US2076788A - Carbureting apparatus - Google Patents

Description

April 13, 1937. w. E. LEIBING ET AL CARBURETING APPARATUS 3 Sheets-Sheet 1 Filed May 24, 1934 Vil/iam E Leibzhg Rob/ey D .F'ageo/ JMJ* April 13, 1937. w. E. I EIBING ET AL CARBURETING APPARATUS 3 Sheets-Sheet 2 Filed May 24, 1954 SQ @33a @QQ April 13, 1937.v w. E. LEIBING ET Al. 2,076,783.

CARBURET ING APPARATUS Filed May 24, 1934 .'5 Sheets-Sheet 3 i /ZZ 84 mi orlmg:

Patented Apr. 13, 1937 UNITED STATES PATENT oPFicE CARBURETING APPARATUS Application May 24, 1934, Serial No. 727,370

20 Claims.

This invention relates to novel methods and apparatus for promoting economies and increasing power in the operation of internal combustion engines, and more particularly to novel .3 carbureting methods and apparatus.

In overcoming the disadvantages of the prior art, our invention has among its objects the provision of novel methods of carburetion wherein increased efficiency in carburetion, both in fuel l economy and in power developed, is obtained.

A further object of our invention is the.pro vision of novel carburetion means for association with internal combustion engines wherein highly satisfactory atomization is secured at all l throttle openings and full fuel charges are passed to the cylinders of the engine, the degree of atomization increasing as the engine is throttled.

A further object of our invention resides in the provision of novel carburetion methods whereby 20 a well atomized mixture of air and fuel under all running conditions of an internal combustion engine is so maintained until exploded, and is not contacted with any portions of the adjacent assembly such as throttles, governors, elbows and 25 the like, whereby condensation and collection of fuel would occur, except as to such portions where provision is made to assure a continued atomized state.

Still a further object of our invention is to 3o provide novel carbureting methods and apparatus for use in connection with internal combustion engines wherein the carburetor is capable of furnishing an extremely well atomized mixture for the purpose of starting a cold engine, and the means so involved is an enriching means only.

Still a further object of our invention involves the provision of novel carbureting methods and apparatus that is self-adjusting without the employment of multiple jets and like devices, the setting of the mechanism involved being correct under all conditions of throttle and under all y conditions of load.

A further object of our invention resides in the provision of novel governing means in combina- 45 tion with a carbureting device for an internal combustion engine, wherein the governing means is so located as to avoid condensing or disturbing the atomized condition of the fuel passing through the cylinders, and is designed to coso operate with a carburetor assembly in a manner to obtain maximum efficiency of the engine under all conditions of operation and load.

A further object of our invention is to position the governor so that it will contact only air and 5.', therefore eliminate the carbon deposit which (Cl. 12S-119) present governors always acquire due to fuel being continually sprayed upon their working parts and rendering them inoperative in proportion to the degree of said carbon deposit.

A further object of our invention resides in the novel carbureting methods and apparatus wherein a pressure reducing element is provided with one portion thereof in constant connection with the atmosphere, and subject to atmospheric pressure, the other portion thereof being subject at all times and under all conditions of engine operation and load to full engine manifold vacuum.

Still a further object of our invention is to provide novel carbureting methods and apparatus wherein a plurality of pressure reducing 15 elements are provided adjacent one another in a substantially fixed relation, one of said elements at one end being open to atmosphere with the opposite end subject to full engine manifold vacuum under all conditions of load in operation and to the reduced pressure induced by the flow of uid through an adjacent element.

A further object of our invention resides in the provision of novel carbureting methods and apparatus for internal combustion engines wherein a pressure reducing device with one end open at all times to the atmosphere and the opposite end open to full engine manifold vacuum is provided in combination with and adjacent a jet, metering means being provided in connection with the jet to vary the flow of fuel thereto in accordance with movement of the throttle governing the engine. Means is also provided whereby the metering means may be moved independently of the throttle for starting the engine and other purposes.

Still a further object of our invention involves the provision of novel carbureting methods and apparatus wherein a plurality of fuel flow control4 devices are provided with the introduction of air under atmospheric pressure therebetween, the flow control means being adjustable in a manner whereby it is not touchy or undesirably sensitive.

Still a further object ofthe present invention resides in the provision of novel carbureting methods and apparatus for anV internal combustion engine wherein a plurality of fuel flow controlled devices are-provided with novel means for the introduction of air under atmospheric pressure therebetween, a flow control means being provided with means that may be rendered either progressive or irregular for the shutting off of the air upon the movement of the fuel ow control of fuel. I

A further object of our invention resides in the provision of novel carbureting methods and apparatus wherein a plurality of flow inducingmeans is provided in combination with a jet for fuel supply, the arrangement of the ilow inducing means and the connections thereto being such that at idling speed of the engine, the maior portion of air required is delivered through a flow inducing means rather than by the throttle and only a relatively small portion of the air required is controlled by the throttle whereby more accurate adjustment can be made and more flexible control obtained. i

Still a further object of our. invention resides in the provision of novel carbureting methods and apparatus wherein novel and simple metering apparatus is provided in conjunctionl with a series of controlled restrictions for the flow of fuel, mixing of the fuel with air being accomplished between the restrictions, the degree of mixing being variable in accordance with the degree of restriction and the specic requirements of the engine with which the carbureting apparatus may be associated, this feature being particularly desirablein the operation of engines at cracked throttle and low throttle openings.

A further object of our invention resides in the provision of a novel single tapered pin for metering purposes in a carburetor, means being provided in conjunction therewith for controlling the flow of fuel and selectively mixing desired quantities of air with the fuel to form an emulf sion therewith prior to its admixture with additional air and introduction into the manifold of an engine.

A further object of our invention resides in the provision of a governor in novel combination with carbureting apparatus wherein the governor does not interfere with the initial or continued atornized state of the fuel and is combined therewith to shut oif the ilow of duid upon the attainment of a predetermined rate of ow.

Still a further object of our invention is the provision of a novel combined governor and throttle in combination with carbureting apparatus wherein the governor is arranged to shut off fluid flow upon the attainment of a predetermined rate of flow independent of the means by which the throttle is normally operated.

Still a further object of our invention resides in the provision of novel means for securing and insuring the connection of springs and like elements to threaded members or the like.

