USRE24742E - Henning - Google Patents

Description

Dec. 1, 1959 o. HENNING Re. 24,

I FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Original Filed Sept. 5, 1951 4 Sheets-Sheet 1 FIG.I.

INVENTOR. OTTO HENNING ATTORNEY Dec. 1, 1959 o. HENNING Re. 24,

FUEL SUPPLY CHAMBER FOR MULTI BARREL CARBURETORS Originalfiled Sept. 5, 1951 4 Sheets-Sheet 2 I 5 v, I 4 M .2 H 0 3 3 r 5 a 9 4 5 a a 3 I W 3 L AW II b m i 0 2 2 4 6. w ,3 a 7 H n z a 5 P1: ml. 2 f r 2 A. T

n 9 5 1 8 W a 9 u 9 0 .x 4 Z 7 2 2.7 7 r0 9 1% i w/ 16 9 Dr I n A. Z Z I I 11|| 2 w) W N a w 1 W 9 4 J. I Q... F f 9 LIL. 8 T i 5 P Q 0 9 f: 1+ 0 9 r a J a 1 Z Z V \/M INVENTOR. OTTO HENNING ATTORNEY Dec. 1, 1959 o. HENNING Re. 24,742

FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Original Filed Sept. 5, 1951 4 Sheets-Sheet 3 INVENTOR. OTTO HENNING ATTORNEY o. HENNING Re. 24,742

FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Dec. 1, 1959 4 Sheets-Sheet 4 Original Filed Sept. 5, 1951 FIG.5.

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nvmvron OTTO HENNING.

BY V

ATTORNEY Re. 24,742 Reissued Dec. 1, 1959 FUEL SUPPLY CHAMBER FOR MULTI-BARREL CARBURETORS Otto Henning, Fern Park, Fla., assignor, by mesne assignments, to ACF Industries, Incorporated, New York, N.Y., a corporation of New Jersey Original No. 2,718,386, dated September 20, 1955, Serial No. 245,240, September 5, 1951. Application for reissue May 20, 1957, Serial No. 661,562

8 Claims. (Cl. 261--23) Matter enclosed in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

This invention relates to multi-barrel and multiple carburetor arrangements for automotive engines and consists particularly in novel means for insuring circulation,

of fuel through the individual and separate carburetor bowls, even though a portion of the carburetor is not in normal operation, while retaining the advantages of separate bowls in cases of surging and tilting of the fuel.

In recent years there have been developed compound carburetion arrangements for automotive engines which consist in a plurality of complete carburetors, each usually a dual carburetor, one being the main carburetor for supplying the engine under all operative conditions and the other being an auxiliary carburetor for supplying fuel only under high speed operation. The principal advantage of these arrangements is that better economy and power are obtained during low speed operation without restricting the top speed of the vehicle.

It has been suggested to form the main and auxiliary carburetor into a compact multi-barrel unit retaining, however, individual constant level chambers for the main and auxiliary mixture barrels. In either case, I have found that since the auxiliary features of the carburetor may not be in constant operation, there is a danger of the fuel in the auxiliary fuel chamber standing long enough to cause sedimentation and gumming with consequent harmful etfects, or vaporizing so that fuel is not promptly available for delivery through the auxiliary carburetor nozzles.

Consequently, the main object of the present invention is to provide a fuel bowl construction for a compound carburetor arrangement in which these disadvantages are avoided.

Another object is a multiple fuel bowl construction for a compound carburetor arrangement in which circulation in both fuel bowls is constantly maintained.

Another object is to provide for such circulation without eliminating the desirable aspects of compartmentalization in the fuel chambers, particularly the damping of surging and tilting of the fuel level during change of speed or direction, or when the carburetor is tilted.

These objects and other more detailed objects hereafter appearing are attained by the structure illustrated in the accompanying drawings in which:

Fig. 1 is a top view of a four-barrel carburetor embodying the invention, portions being broken away and sectioned to illustrate the underlying parts.

Fig. 2 is a vertical, transverse section on line 22 of Fig. 1.

Fig. 3 is a similar section on line 33 of Fig. 1.

Fig. 4 is a side view of the carburetor with portions broken away and sectioned.

Fig. 5 is an elevation of the opposite side of the carburetor.

Fig. 6 is a detail section through portions of the fuel bowls andillustrating a modification.

