US1405777A - Carbureting apparatus - Google Patents

Description

J. GOOD.

CARBURETING APPARATUS. APPLICATION FILED APR4 27, 1916. 1,405,777.. Peeented Feb.7,1922.

. SHEETS-SHEET 1- J. GOOD.

CARBURETING APPARATUS.

APPLICATION HLED APR, 2L 1916.

1 ,405,777, Patented Feb. 7, 1922.

v 3 SHEETS-SHEET 2.

l. GOOD.

CARBURETING APPARATUS.

APPLICATION FILED APR.21.1915.

1,405,777, Patented Feb. 7, 1922.

3 SHEETS-SHEET 3.

4i l 'I W UNITED STATES PATENT OFFICE.

-JOHN' GOOD, OF BROOKLY, NEW YORK, ASSIGNOR TO GOOD INVENTIONS C0., OF

BROOKLYN, NEW YORK, A. CORPORATION OF'NEW YORK.

CARBURETING APPARATUS.

To @ZZ whom t5/may concern.'

Be it known that I, JOHN GOOD, a citizen of the United States, residing at Brooklyn, in the-county of Kings and State of \New York, have invented the following-described Improvements in CarburetingApparatus.

The improvements concern the structure, functional relation of parts, and mode of operation of suction-operated charge-forming devices for internal combustion engines, be.- ing more particularly an improved form of apparatus utilizing the principles of fuel and air measurement set forth and claimed in my rior application, Serial NO 5850, filed Fe ruary 3, 1915, and comprehending also certainirnprovements upon the invention of said application and-also certain independent features, the general object being a carburetor useful for gasoline and volatile fuels but especially adapted for heavy Oilsvv like the fuel oil of commerce, kerosene, etc.,

and also adapted to maintain constant or 'predeterminedproper proportions of the fuel charge throughout a very wide range of engine operation and inde endent of the vaporization instrumentalitles that may be em-l ployed, and further to simplify the proportioning means and avoid'plural adjustments, or the need for skilled attention when in use, and also other objects.

In the drawings,

Fig. 1 is a generally longitudinal section;

Fig. 2 is a top plan view, with parts removed;

Fig. 3 an elevation artly in longitudinal section, on line III- I I of Fig. 2;

Fig. 4 is a partial section on line IV-IV, Fig. 2; l

Figs. 5 and 6 are modifications; and

Figs. 7 and 8 are further modifications.

Referring to Fig. 1, the apparatus there shown comprises a main casing 40, opening to atmosphere at its lower end and adapted for connection at its upper end to a tube sec-l tion or passage 1 forming therewith the suction-intake for the engine. Thesaid tube section, which may be' merely a portion of the ordinary manifold pipe, constitutes the mixing chamber of the carbureting apparatus, that is to say, a space in which the air component of the charge is sprayed with the liquid component and in A'which the lattei` may also be vaporized by heat, both components having been previously measured in correct proportions for combustion. In Fig- Specification of Letters Ilatent.

` ures 1 to 4, and for a purpose presently exgas assage (for heavier fuels such as kero- Senejo. When the chamber is rovided with a Venturi tube, which is pre erred, the air flow through it produces a marked reduction of pressure at the throatfwhich is useful to cause or promote the discharge of liquid from the nozzle 2 and its su ply pipe 4, and for other purposes, but furtlier according to this invention the Venturi shown is representative of 4means employed for creating and maintaining a low pressure at the said nozzle, regardless of whether the means is dependent on the velocity or amount of air flow, and the invention-is not limited thereto to keep the pressure in the mixing space low enough to insure vigorous liquid discharge,

Patented Feb. 7, 1922.

Application med April 27, 191e. .serial No. 93,883.

at all times, from ldling to full load, and

part of its length, as indicated, for example,

by the coil 4, and such heating may be suicient for vaporization, depending on the fuel, without heating the mixing chamber.

