US2645466A - Carburetor fuel system, including diaphragm valves - Google Patents

Description

'5. P. JONES 2 Sheets-Sheet l ATTORNEYS July 14, 1953 CARBURETOR FUEL SYSTEM, INCLUDING DIAPHRAGM VALVES- Filed Do. 15, 1950 July 14, 1953 s. P. JONES 2,645,466

CARBURETOR FUEL SYSTEM, INCLUDING DIAPHRAGM VALVES Filed Dec. 16, 1950 2 Sheets-Sheet 2 Ll /3 3a 29 24 42 23 1 I -1 25 /6 v '39 V Manifold Vacuum Q Q 8 252 75 M -71 g ATTORNEYS Patented July 14,1953

.CARBURETOR FUEL SYSTEM, INCLUDING DIAPHRAGM VALVES Sam P. Jones Dallas, Tex., assignor to J & S Carburetor 00., Dallas, Tex., a corporation of Texas Application December 15, 1950, Serial No. 200,971.

valves having diaphragms functioning as valve.

members, and with the utilizationof such valves, as in water injection devices for internal combustion engines.

One object of the invention is to provide a novel valve having an annularseat adapted to be engaged by a flexible member, such as a diaphragm, and having fiow spaces interior and exterior of the annular seat.

An important object of the invention is to provide an improved valve having a flexible valve member, such as a diaphragm, and responsive to an increasingpressure to supply increasing quantities of a fluid to the zone of increasing pressure.

A particular object of the invention is to provide an improved valve which may be connected to the intake of an internal combustion engine and which is responsive to a decreasing suction in 2 Claims. (01. 261-69) said intake to open and supply through suction increasing quantities of a fluid to the intake as the suction in the latter decreases.

A further object of the invention is to provide an improved valve of the character described having areas adapted to be exposed to pressures of differentvalues, said areas being subject to variationto alter the performance of the valve.

Yet another objectof the invention is to provide an improved valve of the character described having a flexible valve member, such as a diaphragm, and which may have a spring employed to bias the valve member, or utilize a zone of fluid pressure to bias the member, or employ both the zone and the spring for biasing.

One of the objects of the invention is to provide an improved water injection device for internal combustion engines which is simple and inexpensive to manufacture, and yet which is ex tremely efiicient and reliable in operation and requires a minimum of maintenance and servicing.

Another object of the invention is to provide an improved device ofthe character described having awater reservoir and means for maintaining said reservoir at a'substantially constant level, the device having a metering type diaphragm valve normally held closed by the partial vacuum existent 'in an engine intake manifold, but progressively opening as the manifold pres sure approaches a maximum to permit increasing quantities of a water mixture to be metered into'the engine carburetor air stream to enhance theperformance of theengine, I

' installation or utilization of the valve with which 6 this invention is concerned,'wi1l provide a more adequate understanding. of the function and .ad-

, vantages of the valve.

.2 Yet another object of the invention is to provide an improved device of the character described, having an'improved and novel arrangemerit for the withdrawal of water from the water reservoir, and also having an improved and novel air vent arrangement.

A construction designed tocarry out the invention will be hereinafter described' togetherwith other features of the invention.

The invention will be more readily understood from a reading of the specification and by reference to the accompanying drawings, wherein examplesof the invention are shown, and wherein:

Fig. 1 is a side elevation of a valve constructed in accordance with this invention and connected to an engine intake stack,

Fig. 2 is a vertical, sectional view of the valve, showing the same completely closed,

Figs. 3, 4, and 5 are views similar to Fig. 2 and illustrating the progressive opening of the. valve,

Fig. 6 is :a horizontal, cross-sectional view taken on the line 66 of Fig. 3,

Fig. 7 is a view similar to Fig. 2 and showing a modification of the valve, V

Fig. 8 is a side elevation, partially broken away, of a water injection device employing a valve constructed in accordance with this i'nvention, and showing the device connected to an engine intake stack,

7 Figs. 9 and 10 are horizontal, cross-sectional .July 8, 1946, now Patent No. 2,597,335, issued May 20, 1952, which in turn, is a continuation-in-part of my co-pending application, Serial No. 625,069, filed October 27, 1945, now abandoned.

