US1254735A - Carbureter. - Google Patents

Description

R. SHIPMAN.

CARBURETER.

APPLICATION FILED MAR. 19, ms. RENEWED JUNE 20.19n.

mmfiw Patented Jan. 29, 1918.

Z SHEETS-SHEET l- EEW- 55 C I/H024 R. SHIPIVIAN.

CARBURETER.

APPLICATION FILED MAR.19, I915. RENEWED JUNE 20. 1911.

mmymm Patented Jan. 29,1918.

2 SHEETS-SHEET 2.

Elm

Elli) fuel, to form a suita it il l if:

RIPE SHIPMAN, 0F SUNBURY, PENNSYLVAN oannunn'rnn.

I Specification of Letters Patent.

Patented Jan. 29, lhll.

Application filed March 19, 1915, Serial No. 15,4. Renewed .Tune 20, 1917. Serial No. 175,977.

To all whom it may concern:

Be it known thatl, RALPH SHirMAN, a citizen of the United States, residin at Sunbury, in the county of Northumber and and State of Pennsylvania, have invented certain new and useful Improvements in Carbureters for Explosive-lEngines, of which the following is a specification.

The present invention relates to improve ments in carbureters adapted for modern internal combustion engines, such as are used on automobiles, where the speed of the engine is not always maintained the same, but is varied at the will of the operator, and the main purpose of the invention is to provide for automatically maintaining the air and liquid fuel composing the explosive mixture in proper proportions at all engine speeds.

. In the drawing accompanying this appli cation, 1 have shown a carbureter of the type illustrated in my prior Patent No.

783,902, in which a hingedvalve 0r damper,

normally restricts the flow of air through the carbureter and, at low engine speeds,

carries the reduced volume of air close to the liquid fuel nozzle. in passing through the restricted opening the velocity of the air is sufiicient to cause a proper flow of liquid le mixture, while, as the engine speed increases, the valve opens and a greater volume of air flows past the fuel nozzle at a speed. which causes the liquid fuel to pass out in greater volume, but in proper proportion to the air to make a suitable mixture for the engine at the higher speeds. The present invention relates particularly to improvements in the spraying devices for carbureters of this type, whereby hetter'mixtures are obtained at the various engine speeds, the draft con trolled valve or damper cooperating with the spraying device to this end. lihe invention also comprises an improved priming valve for the carhureter, the details and advantages of which will hereinafter he pointed out.

in the accompanying drawing, which illustrates the invention,

Figure l is a section through the carhureter on the line l-l of Fig. 2.;

Fig. l is a perspective view of the spray ing device illustrated in Fig.1;

Fig. 9; is a top plan view of the carhurcter;

end of the carbureter, showing 3 is a section on the line 3-3 of 5 Figs. 4 and 5 are, re ectivel 0 osite side elevations of the car b iiretem pp Fig. 6 is a perspective view of the draft controlled damper;

Fig. 7 is a section through the air intake the priming valve closed, and illustrating its operation;

Flg. 8 is a perspective view of, a modified form of spraying device, with the draft controlled damper shown in dotted lines;

Fig. 9 is a side view, partly in section on the line 9-9 of Fig. 10, of another modification of the spraying device;

Fig. 10 is a top plan view of the spraying device shown in Fig. 9;

Fig. 11 is a top plan view of another modification of the spraying device;

Fig. 12 is a central section through the device shown in Fig. 11;

Fig, 13 is a top plan view of still another modification of the spraying device; and, v

Fig. 14: is a section on the line 1i1l of Fig. 13.

Referring to Figs. 1 to 7, of the drawing, A indicates the mixing chamber of the carbureter comprising a tubular casing 1, having at one end a priming valve 1), and at the opposite end a throttle valve t, and between these valves is a draft controlled valve or damper cl. lhe priming valve, as usual, is held normally open by a spring 2, upon its stem 3, in order that air may pass freely through the air intake end l of the carbureter, and an arm 5 is provided upon the stem to which the usual priming wire or red may be attached for closing the valve to start the engine, when desired. For convenience in machining the arts, the priming valve is mounted in a fitting 6, which forms an extension of the casing 1. The valve, as shown, is composed of a flat ring Z, the outer diameter of which is substantially equal to the internal diameter of the fitting 6 and a disk it which fits against the ring, the disk and ring forming a complete closure for the air intalre end of the carhurcter when the valve is in closed position, as shown in Fig. it. l he inclusive,