The air component of the charge flows to `theinixing chamber through the main air `passage in the casing 40 which is quite separate from the liquid passage 4, and carries pure air only, the rilte of flow being as determined bythe throttle 5 which may beA placed at any point in the-intake, but the throttle is preferably located just in advance of the lmixing chamber so that the latter may profit to the greatest extent by the suction vacuum of the engine. The entrance to the main air passagecontains and is adapted to be closed by a check valve body 6 arranged Ato be moved or lifted by the air flow. his body is mounted on a staff 7 guided at the lower end in the frame or housing of a dash-pot 8 and at its upper end lin a bushed hole in the' wall of the main air-passage.` The body/ itself is oviform or. stream line in shape having no.

abru; t corners and is adapted to seat at its wide t part upon or against the wall of the air inlet which wall is provided by an 1nrted 'piece' or bushing 9 threaded with ne thread in the entrance of the casing and hence adjustable therein. Its inner surface is curved with aspeclal curvature I which ycontrols the elevation to which the air moves or lifts the control body 6, as will be referred to later on. In the present case the entering air lifts the control body and its attached parts against the action of their gravity only and thereby there is established 1n the casing immediately above said body, al condition of pressure which is less than atmosphere, assuming atmosphere tol surround the entrance end of the casing, and such pressure is constant for all values or volume of steady' air flow through the entrance. lAs will presently appear, the said body might also be seated by the action of a spring, if desired, in which case the elevation assumed under a given air flow would be correspondingly modified and might also call for a corresponding modification of the curvature of the inner wall of the bushing l9 just referred to and as willbe apparent further'on. The condition of pressure determined in the air passage by the weight or seating tendency of the valve body 6, the same belng constant in the present case,

serves to induce the flow of liquid fuel from the constant-level float chamber l() through a metering means and into a space where it may be transferred into the pipe 4.

ythe pressure condition in the air passage through the annular gap 12, forms an -enclosure for the flow-controlling'agencies and connections, which latter are thus disposed out of the air flow and hence where they do not obstruct it.

The outlet of the casing air passage 11 to the mixing chamber is also controlled by a check valve member 14, which is also in the present'case seated solely by its o wn gravity, like the body 6, and when seated forms a substantially complete closure to the suction intake, belng adapted to be lifted by the air however, and to such extent as the volume flowing may lift it. This check valve member 14 is carried on a stem 15 guided in the casing and retarded in its action by a liquid dash-pot 16, the portedplunger of which is' provided with a ball check therein so that the valve will rise relatively sluggishly and cross-sectional area to avoid undue restriction of .the flow but the pressure in the space beyond the valve is thereby reduced determined by its weight; depending upon its location, the throttle may establish another, which in the present case would succeed that of the valve 14, and the throat of vthe venturi, when used, establishes still another, but the throttle creates a depression behind it only when it is partially closed,

and the venturi does so only in proportion to the fiow velocity through it, and therefore both these elements, throttle and venturi, may be regarded as cumulative pressure reducing means supplementing the constant minimum pressure differente defined by -the valve body 14, which latter is ef-A fective regardless of throttle position or air flow. Two principal regions of successively lower pressure are thus established by the two successively arranged check- valve bodies 6 and 14, and the pressure difference thereby mamtained serves to assure vigorous movement of the liquid component of the charge and effective spraying in the mixing space, such difference being in no case less than a certain predetermined minimum represented by the gravity or seating tendency of the valve body l f v Referring now to the liquid fuel supply, the float chamber 10 is conveniently mounted on or formed as a part of the main Casing 40,