A further object of our invention resides in the provision oi novel means of carburetion and distribution whereby not only is initial atomization to a high degree effected but the atomized state is continued and assured. without condensation or collection until the mixture is delivered to the cylinders of the engine.

A further object of our invention resides in the provision of a novel method for carbureting fuel supplied to internal combustion engines which involves the creation of a flow of air through av central mixing chamber by the continued application of engine vacuum at all times and the controlled admission of air at atmospheric pressure, the creation of a flow of fuel into themixing chamber by the continued application of engine vacuum at all times and the controlled admission of air at atmospheric pressure supplemented by the unrestricted admission of air at atmospheric pressure at all times at a point in contact with' the fuel immediately preceding its entranceV into the mixing chamber, the flow of fuel being controlled in accordance with the controlled admis'- sion of air.

Still a further object of our invention involves a novel carburetion method wherein a flow of fuel is created and ysubjected to a series of restrictions and expansions, air being mixed with said fuell during each expansion. The amount of air mixed with the fuel during its first expansion is preferably proportional to the degree of restriction whereas in the second expansion it is desirable to proportion the amount of air to the degree of engine manifold vacuum.

In our experimenting with various types of carbureting devices, we have discovered that carbureting methods and apparatus based upon the principles we have discovered and disclosed in the present application, are not characterized by the disadvantages heretofore mentioned, and operate under all operating conditions of throttle and engine operation to develop substantially the maximum power of the fuel with material saving therein. A detailed discussion of the principles we believe to be involved in connection with our invention will be given in connection with the following description, taken with the accompanying drawings wherein:

Figure 1 is a section taken through a preferred form of carbureting device embodying the principles of our invention.

Figure 2 is an enlarged section of the metering assembly of the carburetor of Figure l.

Figure 3 is a preferred modification of a portion of the metering assembly of Figure 2.

Figure 4 is a plan view of a portion of the carburetor of Figure 1, conned to the outlet vconduit and the portion of the assembly immediately adjacent thereto. I

Figure 5 is a side view of a portion of the carburetor of Figure 1, illustrating the means for operating the throttle and the linkage associated therewith.

Figure 6 is an end view of a portion of the carburetor of Figure 1 with the dust cap removed to illustrate the linkage by which the metering assembly is operated.

Figure 'I is a graph illustrating performance of a carburetor embodying the'principles of our invention.

Figure 8 is a graph similar to that of Figure 7 A Figure 9 is a sectional view of a portion of a further preferred modification of a carburetor embodying the principles of our invention wherein a novel combined throttle and governor is employed.

Figure 10 is a side view of the control mechanism employed in connection with the governor of Figure 9, with the cover thereof removed to facilitate illustration.

Figure 1l is an end view of the governor of Figure 10 shown in association with the air horn of the carburetor; and

Figure 12 is an enlarged view illustrating the manner of securing the-springs and the fastening means therefor employed in connection with the governor of our invention.

With specific reference to Figure 1, a carburetor casing, designated generally at II. is provided with a horn or air supply conduit i2 suitably secured to the lower portion of casing I I by fastening means hereinafter to be described. A float chamber I3 having a float 'I4 therein controlling a valve I 5 is suitably connected to one side of casing II. Chamber I3 has a fuel inlet I 6` associated therewith, fuel passing therefrom into screen chamber I1, through screen I8, and chamber I9 to valve I5. A removable plug 2| is provided at one end of chamber I1 to permit the removal and cleaning of screen I8. The casing housing screen chamber I1 and valve I5 is preferably separate from float chamber I3 and sealed thereto by a suitable gasket.

Casing II is formed with an upper conduit 22 having a flange 23 at its upper end, flange 23 being preferably provided with tapped holes or the like for the reception of bolts or similar fastening means to secure casing II to a manifold or like distributing device (not shown), for an internal combustion engine or similar device. A tube 24 is firmly fitted within conduit II, tube 24 having its inner surface formed in a contour to define a venturi 25 with the throat thereof adjacent the lower end of tube 24. surface of conduit 22 may be formed as a venturi of the shape of venturi 25, thus avoiding the necessity of a separate tube 24.

A second conduit 26 is connected to the lower end of conduit II and preferably has cast therewith a transverse member 21, extending diametrically across the cross section thereof as shown in Figure 4, and occupying only a portion of thc cross-sectional area of the conduit. Member 21 is preferably disposed at an angle of about 20 with the horizontal axis of the assembly shown and may be streamlined in section if desired. A projection 28 is formed integral with element 21 and 'at its lower side a tapped hole is provided therein to receive a stud- 29. Stud 29 extends from projection 26 to an aperture 3I formed in horn I2 and a nut 32 is secured thereto to maintain horn I2 in position, the latter being preferably sealed to the casing by a gasket as shown.

Member 21 is formed with a bore 33, extending from end to end thereof. Bore 33`is formed with an enlarged portion at its left end to def-lne a chamber 34, and a portion 35 of lesser diameter, the latter being tapped at its extreme end 36 for a purpose to be later described. Chamber 34 has a cup shaped piston 31 slidably mounted therein and in contact with a spring 38 which reacts against a removable plug 39 threaded in the end of chamber 34. Piston 31 is preferably formed with a series ofdirt grooves 4I to insure smooth and unhampered operation even after long periods of use. Chamber 34 is connected to float chamber I3 through apertures 42 and 43, one on each side of piston 31 whereby the piston is not subject to hydraulic influences andis independent of the fuel pressures in chamber 34.

Bore 33 is provided with three bushings therein, preferably of a relatively soft metal, such as brass, for a purpose to be later described. Bushing 44 is stepped to form a portion 45 of reduced internal diameter and a portion 46 of greater internal diameter. It will be noted that bushing 44 is ush at one end with the right wall of chamber 34 and terminates at a point adjacent a bore 46 formed in a lug 41 on the upper side of member 21. A second bushing 48 is provided in bore 33 spaced from bushing 44 to define an annular chamber 49 located immediately below bore 46 of lug 41. A third bushing 5I is formed with a flange 52 thereon andv a threaded portion 53 to engage the threaded extremity of bore 33. It will be noted that bushing 5I when screwed in position is spaced from the adjacent end of bushing 48,

Or if desired, the inner whereby an annular chamber 54 is formed therebetween.

