USRE12611E - And boston - Google Patents

Description

UNITED` ISTATES PATENT oEEIcE.

THOMAS LEGGET'I STURTEVANT, OF QUINCY, AND THOMAS JOSEPH STR- TEVANT, OF WELLESLEY, MASSACHUSETTS, ASSIGNORS TO STURTEh VANT MILL COMPANY, OF PORTLAND, MAINE, CIIUSETTS, A CORPORATION OF MAINE.

AND BOSTON, MASSA- DOUBLE CRBURETER FOR EXPLOSlVE-ENGINES.

Specification of Reiuued Letter: Patent.

neissued Feb. 19, 1907:

Original No. 755,074, dated March 22, 1904. Application for reinue led November 9, 190B. Serial llo-1342.753.

'To all i12/mm, t Lay concern.-

Be it known that we, TnoMAs LEoGETT STURTEVANT, residing at` Quincy, and THOMAS Josnrn STUETEVANT, residing at Wellesley, in the county of Norfolk and State of Massachusetts, citizens of the United States, have invented certain new-and uscful Improvements in Double Carburcters for r :plosive-Engines, of which the following is lo a specification, reference being had therein to the acccoinpanying drawings.

In the operation of gas-engines which are fed with an explosive mixture of carbureted ain some diiiiculty has been experienced in l5 throttling the engine down to its minimumspeed and power without stopping it, this trouble being due to the fact that too finean adjustment of the throttling devices for controlling the delivery of the eplosive mixture zo to the engine is necessary to be practical and the control'of the engine, therefore, is not at all times absolute or satisfactory.

Another objection to the type of carbureter commonly used with explosive-engines 2; is that in starting, if the air-passages of the carbureter be large. as they must necessarily be in order that the full power of the engine may bc obtained at high speeds, the aircurrent which is drawn through these large 3o air-passagesof the carbureteris very sluggish when the engine. is at its low starting speed, and such sluggish current fails to suck enough oil from tbe oil-reservoir to give the desired strength of explosive mixture. but

delivers a weak and unsatisfartory fuel to the cylinders of the engine. On the other hand,

if the air-passages of the cnrbureter be so small as to ail'ord an air-current. of s ulieient rapidity to be ell'ective at starting speed the 4o resistance to the air nn "ement when the engine attains high speeds will be so great as to result ln loss oi' ponen and seriously iinpair thefeilieiency of the. engine.

'It is with the object lol' overcon'iing the objections noted that we have-devised the present construction of 'fuel-supplying apparatus for explosive-engines, and a cnrlnlreter mafie in accordance with ourinvention will not only prevent thc accidental stopping of the render the starting of the engine at low start- Iing speeds certain and easy without sacricing in the slightest degree the power of the engine at high speeds. f

Briefly stated, the invention consists in forming the carbureter double-that is to say, having two carbureting-chambers of l different fuel capacities which deliver to the' 6o engine-cylinders together under normal running conditions and supply thel maximum amount of fuel, but one of which (the lnai'n carburetor may be throttled down or cut out entirely w en it is desirable to reduce speed, under which. conditions the other orauwliary carbureter, which is the smaller and which is .always open, will supply a minimum amount of fuel suicient to keep the engine at lovT speed and prevent its stopping. Further more, in starting the engine the smaller ou bureter is of the proper capacity to supply`v the exact charge of fuel to give a propristarting charge at low starting speed and insure the initial starting of. the engine, after 'which the throttled, carburetor may be thrown into action and the engine brought up to its full speed.

Another feature of the present device is an automatic controlling-valve for the air-inlet to the main-carburetor chamber of such cons struction that the action of the valve will be steady and noiselcss. so as to avoid the fluttering ol` `the air-valve when vthe engine is running, such fluttering being objectionable for the reason that the valve is liable to beA extremely noisy when operating rapidly and for the further reason that the full supply of nir is not always delivered, the rcboiinfl'oi" the valve cutting oil and checking the/air too suddenly when the engine is at high speeds.

In thc drawings which accompany and forln a part o1" this Specification we have illustrated a carburetor embodying our invention,'and in said drnwings Figure 1 isa. view, partly in section, show-Y ingrthe double Acarburetor which forms the main feature of the present-invention, the, automatic air-valve, to which reference has been nni'ie, being shown at 'the vtop of the. main-carburcter casing. Fig. 2 is a detail 50 engine because of careless throttling down of View,r partly in section, of a portion of the e explosive mixture uhich is being supa paratus to show theoil-'passage connecti plied to the engine-cylinders, but it will also i t e oil-reservoir ltiidtiieauxiliary carburet'erl lis ' bureterv duri vbe fully described hereinafter.