and thus partakes of theuniformtemperature of that apparatus. It is supplied with liquid fuel through a pipe connection 17, and kept at a substantially constant level by the usual float-controlled valve, as indicated, or otherwise. The upper end of the longitudinally moving staff 7, which projects into the space." 13 carries rigid thereon a cross-arm 18 forming the operating connection to a metering pin 19, the latter being mounted in a bushing (Fig. 4)-with its lower end protruding into an orificel 20, which latter willr be seen to be the outletfroln the liquid fuel chamber; The connection of the cross-arm to the metering pin is by means of a hole in the arm which is wider than the pin itself and is hencesubject to lost motion, but the pin is held in normal relation to the arm by a spring so that the pin and staff` move properly together and neither lcanv be`the cause of the others sticking in its bearings. The pin and body thus move together and accurately according to the position imparted to the control body 6 by the infiowing air. As shown in Fig..4 the metering orifice 20 controls the lliquid flowing from the float chamber through the passage 21 and-permits it to pass the orifice at such rate as deterward v sureJ may be acting upon the surface lo the maintained between its receiving and spray mined bythe extent of protrusion of the tapered end of the metering gin 19 therein. Frome his metering /point t eful asses first laterally throu h the bore 22 an then upwardly throu h t e bore 23 and again lateralll through t 1e bore 24 and thence downy into a small chamber 25. This chamber 25 is in communication with the pressure space 13, or is a part 'of said space out of the air flow, but is subject to the pressure determined by the body 6, and in conse unce, the Y liquid is caused `to move from the oat-chamber into the small chamber 25 as the result of -the .pressure difference existing between the said pressure chamber -13 and whatever resliquid in the fioat chamber. That pressure may be assumed tobe atmosphere inthe present case, although it might be otherwise and the lliquid thus moves to the chamber 25under a substantially constant head from the liquid chamber, constant,pbecause the body 6 is ravity-seated in the present case. The .chain er 25, has a funnel-shaped bottom forming the entrance endr of the fuel pipe 4 abovereferred to and into which the measured liquid is transferred and wherein itpasses, together with a slight amount'of air from the transfer-chamber 25, to the mixing chamber 1 for mixture or vaporization with the main body of air. As before stated the fiow through thetransfer pipe 4 results from the pressure difference always nozzle ends.

Constan proportions of fuel and air are maintaine b the correlation established between the eevation assumed b the con trol body 6 `and the position of t e tapered metering pin 19, in the metering orifice, as will now be evident. Such correlation is made'with reference to the known variations in the characteristics of the flow of liquid lfrom small orifices or nozzles and in the present case is expressed in the curvature of the seat wall 9 of the body 6. The taper of the metering pin 19 is straight or conical and the seat wall on the part 9 is so curved .as toy define the proper elevation of the body Vand corresponding position of4 said pin for all values of air How, so that' the rate of liquid flow bears at all times a constant ratio thereto. The proper curvature for this purpose can fbe plotted byI reference to the known law of liquid flow and the taper of the metering pin, or it can be established experimentally With a fair degree of accuracy such as to give a constant increment of elel lvation 'for equal increments of air fiow, or otherwise. v

It will be observed that change of 'the position ofl throttle 5 through its control of the intake, changesrthe elevation of thecontrol body and correspondingly adjusts the liquid delivery throu h the transfer to the mixing chamber.` hen the throttle 5 is closed tight or is so'adjusted that the valve 14 remains seated, the body 6 is then lifted from its seat only to lsuch extent as will satisfy the suction pull exerted from the mixing chamber through ,the transfer pipe 4, and at such elevation establishes the proper rate of liquid supply to keep the engine turning over when under slight or no load, that is to say, when idling. The air Acomponent of the charge in this case is constituted b that air which is drawn through the trans er pipe together with the liquid, and the capacity of the transfer pipe is deter-mined with this object 'in View, so that proper idling mixture will pass to the engine when the air throttle 5 is closed, or nearly closed. It is preferred, however, that the transfer pipe be made of larger capacity than necessary merely for the idling condition and to restrict it to the requirements of idling by the use of a valve or^thrott1e therein, such as represented by 27. Thereby the same apparatus is adapted to serve a Wide variety of sizes of engines. When this liquid throttle is set to an intermediate position, the flow capacity "Fo'f .the transfer pipe is then suitable for transferring liquid and air in the proper amount for. idling. Adjustment of the throttle 27 in the direction to close the transfer pipe completely, as indicated in Fig. 1, will of course stop thee-ngine by shutting off the fuel, and in the other directionl (to` theleft in Fig. l) enlarges the papacity for fiow rso that the pipe may then transfer liquid in any amount required. The transfer throlttle 27 is shown in Fig. 1 las geared with the air throttle 5 to assume automatically the proper position and so that from a single lever or control pedal, the fuel can be controlled to bring the i'os engine from full speed and maximum load,

tion` while the throttle 5 remains closed. by virtue .of the slotl in the rod. Continued movement in the same direction allows the liquid throttle to open further and opens the air throttle to the extent desired against the tension of its closing spring. Obviously various other forms of linkage or gearing can be substituted to produce the same mechanical effect.

