US1619329A - Carburetor - Google Patents

Description

March 1 1927.

A. V. CHAPIN CARBURETOR Filed Oct. 4. 1924 Patented Mar.' 1, 1927.

UNITED STATES ALFRED V. CHAPIN", OF SAN ANTONIO, TEXAS.

CARBURETOR.

Application'led October 4, 1924. Serial No. 741,669.

This invention relates to av fumev utilizer for internal combustion engines. In my copending apphcation Serial Number 652,991,

-iled July 21, 1923, on which Patent No.

1,530,882 issued' March 24, 1925, I have disclosed a structure Iof the nature wherein air is introducedinto the lower portion of the main fuel tank of an internal combustion engine and rising through the main body of .fuel therein becomes carburted or fuel laden, the fumes from the upper portion of thek gasoline or other fuel tank being then taken off from the upper part ol' the tank to the intake manifold of the engine.

The present inventionv relates to certain improvements that I have devised for utilizing the fumes or gases derived as above indicated, in such manner as to secure the maximum etliciency from the same and to insure a proper proporti-oning of airand carbureted gas at all engine speeds and under all conditions of operation of the engine.

The figures shown in the accompanyingv drawings are diagrammatic and Figure 1 indicates a construction wherein a main control valve is operable from the dash of a motor vehicle. and a manually controllable valve is adapted to admit a desired amount of atmospheric air to the incoming heated air,

Figure 2 illustrates a structure like that in Figure 1 except that the main controlling valve is thermally controlled.

Figure 3 is a structure like that indicated in Figure 1 except that the main controlling valve is spring actuated to closed position.

Like numerals designate corresponding parts in all ol the figures of the drawing.

In Figures 1 to 3. 5 designates the main' fuel supply tank and the air supply pipe leading thereto. and this` air supply pipe is supplied with heated air from any desired source. It is common in devices of this character to heat the air by carrying the air pipe in juxtaposition to or around the exhaust manifold not shown) but it is to be i understood that Ido not limit myself to any particular way of heating the air. An arcnate valve 7 is arranged to dilute the air in pipe 7 by admitting atmospheric air at. port 8 in each of the Figures 1 to 3, it being manifest that if the valve be moved in one direction, it will close the port 9 and open or uncover port 8 and if moved in the other direction the reverse will take place. 'Thus the degree of heat of the air admitted to tank 5 through pipe' may be controlled. If the weather is hot, port 8 may be opened and kthe air coming through the pipe t5 may be diluted by the admission of exterior atlnospheric air while if the weather be cold, port 8 may be partly or wholly closed so that the air ol' the desired elevated temperature will be delivered into tank 5. In Figures 1, 2 and 3, the movement of the valve 7 is under the influence of a finger piece 10V. In Figure 1 a main controlling valve 12 is disposed in the pipe 7, and-determines the volume ot air that, may pass into the tank 5. A spring 13, one end of which is attached to the pin 14 and the other end of which is attached to the operating arm 15, of the .valve 12, serves to move the valve in one direction, said valve being moved against the action of said spring by a rod 16 and operating lever 17, which lever may be controllable from the dash of a motor vehicle. In Figure 2, the main controlling valve. 12L is actuated by a thermal controlling device 11. In Figure 3 the main controlling valve is an ordinary, inwardly opening,

check valve 18 which is moved to closed position under the influence of spring 19.

It will be understood that the heatedair which enters the liquid fuel tank 5 through inlet. pipe/(, passes out of the lower end of said pipe, and rising through the body of liquid in the tank becomes carburetcd or laden with said liquid. Thus the upper portion of the tank will contain a highly explosive gas consisting of air and the vapors from the fuel. This gas may be Withdrawn through an outlet 2O which may lead to the intake manifold of an internal combustion engine, Thus, with the engine in operation, such'suction will be created in the tank 5 as to cause a continuous flow of air through pipe (i, through the tank 5 and out throiigh pipe 20. i.

It is to be understood that the invention is not limited to the precise construction set forth but that it includes within its purview whatever changes fairly come Within either the terms or the spirit of the appended claims.

Having described my invention what I claim is:

1. In combination, an enclosed liquid fuel tank, a hot air pipe comprising a horizontal leg and a vertical leg, the vertical leg leadingn vertically through thc top of the liquid fuel tank and having an open lower end which terminates adjacent the bottom of seid tank, said hot air pipe having a dilution port for the entry of atmospheric air located in alignment with the vertical leg of the hot air pipe, a valve for controlling said dilution port located at the juncture of the 10 vertical and horizontal legs and a main controlling valve located in the Vertical leg 0f the hot air pipe outside the liquid fuel tank and inwardly of said dilution port. 2. A structure as recited in claim 1, Wherein the main controlling valve is moved in one direction by a spring and in the other direction by a manually operable member.

In testimony whereof he aixes his signature.

ALFRED V. CHAPIN.

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