US2079150A - Carburetor - Google Patents

Description

May 4, 1937.

E. .1. BUSHEY 2,079,150

CARBURETOR Original Filed Ma gdh l, 1935 2 Sheets-Sheet l INVENTOR l'lz JIM-shay ATTORNEY5 E. J. BUSHEY May 4, 1937.

CARBURETOR Original Filed March 1; 1935 2 Sheets-Sheet EHYVENTOR ATTO R N EYS Patented May 4, 1937 UNITED STATES PATENT OFFICE.

2,079,150 CARBURETOR. Eli J. Bushey, New York, N. ll.

Application March 1,

1935, Serial No. 8,840

Renewed October 8, 1936 4 Claims.

the engine has warmed up, and then the gasoline supply may be cut off from the engine and a less expensive fuel such as a certain grade of fuel oil may be supplied; to provide simple and con 15 veniently operable means to control said selective supply of fuel; and to provide means also under the control of said control means to supply auxiliary damp air to the engine intake during admission of said cheaper fuel in order to prevent car- 20 bon deposit. Other objects of the invention will appear hereinafter.

In the drawings, Fig.1 is a side view of the carburetor and portions of its operative connections;

Fig. 2 a horizontal section on the line 2-2 of Fig. 1;

Fig. 3 a detail side view of the throttle valve for selective control of fuel admission to the engine intake and for. control also of admission of moisture to the engine;

Fig. 4 a vertical section Fi 2;

Fig. 5 a vertical section on the line 5-5 of Fig. 2;

Fig. 6 a sectional side view showing a humiditying device in delivery connection with the carburetor;

Fig. 7 a detail view of an element with baflle vanes to cause a whirling movement of the air and fuel before admission to the engine;

Fig. 8 a diagrammatic view showing the carburetor installed upon an automobile engine and connected to the fuel tanks and the humidifying device; and

Fig. 9 a longitudinal sectional view of a heat ing device connected to the pipe which delivers fuel oil to the carburetor and also connected to the exhaust manifold of the engine to receive heat therefrom.

In Fig. 8 the carburetor, designated C, is-located'above the intake manifold I of the engine E and connected to the manifold for down draft delivery. As will'be explained hereinafter, however, there is provided a delivery connection which is adjustable for either up draft or down on the line 4-4 of draft delivery. From a tank T gasoline is delivered to the carburetor through piping and. a pump P. A lower grade of fuel such, for example, as oil known commercially as No. 1 fuel oil is delivered to the carburetor from a tank T, through piping and a pump P. H is also in delivery connection with the carburetor to supply damp auxiliary air to the engine during consumption of said fuel oil, the moisture in said air being converted into steam A humidifier in the engine to prevent carbon deposit. Before delivery to the engine the fuel is heated. For this purpose the exhaust maniflod E of the engine has a delivery connection with a jacket on the carburetor. A screen S may be attached to the main air inlet of the carburetor. The different fuels are admitted selectively to the engine by operation of a single throttle valve. Said valve also controls admission of damp auxiliary air from the humidifier H to the engine. may be operated by a foot lever L convenient to the driver of .the automobile.

The body of the carburetor comprises a casing formed mainly, in the present instance, of two castings l and 2 detachably secured together. The casting I has a straight horizontal tubular portion defining a suction intake passage 3 for fuel and air. Said passage is open at both ends, one end for delivery communication with the engine and the other for air intake. Near the delivery end of the passage the casing section I has a vertical cylindrical bore 4 intersecting the passage. A cylindrical throttle valve 5 is fitted in said bore for rotation about avertical axis. The valve 5 has an axially extending operating shank 6 at its upper end and a trunnion stub l at its lower end. Plates 8 are screw-fastened to the casting I, over the upper and lower ends of the bore 4 and have bearings for said valve shank and trunnion. In the passage 3, at the intake side of the valve, the casting I has an integral vertical partition 9 diametrically dividing the portion of the passage adjacent to the valve. The periphery of the valve has a working fit with the adjacent edge of said partition. Along the outer side of the portion of the casting l defining the passage 3 said casting has a tubular jacket portion In defining a heating space H along the passage 3. Said space II has an inlet orifice i2 at one end disposed at one side of the outlet of the passage 3 and adapted to communicate with the engine exhaust. Near its-opposite end the space II has an outlet orifice l3 at its under side.