' Proceeding first with a description of an actual It is to be noted thatin my co-pending application, Serial No. 682,019, filed July 8, 1946, there is shown the utilization of the valve for fuel mixture enriching means.

In the present application, there isshown in Figs. 7 through 11 the employment of the valve in a water injection device V ,In the illustration of the water injection device, the numeral l9 designates the intake stack of an internal-combustion engine, the intake stack ture flows upwardly into the engine intake mani- V fold.

In connection with the present invention, a suitable fitting in the form ofa ring it is connected between the intake stack and the intake manifold, the ring it including a laterally extending boss I? having a passage is communicat ing through the wallof the ring it with the-interior of the intake stack. A water mixture is supplied throughthe passage it to the air and fuel mixture stream flowing into the engine in accordance with the purposes of this invention.

Water injection for internal combustion engines is well known and involves supplying water vapor or a stream of water mistor droplets to the intake manifold of an internal combustion engine. Within the engine, some cooling is effected by the water or water vapor, and apparently,

there is a dissociation and a recombination of the molecules of the water to enhance and improve the performance of the engine. It is known that additional power may be obtained from an engine by this method, and that fuels of lower octane rating may be employed. These bursts of power, or apparent increases ofthe fuel octane rating, are needed only when the engine is under a heavy load, and hence, it is desirable to supply the water or water vapor only at such times. The present invention includes an extremely simple and efficient device for supplying the water or water vapor only at such times when the manifold pressure approaches a maximum value, these being the times in which the engine is under its heaviest load.

While the term water is used herein to designate the fiuid supplied to the engine intake manifold, it is to be understood that this term is being used only in its generic sense. In actuality, the fiuid mixtures supplied by water injection devices may include water, alcohol,

tetraethyl lead, and various other chemical additives. Indeed, the fluid may consist predominately of an alcohol, such as an ethyl alcohol, or various other organic or inorganic fluids or materials. It is not intended or desired that this invention be limited to the use of any particular fluid since it is adaptedto supply in metered quantities any fluid or material to an internal combustion engine which will have a beneficial effect upon the performance of the engine when and being further reduced in diameter to form a second shoulder 2| adjacent the extreme upper end of the body.

' A bowl or housing 2| is provided with an aperture 22' in its bottom and adjacent its central axis, the aperture 22 receiving the reduced upper end of the body 19, and the shoulder 20 engaging the underside of the bowl 2|. The body may be soldered or otherwise suitably secul'fi to the bowl to form a liquidtight joint;

A fiat cover plate 23 is received upon the open upper end of the bowl 2! and is secured thereto by machine screws 25 extending through the edges of the cover plate into a marginal flange 25 turned outwardly upon the upper extremity of the bowl. The central portion of the cover plate '23 is dished downwardly to form a sump or chamber 26, the extreme upper end of the body is extending into the bottom of the chamber 26 through an opening 2'? cut in the dished portion of the cover plate. The portion of the cover plate immediately adjacentthe opening Z'l engages the seat 2! so that the bowl and cover plate cooperate to form an annular chamber or water reservoir 28 surrounding the reduced upper portion of the body l9. A hollow circular float 29 is disposed within the reservoir 28 and is hinged upon a pin 36 extending transversely of said reservoir. of a valve 3! so that fluid may flow into the reservoir from a suitable storage tank 32 and a hose 33 connecting said tank and the valve 3|. This arrangement is conventional and serves merely to maintain within the reservoir 28 a body of water or other fluid for enhancing the performance of an internal combustion engine, said fluid being maintained by means of the float and the valve at a substantially constant level L.

Anannular groove 34 is cut in the reduced upper portion of the body l9 immediately above the shoulder 20 so as to be disposed within the lower portion of the water reservoir 28. A bore 35 extends longitudinally of the body 19 intersecting the groove 34 and extending to the upper end of the body into the chamber 2%. The lower portion of the bore is enlarged and receives a screw-threaded metering valve 36 having its head 37 recessed or countersunk in the lower end of the body 19 and being adjustable within the bore 35 to vary the passage or flow space between the groove 34 and said bore 35. groove 38 is cut in the upper portion of the body is immediately below the shoulder 2i and above the normal liquidlevel L. A small air vent'tll extends from the groove 38 into the bore 35.

