US1656369A - Carbureting apparatus - Google Patents

Description

Jan. 17, 1928.

M. E. CHANDLER CARBUHETING APPARATUS Filed July 9. 1923 Patented Jan. 17,1928.

UNITED STATES PATENT OFFICE.

HILTON E- OEAHDLER, OF CHICAGO, ILLINOIS, ASSIGNOB TO S'IBOMBEBG MOTOR,

linvrcns 00., or cnrcaeo,

ILLINOIS, A CORPORATION 01 ILLINOIS.

cansunnrmo arrnna'rus.

Application filed July 9,

My invention relates to carbureting apparatus, and has particular reference to that class of carbureting devices generall known as starter carburetors i. e., in w ich the mixture is created in the fuel supply tank or other fuel reservoir, as by bubblin air u through the body of fuel therein, om w ich the resulting mixture is conducted to the intake manifold.

The fundamental object of my invention is to provide carbureting apparatus of this class which will be automatically, responsive to suction conditions existing in the intake manifold. Where there is no automatic control in carbureting devices of this class the quantity of relatively rich mixture from the supply tank will decrease as the throttle is opened and the manifold vacuum falls. If the hand operated control valve, or other preliminary adjustment, is o ened up sufliciently to take care of this con ition, the discharge of the carbureting device is too rich when brought back to the closed throttle condition. y the provision of the present automatic control mechanism the quantity of mixture will increase as the throttle is opened and the manifold vacuum falls. Conversel with a high manifold vacuum produced by a substantially closed throttle, the resent control mechanism will reduce the e ectiveness of the connection to the starter carburetor and let in a relatively small quantit of the mixture from the suppl tank. T e present control mechanism thereb fulfills the object of making the flow to this starter carburetor directly responsive to movement of the manifold throttle.

A further object of the invention is to provide automatic control mechanism which will have a thermal function responsive to variations of temperature under the hood for controlling the flow of mixture from the supply tank to the manifold.

e erring to the accompanying drawing illustrating a preferred embodiment of my invention, theintake manifold of the engine as indicated at 1 and the conventional carburetor for supplying mixture to this mani- 50 fold is indicated at 2. This carburetor has me. Serial No. 050,350.

the usual throttle valve 3, and the mixture outlet end is provided with a bolting flange 4 adapted for attachment to the bolting flange 5 of the intake manifold 1. The present carbureting apparatus can be connected as to the mixture passageway, preferably at any omt posterior to the throttle 3. For expe ency of installation I prefer to connectthis carbureting ap aratus to a collar or like member 6, pre erably having the same configuration as the bolting flanges 4 and 5, and bolted between these flanges.

A nipple 7 screws into the side of the collar or spacer 6 for effecting'communication with the mixture passageway, and 66 threaded onto the outer end of this nipple is a tubular casing 8 containing the automatic valve mechanism for controlling the carburetor. The nipple 7 communicates with an annular chamber 9 in the casin 8, and this chamber 9 communicates throng a central tube 11 with a lower annular chamber 12. This lower chamber 12 communicates with the main fuel supply tank 13 through a plug connection 14 and a tube 15 15 leading back to the supply tank. The end of the tube 15 opens into the fuel tank 13 through a check valve 16 controlling a port 17 opening into a dome shaped ca 20 on the upper part of the fuel tank. he check valve 16 permits the ready flow of mixture from the supply tank up through the pipe 15, but prevents the entrance of a back fire into the supply tank from the intake manifold. The dome like cap 20 disposes the g inlet port 17 up out of the fuel tank where there will be no possibility of drawing raw fuel even with the tank full. This arrangement also minimizes the possibility of drawing raw fuel when the level in the tank is go sharply inclined or when a surge or splash occurs.

The creation of a fuel vapor in the 11 per part of the supply tank 13 is stimulate by admitting atmosphere below the surface of the fuel through a pipe 18. The pipe 18 leads down from the top of the fuel chamber where it has communication with atmosphere, and is extended along the bottom of the tank for emitting bubbles of air through the plurality of ports 19 in its upper wall. By extending the tube 18 through practical y the length of the tank and providing this tube with a multiplicity of ports 19 a large area of fuel is subjected to the ebullition caused b the rising air bubbles, whereby ample fue vapor is created in the upper part of the supply tank. A restricted port 21 in the upper part of the tube 18 admits atmosphere above the fuel level for iving the necessary pressure head to the ucl for feeding to the vacuum fuel tank or to the carburetor when the present starter carburetor is not in operation. In this regard, I wish to mention that the main fuel supply tank is not the only reservoir in which the fuel vapor for the starter carburetor can be formed, as the desired volume of fuel for obtaining this bubbling carburetin action might be obtained in a vacuum fee tank, or in a special reservoir for the purpose located adjacent the dash or at any other convenient omt. p The resent carbureting apparatus is thrown into and out of operation through the operation of a suitable valve 22 interposed in the vapor conduit 15. The valve 22 is rotated throu h the manipulation of any suitable contro member on the dash 23, such control mechanism being diagrammaticall rod 24 iaving the operating button 25 on its outer end, and connected at its inner end to a crank arm 26 of the valve 22.