A metering pin 55, preferably of circular crosssection throughout and of relatively hard material compared to the bushings in bore 33 is provided to reciprocate in bushings 48 and 5I which serve as guides therefor. Metering pin 55 is provided at one end with a tapered portion 56 which engages the stepped portions of bushing 44 to provide two valves, spaced by annular space 51 defined by the interior of bushing 44 and the exterior 56 of metering pin 55. A distinct advantagelies in the formation of metering pin 55 of relatively hard metal and bushing 44 of relatively soft metal since accurate and very satisfactory valve seats may be formed in the stepped portions of bushing 44 by inserting pin 55 therein and tapping it gently whereby tapered portion 56 engages the stepped portions of bushing 44 and forms them as perfect valve seats.

Metering pin 55 is provided with a bore 58 extending from the right end thereof to a point adjacent the beginning of tapered portion 56 and a smaller bore 59, extending from that point to a point adjacent portion 45 of bushing 44,

where a series of cross cut holes 6I are provided in the metering pin 55 to connect the bore 59 with annular chamber 51. Metering pin' 55 is also provided with a series of holes 62 leading from bore 58 to annular chamber 54 when the metering pin is in closed position, and arranged to be successively closed by bushing 5I as the metering pin is drawn outwardly. In Figures 1 and 2, holes 62 have been shown as regularly spaced but it is to be understood that their relative positions may be varied as, for instance, in the manner shown in Figure 3 wherein they are irregularly spaced. This feature is desirable in adapting the carburetor to various types of engines and is especially desirable in obtaining satisfactory operation under cracked throttle or low throttle positions. At its right end, bore 58 is closed or sealed by a suitable plug 63 and metering pin 55 is threaded on its exterior to receive a flanged eye member 64 with flange 65 thereon against which a spring 66 is disposed to react. Spring 66 also reacts against flange 52 of bushing 5I.-

Immediately above bore 33 and approximately parallel thereto, an air passage 61 is provided y with an inlet 68 into annular chamber 54. Passage 61 leads from a point adjacent the outer end of metering pin 55 to bore 46 disposed within lug 41. A jet 66 having a` bore 69 and a lower ange 1I adapted to seat against a ledge 12 formed in bore 46 is provided to connect with annular chamber 49. Immediately above nozzle or jet 69, a Venturi tube or pressure reducing element 12 having an outer flange 13 adapted to rest upon the upper portion of lug 41 is provided. It will be noted that venturi 12 opens at a point just above the narrowest point of venturi 25 and therefore is subject to the maximum suctionv therein, and that jet 68 is positioned in the same manner with respectl to venturi 12 so that it discharges at the point of lowest pressure. The positioning of jet 68 and venturi 12 with reference to bore 46 is such that they are self-centering when assembled and no adjustments thereof are required.

Metering pin 55 which is arranged to reciprocate in and be guided by bushings 48 and 5I in its movement to open position, extends outwardly into a chamber 13 defined by a cover 14 suitably connected to an extending iiange 15 provided on casing I the point of juncture 16 being preferably sealed as by a gasket. Chamber 18, defined by cover 14 and ange 15, opens not only into passage 61, leading to bore 46, but opens also into horn |2 through opening 11. The connection of horn I2 thereto is preferably sealed as for instance by a gasket 18. If desired, cover 14 may be supplemented by an alicleaning device and opening 11 closed since satisfactory means would then be provided for the entrance of air under atmospheric pressure to passage 61.

A preferably oversized throttle or buttery valve 8| is provided in horn |2 with its axis 82 supported on bearings centrally located in horn |2. A bracket 83 is screwed or otherwise secured to blade 8| of the throttle and is formed with an eye 84 therein to receive a pin 85 connected to a suitable linkage member 86.

Link 86 is secured as by a pin 81 to one leg 88 of a bell crank 89 pivoted on a pivot 9| connected to a spring 90. The end of crank 89 opposite from that of pivot 9| is pivoted at 92 to a link member 93 (Figure 2) in turn pivoted to eye 64. Link 89 is preferably formed with a yoked upper section as shown in Figure 6 to encircle metering pin 55 and the assembly associated therewith, and to engage link 93 which is formed as a U-shaped member with the bottom leg of the U extending as a pivot through eye 64. Thus it will be evident' that upon the rotation of pivot 82 about its axis, as by a suitable connection to eye 94 (Figure 5) of operating lever 95, link 86 will be caused to move upwardly and link 89 caused to pivot around pivot 9| thereby bringing metering pin 55 outwardly into chamber` 13 and opening the two valves defined by the tapered portion 56 of metering pin 55 and the stepped portions of bushing 44. A suitable idling adjustment 96 consisting of a tapped bracket 91 and an adjustable screw 98 therein bearing against a lug 99 formed on the lower side of operating lever 95 is provided to adjust 'the degree of closure of throttle 8|. Pivot 9| is connected to a relatively short link |0| in turn pivoted on pivot 02 mounted in flange 15 of casing Secured to pivot |02 and exterior of the casing is an operating member or lever |03, capable of being adjusted by a screw |04 mounted in cap bracket |05, a second screw |08 being provided for locking purposes. Screw |04 serves to adjust the innermost position of pin 55 l for idling position of the engine. y'

A second lever |01 is mounted to freely rotate on pin |02 and is provided with a projecting member |08 disposed to engage the upper end of lever |03 when lever |01 is operated by means of a.

Bowden wire connection such as illustrated at |09.

It is intended that Bowden wire |09 be connected to the choke ofthe automotive vehicle and to be operated in a manner to be hereinafter described. It will be noted that while throttle 8| may be operated and in turn eiect reciprocation of metering pin 55 by rotation of link 89 about pin 9|-, that reciprocation of metering pin 55 can also be obtained by movement of either levers |03 or |01 by Vrotation about pivot 02 without accompanying movement of throttle 8|, the latter being permitted to remain stationary in spite of the movement of metering pin 55.

It will be noted iirst from a study of our ap- I paratus and methods that the throttle 8| is below the venturi 25 and onv a side toward the atmosphere and therefore there is nothing in the path of the jet discharge upon which the atomized particles may collect or condense.' Not only is this feature important from the atomizing standpoint, but by its use in combination with other portions of the assembly, a constant air fuel ratio `is possible. This is believed to be evident from a study of devices now in common use. For

instance, in standard practice, it is apparent that to believe that this premise is entirely false. It,

is apparent that with the present device, the single jet is always subject to full engine vacuum, and due to such full engine vacuum can take practically an unlimited amount of fuel in any throttle position.