The carburetor shown is of the four-barrel, downdraft type having mixture conduits 8, 9, 10 and 11, each with a main venturi tube, as at 12, and an inner or primary venturi tube, as at 13. At the top, the barrels merge into a common, rectangular air horn structure 14 having a partition 15. On the forward, main carburetor side-of the partition there is pivotally mounted a rectangular choke valve 16, the shaft 17 of which extends into an automatic choke control housing 18, the details of which are not important in the present invention. The air horn terminates in a short, cylindrical portion for attachment of an air cleaner (not shown). A continuous shaft 19 extends across the lower portions of the two forward main barrels 8 and 9 and mounts a butterfly throttle valve 20 in each barrel. A continuous shaft 21 extendsacross the lower portion of the two rear auxiliary barrels 10 and 11 and mounts in each barrel a butterfly throttle valve 22.

Entirely surrounding the cluster of barrels is a fuel bowl structure 23 having forward and rear walls 24 and 25 and side walls 26 and 27. Partitions 28 and 28a pro jecting sidewardly from the barrels divide the fuel bowl structure into a pair of substantially isolated, approximately semi-circular constant level chambers 29 and 30, each extending half way around the carburetor. Air horn structure 14 is formed integral, as is customary, with the bowl cover structure 31 which entirely covers the fuel chambers. A threaded fuel inlet boss 32 is formed at the rear center of cover structure 31 for attachment of a fuel line leading from the usual fuel pump. An L-shaped passage 33 (Fig. 2) connects with the threaded connection and, at its lower extremity, mounts a needle valve seat member 34, which receives a needle valve35. This valve is controlled by a pair of floats 36 and 37 rigidly secured together by a yoke 38 to form, in effect, a single float system. Yoke 38 has a central lip 39 which supports needle valve 35 and is pivoted at 40 to depending bifurcations 41 formed on the bowl cover structure 31. The arrangement is such as to maintain a substantially constant level of fuel in auxiliary fuel chamber 30.

A cross passage 42 connects with fuel inlet passage 33 and leads through bosses 43, 44 and 45, formed on the bowl cover structure, with an inlet port formed centrally above main fuel chamber 29 and opposite inlet passage 33 and mounting a needle valve seat member 46 which receives needle valve 47. Valve '47 is con- I fuel chamber 30 and nearer the inner wall thereof than I nect main fuel passages 59 to ports 68 and 69' adjacent the rear wall 24, as will be evident fromFig, 2, 'are a pair of metering orifice elements 55 which connect with inclined auxiliary fuel passages 56, which open into the primary venturi tubes in auxiliary barrels 10 andll by means of nozzles 57. In a corresponding portion of the forward, main constant level chamber are located metering orifice elements 58 which meter fuel to inclined main fuel passages 59, which open through nozzles 60 into the primary venturi tubes in main mixture conduits 8 and 9.

The two forward mixture conduits 8 and 9 and constant level chamber 29 form a dual carburetor for supplying the fuel needs of the engine under most conditions. For this purpose, individual idling systems 66 and 67 connected by link 77 to an arm 78 rigid with facountershaft 72 pivotally mounted above-bowl cover structure 31. Countershaft 79 is. operated fromthe throttle valve means ofa lever-80 rigid with the 'countershaft and a link- 81 connecting this lever and a crank' 82 rigid with one endof main throttlevalve shaft 19; Thislever has a pair of holes 83 for connection, as is well known,to

the accelerator pedal, and also carries fast idle adjustment screw 84 whichcontacts fast idle cam SS conne'cted by'link 86 to-1ev er'87 rigid with choke shaft 17. The fast idle mechanism limits. theclosing movement of the mainl throttle valves to the fast idle position when the choke valve is closed orpartiallyclosed. I

Also rigid with countershaft 79 (Fig. 2) is a small arm 90 whichhasa finger 91 underlying a horizontal cross bar 92 which projects oppositely from a stem 93 connected at its lower extremity to a piston 94 working in a cylinder 95. The cylinderbene'ath the piston iscon nected by a passage 95 to a cross po'rt 97 which opens intoiboth main mixture barrels 8 and 9 posterior to the throttle/valves therein. Piston 94is urged upwardlyby a' coil compressionspring-98f Carried at ends of cross bar 92 area pair of metering pins '99 whichcooperate with main .metering orifices 58. These metering pins and their control constitute a familiarst'ep-up arrangement and are further described and claimed in ReadfPat'ent N01 2,208,702 and Clo'edy et a1. Patent No.

