US1386036A - Carbureter - Google Patents

Description

W. W. WEEKS.

CARBURETER.

APPLICATION man JuLYs. 1919.

Patented Aug. 2, 1921.

Z SHEETS-SHEET l.

FIE.Z.

W. W. WEEKS.

CARBURETER.

APPLICATloN H'LED 1uLY3.1919.

Patented Aug. 2, 1921.

2 SHEETS-SHEET 2.

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` v INVETTOR,

UNITED STATES PATENT OFFICE..

WILLIAM W. WEEKS, 0F BROOKLYN, NEW Y-ORK, ASSIGNOROF ONELHALF- TO HAROLD W. SHONNARD, OF

UPPER MONTCLAIR, NEW JERSEY.

CARBURETER.

Specification of Letters Patent.

Patented Aug. 2, 1921.

Application led .Tuly 3, 1919. Serial No. 308,422.

To aZZwwm t may concern;

Be it known that I, WILLIAM W. WEnKs, residing at Brooklyn, in the c ounty of Klngs and State of New York, a citizen of the stantially direct flow and in the proportions required for the ultimate combustion, from thesources of supply through the carbu'reter tothe engine cylinder.

Internal-combustion engines are widely used on boats, on automobiles, and on aircraft, as well as in stationary installations, and they have to meet, land to operate efficiently under, widely varying condltions.

There is the matter of the density of the atmosphere, which varies widely through the range of practicable elevation above sea level; there is the matter of hygrometric condition of the a-ir, through rain and sunshine; and the matter of temperature, with diurnal and seasonal fluctuation; there are conditions of Awind and tide and heavy roads. All these are beyond the control of the driver of the engine; and, in addition to them, there are the matters of heavy loads and light, and of high speed and low, to all of which the engine must be adaptable.

My invention is directed to two chiefly: efficient atomization of the the air and thorough mingling of air and fuel, and an air intake so controlled that it will readily aldapt itself to the immediate conditions o f service and may be manually matters, fuel by adjusted to meet general changes in atmo spheric conditions.

In the accompanying drawings Figure l is a view in vertical and medial section of a oarbureter somewhat diagrammatically arranged, which embodies my invention; Fig.- 2 is a -view on the same plane of a portion only ofthe same apparatus, showing certain of the component elements in other positions, to which, as conditions require, they may be shifted. Figs. 3 and 4 are plan views of a certain valve and of a grid, in coperation with which the valve functions. ese parts are here shown detached, al#

though certain immediately associated parts are indicated. Fig. 5 is a plan View, and to larger scale than the other figures, of a certain shim which enters into the construction, For the sake of clearness, the underlying associated parts are indicated in this drawing also. Fig. 6 is a view in side elevation of the entire carbureter. l

The casing of the carbureter is conveniently made up of two parts, l and '2, essentially cylindrical in shape, united by yscrew-threaded engagement, and standing,

when in service, in the vertical position shown. Into the lower part l of the casing lead an air inlet 3 and a fuel inlet 4, and from the upper munication is immediate, as the shape of the casting indicates, with the manifold, through which the explosive mixture passes to the engine cylinder.

direct particular attention, first, to the construction and arrangement of the nozzle through which' fuel passes to the carbureter.

. The fuel in liquid form (hydrocarbon oil,

for example, of the particular composition and gravity termed gasolene) passes from a suitable source of supply (suchv as the tank shown, in which with the aid of a supply valve controlled by the float 5 a constant level is maintained) through the lead 4 to the tube 6. Tube 6 is axially arranged and rises vertically in the cylindricalspace made continuous in the union of casing parts l and 2. The diameter of the tube', uniform throughout the greater part of its length, is,`at the upperend, greatly increased, forming a shallow circular enlargement of the bore, walled about by the rim 7. Upon this rim 7 (which is the upper edge of tube 6) restsl a shim 10, and upon shim 10 rests a cap 9, the whole being secured and tightly clamped by a screw 8, entering the screwthreaded bore of tube 6. In the body of Screw 8 are drilled two passageways, the one extending axially upward through the seated screw, and the other extending transversely and completing communication lthrough the seated screw from the bore of tube 6. below to the shallow enlargement of the boreabove. The shim 10, essentially circular, is cut away in sector-shaped cuts, as clearly shown in Fig. 5.

lVththe fuel nozzle so constructed and arranged, it will be observed that the liquid l', rising under sufficient' head-in tube 6,

part 2 of the casing cotnthrough narrow slots sweeps across the `grid 12; its

enters-a constrictedi'passageway, and emerges from the head of the nozzle radially,

which extend in\ a broken circumferencein a planotransverse to the length of the cylindrical casing. This nozzle stands centrally in a vertically d isposed cylindrical passageway through which (subject to the control presently to be described) a stream of'air flows upward. It will be observed that this rising stream slot/s of the fuel nozzle, in a direction at an angle to their extent, and thatl the fuel flows from the nozzle in a direction approximately of the stream 'of air.` The sweep ofthe stream across the orifice of the fuel no zzle, the fuel supply being properly' maintained, effects the atomization of the fuel, and the atomized fuel is carried forward,;it'will be observed, in the center of a vertically flow-V ing stream. As the stream flows on the desired mixing is effected.

come nowto describe, next, the control of the flowing'streams of air and of fuel. Across the cylindrical chamber, conveniently secured between the parts 1 and 2 of the casing, is a partition, which conveniently takes the form of an upwardly tapering, essentially conical, grid 12. lt is a grid, in that it is provided with a plurality' of sector shaped openings 13 with intervening sector shaped webs 12, a construction which will be clearly understood on comparing Figs. 1 and 4. This grid subdivides the stream of air, just as the shim 10 subdivides the stream of fuel.

