US1234995A - Carbureter-governor. - Google Patents

Description

G. ADAMS.

CARBURETER GOVERNOR..

APPucAnoN FILED DEC. 16. 191e.

1,234,995. Patented July 31, 1917.

x EX/IA UJTGAS E5 DI? HOTWA TER FFPOM ENG/NE JACKET GRIDLEY ADAMS, OF CHICAGU, ILLINOIS.

CARBURETER-GOVERNOR.

Specification of Letters Patent.

Patented July 31, 1917.

Application filed Becember 16, 1918. Serial No. 137,317.

To all whom t may concern.'

Be it known that I, GRIDLEY ADAMS', a

citizen of the United States, residing at Chiair inlet, 3. is a chamber casing interposed in the .liquid 'fuel supply pipe, 5, anterior to the coil, 5a, in said chamber, 4. It

cago, in the county of Cook and State of \is conveniently mounted on the top of the Illinois, `have invented certain new and useful Improvements in Carbureter-Governors, of which the following is a specification, ,reference being had to the accompanying drawings, forming a part thereof. l

The purpose of this invention is to provide an improved means for furnishing .to

'a 'carbureter of an internal combustion engine, the air and the liquid fuel Anecessary for the explosive mixture in a pre-heated condition with the temperature controlled so as to be approximately uniform, notwithstanding variations in the outer air temperature and the initial temperature of the liquid fuel which results from said outer air temperature. In consists in the elements and features of construction shown and described, as indicated in the claims.

In the drawings Figure 1 is a partially diagrammatic view of the nature of an elevation of the parts of the structure constituting this invention for the purpose of showing their general relai tion to each other.

Fig. 2 is a vertical section of a chamber in which the liquid fuel is pre-heated by the previously pre-heated air supply, section being made axially with respect to the thermostatic devices mounted on said chamber.

In the structure represented in the drawings, 1 is an air supply pipe for conducting air to the carbureter, which is reached ultimately by the terminal pipe member, 16. 2 is a branch of the exhaust pipe from the engine which is shown extending as a coil, 28, within the air supply pipe, 1. It will be understood that after its emergence at the end of 'said coil portion, said exhaust pipe branch may rejoin the main exhaust pipe, not shown, or extend tothe muflier, not shown. 3 is an auxiliary air inlet branch leadin into the air supply pipe, 1, at a point beyon the heating coil, 2B. 4 is a chamber into which the air supply pipe, 1, leads after junction therewith o the auxiliary air supply pipe, 3. 5 is a liquid fuel supply pipe which is extended into the chamber, 4, and extends as a coil, 5, therein and therechamber, 4, closing an opening, 4, in the top thereof. 9 is a thermostatic device consisting of a bi-metallic coil, the outer end 0f which is secured to the casing, 8, the inner end being secured to a hollow shaft, 10, which is journaled in the to and bottom walls of said casing and exten s out through the bottom wall, and below the bottom wall where itextends in the opening, 4", in the top of the chamber, 4. It has rigid with it a ever arm, 11, extending ofi' radially, and having the end bent into direction parallel with the said tubular shaft, as seen at 12. 'Io said offset end portion, 12, of said lever arm, there is secured the outer end of a thermostatic element, 14, similar to the thermostatic element, 9, the inner end of said thermostatic element, 14, being rigidly connected to a shaft, 15, which extends through the hollow shaft, 10, and protruding above the casing, 8, into the auxiliar air inlet branch, 3, constitutes the stem o the valve, 7. It will be observed that the thermostatic element, 9, is exposed to the temperature of the liquid fuel supply before the latter has been heated by the air in the chamber, 4, and that the thermostatic element, 14, is exposed' to the temperature of the air 'in said chamber, 4. The direction of coiling of the thermostatic element, 9, is such in view of the disposition'cf the two metals of which said thermostatic element is composed,-that having the higher coefficient of expansion being exterior,-that the colder the liquid fuel passing through the casing, 8, and acting upon said thermostatic element 9, the farther the outer end of the thermostatic element, 14, will be carriedin the direction for closing the valve, 7 and the thermostatic element, 14, having the same disposition of its two metal members, as the thermostatic element, 9, is coiled in such direction that the warmer-the air in said chamber, 4, the farther the inner or valve-stem connected end of said thermostatic element, 14, is moved around in direction for opening the valve. rIhe result, it will be seen, is that the amount of air admitted through said through, emerging therefrom at the farther auxiliary air inlet to temper the air which end as the pipe, 5", and extending thence to the float chamber, 6, 0f the carbureter. A