The casting 2 forms two immediate fuel supply chambers or float chambers H and l5 0." cv- The valve lindrical form. Screw-fastened cover plates l6 form the top walls of said chambers. A gasoline delivery pipe I! leading from the supply tank T is connected to the cover plate of chamber I4 and delivers through a central bore in said plate. Similarly a fuel oil delivery pipe l8 leading from the supply tank T is connected to the cover plate of chamber l5 and delivers through a. central bore in said plate. Each of said bores has a seat for a downwardly opening needle valve I9 for controlling the fuel feed to the chambers l4 and I5. Within each chamber there is a float 20 whose upper side bears against a pivoted lever 2| which in turn bears against the lower end of the needle valve to close the latter when fluid reaches a desired level in the chamber. The casting section 2 forming the float chambers has integral ears 22 screw-fastened to the casting section I to hold it at the opposite side thereof from the jacket l0. Around a material portion of the fuel oil float chamber l5 and around a materially smaller portion of the float chamber M the casting 2 defining said chambers is formed with a jacket 23 defining a heat-space 24. A pipe section 25 places the outlet orifice |3 of the previously mentioned jacket space H in delivery communication with the jacket space 24 to supply the latter with heat from the engine exhaust. A discharge pipe 26 leads from the space 24.

To supply the suction passage 3 with gasoline, a delivery pipe section 21 leads horizontally from an outlet at the bottom of the gasoline float chamber l4 and a vertical pipe section 28 leads upward from pipe section 21. A gasoline jet 29 is connected to the upper end of pipe section 28 and has an enlarged cup-like portion into which the pipe section delivers, and a reduced discharge nozzle externally screw threaded. Said nozzle is screwed into a threaded aperture in the casting I and located at one side of the bore 4 in which the throttle valve is fitted. The cup portion of the jet opens laterally outward and has a hinged flap valve 30 and a spring 3| tending to hold said valve closed against admission of air to the jet. To admit air to the jet an operating connection 32 for the valve is provided. Said connection may lead to a point convenient to the driver of the automobile so that the valve may be opened against the spring resistance to admit the required amount of air. The discharge passage of the nozzle is small in comparison with the cup so that there is a Venturi-like action in the flow from the cup to the passage 3 through said restricted discharge passage.

To supply the suction passage 3 with fuel oii a delivery pipe 33 leads horizontally from the bottom of the fuel oil float chamber l5, and a pair of spaced vertical jets 34 and 35 lead upward from said pipe transversely into the suction passage 3. The jets comprise tubular nozzles entering the passage 3 through apertures at the under side of the casting and located at opposite sides of the passage partition 9. Within the passage 3 the nozzle jet 34 is surrounded by a tube 36 whose upper end projects beyond the discharge end of the nozzle and has small lateral apertures. Said tube may be screwed on the upper end of the nozzle. To regulate the degree of discharge from the nozzles there are needle valves 31. The latter are screw threaded and are screwed downward through threaded apertures in the upper side of the casting The lower tapered ends of the valves enter the discharge ends of the nozzles and their upper ends have knobs for turning them. Lock nuts 3' are screwed on the valves to maintain their adjustments. The nozzles, by projecting into the passage 3, produce a choking effect like that of a Venturi tube and thereby cause a more rapid fiow at the points of fuel admission to the passage. In the case of the nozzle 34 the suction effect at the discharge is further increased by the apertured tube 36.

Choke ,means are provided to yieldably impede flow of air from the inlet of the suction passage 3 to the nozzles 34 and 35. Said means comprise a leaf spring 39 bent into approximate V- form and secured at its bend to the outer end of the partition 9 so that it forms two diverging spring choke vanes 39 at opposite sides of the partition and extending toward the nozzles. These vanes yield under varying suction to vary the flow of air to the nozzles. The vanes may be perforated as shown in the case of vanes H.