For instance, vconsidering the lowest speed atv which an engine may be operated at wide open throttle as approximately 600 R. P. M., the carburetor may be adjusted for the proper amount of fuel at this speed and at high speeds this setting is inclined to flatten out. However, with the small venturi 12 within the throat of venturi 25, the end of the curve that would be determined in the first case is raised so that the final effect is a continuous rise. It is evident therefore if correction can be limited to wide open throttle only, the entire problem of adjustment is greatly simplified as the range of flows which require correction are very much reduced or narrowed. It is apparent also that part throttle flows are automatically corrected in the present design, for if at half throttle a vacuum of twelve inches exists at light load, it is apparent that any slowing down of the engine due to imposition of a load thereon decreases the vacuum also, therefore lessens the suction of the jet and reduces the flow through venturi 12 accordingly.

The problem heretofore has apparently been the extreme difficulty of making a metering device to hold against, say twenty inches of vacuum, without resorting to microscopic ts which must be positioned entirely too accurately for practical operation. While such devices havebeen developed, they have-usually involved pins or cams of irregular shape expensive to manufacture, rather. than pins of a single taper such as are employed herein. It will be noted that in the present device, the metering device consists solely of a metering pin 55 which has a single taper as for instance', 2

on a side at section 56. The pin is arranged for reciprocating motion in the bushings 48 and 5|,

with the stepped bushing 44 being arranged to form seats for the tapered'end 56 of the metering pin 55, the seats being easily formed by lightly tapping pin 55 when assembling. 'Ihe steps so formed in bushing 44 `by vreason of the'sections 45 and 46 are positioned so as to both contact the taper of pin at the same time, an annular chamber 51 thus being formed with a valve closure at each end thereof. Fuel enters at the opening 42, and with the valve or metering pin 55 displaced with respect to the valve seat, the action is as follows. 'I'he venturi 12, by reason of its position within venturi 25, effects the ow of a considerable amount ofair through passage`81 the venturi 12 is subject to an'approximate'vacuum of 20 inches at its u'pper end and atmospheric pressure at its lower end and a pressure differential of approximately 10 pounds per square inch exists between chamber 10 and the end of venturi 12.

A tremendous suction is thus imposed on jet 68' and annular chamber 49, and if the metering pin is out of contact with the seats formed on bushing 44, the same suction is effective upon the fuel in the chamber 34 entering through opening 42. Assuming however, that the valve is approximately 31E of an inch oi its seat, it should be noted that air may enter from chamber 13 through aperture 68, holes 02, bore 58, bore 59, and cross holes 6| to annular chamber 51 wherein an emulsion is formed with the fuel entering from the chamber 34.

By the introduction of such air between the two valves determined by metering pin 55 and stepped bushing 44, We have discovered that the pin 55 may be displaced from its seat at idling y speeds to a considerable extent, and all the touchiness or undesirable extreme sensitivity,

characteristic of such prior valves is eliminated.

, It is further to be noted that upon movement of metering pin 55 to further open the valves defined between pin 55 and bushing 44, openings 62 communicating with the atmosphere through aperture 68 are automatically cut off by movement of pin 55 outwardly and the passage of the portion of the pin containing the holes 62 into the hole in bushing Therefore, by propel positioning of these holes, we have discovered that all the effects of a special irregularly shaped pin can be developed thereby and the simplicity and accuracy of a single tapered valve obtained. This feature is particularly important in that the varying requirements of different engines which heretofore could only be met by special shaped pin, cams and the like are fully cared for herein by a straight tapered valve through the possibility of varyingthe position or number of holes 62 or substituting slots in pin 55 of varying shape for holes 62.

We have further discovered that it requires only to connect such a metering pin to a throttle such as that disclosed in 8| in the manner which brings the pin to its innermost position for idling, which position is readily adjustable, and then progressively moves the pin outwardly away from itsseat by the action of opening the throttle. Through' suitable crank linkage, any desired amount of irregular motion may be imparted to the respective elements which again permits in the use and adoption of a straight tapered pin for all conditions of engine operation and throttle position.

The method of operation heretofore described occurs at the opening of the throttle or when the engine is being choked at starting. Assuming that the throttle is being gradually opened, metering pin 55 will gradually be withdrawn into chamber 13 and openings 62 closed whereby air will no longer flow to annular space 51 between the stepped portions of bushing 44. The valves defined by bushing 44 and pin 55 will gradually open, admitting more fuel to annular chamber 49 from passage 42 from float chamber I3. This fuel will be drawn through jet 68 by the combined action of venturis 25 and 12 and in venturi 12 will be mixed with atmospheric air entering from passage 61 which is open and unrestricted at all times. As the mixture thus formed enters venturi 25, it will be further mixed with air passed by throttle 8| and around transverse element 21.

As throttle 8| continues to open, pin 55 is moved still further outwardly to increase the flow of fuel and by reason of this proportion a substantially constant ratio of air to fuel is maintained.

It will be noted that while atomization at the higher throttle openings is assured by the influx of air from both horn I2 and passage 61 and the differential of pressures existing, the fuel at lower throttle openings is atomized to even a greater extent by reason of the greater difference in pressure existing between chamber 10 and outlet on upper end of venturi 12. This assures very satisfactory operation at the lower speeds and at idling whereas former devices have been characterized by their deficiency in this respect.

Moreover it will be noted that at all throttle openings and conditions of operation, the flow of atomized fuel from the jet and venturis is such that it is directed in a manner whereby it does not contact with any portions of the carburetor or venturi and jet assembly and therefore does not condense or tend to collect and produce an unsatisfactory condition.

It has been found in our observance of prior devices that the atomized fuel, upon striking the angled carburetor governors and throttles, at present in common use, is diverted against the manifold walls where it collects in pools. Such pools, due to capillary attraction or like cause, eventually disperse to the hot spot or heated manifold in a body and, as such, exceed the capacity of the manifold to properly vaporize. Our

invention remedies this condition in that we deliver a fine well-atomized change in a manner whereby the formation of such pools is entirely prevented and the continuous even bombardment of the hot spot by the minute particles of fuel is at a rate Well Within the vaporiz'ing capacity of present standard forms of heated intake mani'- folds.

