US1349006A - Carbureter - Google Patents

Description

W. I. RUFF. cARuREnn.` APPLICATION FILED SEPT. I8, |916.

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Patente ug. 1%, 1926.

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WILLIAM J. R'UFF, OF QUINCY, ILLINOIS.

CARBURETER.

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Be it known that I. VILLIAM J. Ilt'rr, a citizen of the Vnited States` residing at Quincy, in the county of Adams and State of Illinois, have invented certain new and -useful Improvements in Carbureters, of

which the following is a specification.

rIbis invention relates generally Ato carv bureters, but is more particularly designed and intended for use with carbureters for kerosene or for other fluids less volatile than constructed in accordance with the princi-A ples of my invention; Fig. 2 isr another sectional view of the carbureter; Fig. 3 is a plan section taken on theline 3--3 of Fig. l; and Fig'. fl is a section of the vaporizer.

rl`he heavier the fuel oil, the less readily it will evaporate, but will remain in a wet state and instead of being held in suspension as is necessary for successful earburetion it will condense unless special means is provided for evaporating the oil in a higher temperature, which will remove it from the so-called wet state into lthe suspension vapor state. liquid, as it passes the spray nozzle of a carbureter, precipitates some 4of that liquid in the form of drops as soon as it is rarefled, which means that air entering an engine and saturated at the nozzle deposits some of the fuel in the manifold while still more is drawn into the cylinder itself. In the case of kerosene, drops are formed which are larger than gasolene drops, because they have no surface tension` and are harder to vaporize.

rThe conditions existing with a wide open throttle are greatly different from those with a partially open throttle; with a restricted passage of air it follows that the air is capable of picking up or vaporizing less kerosene from the nozzle, and besides the air being rarefied-by the partial vacuum created by the engine, the rarelieation tends to throw down the liquid into drops. To

hold any liquid in gaseous suspension'at as lower pressure, the air entering should be vhotter or above the normal temperature, to operate the engine with a partially` closed Specification of Letters Patent.

Air saturated with av Patented Aug". 10, i926.

Application filed September 18, 1916. Serial No. 120,633.

throttle,l the pressure under those conditions being lowered and less instead of more heat being available for revaporizing such fuel as does condense. 'i

A combustible mixture is formed by gasolene vapor and air in any proportion between l per cent. and 5 per cent. of gasolene while vaporized kerosene has only one-half thatlatitude in per cent. In order` therefore, to design a carbureter for kerosene it must be twice as accurate as a gasolene car` bureter and is really in effect a vaporizer. The -most satisfactory basis for working out kerosene carburetion is to pass about 20 per cent. of air through the vaporizer and then to mix this with the remaining SU per cent. of air immediately before the charge passes into the cylinder. the effect being about the same as the direct admixture of a volatile spirit and air. yThe present invention overcomes the difliculties above mentioned by the construction which will now be set forth.

This carbureter comprises a housing l having an air admission port 2 and an air passage 3 divided to form an upper admission port with a valve seat -land a lower admission port with a valve seat Between these ports and valve seats 4 and 5 threaded packing glands G and l' are inserted in the wall of the casing between which a threaded adjusting member 8 is movable. lVithin this adjusting member 8 a valve stem 9 is threaded so that the adjusting of the member S will move the valve stem up or down depending upon the direction of rotation ot' the member. At the upper end of the stem is a valve l0 to coperate with the valve seat 4 and at the lower end of the valve stem is a smaller valve ll to coperate with the seat 5. rThe stem is of such a length that when one valve is on its seat the other valve is raised from its seat. The adjusting member S is slidable' between glands 6 and 7 and interposed between it and a valve guide l2 adjacent each valve seat is a spring I3 by which the valves are held in position.

Connected below the lower valve il is a;

casing 14; to which a cylindrical housing .l5 is attached containing a porous member y1G which ishollow or cylindrical in form and is heldin place by a pla-te 17 at the outer Vend through which a fastening rod I8 eX- tends threaded into a spider 19 at the other end of the cylindrical casing l5 so that the air which passes through the lower valve 11 also passes freely to the interior of the p0- rous member 16.