In order to compensate for leakage in the engine around the pistons or in the engine valves or elsewhere, my invention includes a b v-pass from the liquid fuel chamber around the metering pin to the ltransfer chamber 25, and thence to the mixing chamber. This b v-pass is constituted in the present case, by the pipe 30, connected at its opposite ends with the liquid passages 24 and 21, respectively, and subject to accurate control by a. fine needle valve 31. When the engine is new this valve is closed but as leakage develops from engine wear, it is opened slightly to admit some fuel directly to the chamber at constant rate sufficient to satisfy the substantially constant leakage inflow of air, and it may also be used when starting. The pressure space 13 which contains the cross-arm 18 and metering pin connections, is formed in part by a bonnet 32 secured to the upper face of the main casing 40, as indicated in the drawings, and so as to be removable to expose and permit removal of the metering pin 19 whenever required. The restricted metering orifice 20 is also effectively counteracts and suppresses thaty The apparatus shown in Figs. 1 t0 4,-'

assumes the liquid transfer pipe 'and the mixing chamber to be both heated by the engine exhaust gases which pass through the stove or passa-ge4 3. It will be evident, however, that the invention is not limited to such an arrangement; b way of a single example the liquid fuel pipe and the air passage may be so heated if desired (Fig. 5). Such separate heating can be done Without disturbing the constancy of the fuel and air proportions and without fouling any'of the interior ducts or surfaces, because the thermal expansion resulting from the heat occurs after measurement and while the fuel is separated from the main body of air, and further because the Aheat applied is sufciently isolated from the point of fuel measurement that it cannot affect the rate of flow of the liquid by reducing or chang-l ing its viscosity, or cook or carbonize the oil in the metering orifice, which of course would tend to clog it or reduce its capacity. These are advantages of the present invention not possible in other carbureting apparatus where the heat is applied to the air prior to measurement or at the place ofmeasurement. Moderate heating of the air prior to its measurement is notjharmful proremovable, being formed in a bushing`vided the temperature is not sufficient to threaded into the casing 40 from below and removable for inspection or cleansing by first removing the plug 33 and then unscrewing the bushing from its seat. The position of the metering pin at one side of the control body allows either of these operations to be accomplished readily and without disturbing thel adjustment of fuel and air proportions.

In addition to its function of maintaining the suitable pressure depression at the spray nozzle of the transfer pipe, the check valve member 14.- being 4relatively sluggish in its opening movement by reason of its dash-pot and being interposed in the main air-fiow, serves ai further useful purpose, not merely supplemental to its primary purpose but also independently useful in other relations and is so claimed herein. Its relatively slow opening motion suppresses sharp fluctuations of pressure, such as might otherwise occur on sudden changes of operating oonditions, as, for example, when the throttle is suddenly changed and the control body is finding a new elevation. On such occasions the liquid supply tends to become irregular or erratic as the result of the abnormal motion and pressure conditions momentarily existin in' the intake passage, and the smoothing-outeffect of the valve body 14 injure or break down the oil and provided also that the thermal expansion is not allowed to disturb the proportions, and the air mightbe preliminarily warmed in apparatus of this invention on these conditions, but any such ermissible moderate temperature is not su cient to vaporize heavy gasoline or kerosene properly, in consequence of which it is preferred to apply all theIl heat after measurement, as above explained. Fig. 5 illustrates the arrangement of the apparatus when the air is heated. In this figure the air outlet from the proportioning or measuring means already described, is connected to an air heater 35, so that the air which has passed the check valve bodies 6 and 14 and there served to measure the fuel, will circulate through the said heater and enter the mixing chamber with the desired temperature. The transfer pipe 4 is led to the mixing chamber through the same. heater, so that the fuel; will also be heated as it issues from the spray nozzle 2. Heating of the fuel is not necessary for normal running if the air has the proper temperature, but in cases Where the air throttle 5 is completely closed when the engine is idling, some heating is necessary in order to continuevaporization of heav oil under that condition. The air heater 1s provided with i 'kept at substantially chamber is bolted directly to the side of the inlet aind outlet connections for the exhaust, to serve as the source of heat but any other source could be used and any type of heater. The mixing chamber is shownin this case as consisting merely of a short section of the manifold of the engine and the air'throttle as located between it and the proportioning means, but as already pointed out these are matters subject to variation. i Thefair throt-L tle can be placed on. the engine side of the mixing chamber, or at the inlet to the proportioning means, provided only that the pressure differences between the ends of the` transfer pipe and between the float chamber and the transfer chamber be kept constant or in roper relation to maintain the desired ow. The modified form of Fig. 6 illustrates the employment of the check valve body 14 as the main air throttle. The bell crank lever 14a fulcrumed in the casing wall engages the flattened top of the valve to close it, or to limit its opening movement, but not to open it so that. the rate of air flow and the operation ofthe engine are thus controlled without interference with the other functions of the valve- 14.

