US1823818A - Carburetor - Google Patents

Description

Sept 1931- c. J. CONSTANTIN CARBURETOR Filed March 19, 1926 2 Sheets-Sheet 15141-125 TJELJRES rnauanlfl JELJREL iii 151.155 S =l=nauaz .7

6/ INVENTOR- C J. (braid/1M ATTORNEY Patented Sept. 15, 1931 UNITEDTSTATES' 7 CESAR JEAN CONSTANTIN, OF YORK, N. Y.

. CARBURE'IOR' Application'filed March 19, 1926. Serial No. 95,821..

My inventionrelates to carburetors used with internal combustion engines,and has to do principally with the mechanism employed for proportioning the relative quantities of hydrocarbon vapor and air in order to enable the carburetor tosupply to the engine, from time'to time, mixtures of such different proportions as are suitable for different speeds of the engine, or for difit'erent conditions of load or the .like. I

My invention, though admitting of use upon carburetors for'internal combustion engines generally, is particularlyadapted for service withcarburetors of the general type used upon the internal combustion engines ordinarily employed for the propulsion of automobiles and similar road vehicles; 1

- Reference ismade to the accompanying drawings forming a part of this'specification, and in which like reference characters indicate like parts throughout'the several figures. i

Figure 1 is a view, partly in section and partly in elevation, of a carburetor made in accordance with my invention.

Figure 2 is a side elevation of the mecha nism appearing in Figure 1. Figure 3 is an end elevation of this mechanism. i

Figure 4 is a plan view of the same.-

Figure 5 is a section on the line 55 of Figure 1. v

Figure 6 is a section showing one of my interchangeable throat rings, for, varying the main air supply of the carburetor. V

Figure 7 is ,a sectionshowing another one of my interchangeable throat ringsfor the carburetor. V

Figures 8, 9 and ing changes in the condition or the carburetor under successive increases in speed.

A fuel tank, suitable for holding gasoline or thelike, appears at 8 and'isprovided with a cover 9 and witha supply pipe 10 for con-- veying liquidgfuel into the tank.

10are diagrams indicatb b "there is left a space between the upper end of the nozzle 19 and the adjacent lower end of the regulatingtube21. This'space is va-f 7 ried by adjustment of the regulating tube 21,

Extending'horizontally from the bottom of the fuel tank and preferably integral therewith is a foot plate 11, provided with-a hori? zontally extending cylindrical passage 12, and with a number of bolts 14, and 13, detachably fitted into position, in order to renderthe passage 12 easily accessible for purposes ofrepairing, cleansing and inspec tion.

Extending horizontally from the top of the fuel tank 8, and preferably integral therewith as shown,is a cap plate 17 having an upwardly.extending portion 18 made in substantially the form of a hollow cylinder; Located within this hollow cylinder'is a regulating tube 20, 'providedwith radially disposed slots 21, andhaving a form which may bereadily'understood from Figures 1 and 5. The regulating tube 20 is practically a hollow bolt of substantially cylindrical form, and is provided with a bolthead 22 and with a portion 23 threaded exter'iorly and fitted into the upper portion ofthe cap plate 18 scans to be capable'of being turned by hand therein. Fitted upon the threaded portion 23 is a nut 24, serving as a nut lock.

The operator by loosening the nut lock and turning the regulating tube 20by means of the bolt head 22 can slightly raise or lower is the regulating tube; and this done, by tightening the nut lock, can fix the regulating tube 20 rigidlyin position.

Located below the regulating tube 21, and extendingloosely through the portion 16 of the foot'plate 12 is a nozzle 19. The upper end of this nozzle is conical in form, andthe lowercend of the regulating tube 21 isrsubstantially. frusto-conical internally. Thus andis'used as an airinlet for-carbureting such liquid fuel as, from time. to time, is

drawn upwardly by aspiration from the nozzle 19 and into the regulating tube v21.

The cap plate 17 carries a cylinder 25, used as a mixing chamber. The wall of the cylinder is provided with a duct 26, extending into communication with someone of the slots 21 of the regulating tube 20.

