US1262220A - Carbureter attachment. - Google Patents

Description

F. L. McCULLOCH.

CARBURETER ATTACHMENT.

APPLICATION FILED FEB. 1. 1911.

1 262,22Q Patented Apr. 9, 1918.

2 SHEETS-SHEET 1- F. L. lVlcCULLOCH.

CARBURETER ATTACHMENT.

APPLICATION FILED FEB. 1. m1.

2 SHEETS-SHEET 2.

Ill JIL IIIIII III1 I I sans ante.

FREDERICK L. FIOCULLOCH, OF TAMPA," FLORIDA, A SSIGNOR T0 WATSON ELISAPH Specification of Letters Patent.

DORCHESTEB, OF TAMPA, FLORIDA.v

Patented Apr. 9, 1918.

Application filed Februaryl, 1917. Serial No. 145,968.

To all whom it may concern:

Be it known that I, FREDERICK L. MoCUL- LOCH, a citizen of the United States,residing at Tampa, in the county of Hillsboro and S ate of Florida, have invented certain new and useful Improvements in- Carbureter Attachments; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as. will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates generally to carbureter attachments, and more specifically consists in a carbureter attachment with certain additions and improvements over. what is shown in my similarly entitled co-pendin application Serial No. 125,989, filed Octo er 16, 1916.

One of the objects of my present improvement is to provide an air supply de vice in connection with the float chamber of the carbureter in order that atmospheric chamber and air intake 0 the carbureter and improved automatic valve means for simultaneously admitting air to the aspirating chamber of the carbureter, and, when a predetermined speed has been attained by the engine, through a se arate connection to the float chamber to reheve the abnormal vacuum which such excessive speed would tend to create,-and in this manner preserve substantially a constant degree of vacuum in the float chamber for which the float device may be initially designed and fitted to properl op rate and function.

l n the accompanying drawings forming a part of this application, and in which simi--- lar reference symbols indicate corresponding parts in'the several views:

Figure 1 is a side elevation of an automo-- bile with a portion broken away to illustrate the carbureter with my improved attachment applied thereto.

Fig. 2 is an enlarged elevational view,

partly in section, of a carbureter equippedwith my improved attachment. Fig. 3 is a sectional view of a detail showin one form of air valve.

ig. 4 is an enlarged fragmentary elevational view, partly in section," and illustrating the air supply pipe and its control- Fig. 6 is a 'view similar to Fig. 5 but at" right angles thereto, and showing a portion of the carbureter and air valve in section.

' Referring more particularly o the drawings, in Fig. 1 there is designated an automobile at 1 which is intended to represent any of the approved makes or types of such vehicles, as my invention is equally applicable to all such cars. At 2 is designated a fuel tank which has the usual perforated cap for closing the filling neck, and whichadmits atmospheric air to the surface of the fuel in said tank 2 for a purpose to be hereinafter more fully explained.

The fuel in the tank 2 is placed directly in communication with the float chamber 3 of the carbureter 4 by a pipe or other connection 5, one end of which extends down within the fuel tank 2 4 and into a boss 6 at the bottom thereof with a view to receiving all of the contents of said tank.

As shown more particularly in Fig. 2, the ipe 5 connects with the screen chamber 7 eneath the floa chamber 3, and communication between which is under the control of the float valve 8. .This latter valve 8 is operated by any suitable device for controlling a constant level of fuel in the chamber 3.

This chamber 3 is preferably closed by a re- ;A.n extension ll'projects from the carbureter 4, as shown in""'Fig. 6, and is for the purpose; of: admitting atmospheric air through a; suitablevalve and into the aspiratin'gchaniber 12. Any conventional nozzle 13 maybe located in this aspirating chamber 12. for receiving the from the float chamber 3 and deliveringit to the air which is drawn in by the suction of the engine as controlled by the throttle valve 14 above the mixing chamber 15.

This air extension 11 is perforated,

in as induced by the suction of the engine cylinders in a manner which will be readily understood. This withdrawal of the air in the float chamber 3 creates a partial vacuum therein such as will tend to suck in fuel through the pipe 5 and the tank 2 when the float valve 8 is raised from its seat.