Not only have We found that more satisfactor operation is obtained by positioning the throttle on the side of the venturi away from the engine and the fuel inlet but by so positioning the throttle, We are not limited by the size of the outlet as to the size of the throttle and in some designs as in a 11/2 inch carburetor, on the outlet we have obtained the equivalent of a 1% carburetor. This feature, together with no obstruction above the venturi, has insured maximum velocity through, the venturi with an increase in volumetric efiiciency, and consequently maximum efciency of the engine coupled With proper distribution to all the operating elements thereof.

The apparatus and methods of the present application are particularly valuable in the starting of cold engines. In Figure l, it will be noted that bell crank 89 is disposed between the throttle proper and the metering pin 55 for the purpose of transferring motion to the correct plane for metering pin 55. The pivot of bell crank 89 is mounted in link |0| in turn pivoted to pivot |02. Pivot |02 in turn is connected with lever |03 at a fixed pivot which in turn may be operated by lever |01 to which a starting adjustment such as a Bowden wire |09 or the like is attached. It

is apparent that clockwise movement of pivot which the control is pulled and allows an excess of fuel to pass the metering pin without disturbing throttle 8|. It should be noted, however, that such movement in no way restricts the passage of air through passage 81, inlet cham.- ber 10 and venturi 12, and, therefore, this excess fuel is delivered as a very fine well-atomized mixture which immediately starts the coldest engine. The atomization is to such an extent that 10 no solution occurs and further the time required for starting is `so greatly reduced that a considerable saving in battery upkeep and energy is effected.

^ It is to be noted by reason of piston 81 acting 15 in conjunction with pin 55, an impetus or jump is given to the fuel in chamber 84 which aids in the iiow of fuel to jet 68 at any time of sudden movement of pin 55 outwardly into chamber 18 and away from valve bushing 44.

Figures 7 and 8 graphically represent the results of comparative tests of a carburetor embodying the present invention and a standard carburetor. 'I'he curves indicated at A indicate the performance of the carburetor of the present invention a'nd the curves designated B indicate the performance of the standard carburetor.

A1 and B1 represent performance at one-quarter throttle opening wherein at 800 R. P. M. the present carburetor showed savings of approximately 0.28 pound of fuel per brake horse power per hour or an approximate advantage of 34%. Referring to curves A: andBz, a savings of approximately 0.26 pound of fuel per brake horse power hour was effected which dropped to approximately 0.12 pounds at 1200 R. P. M. and returned to 0.14 pound at 2400 R. P. M. As shown by curves A3 and Ba, at 800 R. P. M. with 32.5 brake horse power. being delivered, the saving was approximately 0.23 pound of fuel perbrake horse power hour which rose to 0.60 at 1600 R. P. M.

In Figure 7 wherein horse power and fuel consumption at full throttle are compared, curves A4 and B4 show that at 400 R. P. M. a net sav- 45 ings of approximately` 0.17 pound of fuel per brake horse power hour was effected, savings also being effected at the higher speeds.

It will be noted after a study of the foregoing remarks that our discoveries have developed the fact that a number of new and basic principles must be considered and studied in connection with proper carbureting and atomizing of volatile fuelsfor use in internal combustion engines.

Among these is the employment of a venturi such as that disclosed in 12 which has its highest air ow at idling speeds and diminishes from idling to wide open throttle or exactlythe opposite to standard practice. It is to be further noted that there is a total absence of any and all parts above the venturis and jet, so that the ldischarge from the jet and venturis is entirely free and uninterrupted and the position of the throttle 8| is preferably oversized and placed toward thev atmosphere away from the venturi whereby full volume of air flow is permitted.

'I'he metering pin assembly is highly important inthat it affords a valve which may operate at nl, of an inch oil.' its seat at idling speeds. whereas if solid valves were employed, the valve could only be approximately 1/5000 of an inch off its .seat. This feature is of tremendous importance as it must be remembered that when the throttle is closed, the action of closing must position the metering pin sumciently accurate forv idling. It is apparent, therefore,that a variation of 1/5000 of an inch either way mayshut ofi.' the fuel entirely or render it rich, whereas a pin formed as in the present invention, may -be 315 of an `inch off its seat, and a variation of l/l000 of an inch either way cannot be detected, and the mechanism disclosed is well able to position the metering pin within such tolerances,

whereas no mechanism working in the dust and dirt coincident with bus or truck operation can be relied upon to continue positioning such a pin Within the required 1/5000 inch tolerance.

Regarding Figures 9 to 12 inclusive, we have illustrated therein by way of example, a type of governor, embodying the principles of our invention. This governor has proven particularly valuable in connection with the carburetion principles disclosed herein in that the disadvantages characteristic of prior governors in both operation and maintenance are eliminated.

For instance, it has previously been regarded as essential that governors be disposed in the path of the atomized fuel flowing from the carburetor to the engine cylinders. This position of the governor' is undesirable for a numb'er of reasons. In the first place, the governor is subjected to carbon deposits and as such deposits` seriously hamper its efficiency, the governor, of necessity, must be frequently dismantled and cleaned. Moreover, when situated in the path of the fuel ow, the atomized fuel collects and condenses on the governor to a considerable extent, thus not only robbing the engine of fuel but also interfering with the subsequent mixtures. Since governors are positioned after the throttles, it has been found that when the governors operate to shut oif fuel flow, the throttle being still held open, a certain quantity of the atomized fuel is carried forward against the face of the governor by reason of its momentum, condenses thereon and falls back to interfere with the subsequent mixture, the net result being unsatisfactory operation.