Extending laterally from the casing 15, as shown more clearly in Fig. 2, is a tubular connection 2() to which. a fuel admission housing 21 is connected. This housing` has a float 22 therein with a valve 23 at the bottom for adn'iitting liquid fuel through a itting A in accordance with the desired level. determined by thegposition of the float 22 and shown by the fuel level in this tigure which is just suflicient to cover or partially submerge the lower side of the member 16 in the casing 15.

lilxtending upwardly from the top of casing 15 is a member Q5 which forms a cylindrical valve seat QG for a hollow valve 27 and also a portion of a mixing chamber 2S communicating therewith. rl`his valve has a narrow slot or opening "29 and two wider opei'iings 3() llll of which are spaced so'that when the .slot 29 is in communication, with the chamber 25%, and centrally located7 the lower edges of the openings` 3() are in communi 'ation with the interior and top of the casing 15. At the bottom of the chamber communicating with the valve seat 2G are holes 31 by means of which any fluid which is condensed in the chamber 28 will flow back through the holes 31 into the Valve seat QG and may then 'return to the casing 15. In the circular wall of the chamber 28 are a plurality of inlet passages 32, clearly shown in Figs. 1 and 3. all of which communicate on the outside of the chamber with a [,iassage or jacket 33 which is connected with a chamber illon the outer side of the valve 10 so that the air passing through the Avalve 1() will enter the chamber 2S through the inlet passages 32 with a whirling motion which tends to throw any condensation from the walls of the casing and to revaporize it. l

A cover 'plate 235 extends over the top of chamber jacket 33 and over the top of valve 10 forming the chamber ln this portion of the cover plate above the valve 10 is an adjusting screw 3G to limit the opening movement of the valve lll. Extending tlirougl'i the cover plate and downwardly into the chamber 2S is a cylindrical mem ber 37 which has a connecting ilange SS at its outer end for attaching the carburetor to a manifold or to a cjv'linder. rl`his cylindrical portion 37 forms a sort of a separator' to assist in insuring that. the mixture which escapes therefrom contains vaporizcd fuel.

At one end of the valve '27. as shown in Fig. Q, is an arm 23S) by means of which the valve may be adjusted in position opening` more or less of a. port between the casing 15 and the mixing chamber QS.

tion there will bc some opening through the waive?, and the adjusting screw 36 may also tion. The lower or smaller valve viring member 16 may be be set so that there will be some opening between the lower Valve 11 and its sea-t.

In operation the air entering the inlet 2 is usually heated by proximity to the discharge manifold, by water jacket or such well known means, and this heated air passes through both of the valves 10 and 11' when the carbureter is in normal opera- 11 may be designated the vaporizer valve and the upper' or larger valve is the air auxiliary valve. ln normal operation after the engine is started the adjustment of the member 8 and the strength of the springs 13 is such that the vaporize'r valve will allow about 2O per cent. of the air to circulate through thel vaporizer section while the remaining S0 per cent. passes through the valve 10 after vaporization of the fuel has taken place with this vapor in a heated condition just prior to its entry into the intake manifold. In starting, the adjustment may be such that only the vaporizer valve 11 is open. as shown by Fig. in which position all of the air will pass through the vaporizer malting a rich mixture which is advantageous in starting. The regulation of the passage and division of the air and attemperating the same is all done automatically and requires no attention after the apparatus is set and adjusted, so that it makes no difference if the engine to whichthe carbureter is applied is working under a heavy loady and requires the richest possible mixture or whether it is operatingl under a lignt or moderate load requiring a lc'an mixture. The device adjusts itself automatically to every condition without the aid of an open ator: in fact the device would automatically act along before the operator is aware that a change in the position of the mixture. the amount of hot or cold air, or the throttling of the same is necessary, for a satisfactory and economical regulation of the fuel and engine requirements.

lt is also contemplated that the vaporizing member 16 may be provided with a heating coil 39. as shown by Fig. 4l. which is conl nected to the terminals of a battery all. r["he coil In: y be energized contini'iously, or only when desired. as in starting. It should be understood. furthermore, that this vaporcomposed of any pervious material; such as felt or a screen, as well. as 'porous material.

What l claim is:

l. A carburetor comprising a housing having` a. n'iixing chamber and a divided air passage leading to the mixing chamber; a valve in each divn on of the air passage: a valve stem common 'to both valves; variable spring tensioning means for said valves for-autod matically controllingthe passage of ai'i through the divisions of said air pass porous cylinder in one of said divi@ and air mimg m n@ f 0I tha au' passage @im the HLM. having mamon* what sista 3. carburef'ier Compris

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