` with'an oil-inlet 7, leading from the reservoir ments will be imparted to the' needle-valve 9,

. eral vie 'bureter form no`part of the presentinyention `rnaybe jacketed, as atti, to .provide for the' ail via,e

Fig. 3 is a detail sectional view, en an enlarged scalo, of the dash-pptsteadying and checking device for the air-valve. i Referring to the drawings `by numbers, like num yrs indicating like parts in the sev- 1 indicates the main or throttled carbureter, and it may be here stated that as the details of construction of the main car- 14, neaethe reduced upper-'open end thereof, y

said mixing-chamber being conical inA form and Haring downwardlyr with its'small end at the mouth thereof to give the requisite acceleration to the air. Said auxiliary carburetor 14, as shown, is always open and communicates.bv means of a suitable lissage 17 with the fuel-suppl passag'c' 12,' 'ereinbefore reand are not herein claimed the descriptiony ...ferred to,whic forms theeommon connection of the construction will be general-and only specific enough to give a clear understanding of the novel features of the prescrit case, the maincarbureter shown forming the subjectmatter of a separate patent granted to us December l5,- 1.903, No. 747,264. The said main carbureter 1, which supplies the explosive mixture for the engine w ien the same is at high-or f ull speed, has at lits upper cnil theconical air-chamber 2,- which is supplied with air throuvh suitable ports 3, said ports being controlle by a spring-closed vacuum-con-E trolled and checkvalve 4, said valve 4 being light andy readily responsive to vacuum'in the air-chamber during the suction orintako .of the: engine and closing valso readilv and, quickly to check the inflow and close the carng the power-stroke of the en-.p gine. The valve 4 is provided with a steadymg device to reduce its fluttering, whichpwill y Said airchamber 2 delivers to 'a (oued orY `flaring mixing and accelerating chamber 5, which circulationpof a heatingV or cooling medium about the mixing-chamber 5, as desired. .The said chamber is provided in its side wall 8,- said inlet .being controlledy b v al needlevalve 9, which passes through the opposite wall of the chamber 5 and which is connected with a valve controlling or regulating lever 10, which through suitable connections is operatively connected with a throttle-valye l l, mountedjin' 'the lower part of the carburetorl beneath the mixing-chamber 5, so that as the throttle-valve is moved siniulti'ineous -nioveall as fully set forth in our patent hercinliefore referred to.

The throttle-valve l1 controls the exit of the aii which'has been carburcted in passing through the chamber v5 and its delivcryto the engine fuel-supply Ypassaged 2 inthe ordinary manner, screens 13 to break upY and prevent assage of drops of oilto the enginecylin ers being interposed between the chaniber and the throttle-valve. I g l Located Sin convenient relation tothe nl'ain carbureter 1 is the starting orauxiliary carbureter 14, which, 'as shown, is preferablyy formed integral with' the wall'of 'the fuel-reservoir (see Fig. 2) with'which it is connected by means` of an oil-passage' 15, which deengine cylinders,

-betweemthew-engine and the main and auxiliary carburetrsz----n y In operation, assuming`t`hat-theengine be carburetervclosed, the-engine will be inanvat rest and the throttlevalve of the'i'nain ually turned to give the initial suction or intake stroke to the piston. The suction being through the auxiliary carbureter, fuel in sufficient quantity and of the proper` richness will be supplied thereby to start the engine and keep it running at :low speed, 'and the -inain carbureter can then be thrown into service by opening the throttle-valve and the engine broughtto its full speed and power yv vith'b'oth. carhureters in service and a maxiinuin supply of fuel beingV delivered Ato the A When it is desired to slow down, this maybe gradually or quickly done by tlirottling down the main carbureter until it is entirely cut out, and yet complete stoppage of the'enginc cannot occur owing to` careless throttling down, for the reason that the auxiliary earbureter is still in, service and Independent of the control of the main carbureter and afforc's aA constant minimum supp- .Aply of fuel.

As yhas Abeen hereinbefore stated, the vacuum-controlled air-inlet and checkvalve 4 as heretoforeconstructed.has been objec-`r tionablcbccauseof its 'fluttering during the running of the engine, such fluttering when the -engine is lathigli speed causinga noisy chattering of the valve, besides giving an irregular air-supply, due to the rapid rebounding of the valve. To obviate these ob- ICC IOS

Y llections, we provide kthe top plate of the carbureter 1 with a closed dash-pot 18, in which a piston 19 ori the stein 20 of the valve plays,

said Vpiston l!) having the usualrelief or leakage port 2l therethrough to' permit easy regular movements-.of the valve/4in either'direction. y By 4this constructionl the .valve 4 is ste died iii its action, the rbjeetiona'ble chattering at high engineispeeds avoided, and all danger of cutting oil' the air-suppl and caus-. v

ingnon-uniforni charges'of exp osive mixturesis eliminated.