The governor of the present invention, in overcoming these disadvantages, is positioned in the air horn |2 and is preferably formed as a part of the throttle whereby a plurality of moving parts are eliminated with resulting economy'and simplicity of operation. As shown in Figure 9, wherein a horn |2| corresponding to horn I2 of Figure lis illustrated, throttle 8| is preferably mounted 9 and 11 is secured to the lower blade of throttle 8| as by inwardly extending legs |24 and rivets Pivot or axle 22 has a'portion |26 of reduced cross section at its right end (Figure 11) which is arranged to rotate in a ball bearing generally indicated at |21, bearing |21 being held against shoulder |28 of pivot |22 by plug |29 which is capable of adjustment. A portion |3| of reduced cross section is formed at the left end of pivot 22 and is mounted to rotate in ,a ball bearing |33..

bearing |83 being held in adjusted position against a shoulder |84 of pivot |22 by a threaded collar |35 which in turn is locked by a set screw |36. It will be noted that pivot |22 extends through openings |31 and |88 of horn |2| and stantially frictionless by reason of bearings |21 and |33.

l hence there is no frictional component developed An inertia member |89 is suitably secured to 76 pivot |22 at its left end through a screw and washer assembly |4| and is mounted to rotate therewith, member 39 having a flange |42 extending within collar |35. Member |39 is slotted at |43, said slot being bridged by two pins |44 and |45. A spring |46 is secured to pin |44 through a threaded and eyed fastening member |41 and a spring |48 is likewise secured to pin |45 through a threaded and hooked member |49. It will be noted that fastening member |41 has an eye therein of somewhat extended length so that there is a certain amount of lost motion between member |41 and pin |44.

Springs |46 and |48 are secured at their opposite ends to threaded and eyed fastening members |5| and |52, respectively which in turn are secured by pins |53 and |54 to a block |55 capable of reciprocation within guides |56 formed in the left end (Figure 10) to receive a screw |58 mounted to rotate in and react against a projection |59 of casing |51 whereby block |55 may be adjusted with reference to guides |56. Screw |58 is preferably headed so as to be capable of adjustment only by a special tool and projection |59 is hollowed to receive a suitable sealing means to prevent unauthorized tampering Without detection.

Inertia member |39 is formed with a radially disposed surface |6| having va projection |62 thereon to center a spring |63 secured to an adjustable screw |64 threaded in portion |65 of casing |51, a lock screw |66 preferably being provided to insure the maintenance of screw |64 in its set position.

Inertia member |39 is also provided with* an extending lug |61 arranged to contact with a lug |68 formed on a plate on disk |69 integral with a shaft |1| mounted to rotate in an extension |12 formed on governor casing cover |13. Cover |13 is preferably detachably secured to casing |51 as by screws |14 passing through suitable holes in the cover and engaging tapped bores |15 in casing |51.

Shaft |1| has a carburetor lever |16 secured to its outer end as by a pin |10 or the like. If desired, an adjustable stop, as for instance a bracket having a screw therein as disclosed at 96 in Figure 5, may be provided to limit the retracted position of lever |16.

Lever |16 is formed with an aperture |85 to engage a suitable connecting means and is formed with a projection |86 engaging a coil spring |81 around projection |12 of cover |13, the opposite end of spring |81 being secured to the casing cover as by an aperture |88. Thus it will be seen that coil spring |81 tends to maintain lever |16 in retracted position, the throttle likewise being kept in closed position through the contact of lug |68 with lug |61. Upon the movement of lever |16 against vthe action of spring 81, lug |61 is permitted to move by reason of the tension of springs |46, |48 and l|63 until the throttle is open as shown in Figure 11. In Figures 9 and 10, the throttle governor is shown in closed position and the effect of springs |46, |48 and |63 is evident.

As shown in Figure 12, our invention contemplates the provision of special spring fastening means in conjunction with springs |46, |48 and |63. In Figure 12, spring |46 with fastening means |41 and |5| is illustrated. It will be noted that each fastening means involves an eye or hook the shape of which may vary and a threaded portion |11 which is preferably standard throughout. The threads are not formed of a pitch equal to the pitch of the coils of the springs employed but are preferably formed of a pitch calculated to be greater than that of the coils of the springs when under their greatest degree of tension and fully expanded. The threads are further formed with the walls |18 against which the springs react, of approximately an angle normal to the axis of the threaded portion whereby pockets are formed for the spring wire |19. By the employment of the relatively large pitch described, it has been found that the possibility of the springs Working loose is eliminated whereas with conventional threads as hitherto employed, the spring coils have tended to slip oif the threads at the origin of the thread at the end of the threaded portion and wear the threads until it was no longer possible to keep the springs secured thereto. Further, by the fashioning of the walls of the threads in a manner whereby pockets are formed for the spring wire,'a maximum resistance is presented to the escape of the wire therefrom. It has been found preferable in the threading and unthreading of springs upon such types of fastenings to leave portions of the ends of the springs available as shown at |8|.

It will be noted that a governor embodying the principles heretofore described is capable of use as a butterfly or air valve in existing carburetors for the purpose of not only throttling the engine inthe usual manner but also as a governor valve. The adjustment range thereof as compared to prior devices is improved and the considerable amount of space formerly required for the installation of both throttle valve and governor is materially reduced.

. Prior devices have been characterized particularly by the limited range of operation in which they are correct. For instance, a governor made to correctly govern a particular engine at a speed of 2000 R. P. M., may, upon lbeing set for 1600 R. P. M., be very unsatisfactory. In the first case,

the governor may trip at 1950 R. P. M., and hold the engine at 2000 R. P. M., but when the adjustment is radically changed as to cut off at 1600 R. P. M., the governors have been found to invariably trip at 1600 R. P. M., and then slow the engine to settle back to approximately 1400 R. P. M.

For substantially perfect governing, a correctly designed governor should trip and hold within a very small' speed differential regardless of the speed at which it is set. This is characteristic of the present governor and it has been found possible to place it on any engine and have it function properly at any speed without spring" changes, thus saving considerable manufactur- ,i

ing expense andconfusion inadjustment and replacement.

The present governor, it will be noted, is mounted with its pivot off center so that relatively low pressures on the engine side effect closing of the throttle as well as the velocity of the fluid, the otherwise substantially conventional throttle being tted with scoop |23 which controls the tripping point of the governor. Thus the throttle may be said to be responsive to a pressure characteristic of the fluid. This scoop is somewhat similar to that disclosed in our prior applications, Serial Nos. 614,533 and 659,893, now Patents Nos. 2,026,947 and 2,026,948. After the throttle blade is once in an .inclined position, the

difference in area in the off center portion thereof carries the blade to a predetermined point where the blade is in balance with the springs or the engine is governed.