- 111 1 present instance, auxiliary mixture conduits 10 and 11.are provided only with main. fuel nozzles, the idling systems, acceleratingpumpfan'd step-up devices being omitted. r

Auxiliary throttle valves 22 are operated from the mairiithrottlevalves bythe"mechanismillustrated in Fig.

tle shaft 21 ftl1 er e' is secured an arm 100' which has an angular 'ezir101 perforated to receive an adjustable link 102 "andfthe endof a coiltension'spring 103g. The other end of'the sp'ring is anchored to an eye 104 on the upper part oftlie carburetorbody. Tl1e"opp'osite en'd'of link looselypivotedabout mainthrottle shaft 19. I Tightly see cured to the end of the main'throttle shaft is anarm-106 having spaced, inward lugs 1 07 'and 108 for forming'a two-way lost" motion 1 connection between the main throttle valve" and lever 105;

In operation of the throttle controls, the rnain'throttle valves are" operated from the acceleratofpedal through lever 82 shown in Figs. 1 and14jWhen these mainthrottlcsareapproximately one-half open, ear 107 engages the rightliand edge of lever 105, whereupon, further opening o'f'the main throttle. valve acts through link 102 and arm 101 to open auxiliary throttle valves 22 against tension spring 103. This causes the auxiliary mixture conduits to supply additional fuel mixture, as-is required'for speed operation. This particular operation of 'the "throttle valves is not essential, and other arrangementsmay be substituted, for instanceto cause the auxiliary throttle valvesfto respondto inixture flow orsuctionso'ithat these valveswill not be op'enedat low speed'operation; irrespective of the'position of the" main throttlevalves r Consequently, it will be evident that whenever. the auxiliary throttle valves are closed; no fuel will be drawn through" auxiliary fuelnozzles 57. Even were auxiliary idling systems provided, the operation thereof would not cause adequate circulationfin the auxiliary fuel 'bowls. Inorder to produce circulation in auxiliary constant level chamber 29atsuch times, there. are formedon the" oppo site sides of the fuel bowl structure, horizontal ribs 108 and 109which are drilled to form cross passages 110 and 111. Passage 110, at its ends connects, by means of cross bores 112, with both constant level chambers 29 and 30 substantially at or below the normal fuel level therein. Cross bores 112 are located as near as possible to front wall 24' and rear Wall '25, respectively. Cross passage 111 at the other side of the carburetor is similarly positioned and constructed. The ends of passages 110 and 111 are plugged as shown so that no fuel can escape therefrom. Accordingly, during normal operation, fuel will be transferred from bowl to bowl through the cross passages solthat even though only the main mixture conduits should be in operation over aconsiderable period of time, some fuel will be drawn from auxiliary constant level chamber 30, resulting in sufficient circulation to avoid excessive sedimentation, vaporization, and gumming.

However, in case of suddent acceleration or deceleration of the vehicle, or of tilting thereof, the fuel in the individual constant level chambers will assume an angle, as indicated by dotted lines 115 and 116'in Fig. 4. It will be evident, accordingly, that the cross passage will be,at least momentarily, cut o-lf from one of the chambers, and will not function to transfer ,fuel therebetween. Therefore, theyeffect of surging or tilting will be greatly minimized. Furthermore, the advantages of an adequate fuel supply in the constant level chambers are obtained while the 'compartmentalization reduces the variations of the fuel level due to surging and tilting. The cross pas: sage should open into different and preferably opposite outer portions of the fuel chambers to insure that one end of the passage will be uncovered under opposite surge or tilt conditions; Connecting passages 110 and 111 will fu'nctionsatisfactorily atany level below the outlet tips of auxiliary nozzles 57, that is, below, substantially at, or even slightly above :the normal fuel level. The constant agitation of fuel in the bowls during operation of the engine will insure circulation through the passages and will prevent build-up of the fuel level in a bowl sufficiently to spill over the nozzles. v M

InFig. 6, a check valvearrangement is substituted for the passages 110, 111 of the previous form. Near the bottom of the partition 28b, corresponding to partitions 28 and 28a, there is provided a valve chamber 120 having an apertured plug 121 at each end. A ball check 122 is loosely-recessed in the chamber and, during normal operation, permits free circulation of fuel between the constant level chambers. In case of a surge or a tilt, the ball will seat against one or the other of the apertured plugs to, at least momentarily, cut off the cross passage through the partition.

The principal features of the invention may be applied where the carburetors are separately formed, as well as in the integral four-barrel arrangement and, of course, the

number of barrels may be reduced or increased. Likewise, exact location of the restricted cross passages may bevaried. The invention may be modified in these and othcrrespects as will occur to those skilled in the art and exclusive use of all modifications as come within the scope of the appended claims is contemplate.

I claini: I

1. Carbureting means for internal combustion engines comprising 'a plurality of mixtureconduits, an isolated constant level fuel chamber for 'eachconduit and a fuel supply passage connecting the same to the corresponding conduit,"a fuel inlet opening into each chamber and an individual float and needle valve mechanism controlling each inlet, means for adjusting the fuel delivery from said conduits for supplying fuel from at least one of said conduits under certain operative conditions and from another of said conduits under other operative conditions, and a pair of ducts on opposite sides of said chambers and connecting portions of said chambers adjacent opposite remote end walls thereof for maintaining transfer of fuel between said chambers under normal operating conditions while resisting transfer of liquid fuel through said ducts when the fuel level in said chambers is abnormally tilted.