Within the chamber 26, an upstanding sleeve 40 is provided, said sleeve being formed integrally with and extending upwardly from the upper end of the body l9, and having its open upper end terminating in a horizontal plane substantially flush with the upper surface of the cover plate 23. A circular diaphragm M overlies the chamber Zliand the open upper end of the sleeve to, a suitable apertured retaining plate d2 engaging the marginal portion of the diaphragm ll and securing the same to the cover plate 23. As

shown in Fig. 8, the diaphragm extends, en-' tirely across the upper, portion of the chamber 26 and encloses the same.

, A finned diaphragm plunger d3 is disposed within the bore of the sleeve 49 and engages the ing -36 extends laterally into the lower end of the 7 body l9 and communicates with the passage 45,

while a suitable pipe 41 is connected between the opening 46 and the opening 18 of the boss H for conducting the water or other fluid from the metering device to the engine intake stack.

In the operation of the device, water or other 'fiuid flows from the storage tank 32 through.-

The float Zll controls the action A second annular the float 29 has been raised sufficiently to close the valve 3| and to prevent further flow of fluid.

Of course, as fluid is withdrawn from the reservoir 28, additional fluid will enter through the valve 3|. by reason of the lowering of the float 29. With water standing at the level L, the groove i 34 is completely submerged, and water may readily pass thereto through a cylindrical strainer or screen 48 which encompasses the entire upper portion of the body [9. Of course, the water will rise within the passage 35 until it is at the same level as the water surrounding the upper portion of the body I9, but there will be no tendency for the water to rise further through a siphoning or condensation action by reason of the air vent V 39 which tends to equalize pressures within and without the passage 35.

When the engine to which the device is connected is not in operation,

1 the spring 44 will function to force the diaphragm 4| upwardly from engagement with the upper open end of the sleeve 48, and there will be full communication between the passage 35, through the bore of the sleeve 40 and the passage 45, and

i the conduit 47, to the interior of the intake stack I0. As soon, however, as the engine is started, a

reduced pressure is exerted within the engine intake stack due to the restriction of the throttle valve, and this reduced pressure will draw the diaphragm 4| downwardlyonto the sleeve 4D,

compressing the spring 48 and closing off the path 7 of communication'to the engine intake stack from the passage 35. During normal operation of the engine, the device will remain in this condition,

and will not commence its" metering function absolute manifold pressure of the engine increases as the engine is progressively loaded, or

stated in another fashion, the vacuum exerted within the intake manifold decreases as the engine is loaded. The effect of this increasing pres sure or decreasing vacuumis to reduce the force holding the diaphragm 4| engagement with the open upperend of the sleeve 48 until a point 15 reached at which such force is insufiicient, to

overcome the strength of the spring 44, and the diaphragm commences to move upwardly away from the open upper end of the sleeve 4!]. The

manifold pressure is still below atmospheric pressure at this point, and there will be exerted now through the sleeve it! a suction or reduced pressure which will be communicated to the chamber 26 and the passage When this occurs, water rises throughthe passage 35 and is drawn through the sleeve 413 into the intake stack to provide the desirable and beneficent results characteristic of water injection in an internal combustion engine. As the engine load increases and decreases in the rnaximum loading range, the position of the diaphragm M will shift with respectto the sleeve 4!} to provide 'a correspondingincrease or, decrease in thequantity of water or other fluids supplied through the pipe 41 and to vary or meter the water injection phenomena in accordance with the degree of loading of the engine. As soon as the engine load is reduced below, the maximum range, the dia-:

phragm will seat fully upon the sleeve and all wa e injection wi11 cease.. At. this point, the

equalizing air vent 39 allows the'water within the passage 35 to return to"its=normal level. It isalso to be pointed out that the airvent 39 functions during the metering operation to introduce a small stream of air into the column of fluid within the passage 35 and to aerate or lighten the same so that it is more readily drawn into the bore of the sleeve '40 by the reduced pressure present in the engine intake manifold. Further, the needle valve 3'6 may be suitably adjusted to regulate and control the flow of fluid from the reservoir 28, but onc this needle or metering valve is adjusted for a particular engine, no further manipulation is normally required.

