US2230159A - Compensating device for carburetors of internal combustion motors - Google Patents

Description

Jan, 28, 1941. H. J. KRATZER COMPENSATING DEVICE FOR CARBURETORS OF INTERNAL COMBUSTION MOTORS.

Filed April- 18, 1938 IIIIIIIIIIIL Patented Jan. 28, 1.941 I I I UNITED STATES PATENT OFFICE COMPENSATING DEVICE FOR, CARBU- RETORS OF INTERNAL COTMBUSTION MOTORS Herbert J. Kratzer, St. Louis, Mo.

Application April 18, 1938, Serial No. 202,621 10 Claims. (01. 123-124) This invention relates to a compensating deof the two-part housing 4 is an air chamber 8 vice for carburetors of internal combustion mohaving a communicating inlet branch 9 which tors, which is presently adapted to be located may lead from an air cleaner or the like. between the carburetor and the intake manifold The part 10 of the housing 4 is secured beof a motor so as to be effective on the vcarburetted tween the carburetor 5 and manifold 6, and the mixture as it is entrained from the carburetor parts 1 and I0 of the housing being secured toto the intake manifold, and is a furthering of the gether by bolts H, and when thus secured, the invention disclosed in my U. S. Letters Patent C amber l2 formed in e p 1 Communicates No. 2,212,101, 'dated August 20, 1940. with a pair of passages l3 in the part I0 which The invention of the instant application has m e, w t the arbu e 5 a the 1c for one of its objects to provide a device having manifold a valve controlled auxiliary chamber actuated Extending u h t e Cha ber I2 s a ve i al by vacuum' controllin means governed by th tube M having its upper end disposed above the accelerator means of an internal combustion housing, the lower e d of said tube communica l5 motor. ing with a horizontal passageway l5, and said Another object is to provide a device having a ageway av the Ve a ru W with vacuum actuated auxiliary air valve which is Whieh'e D Valve iS cooperable, and e V under the control of another valve operated by ticel n i of the passageway l5 u c tthe accelerator rod of the carburetor of an inmg With the Chamber adjacent the ports i3 ternal combustion motor, formed in a vertically disposed cylindrical 20 A further object is to provide a device in the Sleeve form of a housing having therein a chamber Both the pp end of e ve 9 a d he which communicates with both the carburetor tube communicate With the chamber 8,

and the intake manifold of an internal combusand the sleeve I9 extends downwardly to the 25 tion motor, and the housing having a free air p w y 5, n r pr al in said sleeve is a venting passage communicating to th chamber piston or plunger 20 which is normally positioned having a resisting valve t respective ends and a in the sleeve with respect to the ports 18 thereof, vacuum actuated plunger cooperable with the by a coil Spring H which is Centered Over & lug outlet end of the passage and being effected by- 22 which extends upwardly from the bottom 0f 3 air entrainment through said passage. the passageway cooperable W the Inlet A still further object is to provide a device for of the tllhe i4 is p Valve 3 w ch s carcooperation with both the intake manifold and ried by e Sylphen element d e e e tbeing the carburetor of an internal combustion. motor, edillstabiy red to the b acket 25 and is disfor admitting varying proportions of free air, posed within the air chamber 8. 35 comprising an attachable unit having an inlet The up er e te d end o t e pin va ve 11 s passage leading to the manifold, andthe passage p v h a J 26 attached to a hook 21 having cooperable resisting valves, one of which a d a lever 23 which is pivoted at 9 o a is mechanically actuated and the other being bracket 30 secured to the housing the w n 4o thermostatically actuated, and a spring return end of d lever being Connected at to the plu cooperable with the passageway. arm 32. of a bell crank lever 33, and connected Other objects and advantages will appear as at 34 to the other end of said bell crank lever is this description progresses and by reference to an accelerator rod 35. the drawing, in which: I The bell cranklever 33 is securely fixed to a Figure 1 is a sectional plan elevation showing shaft 36 which is supported in the carburetor 5, 45 an adaptation of the invention in a cooperable and fi e Said Shaft are the w throttle position with .the carburetor for an internal com- Valves of the eerbllleteri bustion motor. As shown, the valve ll being slightly larger in Figure 2 is a side elevation of Fig. 1. capacity than the valve 23, has the greatest varia- 'Figure 3 is a vertical sectional elevation taken iii-0h Over the throttle range of motor Operation 50 approximately on the line, 3-3 of Fig. 1. as the valve l1 varies from point .005 to .015 of Referring to the drawing, 4 designates a hous-' a square inch, the latter size however, being at ing which is secured between the carburetor 5 wide open throttle, whereas the valve 23 varies and the intake manifold 15 of an internal comfrom .006 of a square inch at 6,000 feet sea level 5 tion m r. n m n n p f the part 1 and at 120 degrees temperature to .012 of a square inch at sea. level atmospheric pressure or at zero.