2. In a multi-barrel carburetor, main and auxiliary downdraft mixture conduits disposed side by side, fuel bowl structure extending entirely around said conduits, partitions extending sidewardly from said conduits and dividing said bowl structure into substantially isolated forward main and rear auxiliary fuel chambers, a fuel inlet and individual constant level control mechanism for each chamber, a main fuel nozzle extending rearwardly from the inner portion of said main fuel chamber, an auxiliary fuel nozzle extending forwardly from the inner portion of said auxiliary chamber, a manual throttle valve controlling the discharge from said main mixture conduit, an auxiliary throttle controlling said auxiliary conduit, control means for opening said auxiliary throttle valve during operation after said main throttle is substantially opened, and passage means connecting opposite remote outer portions of said chambers for maintaining circulation of liquid fuel in both chambers during operation, there being substantial portions of said chambers vertically and horizontally of said ducts separated from each other by imperforate walls to resist transfer of fuel be tween said chambers in case of surging and tilting of the fuel.

3. In a carburetor having induction conduit means and a plurality of constant level fuel supply chambers for said conduit means, said chambers being separated by partition means, and duct means having its terminals defining ports opening into said chambers and providing a fluid connection therebetween, said duct means lying in a plane below the normal fuel level thereby providing for fuel transfer between the chambers during normal fuel conditions, said duct and its openings being positioned relative to said normal fuel level to expose one of said duct openings above the fuel during abnormal fuel surging so as to prevent transfer of fuel through the duct means under such abnormal surging conditions, said duct terminal ports being spaced a substantial distance olutwardly from each side of said partition.

4. In a carburetor having induction conduit means and a plurality of constant level fuel supply chambers for said conduit means, the combination of duct means between said chambers including outlets for said duct means to said chambers positioned to provide for fuel transfer between said chambers through said duct means at normal fuel levels, but positioned to be inoperative to provide for fuel transfer during surging or tilting with any one of said outlets exposed, each of said outlets being positioned with respect to the corresponding chamber to be above displaced fuel levels caused by acceleration and deceleration forces acting on the fuel or by inclinations of the carburetor in opposite directions.

5. In a carburetor, the combination of a mixture conduit, a constant level fuel bowl, a fuel supply passage leading from said bowl to said conduit, a partition dividing said bowl into a plurality of chambers, and means interconnecting said chambers near the normal fuel level therein providing for fuel transfer therethrough to intermingle the fuel in the two chambers, said means comprising a passage between said chambers, and connections between said passage and said chambers located in said chambers to be uncovered by the fuel therein and thereby interrupt fuel transfer between said chambers during accelerations and decelerations or changes from a level carburetor position producing similar fluid displacements in said chambers.

6. In a carburetor having induction conduit means, a pair of independent fuel bowls and independent means for controlling the fuel supply for each bowl, the combination of duct means connecting said bowls near the fuel levels therein, and outlets for said duct means opening in opposite remote, outer portions of said independent fuel bowls so as to provide for fuel transfer between said bowls when said outlets are at or below the fuel level in both said bowls, but positioned to be inoperative for transfer of fuel during a surge of fuel when either one of said outlets is above the fuel level in one of said bowls.

7. In a carburetor having induction conduit means, a pair of independent fuel bowls and independent means for controlling the fuel supply for each bowl, the combination of duct means including outlets connecting with said bowls near the fuel levels therein, said outlets for said duct means opening in the opposite, remote, outer portions of said independent fuel bowls and being operatively positioned to provide for fuel transfer between said bowls when the fuel in said bowls is substantially at the normal level but positioned to be inoperative to provide for fuel transfer with either one of said outlets above displaced fuel levels caused by acceleration or deceleration forces acting on the fuel or by inclinations of the carburetor.

8. A charge forming device for internal combustion engines comprising in combination primary and secondary mixture passages adapted to supply combustible mixture to the engine intake, primary and secondary throttle valves controlling the flow of fuel mixture therefrom, primary and secondary fuel chambers associated with said mixture passages, a plurality of main fuel inlets one of which supplies fuel to the primary mixture passage and the other to the secondary mixture passage, a fuel passage leading from one of said inlets to the primary fuel chamber, a second fuel passage leading from the other of said inlets to the secondary fuel chamber, a passage for connecting the primary and secondary fuel chambers and orifices positioned substantially at the normal fuel level for connecting said passage with each of said fuel chambers.

References Cited in the file of this patent or the original patent UNITED STATES PATENTS 2,212,926 Wirth Aug. 27, 1940 2,420,925 Wirth May 20, 1947 2,628,826 Worden Feb. 17, 1953

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