The operation of the device is illustrated graphically in Fig. 12 of the drawings, line A representing the decreasing manifold vacuum which is encountered as an engine is loaded progressivel-y from zero to one hundred per cent. .As indicated by the line B of the graph, the diaphragm'i may first unseat from engagement with the sleeve 40 at about a ninety per cent engine' loading, and an increasing vacuum wil1 be communicated to the chamber 2 6 as the. engine loading progresses from ninety per cent to one hundred per cent. This is true, because the diaphragm 4! does not move suddenly and completely from engagement with the sleeve 40, but instead, moves graduallytherefrom under the force of the spring 44 and as the suction exerted by the engine within the bore of the sleeve 43 decreases. "This suction reaches a minimum at one hundred per cent engine loading and the movement of the diaphragm from the sleeve 40 reaches a maximum at the same point. As indicated in the graph, at this point, the manifold vacuum and the vacuum within the chamber 26 are the same. i

It is apparent from the foregoing that this water metering and injection device functions only in the heavy loading range of an engine, at

a time at which increased power or apparently increased octane rating of the fuel is required. It is thus possible to use in an engine a fuel of a lower octane rating than that for which the en- .gine was designed. This is true because it is only under'heavy load conditions thatthe octane rating of 'an engine fuel becomes extremely critical and because'the present device, under such conprovides an apparent increase in the octane rating of the fuel. As is well known, water injection also provides an increment of power when used in an engine burning fuel of the proper or design octane rating.

It is to be noted that the passage 35 is located in the center of the housing or bowl 2|, and hence that tilting of the injection device will have no perceptible effect upon the operation of the mech-' anism since the level within the passage 35 will remain substantially constant at all times. It is further to be noted that the device is extremely simple and rugged in construction and is free of 1 extremely critical or minute passages through means of bolts or other fastening means 55 and 'extendstransversely across the-enclosure formed f.

. within the sleeve 59.

'.tle valve 58 downstream of said section. boss 62 is connectedto the intake stack down- -in the bore 64 is lower than the pressure in the by the interiors of the bowl 50 and the cap 53, I

dividing said enclosure into an upper chamber C and a lower chamber D. A screw-threaded opening 56 is provided in the cap 53 to furnish communication to and from the chamber C.

Similarly, a boss extends laterally from one side wall of the bowl 50 and is provided with an axial passage 58 through which communication is had with the chamber D.

An annular sleeve 59 is formed integrally of the lower wall 65 of the chamber 50 and extends upwardly therefrom axially of the chamberD tov the underside of the diaphragm 54. The upper extremity of the sleeve 59 forms a circular or annular valve seat 5! which receives the central portion of the diaphragm 55, the latter functioning in conjunction with the seat 5! as a valve member or valve core. .A screw-threaded boss 52 extends downwardly from the bottom wall 69 of the bowl 50 in alignment with the sleeve 54, and an axial passage 53 extends through the boss 52 in com-- munication with a counterbore 64 provided In one form of the invention, a suitable coiled spring 55 is disposed within the counterbore 54 so as to urge the central portion of the diaphragm 54 constantly upward from engagement with the valve seat 5!.

InFig. l of the drawings, the valve is shown in a'sirnple connectional relationship with the intake stack 55 of an internal combustion engine, the stack having a Venturi section 61 and a throt- The stream of the throttle valve by a suitable conductor 59, while a pipe Ill leads from the boss 5'! to a source of whatever material is to be metered into the intake stack. The upper opening 55 may be exposed to the atmosphere, may be connected into the intake stack 55 upstream of the venturi S1, or may be connected at a point slightly down-1 stream of the throat of the venturi 51!, as shown in Fig. l by the conductor H. In each case, the

pressure existent within the intake stack or the engine manifold downstream of the throttle valve .will be communicated to the counterbore 55, a;

constant or varying pressure will be communicated to the opening 56, and the pipe will be connected to a source of fluid supply, said source being under a slight or appreciable pressure, but in any event,'being at a pressure greater than the vmaximum pressure existent in the pipe 55 over therange of pressures for which the valve is required to operate. In the case of internal combustion engines, this will be the maximum manifold pressure achieved, but it is obvious that the valve may also be applied in instances in which the pressure exerted through the conductor 69 not only equals the pressure exerted through the pipe '55 but exceeds the same. Of course, in the latter case, flow to and through the conductor 59 i will cease.