In the form of the invention shown in Figs. 2, 3 and 4, the air extension- 11 is closed by a cover plate 19 having a series of open1ngs'20 arranged radially about a central aperture 21; such cover plate 19 being secured over the open end of the extension by any suitable fastening means. Centrally from this cover plate 19 projects a boss 22 having an outer flange 23, which latter confines a spring washer. 24. On the boss 22 and held by the spring washer 24 tightly against the front face of the cover plate l9, is rotatably mounted a register valve 25 formed with openings 26 therein of substantially the same size and shape as the above mentioned openings 20; such openings or ports in the cover plate 19 and valve 25 being adapted to register for the purpose of admitting1 air through the extenslofi 11 and into te aspirating chamber 12. By a rotary movement of this valve 25, as more particularly seen in Fig. 2, the

.series of openings 26 may be moved either partially or wholly out of re 'stry with the openings'2O in the cover p ate 19 and.

thus reduce or completely out ofi' .the air admissiom At low speeds and when starting the en.

gine, it-is preferable that ve little air be admitted, as a rich mixture s required to secure the initial impetus. hand, at high speeds little .fuel and large quantities of air are found to be desirable, and for the purpose of effecting these results the register valve 25 may, with advantage, be connected to and placed under 29 provided with lugs 30 and 31.

On the other the operation of the throttle valve 14. This throttle valve 14" is controllable through an operating lever 27 suitably shifted from the steering column. On the opposite end of the stem of the throttle lever 14 is an arm 28 as shown in Fig. 2, having a head These lugs project in .thepath of a second and co operating arm 32, which is connected to the register valve 25 and whereby said valve is rotated. 'A curved indentation is formed in the arm 32 which is entered by the lug 30 when the arm 28 is swung in one direc-.

tionwhereby to accomplish smooth operation and to yield a loose joint. 7

As more particularly seen in Fi 4, a

' recess 34 is provided in the cover p ate 19 which communicates with one end of a pipe or other connection 35 having its other and upper end connected to the body of the float chamber 3 near to the removable top 9. This recess 34 is normally closed by the valve 25, but is adapted to be placed in open communication by a port 36 in the edge of said valve, and when in such position atmospheric air is allowed to enter through the connection 35 and into the float chamber 3 to relieve the excessive degree of vacuum created by the high speed of the engine.

Referring more particularly to the form of the invention disclosed in Figs, 5 and 6, the air extension 11 of the carbureter is supplied with a valve "seat 37 against which is adapted to close. a'valve 38 which is carried on a stem 39. This stem 39 pro- 'ects through the hub and an extended aring 40 of a spider 41, whichis secured by a fastening 42 over the end of said extension 11. A coil spring 43, or other means, is provided to close the valve '38 against its seat 37 when the suction in the carbu'reter is lower than the strength of said spring 43. When the suction exceeds the strength of the spring 43 the valve 38 is drawn away from its seat 37, asshown in Fig. 6-, and air is permitted to enter into the aspirating' chamber 12 and past the perforation 16 which communicates with the air relief pipe '17.

Asshownin Fig. ,5, the spider 41 is advantageously formed with only two arms which extend in the same diametrical line, and one of which, preferably the upper, is supplied end of which is adapted to be constantly open to the outside air, while the inner end thereof is arranged to be placed in communication with the annular groove 44 only when the valve stem 39 moves inwardly to an extent which is occasioned by a predetermined high speed of the engine.

The following is a brief description of the operation of my improved attachment:

When the engine is at rest the parts of that form of my attachment shown in Figs. 2, 3 and 4 will be so positioned that the valve 25 will cut off entirely or almost completely the entrance of air through the ports 26 and 20. The central opening 21 will, however, provide for the ingress of suflicient air for a rich admixture, such as is generally required in initially turning 'over the motor.

As soon as the engine is started and begins to operate of itself, the suction created by the pistons on their down strokes will be communicated to the carbureter, and will be effective to withdraw the air from the top of the float chamber 3 through the pipe 17, and in such manner there will be a partial vacuum formed above the fuel column in said float chamber. As above described, this partial vacuum will induce a flow from the fuel tank 2 when the valve 8 is open, which latter is automatically accomplished to maintain a constant level by the float device. From such float chamber 3 the fuel passes to the aspirating nozzle 13, in the usual manner, where it is picked up by the incoming air and passed on through the mixing chamber 15 and to the engine cylinders as admitted by the throttle valve 14.

