US893685A - Carbureter. - Google Patents

Description

No. 893,685. PATBNTEDIJULY 21 1908.

w. c. WILLARD.

CARBURETER.

APPLICATION FILED NOV. 19, 1906.

2 sums-SHEET- 1.

' "WITNESSES.

PATENTBD JULY 21, 1908.

W. o. WILLARD. GARBURETER.

APPLICATION FILED NOV-19,1906.

2 SHEETSSHEET 2.

I N VEN 1'!) 12.5

. Ham 6.

WALTER o. ILLARD, or CLEVELAND, omo,

' FOUNDRY COMPANY, or OLEVELAND, QHIO,

assroson TO m. rsnao menus AND .5 CORPORATION or on1o.-

dapnoan'ma.

No. season.

Specification of Letters Patent.

iatented July 21, mos.

Application area-a mo: 1a, 190a. Serial No. mes-1.

To an whom it may concern:

Be it known that I, WALTER C. WILLARD, a eitizenof the United States, resident of Cleveland, county of Cuyahoga, and State of.

Ohio, have invented a new and useful Improvement in Carburetors of which the folowing'is a specification, t e Iprinciple of the invention bein herein exp ained and the best mode in w ich I have contemplated approvements in carburetors,

prlying that principle so as to distinguish it om other inventions.

My invention, relating as indicated to im has regard more particularly to improvements in carbureters f the free-opening type.

The object 'of suchmvention is to provide a carburetor of this typethat will be auto- -mat-ically compensating.

As iswell known the method of speed control most generally em loyed in connection with internal combustion motors, involves diminishing the force of eachimpulse by admitting a smaller charge into the engine cylinder. in other words, the engine is simply 'throttlid This method of control obviously involves a'corresponding variation in the amount of air passing through the carbu- V reter 1n thcqourse of forming acha'rge. Thus mitting air, operated )0 much as thh' suc tion effect at the hydro-carbon jet varies but of direct proportion to the amoun of theair thus passing through the carbur er, it will be evident hat in a free opening carbureter, difliculty i apt to be we perienced in obtaining uniformly erf'ect mixtures. In the ordinary type 6 automatic carburetor many devices are employed to prevent the mixture varying in quality, chiefly consisting of anxiliary'valves for ad- Ey the suction effect of the piston, Aside fr smote or lisss complication is involved in the detsuchfree-ope'nin carburetor automatic-' port; two-cycle engines. carburetor alone'seems structure of carbureters of this class, the addit onal objection is-to be noted that their action is notfast enough for use with threeto be adapted or this serviceand it has been in an attempt to rena-lly compensating t at theaforesaid improvements have been made. And I may state that I have. obtained desirable and highly satisfactory results in thistvpe of carbureter, by correlating,- in a fashion to be carbum the objection that The free-o ening movements of the meter with those of the throttle valve; such correlation further embodying a disposition of the valves in question whereby, when the amount of air passing through the carburetor is decreased, not only is the velocity, 71.0, the amount of air passing through in a given time, maintained by corresponding decrease of the air inlet but the current of air that is allowed to pass through is directed across the fuel nozzle .in such a way as constantly to have its maximum vaporizing eil'cct.

finally, my carburetor involves certain details of construction with the float chamber Said invention then consists of means hereinafter fully described and particularly set forth in the claims. I

-The annexed drawings and the following descri tion set forth in detail certain means means constitutingbut one of various mechanical forms in which the principle of the invention may be used.

in said annexed drawings: Figure 1 is a plan view of az carhureter embodying 'my' several improvements; Fig. 2 is a front elevation of the same; Fig. 3 is a vertical central longitudinal cross section of such carbureter; and Fig. 4 is a transverse cross section taken on a plane indicated by the line 4-4,Fig. 3.

The carbureter, ch sen for the sake of illustration in the sever i figures of the drawings, comprises essential y an angular induction tube A, preferably formed with a flaring, bell shaped mouth (1. Such angular induction tube is surrounded on the bottom and laterally on three sides by a float chamber B which has a bottom wall of substantion with such float chamber B is had by induetion tube A by means of a fuel nozzle 01 jet C of the usual t pe,that projects into the an.- gular portion 0 the tube to a point substantiall on a'level with that normally occupied by t e fluid in float chamber B. Control of t ie flow of the fluid through such nozzle C is effected by means of a needle valve c of familiar form. The inlet or feed valve 1) of the chamber is locatedin a rearwardly. projecting portiorrB of the latter, that is suitabl connected by means of a feed. pipe B wit '1 the feed tank or other source of supply.