The throttle valve 5 has a large transverse port 5 and a smaller, elongated port 5 at its lower end opening into the port 5. Port 5 extends on an are around the axis of the valve and tapers in width in the direction of clock-wise rotation of the valve, as viewed in Fig. 2. By said rotation of the valve, port 5 is adapted to be registered with an inlet aperture 40 in the under plate 8. A pipe 4| places the humidifier H in communication with the aperture 4!) for supply of damp auxiliary air to the engine intake by operation of the throttle valve, in a manner which will be explained hereinafter. For operating the valve a crank arm 42 is secured to the upper end of the valve shank 6, and a pushand-pull rod 43 operatively connects the foot lever L (see Fig. 8) to said arm. Thereby, by pressure upon the foot lever the throttle valve is rotated to open position. A spring 44 at said lever operates 'to restore the valve to closed position when pressure on the lever is removed. A stop 45 on the upper valve plate 8 limits opening movement of the valve by contact with the arm 42.

The humidifier H includes a cylindrical water tank 46 vertically disposed. A cap 41 is fitted on the upper end of the tank and has an annular trough-like depression 48 apertured to admit water into the tank. The tank is charged by merely pouring water into said trough. A short distance below the cap the tank has overflow apertures 49 to limit the water depth. A vertical air tube 50 extends through the center of the pipe and has a flared open upper end slightly above the level of the overflow apertures, and a lower end below the bottom of the tank and in delivery connection with the pipe 4| leading to thecarburetor. Below the overflow apertures there is a baflle plate 5| formed to permit passage of water for charging the tank but to prevent splashing of the water outward through the charging apertures. A tubular wick 52 fits around the tube 50 within the tank and extends from the bottom of the tank to the upper, flared edge of the tube. Said wick is made of a suitable liquid-absorbing material such as blotting paper or fabric. By capillary attraction it draws water to the upper edge of the tube and keeps said edge wet as long as there is any water in the tank.

When the throttle valve in the carburetor is adjusted to place the engine in suction communication with the pipe 4| auxiliary air will be sucked into the upper end of tube 50. apertures at the upper portion of the tank through which air is admitted are so located with refer- The- ' 25 into the jacket space 24! around the float cham- 'ence to the upper end of the tube as to require the air to flow over the upper, wet edge of the wick in order to enter the tube. Thereby the air is humidified and water vapor is delivered to the engine where it is converted into steam to prevent carbon deposit. Means are also provided to admit additional moisture for quick removal of carbon deposit. Near the bottom of the tank t6 the tube 50 has a lateral inlet nipple 53 to admit water directly into the tube. A needle valve M is in adjustable screw threaded connection with the tank and projects into said nipple to regulate admission of the water. Outside of the tank said valve has an operating knob and also a check nut to maintain the adjustments of the valve. To remove a deposit of carbon rapidly the valve is opened to a required degree and the engine is raced.

For connection of the body of the carburetor to the intake manifold and to the exhaust manifold of the engine there is provided an elbow pipe union 55. The latter is a casting forming a conduit elbow 56 and a jacket 511. The jacket and conduit elbow define a substantially U-shaped space or passage 58 extending horizontally around the exterior of the elbow 56. At one side of said elbow the end of one branch of the U-shaped passage is closed by a blank wall 59. At the opposite side ofthe elbow theend of the other branch of the passage has a wall 6t formed with an aperture ti in register with the orifice it of the heating jacket space H of the carburetor. At the bend of the U-shaped passage the jacket ii is formed with a nipple 62. The latter is internally'threaded for connecting thereto a pipe t3 leading from the exhaust manifold E of the engine. Thereby hot exhaust gas is conducted from said manifold to the passage 58. From there it flows along the passage Ill to heat the fuel and air suction passage 3, then through the pipe bers to heat the fuel oil in the chamber l5 and to heat the gasoline in the chamber it to a lesser degree, owing to the smaller portion of said space around the latter chamber. Within the delivery pipe 63 there is a pivoted valve fit operable to control admission of the exhaust fluid to the carburetor in accordance with the heating requirements of the fuel. Secured to the pivot of the valve there is an operating arm 65 and a pushand-pull rod tt (see Fig. 8) is operatively connected to said arm and leads to a point for convenient operation by the driver of the automobile.