Although in actual use, the'position oi'the valve shown in Fig. 2 would never be obtained, the same has been included to show clearly the structure of the valve. When the valve is not operating, and the pressures in the chambers C and D .are equal, the spring 55 will, of course, push the diaphragm upwardly from and oil of the valve seat 5!. When, on the other hand, the pressure chamber C and the pressure differential is suf- -ficiently high, the diaphragm will be held in engagement with the valve seat 6!, but at the same time, the marginal portion of the diaphragm may 7 be bowed pr dished downwardly into the chamber D, somewhat in the fashion shown in Fig. 3.

As the pressure differential across or between the pressure differential further decreases, the

. ly to a decreasing suction (or increasing absolute creasing amounts of a fluid to the suction zone.

.20 When the valve reaches its fully opened position,

' parent that there will be a relatively critical' diaphragm moves progressively further from the valve seat 6!, as shown in Figs. 4 and 5, increasing the displacement of the diaphragm from the.

valve seat and increasing the flow 'from the chamber D into the counterbore 54 and the passage 63. Thus, the diaphragm type Valve performs the unique function of responding directpressure) 1 to open progressively and meter inshown in Fig. 5, the pressure within the passage 53 will be approximately the same as the pressure of the fluid being supplied to the chamber D, there, of course, being a small differential to maintain the flowof fluid. At higher values of vacuum or suction, however, the valve will be par tially closed so that the flow to the counterbore 6 5 from the chamber D is restricted and a smaller quantity of fluid is caused to flow. There is thus provided an extremely simple and inexpen-- sive valve which functions in response to a de-' creasing suction to give a result normally expected from an increasing suction.

As stated hereinbefore, the valve is subject to considerable variation in that the opening 55 maybe exposed to the atmosphere so that the pressure in the chamber C remains constant, it may be connected to the intake stack 58 so that the pressure within the chamber C varies slightly with the velocity of flow through said intake stack but varies only over a relative small range, or it may be connected to the throat of the venturi 5i so as to respond noticeably to the velocity of flow through said venturi and so as to vary the pressurewithin the chamber C over considerable ranges.

As illustrated in Fig. 7 of the drawings, the spring may be omitted entirely, and theopening 55 connected to the throat of the venturi 5? through the conductor TI to provide a properly varying pressure in the chamber C to biasthe diaphragm 54 in the manner desired. It is known that as the flow of air through a venturi is increased, the pressure at the throat of the venturi is decreased, and hence, the latter arrangement provides for a decreasing pressure within the chamber C as the flow of air through the venturi Bl is increased. The flow of air increases as the throttle valve 68 is opened and therefore as the manifold pressure increases, and it is appoint at which the reduced pressure acting upon the upper side of the diaphragm5l will be sufficient to overcome the suction being applied to that relatively small area of the underside of the diaphragm exposed within the valve seat 5!, and at this point that the diaphragm will begin to move from engagement with the seat 5!. The movement of the diaphragm orthe opening of the valve continues progressively in a metering fashion as the pressure in the chamber C is further reduced and as the suction exerted through the passage 63' is likewise decreased.

A further alternate or modification which may be employed involves the connection of the opencombustion engine.

me so to'the throat brine venturi-Gl as described hereinbefore, coupled with the simultaneous use of a spring similar to the spring 65but somewhat less in strength. Inthis form of the invention, which may be considered as being illustrated in Figs. 1 and 2, the decreasing pressure in chamber C'functions in conjunction with the reduced force exerted by the spring 65, and thetwo together control the movement of the diaphragm is applied 54 as a decreasing suction or vacuum through the passage 63.