ring is secured to the spindle 3, hut the dislr isv perforated at diametrically opposite points and isadapted to slide upon studs 5* toward and from the ring. liight coiled lid hit

lllllll Illlli ually lating the flow of fiuld through sa1d nozzle,

disk 8 to be drawn away from the ring 7, and thereby permit enough air to enter to keepthe carbureter from flooding or the engine from stalling, should the operator not release the priming Valve promptly. When the priming valve is released, it opens automatically by reason of the spring 2, and the springs 10 then return the disk 8 to its normal position against the ring 7, so that these two parts will form a complete closure for the air intake end of the carbureter when it is next necessary to use the priming valve.

The throttle valve t, which regulates the quantity of mixture flowing to the engine, is cast in one piece with its stem 11 and a flange bushing 12, which parts fit into suitable openings in the upper and lower walls of the casing, and the stem is provided with an arm 13 by which the valve may be turned from the dashboard of an automobile through the usual manually operated appliances. The float chamber of the carbureter is indicated at B, and 14 representsthe fitting through Which the gasolene flows from the tank or source of supply to the float chamber, the level of the fuel in the latter chamber being regulated by the float 15 and a..suitable valve 16, the details of which need not be described. A passageway 17 leads from the float chamber to the interior of a fuel nozzle 18, in-which is fitted a manadjustable needle valve 19, for reguor entirely cutting off the flow, as desired. This nozzle projects upwardly through the lower wall of the casing 1, and upon said lower 'wall within the casing, is arranged a spraying or mixing nozzle 6, with the interior of which the fuel nozzle 18 communicates. The casing 1 ispreferably rectangular ,in cross section, as shown in Fig. 3, and the spraying or mixing device e comprises a head 20 which rests upon the bottom of the casing and extends across itfrom slde to side, and a stem 21, which pro ects rearwardly, or toward the air intake end of the carburetor from the head. The stem 21 1s bored longitudinally, as shown at 22, and this bore intersects a cross-bore or passageway 23 in the'head, the ends of the latter bore being suitably closed so that the spraying or mixing device is substantially hollow, having two bores at right'angles to one another. The head has a transverse series of openings 24, extending through its upper wall to the bore 23, and on its: upper surface the valve d normally rests upon the ribs 26,

bridging over the grooves adjacent the perforations 24:. These grooves form small air passageways through which the air may flow beneath the forward edge of the valve and over the orifices 24. At the rear of the crossbore 23, and in advance of the fuel nozzle 18v is a perforation 27, extending downwardly through the upper wall of the bore 22, and a short distance at the rear of the perforation 27 is another perforation 28, these perforations being for a purpose hereinafter mentioned. The rear end of the bore 22 communicates with the interior of the casing 1, and the size of this bore may be reduced, as desired, by means of suitable bushings, one of which is shown at 29. The valve or damper d has on its underside an arm or bracket 30, provided with a tubular trunnion 31, which extends across the casing and is sleeved upon a pin 32, secured in the sides of the casing and extending transversely through it. A projection 33 on the spraying device serves as a rest for the bracket or arm of the damper, and as the damper is made of sheet metal stampings, this stop forms a substantial support for the valve to relieve it of strain in case of backfiring through the carbureter. The valve (1 is normally pressed to its seat by a helical spring 33, one end of which fits over a conical projection 34 secured to the top of the valve -while the other end fits within a cap 35,.which is adjustable within a threaded opening 36 in the upper wall of the carbureter. By turning the cap 35, the tension on the spring may be varied as desired, and in order to hold the bushing frictionally in its adjusted position, a s ring 37 is provided in a housing 38, an normally forces a ball or other solid object against the threads of the bushing 35. An adjusting screw 40 is fitted into the end of the housing for the purpose of applying suitable tension to the spring 37.