The duct 26 serves as a by-pass, as herein The upper end of the mixing chamber is formed into a flange 29,-of the shape shown more particularly in Figure 4, and provided with bolt holes 30, adapted for use in securing the mixing chamber to the mechanism of the internal combustion'lengin'e. 1 The mixing chamber is provided at its upper end with an annular. seat 31, and de tachably fitted into this seat. is a ring 32, which is the outer ring'of aball race. Concentric to the :outer ring 32 is another ring 33, which is the inner ring of the ball race, and between the rings 32 an'd33 are a number of balls 34. 7 These balls, together with the inner and outer ball races 32 and 33, constitute a ball bearing asmay be understood moreparticularly from Figures '1 and 4. Carried by the inner ring 33 are arnumber of blades 35, formed into a rotary fan and adapted to be-driv'en by thepassage, upwardly through it, of the explosive mixture. The fan as ,ivholeis thus revolubly supported upo'n'afball bearingof annular form. The rotation ofthe fan impro'vesthe mixture of air and hydrocarbon vapor.

Thebutterfly valve 27 is mounted upon; a

shaft 36., and thisshaft, extending diametricall-y through-the. mixing chamber, carries an arm 37 7 Journaled to this arm' is a pitman 38, lea-ding to the engine-throttle and adapted to be actuated by movements thereof.

- In order to limit the travel of the arm 37 I provide the mixing chamber 25 with a pair of lugs 39 and 40, as shown more particularly in Figure 2. The lug 40 is provided with an adjusting bolt 41, against which the arm 37 lodges in one direction of its travel, and this arm in the opposite direction I or its travel lodges directly again st the, lug 39.

[Whenever the pitman, 38 and arm '37 are actuated in connection with the engine throttie, the butterfly valve2l' is "shifted into dif ferent angular positions. as'indicated by full and dotted lines in Figure'l. VVitlrthe valve in the position indicated for it by full lines in this figure, and the engine in action, a mixture 01 air and combust ble vapor is 'by .1 suction drawn through the by pass fl6 and upwardly through the regulating tube 20, the supply of the mixture however being relatively small, and adapted to merely start the engine and to supply it at very low speeds.

Integral with the foot plate 11 and extending upwardly from it as indicated in Figure the chamber 44 and the nozzle 46, are used for delivering hydrocarbon fuel into the mixing chamber but in uantities lar er than those which are delivered through the nozzle 19 and parts associated therewith. The nozzles 43 and 46 are so proportioned that with the engine running slowly or at rest and thus .making little or no demand upon the fuel supply, there is little or no lowering'of the level of theiuel within the chamber-44, but as the engine speeds up and its demand-tor fuel increases, the level of the fuel within the chamber 44 is lowered. For this purpose the nozzle. 43 should re; strict to an appreciable extent the flow of the fuel into the chamber 44. H V

.In Figurelis shown athroat ring 47, held in position by-abolt 49,- There'are two of these bolts as shown more particularly in Fig, ure 2 In addition to the throat ring 47 I provide'a number of other throat rings such as 48 and '49, shown respectively in Figures 6. and 7. The several throat rings are alike except'that they differ slightly in the thickness of theirrespective walls, as may be noted by comparing-them in Figures 1, 6, and 7 The throat rings are used one at a time, but are interchangeable; If, owing to changes in the speed of the engine, orto variationsin the load thereupon, or to differences in the working conditions thereof from any cause, it be found in practice that a particular throat ring restricts the inflow of air into the mixing chamber, to an extent either too great or too small as the case may be, the throat ring in use is removed and anotherthroat ring is substituted in its place.

Sincethe chamber 44 is easily removed by unscrewing it, and since with it removed the operator can readily take out, replace or exchange the throat ring, the main air supply can. be thus controlled with great nic-ety.

In Figures 8, 9 and 10 I indicate the successive changes, which under different degrees ofspeed, take'place in the condition of the carburetor.

Figure 8 indicates the action'of the carburetor whenit is supplying a minimum of explosive mixture, as when the engine is just starting. into-actionpr is running at low I speed. Note that the valve 27 is open to a very small extent, and that the level of the liquid fuel is at the top of the nozzle 46; This means that the air pressure immediately over and around the nozzle 46, and that the vaporization of the liquid fuel in the process of carbureting is very slow, so that the upward flow of the liquid fuel through the nozzle 43 is adequate to maintain the level of liquid'fuel at the top of the nozzle 46. This condition continues as long as the valve 27 remains in the position shown in this figure.