The type ofvalve controlling such feed is not that enhance the efficiency of the means already mentioned.

embo yingv the invention, such disclosed In addition to the foregoing improvements, Y

I tially spherical conformation. Communica- 'shoe. shape, in order that it may be con.ven-' icntly disposed in the part of the chamber surrounding the vertical portion. of the ang'ular induction tube, as Wlll appear upon'inlent resilient member spection of Fig. 4. O )erative connection he'- twcen the float and feed valve 1) is had by means of a lever b that is pivoted in.suitable bearings intermediate of the float and feed valve. The rear end of-lever b is flattened and provided with an aperture ada ted to receive the. stem of the valve 1), sum valve bein rendered adjustable with respect to the liver end b means of nuts bf threaded on the-stem. helical spring b or equiva-' surrounds the stem of valve 6 intcrmediately of such a ertured lever end and the lowermost of nuts The strength of this spring is gaged so as to perinit of its'comprcssion upon an increase in the buoyant action of the float on lever 11 upon the tilting .of the carbureter or other similar change of position thereof. The object of this construction is to prevent flooding of the fuel nozzle C by a disturbance of the fluid level in the lloatcl1amber such as would occur were the leer end not thus resiliently held and the float consequently made to displace more than its normal amount of fuel. lhe other end of lover I) is divided into two arms, such arms being sufficiently attenu- \ated to give them a limited degree of elasticity which is utilized in efl'ecting their engagement to the float. To this end the latter is provided on its upper face with two oppositely disposed eyes desi ned to receive the outwardly turned ends 0 suchlever arms. Such eyes b are most conveniently provided b insertin small cotter pins in the oat as wil be rcadi y understood. The line upon which the pins I) lie is chosen so as to pass through the'center of buoyancy of the oat. It will be seen that in all of the floats various movements, accompanying changes of level of the hydro-carbon in' the chamber, its action on the lever b will be erfectl balanced; furthermore, there will e niuc less likelihood of the levers being improperly actuated by the float in case the carbureter as v a whole is moved or rocked as is frequently opening of the tube.

the case in use on vehicles, motor boats and the I l I To-revert now to the induction tube, it will be noted that a butterfly throttle valve A for controlling the outlet opening of such tube is provided and a similar valve A" for controlling the entrance of air" at the inlet T hose two valves are passing through the tube.

-.is that 'o velocity of the air connected by a editable system of levers'a,

sea-sea to produce a substantially perfect mixture.

positions 6% vThus assuming both valves to be in the wide open positions indicated in dotted lines, it will be evident that the fuel nozzle or jet (F canbe re lated to rovide just thejright amount o .fuel forqnafiing a perfect mixture. If now, however, the engine is running at a reduced rate of speed, as in'starting or in a nearly closed position of the throttle A valve A still' remaining wide open, the velocity of the air will 'of' course decrease. But the suction eflect of the air at the jet, varying has been stated out of direct proportion to such velocity, decreases much more rapidly than does the volume of air An imperfect mixture, one poor in hydro-carbon, is a consequence followed by an ineffective explosion or even failure to secure any explosion at all. .With the sort of connection between the valves, however, just set forth it will be evident that, under the conditions stated,

the air inlet valve will have been automatically moved to a partially closed position when the engine has been throttled. Thus, in spite of the reduced amount of air flowing through the tube its full suction efl'ect is maintained. The relative lengths of the,

levers and link shown in Fig. 3 for attaining this purpose have been chosen for use with one particular engine, viz., a three-port twocycle engine and that in connection with the employment of the latter in marine work. For operation of a difl'erent type of motor and in a different situation, obviously the proportion of these parts might require to be changed. Such. roportion of parts," however, is not intem ed to be adjustable once it has been determined. In other words the only adjustment of the levers contemplatedas being possible in the completed carbureterthe initial angular position of the valves with respect to'the levers a and a", respectively. This is secured by adj ustably mounting the levers on the spindles a of the valves in uestion, -set-screw vided for t 1c purpose ofsecuring he levels to such spindles when once -'the valves havebeen properly positioned see Figs. 1 and 2, where the lever-ends only mainder being broken away.

I have found that the pro ortioning of the assing t rongh"th e,tube, as above explaine so that when the motor increases its s sad the suction eflect' at the jet will nevert ieless bemaintained uniform,

does not sufl admitted through the ,air inlet.

eing equ al,'

a being pr'op a the r-..

ice to produce a perfect mixture unless the full-effect of such air current on the et or nozzle be realized. For when the air is thus reduced quantity even though it V05 lociiy be n'iaintaincd, an insuflicient quantity of hydrwcarbon fuel is apt to be taken up unless thc air is made to pass over the jet in such a fashion as to take up, or vaporize, all the lrydro-cnrlmn led by. the latter. To

overcome this dilliculty, thcn, I further so through said tube along its outer wall and hence across the fuel nozzle (3. As a result of this dispositiol'i of the valves,I have found that the vaporizing ell'cct of the air is made to correspond strictly with its suction effect, so that the fuel does not lrip" but isall carried into the cylinder and there used; and inasmuch as such suction effect is capable of regulation by means of the connection be tween the inlet valve A and the throttle valve A", it will be evident that by these two means I control absolutely the making of the charge, whether the engine is running at full speed or not or, inother words, whether a largeor small charge is being admitted into I kl 1% slight rearrangement of the parts )llSt described would be required to adapt my inf;

proved carburetor to a situation rcqulring a orizontal instead of a vertical feed; or, for

-- that matter, the-tube may be made of re- Versible forinwhereby it may be used indifferent-1y for horizontal or vertical feed according to the exigencies of the case.