In operation, the draft controlled valve at substantially closes the passageway through the casing above the spraying device, and thus restricts the flow of air through the carbureter. In the closed position of the valve, the air flowing through the casing of the carbureter must flow beneath the draft controlled valveand in proximity to the sprayingdevice, the air, of course, flowing more rapidly through and past this device because of the closing off of the main passageway by the damper. In cranking the engine to start it, the priming valve being closed, the liquid fuel will be drawn from the nozzle 18 into and through the passageways 22 and 23, and thence outward through the transverse series of orifices 24, thence passing into the engine with whatever air may pass through the bore 22, perforations 27 and 28, and the channels 25 beneath the draft controlled damper. When the engine starts and is running idle at its lowest speed,

the draft controlled valve remains substantially closed, in" which case the air continues the courses just mentioned, intimately mix less extent, depending upon the demands of; the engine. So long as the throttle valve is substantially closed, .air flows downward through theorifices 27 and 28 into the inte rior of the mixing device 6 and minglesiwith the fuel spray from the nozzle .18, the suc-' tion through the openings 24 at the outlet 1 25 end of the, devicebeing-great enough to.

cause these downward drafts of air through the nozzles 27-and 28, this air draft controlled valve a} to the demands ofthe engine,

greater flow of air through the carbureterl As this valve opens, the drafts through the orifices 27 and 28 become reversed, in succession. That is, when. the draft controlled damper lifts to a certain extent, more air flows over the top of the device e than in through the passageway 22, and hence, in-

stead of air flowing downward'through the passageway 27, liquid fuel will flow out through said passageway into the passing current of air. Thus, when the flow of air it? is increased to a certain extent by the draft, the liquid fuel finds an additional outlet so that an increased flow of fuel is automatically'supplied with an increased flow of air. With a further opening of the throttle valve to andan increase in the draft through the carburetor, the valve 0? lifts still farther and the liquid fuel then flows out throu h the orifice 28, as well as through the ori ces 27 and 24', and thus another outlet for the liqte uid fuel is provided, and this automatically comes into use as the draft is increased. Upon slowing down the engine, the reverse of these operations takes place, the flow of liquid fuel through the orifice 28 first ceasing, and this being followed as the valve closes, by a cessation of the fuel flow through the orifice 27, and as the draft controlled valve nears its seat, air will flow first through the opening 28 into'the mixer 6, followed by at a flow of air through the orifice 27 into the V mingling "fi withthe fuel Within the spraying head c and and the throttle v'alve'is openedwider, the opensi in response] allowing a mixer e, and it will continue to flow through these orifices into the mixer while the engine is running idle, the fuel for the engine then all passing through the orifices 24:.

There are various ways in which the mixto ing head may be modified, giving the same results, and in Figs. 8 to 14, inclusive, T ha illustrated some of these.

For instance, in Fig. 8, in the mixing device e, the channels and ribs illustratedin Figs. 1 and'l are omitted, and the draft controlled valve (Z, shown in dotted lines, rests upon the top of the head 20, in which position it would close the air passageway through the carbureter, except for the flow through the stem 21 and out through the openings 24*, which, in this instance, are in the forward sloping side41 of the head, ad-

jacent to the end of the valve B, but not closed 'by it. I a

In Figs. 9 and 10, another modification, e

is shown, in which there is but a single opening,24. in the-forward side of the head 20 this opening being substantially equal in area to the sumof the areas of the transverse series of openings in the previously described gure's. In; Figs. .9 and 10, the bore 22*, through the stem, extends directly to the opening 24. as shown in dotted lines, and a transversepassageway 42 intersects thelon-, gitudinal bore 22 at the rear of the point Where the 'valve d restsupon the head 20". Openings 27 and 28 are arranged in the stem, corresponding tothe openings 27 and 28 in Fig. 1, and in addition to these openings, a transverse series of perforations 43 r are extended through the rear wall of the head into the passageway 42. These trans verse openings, as shown in Fig. 9, are inclined forwardly and upwardly, and these, we as well as the openings 27 and 28 are in advance of the liquid fuel nozzle 18. lit will be apparent that in the operation of this device, with slight draft through the carbureter, the mixture will flow out of the opening 2%", and no air will flow into the mixing device through openings 43, 27* and 28 and through the bore of the stem, until the damper lifts in response to the demands of the engine, when fuel will flow out through the openings 43 and 27 and also through the opening 28*, if the draft is sufficient. The upward and forward inclination of the openings 4-8 causes the liquid fuel to issue somewhat in the direction of the air draft.