Referrin now to the automatic regulating action responsive to manifold suction, it will be observed that the tube 11 has a vertically slidin fit in the valve casing 8. The upper end of the tube 11 has a plurality of ports 27 which remain in communication with the chamber 9 and manifold 1 through all ositions of the tube 11. The lower end of t e tube 11 has'variable communication with the chamber 12 and tube 15 through a ta ering notch 28 which is adapted to be cut olf during downward movement of the tube 11 by a long tubular guide 29 which forms the bottom of the chamber 12. This tubular guide threads into a reduced boss 31 formed on the bottom of the casing 8, and by screwing this tubular guide up or down in this boss the upper edge of the guide may be disposed at any desired point relative to the notch-like port 28 for determining the initial opening of this port. A check nut 32 screws over the outside of the tubular guide 29 and locks the guide in any adustment in the boss 31. The valve tube 11 is guided in its reciprocating motion in the upper end of this tubular guide 29, the lower end of the valve tube 11 having a nut 33 screwed into the end of the same and this nut moving in a counter-bore 34 in the tubular guide 29. The nut 33 serves as a limiting step for the upward movement represented by the reciprocatingof the valve tube 11, and also as an abutment for the upper end of a compression spring 35 which bears at its lower end against a plug 36 threaded into the lower end of the tubular guide 29. This plug 36 can be screwed up or down to vary the pressure of the sprin 35, a check nut 37 screwing over the re uced portion 36' of this plug serving to lock the latter in any ad ustment in the tubular guide.

The valve tube 11 is caused to rise and fall with the variations in manifold suction under the actuation of a suction .res onsive element in the enlarged u per cham er 38. This suction responsive element may be a flexible diaphragm, or an expansible metallic bellows as shown at 39. [be up )9! end of the valve tube 11 screws into a tireaded boss 41 carried on the lower end of the bellows 39, and the upper end of the bellows has a threaded plug 42 which screws into a socket 43 in the upper cap 44. This cap screws down against a flan e 45 on the upper end of the casin 8 witE a packing ring interposed, so that t e chamber 38 is closed to atmosphere. This chamber is therefore subject to the suction prevailing in the manifold 1, whereb the expansion and contraction of the be] ows 39 will result as a direct function of this suction. As a result of the action of the bellows 39, with a high manifold vacuum the opening of the va ve port 28 will be comparatively small, so as tolet in only a small amount of mixture through the conduit 15. However, at the beginning of the starting operation a large opening (if the mixture port 28 is obtained. This ollows from the fact that with the engine inert the spring 35 retains the port 28 wide open, and owing to the in ertia of the mechanism and the time re quired to build up the necessary operating suction on the chamber 38, there Wlll be an appreciable time during the starting operatlon when the port 28 will be substantially wide open for transmitting an ample charge of mixture for starting. As the throttle is opened for bringing the engine up to s cod, and the manifold suction drops, the be lows 39 will contract, with consequent opening of the valve port 28,- whereby an additional supply of mixture will be available to take care of the greater speed of the engine.

When a t ermal control is desired the bellows 39 is filled with a as, or a vapor producing liquid, which wil? be quickly influenced by changes of tem erature occurring beneath the engine hoo Thus, as the englne warms up and the necessity for a relatively rich starting mixture diminishes the heat causes the bellows 39 to expand and reduce the effective opening of the valve port 28. Conversely, when the on he is cold the contraction of the bellows wil brin a larger part of the valve port 28 above t e end of Ill) the tubular guide 29. Where it is not desirable to have the bellows 39 responsive temperature the same may be filled with air or some inert gas having a minimum thermal expansion and contraction, or the chamber 38 may be provided with a heat insulating lining.

Another method of securing this thermal control is to employ a bi-metallic or other form of thermal strip 46, and have this thermal element control the admission of a bleed port opening into the tube 15. In the diaammatic arrangement shown, the one end of the thermal link 46 is secured to the tube 15 at 47, and the other end supports a tapered valve pin 48 which plays 1n a valve port 49 in the wall of the tube, this valve port being adapted to bleed atmosphere into the tube when the heat under the en ine hood ex ands the thermal link 46 and IOWS the va ve 48 upwardly and outwardly of the port 49. A lowering of the heat under the engine hood, of course results in the bowing of the member 46 in the opposite direction with consequent diminution or closure of the opening 49.

1. In combination, an intake manifold supplying mixture to an internal combustion engine, a carburetor connected to said manifold, a fuel supply tank feedin fuel to said carburetor, a conduit leading rom said ntake manifold to said supply tank, means for admitting air to said supply tank, said conduit being adapted to draw a mixture of fuel and air from said tank to said intake manifold, a valve, and means responsive to suction and temperature for adjusting said valve for controlling the transmission of suction to said fuel supply tank.