By this method of control, While retaining all the advantages of the free opening car bureter, I secure the automatic comp'cnsab ing features that have heretoforecharacterized the auiiliary air-valve type ofcarburotor only. the oft-he free-opening c rbureter is' of course the fact that its ra iclity of o eration is limited only by that of t 0 speed 0 the en'- -gine impulses, and hence it may be'ussd with perfect satisfaction on the three ort twostroke cycle engine. Obviously, t 1e carbu retcr is equally adaptable to the requirements of the slower speeds of the four-cycle engine, The structural ,features"that I have set; forth in connection with certain elements in the float chamber, I have found contribute nr terially to the successful operationofthe c: bureter under the trying circumstances motor boats and,

attend ing its employment in on automobiles."

to a slightly less degree only For bythe particular location of. the fuel noz zle'with reference; to the fluid level in such' float chamber, b thelisha e and disposition of the float itse-l and by t a manner of suspension utilized in connecting the latter with the lever whereby it operates the feed valve of the chamber, I maintain a practi- T he chief of suchl'iadvantages in rooted across said fuel nozzle,

root singularly constant flow of fluid to a uniform height call in the fuel nozzle or jet. 'lhis, added to the regulation which I cllcci of thc nil current and its suction cllocton the nozzle, as l have. demonstrated by actual experiment with my free opening carburetor, results in a large increase. in the cylinder compression, power, and consequent elliciency of the motor, as well as in an excellent control and easy slnrlirfi qualities.

'laving thus described my invent ion in dc tail, that which I particularly point out and distinctly claim, is:

1.- Ina carburetor, the combination of an air induction tube, afuel nozzle. projecting into said tube, but tcrlly valves for control ling the inlet and outlet. openings of said tube, respectively,and levers and a link connecting said valves whereby they are rci' dcrcd o'per able in unison said valves beingdisposcd to direct in their partially closed positions the current of air passing through said tube across said fuel nozzle.

2. In a carburetor, the combi'nathm of an air induction tube, a fuel nozzle projecting into said tube, butterfly air-in ct and throttle valves, and levers and a linkcbz-inecting said valves whereby they are rendered operable in unison, said valves being disposed so as to incline similarly with respect to the axis of said tul s when in their partially closed positions whereby thecurrent of air passin through said tube is directed across said fuel nozzle, substantially as described.

- 3. In a carburetor, combination of an angular air induction tube, a" fuel nozzle project-ing into the angular?portion of said tube andfrom its outer wall, bgitterfly air-inlet and throttle valves, and levers and a link connecting said valves whereby they are rendered operable in unison, said valves being disposed so as to incline similarly with'respect to the axis of said tfibe when in their partially closed positions and to direct the current passing through said tube along its outer wall.

4. In a carburetor, the combination of an air induction. tube, a fuel nozzle projecting Within said tube, butterfly air-inlet and throttle valves, alcve'r adjustably mount-ed upon the spindle. of each of said valves, and a link connecting said lcvers,'said valves being disposed so as to-incline similarly with resp'ectto the axis of said tube when in. their partially closed positions whereby the cur-- rent of air passing as described.

5. In a carburetor, the combination of" an air-induction tube comprising tWQPOItlOIlS related to each other, a fuel nozzle rojecting into the angular portion of;

said to e and from its outer wall, butterfly? air-inlet and throttle valves, and levers and a} link'conneting said valves whereby they are through said tube is disubstantially"- I operable in unison, said valves being disposed so as to incline toward such outer tube wall and in the direction of the flow of air therethrough so as to direct the current assing through said tube along sueh outer we 1 when said valves are in their psrtielly closed positions 6. In a cerbu reter, the combination of an air-1nd uetlon tube comprising two rectangularly related PORT/1011 s, a fuel nozzle pro ecting into the angular portion, of said tube and from its outer wall, butterfly air-inlet and L throttle valves, a lever edjustably mounted upon the spindle of each of said valves, and a,

link connecting said levers, said valves being disposed so as to incline towards-such. outer tube wall and in the direction of the flow of air therethrough whereby the current of air passing through said tube is direetedaeross said fuel nozzle when said valves are, in their partially. losed. positions, substantially described. Signed by me, this 5th day of November, 1906.

-WALTER vQ. WILLARD Attosted b D. T. Avins y Juol 1 ()BERLIN,

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