In Figs. 11 and 12, the head a has two transverse recesses 23 and 42, which are in tersected by the bore 22, extending through the stem into the head. A transverse series of openings 24 extend from the recesses 23 openings 24, and it may rest directlyupon the head or slightly above it, .as shown in Fig. 12. The openings 43 are in advance of the fuel nozzle 18. In this modification, at low engine speeds, air enters through the bore 22 in the stem and also through the perforations 43 and the mixture issues from the openings. 24. At higher speeds, the valve 03 lifts and the draft throu h the openings 43 is reversed, liquid fiiel issuing through said openings and mingling with the air passing between the valve and the head. i

In Figs. 13- and 14 is shown still another modification of the spraying head, suitable for high power engines. In these views, the head 6 is provided with two transversely extending bores or recesses 23 and 42, which are not connected with one another, and the longitudinal bore 22 through the stem intersects the bore 42 only. Two fuel nozzles 18 and 18 are provided, the former entering the bore of the stem as in the previously described figures, and the latter entering the transverse bore or recess 23". The head is wider than those shown in the previously described figures, and it has extending through its upper wall a transverse series of'openings 24 which connect with the recess 23 and a similar series of openings 24. which connect with the recess 42. The top of the head is grooved, as shown at 25*, these grooves extending across the top of the head and 1n line with the front and rear perforations therein, and the forward end of the valved, when closed, rests upon the ribs ad acent the openings 24. In this form of spraying head, at low engine speeds, the valve remains closed, or substantially so, and there is no draft through the bore 22 or suction applied to the nozzle 18;.or at least, the suction is insufiicient to carry fuel from said noz'nle. Air flows, however, through the channels 25, under the valve and over the orifices 24 and the suction caused by the engine draws the liquid fuel from the nozzle 18*, which mingles with the air as it emerges from the orifices 24 forming a mixture suitable in quantity and quality for operating at low speed. It will be understood that when'the valve is in closed position, the small volume of air is caused to travel rapidly past the orifices 24 owing air passageway at th s point by the valve. Hence, a thorough mixture of the a1r and liquid fuel is insured, even at low engine speed. With the opening of the throttle valve and consequent lifting of the .draft controlled valve (1, a draft is created through the stem of the mixing device past the fuel nozzle 18, and mixed air and fuel will then flow into the transverse passageway a2", and thence out through the orifices 24 lnto the current of air flowing;v over the mixing device. Air will also flow downward'through to the restriction of the the orifices 2'1 and 28" into the bore 22 unless the throttle is opened to a considerable extent, in which case, as in the previously described figures, the draft through these orifices will be reversed, and as the draft controlled valve continues to open, liquid fuel will flow first out through the opening 27 and then, with the continued opening movement of the valve d, through the opening 28". From what has been said, it will be seen that with this spraying head, as the draft through the carbureter increases in response to the demands of the engine, the draft controlled valve 01 moves from its closed to its wide-open position and the liquid fuel passes out'through a progressively increasing number of outlets, and conversely, as the engine slows down, the valve (1 returns to its normal position and the liquid fuel is supplied to a flowing current of air through a progressively decreasing number of outlets.

The passageway in the casing in which the draft controlled damper is situated may be considered a main air passageway, while the passageway through the spraying device may be termed an auxiliary air passageway, and for the purpose of distinguishing the spraying outlets or orifices in the claims, the orifices at the outlet end of the spraying device may be considered as the main spraying orifices, while those at the rear of the outlet end may be considered as auxiliary spraying orifices.

, What I claim is:

1. In a carbureter for explosive engines, the combination with a casing having a main air passageway therethrough and an auxiliary air passageway therein, the latter having a main spraying orifice and an auxiliary spraying orifice at the rear of said main orifice, of a fuel nozzle communicating with said auxiliary passageway, and a valve in the main air passageway normally checking the flow of air past said auxiliary orifice and adapted to 0 en in response to increased draft through t e casing.

2. In a carbureter for explosive engines, the combination with a casing-having a main air passageway therethroughand an auxiliary air passageway therein, the latter having a main spraying orifice and a plurality of auxiliary spraying orifices at the rear of said main orifice, of a fuel nozzle communieating with said auxiliary passageway, and a valve in the main air passageway normally checking the flow of ai-rxpast said auxiliary orifices and adapted to open in response to increased draft through the casing.