Figs. 7 and 8 represent in transverse and longitudinal sections, respectively, the relai tion of the present invention to a further type of vaporizer constituting the subject of a separate application'for patent. In this type the air emerging from the check valve 14 and the throttle 5 passes into a downtake pipe 36, and discharges directly against the owlshapedflo'or 37 of a chamber 38, which latter is of relatively large proportions, as willA be observed, and isl in immediate connection' With the engine through the inlet ports 39. The floor 37 is subjected to heat on its under iside in the present case Kb directingthe exhaust from the engine irectly, against it. For this purpose the several exhaust ports 41 discharge into a manifold 42 and the latter discharges through an upturned spout 43 directly against the under side of the ,depressed floor escaping thence through the outlet 44. 'Ilhe depressedv floor 37 is thus the temperature of the engine exhaust. T e transfer pipe 4, supplied with liquid fuel by the mechanism above described, is in this case looped through the exhaust gas passage beneath the floor 37 and then led through the floor and into the airflow in the downtake 36, withits nozzle 2 centralized therein, as shown in the drawings. The air pipe and the liquid nozzle thus both discharge centrally and directly against the exhaust-heated wall or floor of a chamber of relatively large capacity and which is intended to be placed close to the engine cylinders and in direct communication therewith. As shown in Fig. 8, the said' cylinder head, so that the air and -fuel reviously measured may pass directly to t eir ing kerosene fuel in combustionengines With- 4 out producing high resultant temperatures in the combustible mixture. Sufficient heat is normally derived through the exhaust-heated floor 37, but the air can be .additionally heated, as in the case of Fig. '5 if desired, and .the oil can also be heated, as in fact illustrated in Figs. 7 and 8, and wherever the adjustment for idling involves a complete closure of the air passage between the check valve body 6 and the engine, some heat is desirably applied either to the transfer pipe or the vaporizer-chamber, as already explained. It will be understood that the upper part of the casing 40l of the fuel and air-proportioning means will be variously shaped for compact connection to the pipe fittings of the particular system in which the invention is embodied. It will be also understood-that while I have described and illustrated the invention as organized for supplying fuel charge to combustion engines it is likewise serviceable for supplying. carbureted mixture to combustion apparatus of any kind.

v I claim:

l. Carbureting suction intake aving a throttle, a liquid fuel supply chamber having its outlet subject to less than atmospheric pressure within apparatus comprising a the receiving end of said intake, and a transfer pipe to conduct liquid from said outlet.. to a space in the intake near the engine, in combination with means independent of the throttle for maintaining` a predetermined minimum pressure. difference between' the receiving and discharge ends of said transfer ppe 2. arbureting apparatus" comprising a suction intake including a mixing space in4 which liquid fuel is sprayed into air and provided with a check-valve member for maintaining in said space a region of relatively low pressure and means for maintaining a region of relatively higher pressure in the intake in advance of said space, both pressures bein less than atmosphere, and a throttle contro ling the flow through said intake, in combination with a liquid fuel suppl subject to the higher pressure in said in, tallie and a transfer pipe conducting liquid` from said supply to the mixing space.