At ordinary speed, however, thevalve 27 occupies the position indicated for it in Figure 9. Here the suction of the engine is greater, owing to its increased speed, and the resulting drop in air pressure over and around the nozzle 46 causes increased vaporization of the liquid fuel, so that the level of the liquid fuel within the chamber 44 is lowered. This is because owing to the small diameter of the nozzle 43 the upward flowthrough the nozzle 43 is not adequate to maintain the liquid fuel at its original or normal level at the top of the nozzle 46. As this level is'lowered, the upper surface of the liquid fuel in the chamber 44 is enlarged, and this presents a larger surface exposed to vaporization; Thus the explosive mixture supplied by the carburetor is correspondingly grea er, and yet the proportioning of the fuel mixture ismaintained atthe medium speed.

Figure 9 indicates the conditions which obtain at high speed. The valve 27 is now wide open, the engine suction is at a maximum, the level of the liquid fuel within the chamber 44 is so low that any further lowering does not increase the area of the liquid, and the surface now exposed to vaporization is at its maximum, hence the supply of hydrocarbon vapor is at itsgreatest, and is proportionate to the speed.

It will be noted that within reasonable limits the wider the valve 27 is opened, the larger becomes the surface of liquid fuel exposed to vaporization, so that thorough carbureting is facilitated even at high speed.

The operation of my device is as follows: Assume that the engine is about to be started, and that the valve 27 occupies the position indicated for it by full lines in Figure 1. As the engine starts into action, the intake produces a partial vacuum in the upper portion of the cylinder 25, now closed by the valve 27. The suction thus produced causes a small blast of air to flow up around the nozzle 19, through the regulating tube 21 and bypass 26, and thence upwardly through the upper portion of the cylinder and out through the fan to the engine, this air being carbureted in the usual manner.

In order to increase the speed, the throttle is opened and this means that the valve 27 is turned, as indicated by dotted lines in Figure 1. If the valve 27 is opened a little, there isfa smallflowfof air upwardly past it, and this air entrains a portion-of liquid fuelfrom the nozzle 46. Asthevalve 27 is opened more valve 27 thuswopens, thepartialvacuum-Lin theupper portionof the cylinder 25 dimin ishes, so;that when the'valve'27 is open fully, for. high speed, no explosive mixtureisidelivered through theby-pass;

Thus as the speed of he engine is'increased from zero to high speed, fuel is at first supplied through the nozzle 19 alone, while at high speed fuel is supplied through the nozzle 46 alone, but in larger quantity because of the larger size of this nozzle.

If in practice the operator finds the supply of air passing through the throat ring to be too large or too small, he corrects it by changing the throat ring, as above explained. For this purpose the throat rings need not vary greatly in thickness.

As is well understood in this art, the carburetor is a rather delicate mechanical organ,-and it is desirable that, as far as practicable, the difi'erent parts of it be readily accessible. This is particularly true of the inlet nozzles for admitting into the mixing chamber the gasoline or other fuel to be carburetted, and all mechanical parts used in connection with these nozzles for oontrollingthe aspiration of air thereby. In my improved carburetor the nozzles 19 and 46, the throat rings 47, 48 or 49, and various parts immediately associated with these parts, are readily accessible. In fact the operator has at all times relativelyeasy access to the cylinder 25 and practically all parts therein contained, or with which the cylinder is immediately associated.

The rotary fan made up of the blades 35 and supported on ball bearings at the top of the mixing chamber as above described, is readily accessible and can be removed by disconnecting the flange 29 from the parts above it and to which it is normally connected.

5 This done the fan, with its ball bearings, can

tin air thereinto and for restricting the inflow of said air in order to maintain a partial vacuum therein, and a hollow vaporizing chamber connected with said mixing chamber and provided witha portion formed into a nozzle extending into said mixing chamber,

' GESAR JEAN CONSTANTIN.

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