It has been found that the characteristic operation of this valve may be varied over a considerable range by variation. of the diameter of seat 61 or the area of the diaphragm exposed through said seat to the passage 63. Thus, the ratio of the areas of the diaphragm exposed to the various pressures may be altered at will by enlarging or reducing of the area encompassed by the valve seat 6|, and the valve maybe caused to'function at desired points and to meter flow;

after opening, in a desired fashion. If the area encompassed by the valve seat 6| is relatively.

small as compared to the area exposed to the chamberC, and a relatively heavy spring 65 is employed, the .valve'will open at a somewhat higher pressure differential than would be the case if a relatively weak spring is employed. Similarly, if the ratiobetween theexposed areas of the diaphragm is somewhat smaller, the valve will not open until the pressure differential is very small. Hence, it is apparent that the. functioning or operation of the valve may be varied i to a considerable extent both by varying the area of the diaphragm surface enclosed by the valvev seat GI, and by varying the strength or nature of the spring 65.

While the structure and operation of the valve has been described relatively generally, it has been found that the valve is particularly adapted for usein devices carbureting fuel'gas to an internal combustion engine. In this application, the pipe 10 may be viewed as being connected to a source of fuel gas under a slight pressure, and that the passage 63 is connected directlyor indirectlyto the intake manifold of an internal Under these conditions, the absolute pressure within the passage 63 will increase as the throttle valve 68 is opened and as the engine is progressively, loaded toward 100% loading. At'a point predetermined by the design of the valve and dependent upon the relative areas of the diaphragm exposed to the chamber C and enclosed within the valve seat 6|, along with the strength of the spring 65, the diaphragm will begin to move from the valve seat 6| permitting the flow of fuel gas from the chamber D through thepassage 63 to the intake manifold of the engine. As an example, such'iiow might be initiated at a 90% loading of the engine, at a 95% loading, or at any other desired point. As the loading of the engine progresses above the initial point, the manifold pressure will continue to increase (orthe suction or vacuum will decrease), so that the spring 65 moves the dia-' phragm 54 further from the valve'seat 6| and provides for a greater flow .of fuel gas to the intake manifold, thus further enriching the fuel mixture. This'progressive enriching continues through the opening 56 by reason of the increasing flow through the venturi functioning to apply an increasing upward thrust to the diaphragm 54 and providing the same valving and metering action. 7

The foregoing description of the invention is explanatory thereof and various'changes in the size, shape and materials, as well as in the details of the illustrated construction may be made, within the scope of the appended claims, without departing from the spirit of the invention.

What I claim and desire to secure by Letters Patent is:

1. In an internal combustion engine fuel supply system of the class wherein a fuel and air mixture is drawn into theengine intake manifold through an engine intake stack having a throttle valve therein, .the combination with the intake stack of a metering valve having a housing, means placing the housing in communication with a source of a fuel supplement, a conductorleading from the intake stack between the throttle valve and. the intake manifold into the housing and having an opening in' the housing, a valve seat surrounding the opening, a flexible disk-like valve closure having one side closing one side of the housing and engaging the valve seat, and means biasing the valve closure away from the valve seat.

2. In an internal .combustion engine fuel supply system of the class wherein a fuel and air mixture is drawn into the engine intake manifold through an engine intake stack having a throttle valve therein, the combination with the intake stack of a metering valve having a housing, a pipe leading from the interior of the housing to a fuel supplement supply, a conductor extending into the housing and having an opening exposed therein, a valve seat surrounding the opening,

said conductor being in communication with the: 7

engine intakemanifold, a diaphragm having one side closing one side of the housing and engaging the valve seat, and means biasing the diaphrag awayfrom the valve seat.

' SAM P. JONES.

References Cited in the file of this patent UNITED STATES PATENTS Number Name 1 Date 1,239,929 -Mecham Sept. 11, 1917 1,781,356 West NOV. 11, 1930 1,908,400 Bragg May 9, 1933 2,000,002 'Stockmeyer Apr, 30, 1935 2,192,042 Hoffmann Feb. 2'7, 1940 2,441,301 Waag May 11, 1948 2,493,808 Garrigus Jan. 10, 1950 74 Anderson July 4, 1950 2,564,133 Stadler Aug. 14, 1951

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