While we have described and Vshownthe auxiliary carburetor as being an open `car,-

vbureter, 'which' delivers fuel to'vthe cylinder tli'rouglian open passage it will be apparent -y that al regulating throttle-valve'inay, if desired, be placed inv the auxiliary-carbureterVY v l outlet and so controlthe delireryof fuelfrom the auxiliary carbureter', such a construction 5 ,sizes l' tacit being desirable for. thereason that b providing throttling er regulating means er the *auxiliary carbureter its capacity may-be varied to adepti it to engines of different :gli the 'charge of fuel delivered from' .the a iary carbureter ma be regulated to meet varying conditions, ur auxiliary carbureterfwill, however, 1preferably always be .o n to the enginec'yhinder or cylinders in starting, as also in the normal runningI of' the engine, even if provided witha regulating *zich valvehould eyerbe entirely closed, .v-f While we have shown and describedfii par-j. i gf'ticular type-of main carburelter, asffw'yell 'as a;

"desirable and eicient construction `@of .auxilcarbureter, we donct w'sh to ,lie underas limiting our inventionk tothe details herein shown and described, as these may be `:ef-varied widely without'de artiiig from the "Spiritof our invention. t will also be apparent that while we have shown the mainA and auxiliary carbureters as supplied from a common reservoir and as delivering to the Iengine through a common passage separate reservoirs and independentfpassages might be used, if desired. Having Vthus described our invention, we 1 claim 'and desire to secure by Letters Pat- Sent-- 1. Fuel-supplying apparatus for gas-engines, comprising the combination with a nvain carbureter liavin'gV a fuel-outlet,` and a throttle-valve controlling said fuel-outlet, wherebyfthe aiiount of fuel supplied from said maincarbureter may be varied or coin- `pletely shut off; of an auxiliary carburcter cooperating with said main carburcter, said auxiliary carbureter having an open fueloutlet, whereby a desired minimum fuelsuppl for the engine is afforded. v 2.. nel-supplying apparatus for gas-enginefi,` comprising .the combination with a main carbureter having air and oil inlets, valves controlling said inlets, a fuel-outlet; and a 'throttle-valve controlling said fueloutlet, .whereby theairount of fuel supplied to the engine from saidi'r ain carbureter ma be varied or completely shut ol, of an auxi iary carbureter coupledy and coperating withsaid ir ain carburetor., said auxiliary car-l bui'eter having open air and oil inlets, and an open fuel-outlet, whereby av desired ninin'iuin fuel-supply for the engine 4is al'orded.

3. 'Fuel-supplying apparatus for gas-en-` gines comprising `the combination with al main carhureter -having an air-inlet of relatively large area and a valve controlling said inlet, of an auxiliary carbureter having an open air-inlet of relatively .sin all area, whereby a desired constant minimum supply of fuel to the engine will be aiorded.

4. lIna lfuel-supplying apparatus for gas-f l the wallet seidreeervoir, sai

engines, the combination with a main carbureter provided withl a mixing-chamber, an .air-inlet valve controlling the supply ,of air to said chamber, a fuel-suppliylI valve delivering to said chamber, and a t rottle-valve controlling the outlet from said Vchamber and by which the fuel-supply to the engine from said main carbureter may be 'regulated or entirely shut off, of. an auxiliary carbureter delivering` to the fuel-passage to the' engine ,and by whiclifa desired minimum fuel-sup- .ply is afforded.

vsion-engines comprising -the combination with a irain carbureter'having a valve-controlled air-inlet', a valve-controlled oil-inlet? and .a throttlevalve-controlled fuel-outlet;

offen' auxiliary carbureter having an openV air-inlet,an open oil-inlet, and an open fueloutlet, both carbureters delivering to the engine through a common passage-way.

6. Fuel-supplying apparatus for explosion-engines -con'prising' the combination with a nain carbureter hav' a vacuumcontrolled oil-inlet, and a throttle-valve-controllerlfuel-outlet, of an auxiliary carburetor and an open livering to the engine through a common passage-w ay.

7. In-fuel-supplying apparatus for explosive-engines, the combination with amain carbureteiyhaving an air-inlet, an voil-inlet,

5. Fuel-supplying apparatus for explocontrolled valve for the air-inet, a valve-vv i and a fuel-outlet, of an oil-reservoir, a .throttle-valve controlling sa'id fuel-outlet, wherebythe supply 0f fuel to the engine from said main carbureter maybe varied orcompletely slijut off, a valve to control said oil-inlet connected with and operable from said throttle- Y yalve, and an auxiliary open carbureter havingan open oil-passage connecting' with said reservoir, whereby a desired constant nurnmum su ly of fuel to the engine -is inein- -tained w le the engine is running.

8. An oil-reservoir. for carbureters having a downwardly-flaring vertical carburetinvchanib'rformed integralwith the side wall of-said rseryoir and open to the outer air at its uppei' end, and-an oil-passa e traversing oil-passage vconiifnuniicatin with the chamber of vsaid reservoir and' elivering to said carburetingchainbl'near the upper reduced open end thereof audat apoint above the normal oillevel in the reservoir;

f In testinfony whereof we affix our signaj'tures in presenceof two witnesses.

.l DITHOMAS LEGGETT STUR'IEV'ANT. 4THOMAS JOSEPH STURTEYAN'I.y Witnesses?.

Y W. T. Enns,4

'L. H. s run'rnvAN'r.'

9 havin an o en air-inlet an` open oil-inlet,

b Inel-outlet, liotb carbureters de-

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