valve, 7 is provided to control the auxiliary has been previously heated in the pipe, 1, by the exhaust gases passing through the coil, 2*, be increased by a rising temper- -sirable for passing to the carbureter.

ature in the air in the chamber, 4, and also will be 'increased bya rise in temperature of the liquid fuel. Thus, the hotter the exhaust gases, and the warmer the atmosphere, and the warmer in consequence the liquid .fuel in the pipe, 5, and theA mixed air coming into the chamber, 4, the more outer air will be admitted for cooling it; but this wlll be affected also by the temperature ofthe liquid fuel, which if it is quite cold, will cause the thermostatic element, 9, to adjust Vthe thermostatic element, 14, so as to admit less cooling air through the auxiliary air inlet than if said liquid fuel is quite warm.

The thermostatic devices, 9 and 14, will be constructed and proportioned with respect to the parts which are operated by them and the passages in which they are located and the quantity of air and liquid fuel to be afected, so as to cause the liquid fuel at its emergence from the end of the coil, 5, in the chamber, 4, to have a predetermined temperature judged most de- This result will be accompanied by a varying temperature of the air emerging from the chamber, 4, which will be warmer or cooler, according tothe outside atmospheric temperature and that of the exhaust gases; but in any event, it lwill be at a higher temperature than the liquid fuel issuing from the coil, 5, because its own temperature at the entering end of said chamber, 4, will have been enough higher than the temperature of the liquid fuel entering at that end to adapt it to raise the temperature of the liquid fuel at the emergence of the latter to the desired point, and to do this the air must itself carry an excess of heat above the temperature which is to be produced in the liquid fuel. It is considered desirable that the air and the liquid fuel should reach the carbureter at substantially the same' temperature, so that the temperature of the resultant mixture will not be affected by any variation in the proportions of the air and liquid fuel, such variation of proportions being made constantly for reasons well understood in respect to the operation of internal combustion engines. 'It is therefore desirable to provide means for reducing the temperature of the air whichemerges from the chamber, 4, to the temperature of the oil which has been produced by the exposure of the liquid fuel to the previously higher temperaturebf the air in the chamber, 4. For this purpose there is provided a second auxiliary air inlet, 20, for admixture of outer air with the air emerging by way of the pipe, 16, from the chamber, 4, and a thermostatic device, 17, similar to vthose already described is located in the pipe, 16, beyond the air inlet so as to be exposed to the temperature of the air after the admixture of an additional quantity admitted through said second auxiliary air inlet, and this third thermostat is operatively connected inv substantially the manner already described in respect to the other thermostats with the valve, 21, which controls said second auxiliary air inlet. `The position of the elements of said thermostatic device and the direction of coiling of the same for chamber, 6, at the same temperature as the` air delivered to the carbureter intake is conducted at substantially that temperature from the float chamber by the pipe, 5c, to the nozzle, 25, at lwhich it is discharged for mixture with said'air. 26 represents a valve in the air pipe which may be operated in the usual way for controlling the amount of air admitted to the carbureter. It will be understood that this valve may be in any position and operated in any manner for this purpose without departing from this invention. f