3.v Carbureting apparatus comprising a suction intake provided with a throttle and with means for maintaining regions of successively lower pressure therein less than atmosphere and including a mixing chamber in a region of lower pressure, in combination with a liquid fuel transfer pipe leading from imI a higher pressure region of the intake to the mixing chamber and having a nozzle orifice adapted to spray liquid therein, and an airactuated metering means controlling the de- 5 livery of liquid into said'transfer pipe.

4. C'arbureting apparatus comprising a suction intake having a throttle and two airoperated pressure-determining valvebodies disposed in series relation in said intake, one of said bodies serving to control the rate of liquid delivery anda transfer pipe conducting the delivered liquid to the region of pressure in said intake determined by the second of said bodies.

5. Carbureting apparatus comprising an` intake passage and successively arranged lair-sustained bodies therein, a liquid receiving chamber having communication with the intake between said bodies, means whereby the position of one of said bodies controls the rate of flow ofliquid to said chamber and a liquid transfer pipe connecting said chamber with the intake on the engine side of the other of said bodies.

6. Carbureting apparatus 'provided with an air entrance and a mixing chamber, an air passage conducting air from said air entrance to said chamber, va liquid passage adapted to conduct all of the fuel and also to conduct some air from within said air passage tosaid chamber, and means within said air passage and sustained by the flow of air through said entrance for controlling the rate of fuel supply to the liquid passage.-

85 7. In carbureting apparatus, a mixing space for air'and liquid fuel, a liquid fuel chamber, the outlet whereof is controlled by the relation of a straight-tapered metering member to a liquid outlet member, an airsustained body of stream-line form connected to operate one of said members to vary the cross-sectional area of the liquid outlet, an entrance passage through which all the air component of the charge moves to the mixing space, said entrance being provided with a seat portion for said body having a curvature plotted to control said area to maintain a predetermined rate of liquid flow, and a transfer pipe conducting rsupply to said chamber -controlled by the liquid so measured to the mixing space, having its receiving end subject to the pressure connected with said outlet beyond the check said mixing lvalve member thereof, in combination with a liquid transfer chamber subject to the pressure between said check-valves, a liquid inlet check-valve member and a transferpipe from said transfer chamber tothe said mixing chamber.

10. Means for supplying liquid fuel charges to internal combustion engines, comprising a space in which the liquid fuel is sprayed with air, an air intake leading to such space, an .air inlet to said intake, and an air throttle between said space and inlet, in combination with a liquid fuel supply re-` ceptacle having a discharge opening subject to the pressure in said intake adapted to deliver liquid in a 'predetermined ratio'tothe air entering the aforesaid inlet, a liquid transfer pipe conducting all the so discharged liquid to the said mixing space, mechanical means independent of the throttle for permanently maintaining a pressure actuated liquid fiow through said transfer pipe for all throttle adjustments, and means for heating the transfer pipe. 11. In carbureting apparatus, the eombi- `nation of an air pipe conductingair only, a

liquid pipe conducting the whole fuel component of the carbureted mixture, a mixing 1o. space in which the latter pipe delivers to the former, a valve member in the air pipe operative to maintain a normal pressure difference between the ends of the liquid pipe and a retarding means for said member adapting it to maintain said pressure difference on sudden fluctuations of the air iow.l

l2. Carbureting apparatus, comprising in combination with an intake passage having two independent check valve members 11. opened by air flow therethrough, a transfer pipe receiving liquid fuel from the space between said members and conducting the same into the air flow beyond the second valve member and mechanically correlated throtlll tles for said transfer pipe and the air flow respectively.

13. Carbureting apparatus comprising an air intake provided with means whereby spaces of successivelyj lower pressure are 130 maintained therein the lowest pressure being maintained by a check valve member intercepting the air flow, a transfer pipe conducting liquid fuel from the space of higher pressure around said check valve member lll tothe space of lower pressure, a throttle to control the air flow, a throttle in said transfer pipe anda mechanical operating connection between said throttles.

14. Carbureting apparatus comprising ini l combination with a suction intake, two independent dash-pot retarded cheek valve members disposed in successive positions within said intake, said apparatus being provided with a second passage terminating at opposite sides of thatone of said two cheek valve members which is nearer the enment of one of said members delivering fuel to said second Passage.

In testimony whereof, 1 have signed tins specification.

JOHN GOOD.

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