3. In a carbureter for explosive engines,

the combination with a casing having a main air passageway therethrough and an auxiliary a1r passageway therein, the latter having a main spraying orifice and an auxiliary Hull till

ease-gratis spraying orifice at the rear of said main orifice, of a fuel nozzle communicating with said auxiliary passageway at the rear of said auxiliary orifice, and a valve normally extending across the main air passageway in advance of said auxiliary orifice and adapted to open in response to increased draft through the casing.

t. In a carbureter for explosive engines,

the combination with a casing having a main air passageway therethrough and an auxiliary air passageway therein, the latter having a main spraying orifice and an auxiliary spraying orifice at the rear of said main orifice, of a fuel nozzle communicating with said auxiliary passageway at the rear of said auxiliary orifice, and a hinged draft controlled valve normally extending across the main air passageway and having its free end adjacent said main spraying orifice.

5. in a carbureter for explosive engines, th combination with a casing having a main air passageway therethrough and an auxiliary air passageway therein, the latter having a main spraying orifice and a plurality of auxiliary spraying orifices spaced rearwardly at different distances from the main orifice, of a fuel nozzle communicating with said auxiliary passageway, and a valve in the main air passageway normally checking the flow of air past said auxiliary orifices and adapted to open in response to increased draft through the casing.

6. lln a carbureter for explosive, engines,

' the combination with a casing having a main air passageway therethrough and an auxiliary air passageway therein, the latter having a series of main spraying orifices extending transversely of the casing at its forward end and an auxiliary spraying orifice at the rear of said series, of a fuel nozzle communicating with said auxiliary passageway and a valve in the main air passageway normally checking the flow of air past said auxiliary orifice and adapted to open in response to increased draft through the casing.

7. lln a carbureter for explosive engines, the combination with a casing having a main air passageway therethrough and an auxiliary air passageway therein, the latter having a series of main spraying orifices extending transversely of the casing at itsforward end and a transverse series of auxiliary spraying orifices at the rear of said main series, of a fuel nozzle communicating with said auxiliary passageway, and a valve in the main passageway normally checking the fiow of air past. said auxiliary orifices and adapted to open in response to increased] draft through the casing.

8. lln a carburetor for explosive engines, a casing having a main air passageway there through, a spraying device within the casing comprising a hollow head extending transversely of the casing, and having a trans verse series of spraying openings, and a tubular stem communicating with said head, a liquid fuel nozzle communicating with the interior of said stem, and a draft-controlled valve normally restricting the flow of air through said passageway.

9. In a carburetor for explosive engines, a casing having a main air passageway therethrough, a spraying device within the casing comprisinga hollow head extending transversely of the casing, and having a transverse series of spraying openings, and a tu bular stem communicating with said head, a liquid fuel nozzle communicating with the interior of said stem, and a hinged draft controlled valve normally extending across said passageway and having its free end adjacent said openings.

10. la a carbureter for explosive engines, a casing having a main air passageway therethrough, a spraying device within the casing comprising a hollow head extending transversely of the casing, and having a transverse series of spraying openings, and a tubular stem communicating with said head, the latter having one or more spraying openings therein, a liquid fuel nozzle cornmunicating with said stem, and a draft controlled valve normally extending across said passageway in advance of the openings in the spraying stem.

11. In a carbureter for explosive engines, a a casing having a main air passageway therethrough, a spraying device within the casing comprising a hollow head extending transversely of the casing, and having a transverse series of spraying openings extending through its upper wall and ribs or projections on said wall between the openings, and a tubular stem communicating with said head, a liquid fuel nozzle communicating with the interior of said stem, and a hinged draft-controlled valve normally extending across the passageway and having its free end adjacent said ribs.

12; In a carbureter for explosive engines, the combination with a casinghaving a main air passageway therethrough of a spraying device within the casing comprising a hole low head extending transversely of the cas ing and a tubular stern projecting rearwardly from the head, the head having a spraying orifice and the stem having a bushing in its inlet end, a fuel nozzle communicating with said stern in advance of the hushing,'and a draft-controlled valve ex tending a ross said passageway adjacent said head.

13. In a carburetor for explosive engines, the combination with a casing having a main air passageway therethrough of a head. extending transversely of the casing and having two disconnected transverse bores, one in front of the other, and two series of spraying orifices, one extending from each llltll art ilhd

bore, an auxiliary air passageway commu- In testimony whereof I have afiixed my nlcatmg wlth the rear bore, fuel nozzles s1gnature,1n presence of two w1tnesses. commumcatlng with both bores, and a hinged draft-controlled valve for the main RALPH SHIPMAN' air passageway having its free end normally W1tnesses: adjacent the outlet orifices of the forward P. M. SAVIDGE,

bore. WALLACE E. Knorr.

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