The elbow union 5% has flat abutment end surfaces t'l and M disposed at a right angle to eachother. Surface bl is opposed to a flat end surface lid on the carburetor casting l and at said opposed surfaces the union and the casting l have registering diametrically disposed ears it and M respectively, extending vertically. Said ears have registering apertures through which the union and the casting l are detachably secured together by bolts or screws l2. Similarly, at the other abutment surface at of the union there are diametrically disposed cars it which are bolted or screw-fastened to a flange on a pipe section it leading to the intake manifold I of the engine. Thereby the fuel and air passage 3 of the carburetor is placed in delivery connectionwith the engine intake.

Preferably there are interposed between the abutment end surfaces of the union 55 and those of the casting l and the pipe M metal washers or gaskets it. Each of the latter has a central aperture 26 and integral blades or vanes H in said aperture projecting into the path of the air and fuel drawnfrom the carburetor to the engine. Said vanes are of propeller-like shape and they curve forwardly in the direction of flow of the air and fuel. They give the air and fuel a whirling movement to better mix them for good combustion. The vanes may be per-. forated, as shown. The gasket between abutment surfaces fill and 69 has an aperture '8 to register with the apertures l2 and M for flow of exhaust gas from passage 58 to the passage 3.

In the present instance the union 55 connects the carburetor passage 3 to the. engine intake for down draft to the latter. The union is designed also for up draft connection to the manifold where the installation of the carburetor requires up draft delivery of air and fuel. The bolt or screw holes in the opposed ears ill and H on the union 55 and the carburetor casting i respectively are equidistant from the passage 3 so that the union may be secured in an inverted position for up draft. In that case the wall 59 of the union will have an aperture to place the passages 58 and ii in communication, and the wall fill will be made blank.

In order to render the fuel oil more readily combustible provision is made for heating the fuel oil before it is delivered to the float chamber it. For that purpose a pre-heating device it is interposed in the delivery pipe it at a point between the pump P and the carburetor and closely adjacent to the engine exhaust manifold E. Said device comprises a small, cylindrical, cartridge-like casing 80 closed at its ends and extending along said manifold. Between the manifold and said casing there are one or more fluid delivery connections ill located adjacent one end of the casing. A discharge pipe 82 leads from r the opposite end of the casing to the exhaust pip 26 leading from the carburetor jacket space 2t and discharging to atmosphere. The oil delivery pipe lt leads longitudinally through the casing 80 and has therein a helically coiled section it which is heated by the hot exhaust gas from the exhaust manifold. The oil is thus heated before it reaches the carburetor. As previously described, it is also heated directly at the carburetor by the exhaust gas in the jacket space 241.

In operation only gasoline and air will be at first supplied to the engine. In the starting and during the warming up of the engine the fuel oil will be excluded or substantially so. The throttle valve 5 will be adjusted as shown in Fig. 2 to place the valve port 5 in communication with the gasoline jet 29 but out of communication with the fuel oil jets 3t and 35. In that position said valve port is slightly open at the left to the pas sage 3, for suction communication with the engine. The jet valve 36) may be opened to the required degree to admit air to the jet. In some cases it may be desirable to admit a small amount of the fuel oil along with the gasoline. The valve passage will then be opened slightly at the right to the passage 3 to admit fuel from the .jet 3d. In the engine starting adjustment of the valve the tapered bottom port 5 is entirely out of register with the aperture 430 connected to the humidifier H. Thereby auxiliary damp air is excluded during admission of gasoline alone for combustion.

When the engine has warmed up, the valve 5 is turned clockwise, with reference to Fig. 2, to shut off the gasoline jet 29 and place the fuel oil jet 34 in suction communication with the engine through the valve port 5. During the pass over from gasoline admission to fuel oil admission the two fuels may temporarily be admitted simultaneously. Said rotation of the valve 5 also brings the bottom port 5 into register with aperture 40 to admit damp air or water vapor for suction flow to the engine along with the fuel. In the engine the water vapor will be converted into steam to prevent carbon deposit or to remove any previous deposit. As the valve is rotated the port 5, owing to its taper, will progressively increase the admission of water vapor as the admission of fuel oil is increased. At first, fuel oil will be drawn from the jet 34 only, suction being cut off from the. jet 35 by the valve and the partition 9 between the jets. By rotation of the valve sufficiently both jets may be placed in suction communication with the engine, through the port 5. Thus it will be seen that a simple, normal operation of a single throttle valve controls the selective and sequential admission of the different fuels and also regulates the admission of auxiliary damp air.