When a motor equipped with this improved compensating device is at idling operation, the parts described are in the approximate positions shown, in which the valve I I will 'be in its most closed position, whereas the valve 23 which may be in its most open position with respect to the tube M, will allow more air to enter the passageway I 5 than is evacuated by any possible vacuum formed in the housing chamber l2 or manifold 6. When the accelerator rod 35 is actuated to operate the throttle valves 31 to wide open throttle positions, the valve II will be in its most open position, and the entrained free air through the tube l4 and passageway l5 will create a pulling force under the piston 20 to approximately approach the vacuum created in the chamber I 2 of the housing 4 for the reason that the constant leak or venting of air past the valve 23 and through the passageway l5? will not equal the volume taken by the manifold, past the valve l1.

At points in between positions of idli and full open throttle, the varying vacuum pressures in the chamber l2 will be extended so as to become efiective in the passageway l5 and under the piston 20, and thereby moving the piston downwardly to varying extents created by the vacuum, to open the ports I8 in the cylindrical sleeve l9 against the tension of the coil spring 2|. Obviously, the volume of entrained air through the ports I 8 is that amount determined by the vacuum pull created in the chamber l2.

Undercold temperatures and sea level pressures, the Sylphon element 24 will remain contracted and the resistance of the valve 23 thereof at the inlet end of the tube M will be a minimum; therefore, the pressure under the piston 20 will likewise be a minimum over the entire throttle action range of the motor. With increase of temperature or altitude, the Sylphon element 24 will expandand move the valve 23 thereof into a closer position with the inlet end of thetube l4, thereby causing a greater resistance to the flow of air through the passageway l5, and consequently, the vacuum of the chamber l2 will become more efiective on the under side of the piston 20 to move the piston a greater degree downwardly in uncovering or opening the ports l8, even though the throttle action and the vacuum in chamber l 2 remain the same as when the Sylphon element 24 was in its contractedposition.

Specifically, the upper extending end of the tube I4 is provided with an apertured sleeve 38 in which the valve 23 is engaged, said sleeve serving as a guiding element to said valve, and to counteract the spring effect of the Sylphon element 24, a coil spring 39 is engaged at its upper end against the under side of the element and having its lower end seated on the housing 4, said spring making the Sylphon element more effective with regard to changing its length due to temperature and pressure variations.

The lower end of the coil spring 39 is disposed to overlap'the sleeve l9 to serve as a stop to prevent the plunger 20 being forced outwardly from the sleeve by its spring 2|, and in operation the striking of the plunger 20 against the spring, will vibrate the Sylphon elementsufliciently to free any frictional sticking of the valve 23 with thesleeve 38. l

The ports l8 are preferably-graduated in width for increasing or decreasing the inlet areas of the chamber l2, as determined by the opened po sitions of the plunger 20 as may be required to govern the expanding and contracting action of r the Sylphon element 24, and consequently, greater or lesser air charges will be entrained through the passageway l5 as determined by the position of the valve 23, in co-relation however, with the position of the valve I! in respect to the outlet end of said passageway l5.

While I have described one embodiment of my invention with some particularity, obviously many other embodiments thereof will occur to those skilled in the art to which it appertains. I, therefore, do not limit myself to the precise details described, but claim as my invention all variations and modifications coming within the scope of the subl'oined claims.

What I claim is:

1. A compensating device for an internal combustion motor comprising a housing having a chamber therein, an intake manifold with which said chamber communicates, a passageway leading to said chamber from the outside of the housing, a manually controlled valve and a thermostatically controlled valve cooperable with said passageway, and a plunger forv governing the admittance of auxiliary air to said chamber and being under the control of suction in said passageway.