2. In combination, an intake manifold, a carburetor connected thereto, a fuel supply tank feeding to said carburetor, a conduit leading from said manifold to said supply tank, an air inlet to said supply tank, said conduit being adapted to draw a mixture of fuel and air from said tank to said intake manifold, a valve controllin the effective area of said conduit, a suction responsive device controlling said valve, a second valve controlling the transmission of suction to said supply tank, and thermally responsive means controlling said second valve.

3. In combination, a mixture passageway, a fuel reservoir, a conduit leading from said mixture passageway to said reservoir, said conduit being adapted to draw a fuel mixture from said reservoir to said mixture passageway, a valve for controlling the transmission of suction to said fuel reservoir, and an expansion bellows responsive to the suction in said mixture passageway for actuating said valve.

4. In combination, an intake manifold, a carburetor connected thereto, a fuel supply tank feeding to said carburetor, a conduit leading from mid intake manifold to said supply tank, said conduit being adapted to draw a fuel mixture from said tank to said intake manifold, a valve operable to control the effective area of said conduit, and an expansible bellows res onsive to the suction prevailing in said inta e manifold for actuaing said valve.

5. In combination, a. mixture passageway, a fuel reservoir, a conduit leading from sald mixture passageway to said reservoir, said conduit being adapted to draw a fuel mixture from said reservoir to said mixture passageway, an air bleed port opening into said conduit, a valve controlling said air bleed port, and thermally responsive means controlling said valve.

6. In combination, a carbureting passageway, a fuel reservoir, a conduit connecting said fuel reservoir with said carbureting passageway, and suction regulated valve means responsive to the suction in said carbureting passageway for controlling the volume of fuel flow through said conduit.

7. In combination, a carbureting passageway, a fuel reservoir, a conduit connecting said fuel reservoir with said carbureting passageway, a valve controlling the volume of fuel flow through said conduit, and means responsive to the suction in said carbureting passageway for actuating said valve, said suction responsive means being operative to control the flow of fuel inversely to the suction in said carbureting passageway.

8. In combination, a carbureting passageway, a fuel reservoir, a conduit connecting said fuel reservoir with said carbureting passageway, a valve controlling the volume of flow through said conduit, and valve operating means responsive to the suction in said carbureting passageway for reducing the flow of fuel to said carbureting passageway when the suction therein is relatively high, and increasing the flow of fuel when the suction therein is relatively low.

9. In combination, an intake manifold, a fuel reservoir, a conduit connecting said fuel reservoir with said intake manifold, and suction responsive means for increasing the effectiveness of the manifold suction for drawing fuel through said conduit when said manifold suction is low, and for decreasing the eifectiveness of the manifold suction for drawing fuel through said conduit when said manifold suction is high.

10. In combination, an intake manifold, a main charge forming device, a starter charge forming device adapted to deliver a much richer mixture, an automatic pressure sensitive valve for varying the effective connection between said starter device and the manifold, and the means for sub'ecting said valve to the suction in the mani old.

11. In combination, an intake manifold, a

main char forming device, a. starter charge dash control valve in series with said autoforming eviee adapted tq deliver a much matic valve for completely disconnecting richer mixture, an eutomatic ressure sensithe starter.

tive valve for vs. mg the e eetive connec- In witness whereof, I hereunto subscribe I tion between sai starter device and the my name this 16th day of June, 1923.

manifold, means for subjecting said valve to the suction in the manifold, and a manual MILTON E. CHANDLER.

main char forming device, a starter charge forming evice adapted to deliver a much 1,ese,aee

dash control valve in series with said automatic valve for completely disconnecting the starter.

In witness whereof, I hereunto subscribe my name this 16th day of June, 1923.

MILTON E. CHANDLER.

DISCLAIMER 1,656 369-Milt0n E. Chandler, Jhicago, Ill. CABBURETING Arrana'rns. Patent ated Jan 17 1928. Disclaimer filed August 10, 1932, by the assignee,

Bendiz'St erg bcrburetor Company.

Hereby enters this disclaimer to claim 9 of said patent, which claim is in the following words, to wit:

"9. In combination an intake manifold, a fuel reservoir, a conduit connecting said fuel reservoir with said intake manifold, and suction res naive means for increasing the efiectiveness of the manifold suction for drawing uel through said conduit when said manifold suction is low, and for decreasing the effectiveness of the mixifgld suction for drawing fuel through said conduit when said manifold suction s .1)

[Qfiicial Gazette September 6, 1982.]

DISCLAIMER 1,656 369-Milkm E. Chandler, Chicago, Ill. Cmnunn'rme APPARATUS. Patent eted Jan 17, 1928. Disclaimer filed August 10, 1932, by the assignee, Bendix Strom erg Carburetor Company. Hereby enters this disclaimer to claim 9 of said patent, which claim is in the following words, to wit:

"9. In combination an intake manifold, 0. fuel reservoir, a conduit connecting said fuel reservoir with said intake manifold, and suction res nsive means for increasing the effectiveness of the manifold suction for drawing uel through said conduit when said manifold suction is low, and for decreasing the effectiveness of the miinggld suction for drawing fuel through said conduit when said manifold suction is I! [Qfiicial Gazette September 6', 1932.]

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