I have described the pipe coil, 2a, as conducting exhaust gases, but it may conduct hot water from the engine jacket if preferred. The dimensions would be different if the hot water instead of the hot gases were employed, but it is not intended in the drawings to indicate the dimensions for either purpose, such dimensions being left to the judgment of the mechanic according to the type of engine andthe convenience in respect to making the proper connections with the hot gases or hot water as'the case may be.

claim 1. The combination with a carbureter of an internal combustion engine; an air supply pipe and means for pre-heating the air passing therethrough by the engine fluids; an auxiliary air inlet for admixture of outer air with said pre-heated air; a liquidv fuel supply pipe, and meansv by which it is exposed to the temperature of said pre-heated and admixed air, and two thermostatic devices, one exposed to the temperature of said pre-heated and admixed air, and the other-exposed to the temperature of the liquid fuel supply before the latter is exposed to the temperature 'of said air; and a valve which controls the auxiliary air inlet, both said thermostats being operatively connected vfor controlling said valve.

2. In combination with a carbureter, an

f air supply pipe and means for pre-heating the air passing therethrough by the engine iuids; an auxlliary air inlet for admixture ofv outer air with said pre-heated air; a liquid fuel supply pipe and means by which it 1s exposed to t e temperature of said p-reheated and admixed air; a valve controlling the auxiliary air inlet; a thermostatic device exposed to the temperature of said pre-heated and admixed air,V operatively connectedv with said valve for adJusting it, and a second thermostat exposed to the temperature of the liquid fuel in said liquid fuel pipe, and operatively connected with the first thermostat for adjusting its temperature-sensitive element.

3. In combination with a carbureter, an air supply pipe and means for pre-heating the air flowing therethrough by the engine fluids; an auxiliary air inlet for admixture of outer air with said p-re-heated air; a chamber through which the mixture flows; a valve which controls said auxiliary air inlet; a thermostatic device exposed to the temperature of the admixed air in said chamber, and operatively connected for controlling said auxiliary air valve; a liquid fuel supply pipe extending within said chamber for heating the liquid fuel by the air in said chamber; a second thermostat exposed to the temperature of said liquid fuel ranterior to said chamber, said second thermostat being operatively connected with the first for adjusting the latter, and means for conducting the air from said chamber, and the liquid fuel from said pipe beyond said chamber, to the carbureter.

4. In combination with a carbureter; an air supply pipe and means for pre-heating the air passing therethrough by the engine liuids; an auxiliary air inlet for admixture of outer air with said pre-heated air; a liquid fuel supply pipe and means by which it is exposed to the temperature of said preheated and admixed air; two thermostatic devices, one exposed to the temperature of said air and the 4other exposed to the temperature of said liquid fuel; Va valve which controls said auxiliary air inlet, and operative connections from both said thermostats for controlling said\ valve; a second auxiliary air inlet for admixture of outer air with' said p-re-heated and previously admixed air beyond the place at which the liquid fuel pipe is exposed to the temperature of said air; a third thermostat exposed to the temperature of the air beyond said auxiliary air inlet; a valve which controls said second auxiliary air inlet, and operating connections from said third thermostat for controllingsaid valve.

5. In "combination with a carbureter, an air supply pipe and means for pre-heating the air passing therethrough by the engine fluids; an auxiliary air inlet for admixture of outer air with said pre-heated air; a liquid fuel supply pipe and means by which it is exposed to the temperature of said preheated and admixed air; two thermostatic devices, one exposed to the temperature of saidair and the other exposed to the temperature of said liquid fuel; a valve controlling the auxiliary air inlet, the two thermostats each comprising a bi-metallic coil and a shaft to which the inner end of said coil is secured; a partition separating said coils, the shaft for one of the coils being tubular and having the other shaft extending through it,

said tubular shaft being extended through the partition and having at the opposite side thereof from the coil whoselinner end is attached to it, a lever arm, the other coil having its outer end attached to said 'lever arm, the shaft to which the last mentioned coil is attached at its inner end being operatively connected to the auxiliary air inlet valve.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 13th day of December, 1916.

GRIDLEY ADAMS.

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