When the parts are assembled, the sector shaped cuts in shim 1G and the sector shaped openings in grid 12 stand in vertical alinement.

Between the fuel nozzle and the grid is arranged a rotary valve 14, controlling at once the ports of the fuel nozzle and the openings of the grid. lts upper-surface conforms to the lower surface of the conical lower surface is provided with a cylindrical area 1G which over-lies the edge of the shim 10 and the ports of the fuel nozzle; and it is provided with sector shaped ports 15, arranged and proportioned to correspond with the cuts 11 in shim 10 and with the openings 13 in grid 12. Conveniently, this valve member is provided with a flange or apron which extends over the inner face of the cylindrical casing for a substantial distance on the intake side of grid 12, overlyingr a slot 18 in the casting Fig. 6). Through that slot a studv or pin 17 extends from valve 14, and this stud is accessible from the outside to rotate the valve to the particular position desired.

The port arrangement is conveniently that shown in Figs. 5,4, and B, rlhe sector shaped cuts and openings may be of any desired nmnber; the drawing shows three,

transverse to the flowv p vmay take place; while,

positions, the partial openings of fuel ports y10 and spaces 13 of grid 12 completely, both fuel and air are completely cutoff when the valve is so shifted thatits ports 15 are in fuel register with cuts 11 and spaces 13, the freest possible flow Aboth of fuel and of air in all intermediate and airports are proportionate in degree. In all degrees of'opening the stream of air, subdivided, for purposes of control, in passing the partition, into sector shaped divisions, sweeps the-orifice of the axially arranged fuel nozzle, and so sweeping'this orifice effects the desired atomization. rThe atomized fuel is` as has been said carried on in the middle of the vertically rising stream, and as the stream flows on the desired mixing isefected.

This feature is present in my improved carbureter, and is found in the member 19, here formed as an air valve (relatively movable, as will presently be described) within the passageway beyond the fuel nozzle lts characteristics will be sufficiently understood. on inspection of the drawings; the bore of this air valve gradually diminishes, in

proper longitudinal curvature, from that of the unobstructed passageway to the desired minimum, and then gradually enlarges again.

First of all, it is'to be remarked that the air passageways through the grid 12 (the effective areas of which may be varied or` predetermined by the position of valve 14), exceed in their maximum extent the extreme needs of service. The chamber in which the valve 19 (which as clearly appears in the drawings is a Venturi tube) is arranged in a vertically arranged cylindrical casing, and accordingly said Venturi tube will, when free to do so, rest of its own weight in its lowest permissible position.

The tapering and longitudinally curving surface of the Venturi tube and the tapering surface of the, grid coperate as the drawings show, and to this end: when said Venturi tube responds completely to gravity it rests onor near the surface of the grid, and in this position it chokes or obstructs in greatest degree (it never completely covers) the effective area of the air passageways through the grid; and, as it'rises from this lower-most position, the effective area of the `air passageways proportionately increases.

And it should be carefully noted in this connection that, while the air passageways are so variable in effective area, the Venturi tube has noeffect upon the fuel passage- Ways 11, to effect any variation in them whatever. (Thus the valve function of the Venturi tube is distinguished from that of the valve 14.)

The Venturi tube rises from its lowermost position when the difference in pressure at its upper and lower ends (due to the suction of the engine) exceeds a certain critical amount, of which its weight is the measure, and the degree of rise will be proportionate to the intensity of the suction effect.

In still further degree I adapt this f1oating Venturi tube to the widely varying conditions of service, by making adjustable its range of movement, and bringing the adjustment in this respect under the control of the operator. Referring again particularly to Figs. l and 2, it will be observed that the Venturi tube 19 slides within a bushing 22, its movement relative thereto being limited by pins 21 which protrude from the Venturi tube into slots in the bushing, while the bushing itself is movable longitudinally within the casing. This movement of the bushing 22 within the casing is under adjustment and.control: an oblique slot 24 is formed through the casing wall itself (cf. F ig. 6) and through this slot extends a pin 23 from bushing 22. As piny 23 is moved longitudinally in slot 24, bushing 22 is moved longitudinally of the casing, and the range within which the Venturi tube 19 is movable automatically as described, is adjusted relatively to grid 12.

Both'these adjustments (of valve 14 by means of pin 17, and of range of Venturi tube movement by means of pin 23) 'are made 'subject to the instant control of the operator. When for instance the installation of the engine is in an automobile, levers are provided, under the hand o f lthe driver when in his seat, by means of one of which he can shift valve 14, and by means of the other he can shift sleeve 22. Iffuel supply be insufficient to develop power required, hc will shift valve 14; if air supply be insufficient, owing to moisture in the atmosphere, he will shift sleeve 22, while the automatic movement already described of the floating Venturi` tube will make correction of the supplyof air relative to the supply of fuel at any given position of the valve 14.