2. A compensating device to be inserted between the intake manifold and the carburetor of an internal combustion motor comprising a housing having a chamber in communication with the manifold and the carburetor, a passageway leading to said chamber from the outside of the housing, a manually controlled valve and a thermostaticall controlled valve cooperable with said passageway, a ported cylinder intercepting said chamber and said passageway, and a plunger in said cylinder eflected by and being under the control of suction in said passageway.

3. A compensating device for an internal combustion motor comprising a housing having a chamber, an intake manifold with which said chamber communicates, a passageway leading to said chamber from the outside of the housing, a ported cylinder having one end in communication with said passageway and its other end communicating with the outside of said housing and the ports of said cylinder adapted to communicate with said chamber, a plunger in saidcylinder cooperable with the ports thereof, a manually controlled valve cooperable with said passageway on one side of said plunger, and a thermostatically controlled valve cooperable with said passageway on the other side of said plunger.

4. A compensating device for an internal combustion motor comprising a housing having a chamber therein, an intake manifold with which said chamber communicates, a passageway leading to said chamber from the outside of the housing, a ported cylinder having'one end in communication with an intermediate portion of said passageway and being in communication at its other end with the outside of said housing, a plunger in said cylinder cooperable with the ports thereof, and a, pair of controlled valves having cooperable relation'with said passageway.

5. A compensating device for an internal combustion motor comprising a housing having a chamber, an intake manifold with which said chamber communicates, a passageway leading to saidchamber from the outside of the housing, a thermostatically controlled valve cooperable with said passageway, a ported cylinder having one end in communication with said passageway and its other end in communication with the outside of the housing, the ports of said cylinder being in communication with said chamber, and a plunger in said cylinder.

6. A device for cooperable connection with an intake manifold of an internal combustion engine for admitting auxiliary air thereto, comprising a housing having a chamber in communication with the manifold, a passageway leading to said chamber from the outside of the housing and having a thermostatically controlled valve cooperable with said passageway, a ported plunger cylinder communicating at one end with said passageway and at its other end with the outside of the housing and the ports of said cylinder being in communication with said chamber, and a plunger mounted in said cylinder and cooperable with said ports.

7. A device for cooperable connection with the intake manifold and the throttle valved carburetor of an internal combustion engine for admitting auxiliary air thereto, comprising a housing having a chamber in communication with the manifold, a passageway leading to the chamber from the outside of the housing, a ported cylinder communicating at one end with-said passageway and at its other end with the outside of the housing and the ports of said cylinder being in communication with said chamber, a plunger mounted in said cylinder and cooperable with said ports, and a valve cooperable with said passageway and having synchronizing connection with the throttle valve of the carburetor.v

8. A device for cooperable connection with the mitting auxiliary air thereto, comprising a housing having a chamber in communication with the manifold, a passageway leading to the chamber from the outside of the housing, a ported cylinder communicating at one end with said passageway and at its other end with the outside of the housing and the ports of said cylinder being in communication with said chamber, a plunger mounted in said cylinder and cooperable with said ports, a valve cooperable with said passageway and having synchronizing connection with the throttle valve of the carburetor, and a thermostatically controlled valve having cooperable re- 1ation with said passageway.

9. A compensating device for an internal combustion motor comprising a housing having a chamber therein, an intake manifold with which said chamber communicates, a passageway leading to said chamber from the outside of the housing, a manually controlled valve and a thermostatically controlled valve cooperable with said passageway, a port at the outlet end of said passageway in communication with said chamber and adapted to supply air thereto, and a plunger cooperable with said port and said passageway and adapted to be actuated by varying pressures existing in said passageway.

10. A compensatin device for an internal combustion motor comprising a housing having a chamber therein, an intake manifold with which said chamber communicates, a passageway leading to said chamber from the outside of the housing, a manually controlled valve and a thermostatically controlled valve cooperable with said passageway, a port at the outlet end of said passageway in communication with said chamber and adapted to supply air thereto, and a spring returned plunger cooperable with said port and said passageway and adapted to be actuated by varying pressures existing in said passageway.

HERBERT J. KRATER.

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