desire to secure by Letters Patent of the United States, is-

1. A carbureter comprising a suitable reservoir for the fuel, a plurality of separate conduits extending therefrom, means to supply fuel to each conduit separately, and means to open or close said conduits in succession to vary the total volume of fuel, said means consisting of a casting having two disk-shaped pieces and connected by a curvedsha ed part one edge of which stands at an angle to said disk-shaped pieces.

2. A carbureter consisting of a plurality of conduits, a valve for the outlet ends thereof, a casing for the outlet ends the opposite ends being open; a fuel-reservoir connected with. the conduits between their ends, separate, fuel-supply pipes extending from the resera regulatingvalve for each sr pply-pipe, said valve having an edge that is normally inclined to the con (hut-openings in said casing.

53. A carburetor ol' the character described having an inlet and outlet opening supplyroservoir, the latter being operativcly connected with an engiire-cylinder, a plurality of com uits extending between said openings, a

Way the adjustclined to said outlet-openings whereby a greater or a less number of the latter may be placed in operative communication with said engine-cylinder.

4. The combination with an internal-combustion engine, of a carbureter, a suitable conduit between the latter and the engine consisting of a plurality of separate passages each being provided with separate means for supplying a combustible thereto, and a valve in said conduit to control. said separate passages, said valve being rotatably mounted and having a disk-shaped part at its opposite ends, a part connecting said disk-shaped part, one edge of said connecting art being straight and the other edge inclined whereby a greater or less number of the latter may be scares means to supply fuel to each conduit sepa rately, and means toopen orclose said conduits in succession to regulate the volume of fuel, said regulating means comprising a rotary valve, one edge of which is inclined to said conduits, whereby a gradual o ening and closing of the plurality of the conduits is effected.

6. A carbureter comprising a fuel-reservoir, a plurality of conduits and separate fuel-supplying means extending from each conduit to the reservoir a valvecasing having a plurality of narrow, parallel slits in its wall with each of which one of said conduits is connected, a valve in said casing to move over said slits to open or close the same, the throttling edge of said valve being inclined relative to said parallel slits whereby the ad vancing or receding movement of said edge will efiect the uncovering or the covering of said slits in a direction extending from one placed in operative communication with said end thereof to the other.

engine.

5. The combination with an mternal-combustion engine and a oarbureter consisting oi a suitable reservoir for fuel, a plurality of conduits extending therefrom to the engine, 1

JAMES FRANK DURYEA. WILLIAM M. REMINGTON. Witnesses:

VIM, ll. CI-IAPIN, K. I. Cannons.

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