As the engine speed increases, due to the opening of the throttle valve 14, the arm 28 will in consequence be proportionately swung to the left, as shown in Fig. 2, so that the lug 31 will encounter one side of. the companion arm 32 and shift the latter also to the left in a manner which will rotate the valve 25, moving the ports 26 into more complete registry with the ports 20 in the cover plate 19. This action will go on until a full registry is established, which will be the maximum running of the en 'ne. When this maximum running is attained and the complete registry effected, the port 36 in the valve 26 will have been shifted to uncover the recess 34 and permit a free communication of the atmospheric air to the pipe 35 and upper part of the float chamber 3.

Thus air from the atmosphere may be admitted to said float chamber and relieve that abnormal degree of vacuum therein which has been induced by the high speed of the engine. The port 36 will, of course, gradually move over the recess 34 and by degrees will admit a greater or less supply of atmospheric air'to the float chamber 3 in accordance with the speed at which the engine at any one time is operating; such action rearm 28 to the right, with the lug 30 encountering the opposite edge of the companion arm 32 and shifting the valve 25 in the opposite direction to progressively mask the ports 26 and 20. The port 36 will,in a

similar manner, gradually cut down thearea of the recess 34 so as to diminish by degrees the amount of atmospheric air admitted through the pipe 35 to the float chamber 3.

With respect to the modification shown in Figs. 5 and 6, the air valve 38 is automatic in action, depending entirely upon the suction within the engine and carbureter, and has no attachment whatsoever to the throttle 14. As the suction increases the valve 38 will be drawn farther away from its seat 37 until a predetermined speed has been attained, when the inner end of the slot 46 will arrive at communication with the annular groove 44; thus establishing a communication with the outside atmosphere through the slot 46, annular groove 44, air passage 43, and pipe 45 to the upper part of the float chamber 3. The air in this case is admitted for the same purpose" of relieving the excessive vacuum in the float chamber, and operates in a like manner to preserve that vacuum constant.

It is obvious that those skilled in the art may vary the details of construction and arrangements of parts without departmg from the spirit of my invention, and therefore I do not wish to be limited to such features except as may be required by the claims.

I claim:

. 1. In a device of the character described, a carbureter having a fuel chamber, a fuel supply in communication with said fuel chamber, means placing said fuel chamber under the influence of the suction produced by the engine whereby to create a partial vacuum above the fuel therein, a connection a to said fuel chamber for admitting air thereto, and a valve both for regulating the supply of air to the carbureter and for controlling the admission of air to the fuel chamber to relieve the excessive vacuum, substantially as described.

2. In a device of the character descrlbed, a carbureter having a fuel chamber, a fuel supply in communication with said fuel chamber, means placing said fuel chamber under the influence of the suction produced 1 by the engine whereby to create a partial vacuum above the fuel therein, a connection to said fuel chamber for admitting air thereto, and an air-supply valve for said car- 'bureter, said valve carrying a port into and out of registry with said connection for admitting fluid to said fuel chamber when an excessive vacuum is produced, substantially as described.

3. A system of the character described including a carbureter having the usual float chamber, a fuel tank, a connection directly placing said fuel tank in communication with said float chamber, an extension on said carbureter forming an air intake, a valve controlling the admission of .air through said air intake, a pipe connected at one end near the top of said float chamber and at its opposite end to said air intake, a second pipe having one end in communication with the top of said float chamber and the opposite end attached ,to said carbureter extension but normally closed by said air valve,

said valve adapted to open to a predetermined degree and place said last named pipe in communication with the atmospheric air, substantially as described.

4. An attachment of the character described including a carbureter having a float chamber and an air intake extension, a removable top for said float chamber, a pipe connected U directly between said air intake extension and the body of said float chamber near the removable top, a second pipe connected at one end to the body of the floatchamber near said removable top and having its other end secured to said extension, and means for placing said last named pipe in communication with the external atmosphere, substantially as described.

In testimony whereof, I. aflix my signature.

FREDERICK L. McCULLOOH.

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