To more clearly explain the manner of oper- Cil ation of the governing device, let it be assumed that the governor throttle has just been moved to its wide open position as shown in Figure 11. The speed of the engine is correspondingly increasing and the rate of air flow is also increasing. As the rate of air flow increases or the velocitythereof rises to a predetermined point, the combined governor and throttle will be rotated to a partially closed position by reason of the fluid contacting the scoop-shaped blade |28. The predetermined point at which rotation of the governor throttle will be initiated is, of course, determined by the adjustment of the governor springs which can be set to 'cause the governor to respond at any desired velocity of fluid or corresponding engine speed.

After the governor throttle has been rotated a predetermined amount by the fluid flow, the governor throttle will be in a restricting position in the air horn as regards the passage of iiuid, and, as a consequence, a pressure diierential will be set up on opposite sides of the blade. As the flow of fluid increases, this pressure differential will increase and by reason of the offset center of the blade and the portions thusdefined on opposite sides thereof of .differing areas, the blade will'be further rotated to a closed position.

As the speed of the engine decreases and the pressure differential becomes less, the governor throttle will be opened by reason of the action of the springs shown in Figure 10 and the flow of fluid will be resumed.

Normally, it will be noted that governor springs |46, .|48 :and |63 act to maintain the throttle in an open position but carburetor lever |16 through lug |68 contacting lu'g |81 and spring |81, maintains the throttle in closed position regardless of the degree of vacuum or flow. Movement of carburetor lever |16 causes lug '|66 to move away from lug |61 attached to the throttle pivot |22 and by reason of the governor springs, lug |61 follows lug |68 to open the throttle. If the engine is below governed speed and the carburetor lever is moved to its furtherest point, the combined governor and throttle will also fully open but when governed speed is reached, the scoop and throttle blade is free to swing away from contact with the carburetor ylever through lugs |61 and |68 to partially closed position.

In other words, the combined throttle-governor can always go towards the closed position without taking the carburetor lever with it but the carburetor throttle can never go closed without taking the throttle-govemor with it. p

In prior types of governors, we have found that the reason for the incorrectl adjustment on all ranges resides primarily in the fact that in the governed position, the spring or springs employed are doing a considerable amount of work and any change of adjustment in the tension of such springs therefore means a considerable difference to the opening through the governor at said governed position whereas in the inoperative or open positions of a governor but very little tension is applied to such springs, for in this position the torque or force exerted by the governor blade or similar element is extremely low.

Therefore when a governor is adjusted from a two individual spring systems constituted by springs |46 and |48 and spring |63.v It will be noted thatboth systems are operative in the governed position but only the first system is influenced by the adjustment for governing speed. And it should be further noted that only spring |48 is adjusted as regards the initial trip or in other words from a fully wide open position, spring I 4l alone is opposing the torque of the governor blade. If now the adjustment be radlcally changed with the governor in governed or closed position by movement of block |68 by screw I 68, only the rst system of springs is changed and the adjustment will therefore have to be moved approximately twice as far as it would in other makes or types. It follows therefore that the trip tension is also influenced twice as much as would otherwise be the case. This allows the governor to follow correctly and trip and hold at substantially the same speed over the entire4 range of adjustment. Adjustment screw |64 is provided for spring |63 in the event that adjustment in installation or for wear is' necessary.

'I'he invention may be embodied in other specific forms without departing from thespirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. l

What is claimed-and desired to be secured by United States Letters Patent is:-

1. In a carbureting device adapted for use in connection with an internal combustion engine, a relatively large pressure reducing element; a relatively small pressure reducing element disposed within and in fixed relation to said first element, one end of said second element being subject to atmospheric pressure at all times,

the opposite end of said second element being l subject at all times and conditions of engine operation to full engine the full vacuum of the engine under such'conditions plus the kinetic' energy developed by ilows through said first element. i

2. In a carbureting device adapted for use in connection with an internal combustion engine, a relatively large venturi subject at all times to full engine vacuum; a relatively small venturi disposed in fixed relation to said first venturi in a manner whereby said second venturi discharges at substantially the lowest point of pressure in said first venturi, the inlet end of said second venturi being subject to atmospheric pressure at all times and conditions of engine operation the opposite end of said second venturi being subject at all times and .conditions of engine operation to the full vacuum of the engine under such conditions plus the kinetic energy developed by flows through said rst venturi.

3. In combination with a carburetor for use with an internal combustion engine, a relatively large venturi arranged to discharge into the intake of said engine; a relatively small venturi disposed substantially concentrically within and in nxed relation to said large venturi, one end of said second venturi discharging at approximately the point of lowest pressure in said large venturi and arranged with respect to said carburetor whereby fluid owing therefrom will not be projected against any portion of said carburetor or large venturi, the opposite end of said second venturi being subject to atmospheric pressure; a jet mounted in substantially concentric fixed relation to said second venturi and arranged to discharge at approximately the point of lowest pressure in said second venturi, the effective area of said second venturi being of a size to deliver the major portion of air required by the engine at idling speed.

4. In combination with a carburetor for use with an internal combustion engine, a throttle for controlling iiow of air to said carburetor; a venturi arranged with respect to said carburetor whereby iiuid owing therefrom will not be pro- Jected against any portion of said carburetor, one end of said venturi being arranged to discharge toward the carburetor outlet, the opposite end of said venturi being subject to atmospheric pressure; a, jet mounted in substantially concentric fixed relation to said venturi and arranged to discharge at approximately the point of lowest pressure in said venturi, the eifective area of said venturi being of a size to deliver the major portion of air required by the engine at idling speed,

the remaining portion of air being governed by said throttle. f

5. The combination as set forth in claim 3 wherein said jet is subject at its discharge end to engine vacuum plus the kinetic energy developed by uid flow through saidsmall venturi at all times and under all conditions of engine operation.

6. In a metering mechanism for a carburetor, a plurality of spaced valve seats; a single tapered metering pin arranged to engage said valve seats to control flow therethrough; means for introducing air at approximately atmospheric pressure between said valve seats in a manner such that the valving action of said metering pin is rendered non-sensitive to pressure differences between said seats and for cutting off the iiow of air upon movement of ysaid metering pin away from said seats.

7. In a metering mechanism for a carburetor, a plurality of spaced valve seats. a single tapered metering pin arranged to engage said valve seats to control flow therethrough; a bore in said metering pin with apertures therein opening into the space between said valve seats; means for admitting air to said bore and apertures in a manner whereby said metering pin is rendered non-sensitive to pressure differences between said seats and for cutting oi the flow of air upon movement of said metering pin away from said seats, said means comprising a series of apertures in said pin leading from said bore to a. chamber connected to the atmosphere and a member surrounding said pin for closing said apertures upon movement of the pin relative thereto.