To slow down the engine the valve is rotated counterclockwise to first cut out the jet 35 and then the jet 34 and also shut off admission of water vapor by shifting the port 5 out of register with the aperture 40. This movement of the valve finally restores communication between the gasoline jet 29 and the port 5 to run the engine slowly on gasoline. During the operation of the engine on fuel oil the passage 3 and the fuel oil float tank are heated by admission of hot gas from the engine exhaust to the jacket spaces II and 24, to prepare the fuel oil for combustion. In

addition, hot exhaust gas is supplied to the heating device 79 to pre-heat the fuel oil. The float chambers and the passage 3 may be heated during consumption of gasoline also, if desired, by leaving the valve 64 open.

What I claim is:

1. In combination, carburetor apparatus comprising a casing forming an air and fuel suction intake passage for delivery communication with an engine intake, a jet to discharge fuel of one grade into said passage at one point, a pair of jets to discharge fuel of another grade into said passage at other points, and a rotary throttle valve to control flow through said passage to the engine intake and having a port transverse to its axis to place selectively said first jet or one or both of said jets of the pair in suction communication with the engine intake by rotative adjustment of the valve, the valve being adapted to cut off said communication with the pair of jets when the first jet is in communication and vice versa, the suction passage having a partition between the pair of jets, for the purpose set forth; and a humidifier in delivery connection with one end of said valve, said end of the valve having a port opening into said transverse port and extending around the valve axis and tapering for admission and gradually increased delivery of humidified air to the suction passage, for the purpose set forth, as the valve is rotated to cut out the first jet and cut in the pair of J'ets.

2. In combination, carburetor apparatus comprising a casing forming a suction air and fuel intake passage for delivery communication with an engine intake, a jet to discharge fuel of one grade into said passage at one point, a supply chamber for fuel .of another grade, a jet connected to said chamber to discharge the latter fuel into said passage at another point, and a rotary throttle valve to control flow through said passage to the engine intake and having a port transverse to its axis to place selectively said first jet or said second jet in suction communication with the engine intake by rotative adjustment of the valve, the valve being adapted to cut off said communication with the first jet when the second jet is in communication and vice versa; a humidifier in delivery connection with one end of said valve, said end of the valve having a port opening into said transverse port and extending around the valve axis and tapering for admission and gradually increased delivery of humidified air to the suction passage, for the purpose set forth, as the valve is rotated to cut out the first jet and cut in the second jet; and

jacket means extending along said intake passage and to the exterior of said fuel supply chamber and adapted for fluid supply connection to the engine exhaust to heat said passage and chamber.

3. In combination, a carburetor having a horizontally directed air and fuel discharge orifice and having also an external jacket to receive heating fluid, said jacket having an inlet adjacent said discharge orifice; a conduit union having a fuel and air passage with an inlet end in register with said orifice and an outlet end directed vertically and connectible with an engine intake for delivery thereto, the union having also another passage with an inlet connectible to the engine exhaust and an outlet for register with said jacket inlet to supply hot exhaust fluid to the jacket, and means rendering the union adjustable with relation to the carburetor to direct the outlet of the fuel mixture passage upward for up draft to the engine intake or downward for down draft to the intake.

4. A carburetor having an air and fuel suction intake passage connectible to an engine intake, a rotary throttle valve rotatable about an axis transverse to said passage to control flow to an engine intake, a pair of fuel discharge nozzles projecting endwise, into said passage transve'rsely of the latter and spaced apart crosswise of the passage at points located at the intake side of the valve, a partition in the passage at the throttle valve and separating said nozzles therein, the throttle valve being rotatable to place one or both of said nozzles in suction communication with the engine intake, and a leaf spring secured at a middle point to the edge of the partition remote from the valve and forming yieldable and resilient vanes in the passage at opposite sides of the partition and diverging toward the valve, to yieldably impede suction flow to said nozzles.

' ELI J. BUSHEY.

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