When. starting the engine, if the power required be relatively small, the fuel valve 14) is set at relatively small opening, and the Venturi tube at or near the high limit of its range. If on theother hand the power required be relatively great, the fuel valve will be set with relatively large opening and the Venturi tube at or near the low limit of its range. Under either condition, the fuel valve having been appropriately adjusted, the automatic functioning of the Venturi tube -zle centrally arranged Venturi tube, in response to motor suction, will proportion the ratio of mixture (air to fuel) as may be required to meet changes in speed, due to such as up or down grade travel, without alteration in the positionv of the fuel valve.

required to meet changes in conditions, the fuel valve will be readj usted laccordingly. In the structure shown in the drawings a fuel valve 14 Fig. 2, solel in control ofthe fuel and jointly with Venturi tube 19 in control of the air,is located between said Venturi tube and the fuel jet. When this is moved toward the closed position the fuel and air are likewise cut off in direct proportion, but the area of the ports in said valve are of such dimensions as to admit excess air. in proportion to fuel in any position. Therefore, owing to unabated suction created within the carbureter (due to the momentum of the vehicle running under the previous fuel adjustment) the Venturi tube will momentarily retain its position of suspension, admitting excess air relatively to the reduced amount of fuel now flowing and creating a weakened or dilute mixture. The effect of this will be a ,reduction in speed and correspondingly of motor` suction, and the Venturi tube will fall,y until a ratio of mixture of maximum energy for the amount and quality of fuel fiowing is again established; and, inasmuch as the Venturi tube will so respond to every change in motor suction, said valve will in descending progressively diminish the excess air passing through the valve 14, and will find its final position at a point to afford the most effective combustion.

To meet changes in atmospheric conditions the range within which the Venturi tube may lioat is raised o`r lowered by means of the lever 23. in slot 24, Fig. 6, as required.

Av further feature of the action of the Venturi tube is to be noted. This occurs when rapid increase of speed is desired, involving of course a corresponding increase in power., The valve 14 is suddenly opened; then, because of the inertia of the vehicle, the motor suction is insufficient to immediately further elevate the Venturi tube. The first effect is theproduction of a mixture rich in fuel, a consequent abnormal rise in power and a rapid` advance in speed; increased speed at once expresses itself in increased motor suction, and this in turn raises the Venturi tube. The ultimate effect then is the re'e'stablishment of a normal mixture, but with increase in volume.

l claim as my inventionc 1. In a carbureter for an internal-combustion engine, the combination of an air passageway, a grid with a ing set athwart said passageway, a fuel nozwithin said passage- But, 4if increased power is sector-shaped opensaid grid and way and provided with an aperture extending in an are of a circle transversely of the passageway, and a rotary valve controlling at once the opening in said grid and the aperture in said-nozzle, the arrangement being such vthat the stream of air as it flows through the valve orifice sweeps the aperture ofthe fuel nozzle, substantially as described.

2. In a carbureter for an internal-combus tion engine, the combination of an air passageway adapted at its end to be brought into connection with an engine, a grip arranged athwart 'said passageway, a fuel nozzle arranged within said passageway and provided with apertures extending transversely of the grid openings and adiacent the grid openings, whereby the stream of air in passing through said openings sweeps the fuel apertures7 and a floating kQVenturi tube arranged within said passageway and above forming part of the passageway, the said Venturi tube constitutingv a valve for the apertures in said grid, substantially as described.

3. In a carbureter for an internat-combustion engine, `the combination of an air passageway adapted to be brought into communication with an engine, a conical upwardly taperinggrid arranged athwart said passageway, a fuel nozzle with apertures extending transversely of said passageway arranged centrally within said passageway and adapted to be swept by the stream of air as it passes said grid, a rotary valve controlling at once the openings in said grid and ing effect as a closure,

the apertures in said nozzle, and a ioating Venturi tube arranged above and movable above said grid and cooperating with said grid and y"constituting a movable closure above the openings of said grid of diminishof said openings inwardly, the movement of the .Venturi tube effecting change in the ratio of volumetric delivery of air and of fuel, substantially as described;

4. In a carbureter for an internal-combustion engine, `the combination of a passageway adapted at its" end to be brought into communication with an engine, a conical tapering grid arranged athwart said passageway, a fuel nozzle centrally arranged within said passageway and adapted to be swept by the air stream in its passage through the grid, a floating and longitudinally movable Venturi tube arranged within said passageway above said grid and constituting with respect to the openings in said grid a valve of diminishing effect from the periphery of the grid inwardly, means for limiting the range through which said Venturi tube may move longitudinally, and means for adjusting the limiting means last mentioned, substantially, as described.

In testimony my hand.

whereof I have hereunto set WM. w. WEEKS.

`Witnesses CHARLES F. STRATMANN, CHARLES LAEMMLE, J r.

from the outer ends

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