8. In a carburetor, a meteringpin, a. body portion comprising a plurality of spaced valve seats;

means on said metering pin to engage said ,valve seats and control fuel ilow therethrough; means for introducing air at atmospheric pressure between said valveseats to render said pin insensitive to pressure differences between said seats andy for restricting said air introduction upon displacement of said metering pin from said seats, said restricting means being variable to vary the ratio of restriction of flow to displacement of said metering pin to compensate for varying fuel requirements of different prime movers in which the carburetor may be employed.

9. In a carburetor, a metering mechanism for fuel; a throttle; means to connect said metering mechanism and said throttle to produce a proper mixture at all positions of said throttle; and means associated with said last mentioned means to actuate said metering mechanism throughout substantially its full range of movement independently of said throttle.

10. In combination with a carburetor, a com.-

bined manually operated throttle comprising a throttle and governor responsive to fluid flow blade and a blade projecting at an angle to said throttle `blade to augment the closing torque thereof when said blades arein open position.

f, 11. In combination with a carburetor, a combined lmanually operated throttle comprising a throttle and governor responsive to fluid flow blade and a scoop-shaped blade projecting at an angle to said throttle blade to augment the closing torque thereof when said blades are in open position.

12. In combination with a carburetor, a combined manually operated throttle and governor responsive to ilow of fluid in said carburetor to control said uid flow comprising a throttle blade and a blade projecting at an angle from said throttle blade to augment the closing torque thereof when said blades are in open position, means to meter fuel to said carburetor and means to operate said metering means in association with said combined Vgovernor and throttle.

13. In combination with a carburetor, a combined manually operated throttle and governor responsive to iiow of fluid in said carburetor to blade and a scoop-shaped blade projecting at an angle from said throttle blade to augment the closing torque thereof when said blades are in open position, means to meter fuel to said carburetor and means to operate said metering means in association with said combined governor and throttle.

14. In a metering mechanism for a carburetor, a member having a plurality of spaced apertures therein; means to control flow through said apertures comprising a member having a passage for introducing air at approximately atmospheric pressure between said apertures whereby the action of said controlling means is rendered insensitive to pressure diiferences between said apertures and means for cutting off the iiow of air Y upon movement of said controlling means to open tures therein; means to vary the eifective opening of said apertures, said means comprising a member having a passage communicating with the space between said apertures; means for admitting air to said passage at relatively narrow openings of said apertures and for cutting off the ow of air upon an increase in the effective opening of said apertures comprising a section in said member having series of openings leading from said passage to atmosphere and means to close said openings upon movement of said member relative thereto.

16. In a carbureting device adapted for use in connection with an internal combustion engine, a relatively large pressure reducing element; a relatively small pressure reducing element disposed within and in fixed relation to said rst element, one end of said second element being subject to atmospheric pressure at all times, the Opposite end of said second element being subject at all times and conditions of engine operation to full engine vacuum plus the kinetic energy developed by ilows through said iirst element; metering means for controlling the flow of fuel in said carbureting device comprising a member having a plurality of spaced apertures therein; means to control flow through said apertures comprising a member having a passage for introducing air at approximately atmospheric pressure between said apertures and means for cutting off the iiow of air upon movement of said controlling means to open said apertures.

17. In a carbureting device adapted for use in connection with an internal combustion engine, a relatively large venturi subject at all times to full engine vacuum; 'a relatively small venturi disposed in fixed relation to said iirst venturi in a manner whereby said second venturi dischargesv at substantially the lowest point' of pressure in said iirst venturi, the inlet end oi' said second venturi being subject to atmospheric pressure at all times and conditions of engine operation; metering means for controlling the flow of fuel in said carbureting device comprising a member having a plurality of spaced apertures therein; means to control iiow through said apertures comprising a member having a passage for introducing air at approximately atmospheric pressure between said apertures and means for cutting oil' the iow of air upon movement of `said controlling means to'cpen said apertures.

18. In a carbureting device adapted for use in connection with an internal combustion engine, a relatively large venturi subject at all times to full engine vacuum; a relatively small venturi disposed in fixed relation to said first venturi in a mannerwhereby said second venturi discharges at substantially the lowest point of pressure in 40 said iirst venturi, the inlet end of said second venturi being subject to atmospheric pressure at all times and conditions of engine operation; a fuel jet concentrically disposed in relation to said small venturi and arranged to discharge at approximately the point of lowest pressure therein; means to control the iiow of fuel to said Jet comprising a member having a plurality of spaced apertures therein; means to control fuel iiow through said apertures comprising a member having a passage for introducing air at approximately atmospheric pressure between said apertures and means for cutting 01T the ow of air upon movement of said controlling means to open said apertures. l

19. In combination with a carburetor for an internal combustion engine, a throttle for controlling iiuid flow through said carburetor, means tomanually operate said throttle, means responsive in proportion to the rate of iiow of iiuid through said carburetor to operate said f throttle, and means to meter fuel to said engine. said metering means being arranged to be controlled in association with said throttle and operating means.

20. In combination with a'carburetor for an internal combustion engine, a conduit; a throttle in said conduit for controlling iiow therethrough; means to urge said throttle toward open position; means to manually operate said throttle in conjunction with said last mentioned means; means attached to the throttle and responsive to a pressure characteristic of the iiuid in said conduit to close said throttle to limit the speed of said engine to a predetermined maximum independent of said manual means when said throttle is in open position; and means to meter fuel to said engine, said means being arranged to be controlled by said'throttle.

WILLIAM `E. LEIBING. ROBLEY D. FAGEOL.

CERTIFICATE OF CORRECTION.

Patent No. 2,076,788. April 13, i957.

WILLIAM E.LE1B1NG, er AL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 9, second column, lines ll and 1'7, claims lO and, ll respectively, strike out the words "and governor responsive to fluid flow" and insert the same after "throttle" in lines lO and 16 of said claims; and that the said Letters Patent should be read with these Corrections therein that the .Same may conform to the record of the oase in the TBaaftent Office.,

-Signed. and sealed this 8th day of June, A. D. 1957.

Henry Yan Arsdale (Seal) Acting Commissioner o' Patents.

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