Carburetor

Abstract

Claims

March 24, 1925. 1,530,746 L. M. WOOLSON CARBURETOR' Filed April 30, 1919 5 Sheets-Sheet 1 ,zfi menior; l EiowJ/Jb. abolmm; L. M. WOOLSON CARBURETOR Filed April 30, 1919 5 Sheets-Sheet 2 March 24, 1925. 1,530,746 March 24,1925. L. M. WOQLSON CARBURETOR Filed April 30, 1919 5 Sheets-Sheet 5 March 24, 1925. 1,530,746 I L. M. WOOLSON CARBURETOR Filed April 30, 1919 5 Sheets-Sheet 4 mum March 24. 1-925. L. M. WOOLSON CARBURETOR Filed April 30, 1919 5 Sheets-Sheet 5 v b hfliZkkzzr ,mior fit'onel/Jt. ltboh on, I 1,530,746 eier eras mom M. woonsoet, or person, monreen, Assronon ro rncnnnn moron GAR communes nmnorr, ancnrenn, A conronn rron or rurcmenn. CABBUBETOR. . Application filed Apr-11.30, To all whomtmoy comm: I Be it known that I, LIONEL M. WooLsoN, o, citizen of the United States, and resident of Detroit, Wayne County, State of Michi- Ell the compensator well, the idling tube and gen, have invented certain new and useful improvements in Carburetors, of which the following is a specification This-inventionrelates to carburetors for hydrocarbon motors and more particularly to carburetors of the down draft type. One of the objects of the present invention is to provide a carburetor of improved form which is more simple in its construction, more easily manufactured, and the various parts oil? which are more accessible. With the above and other objects in view, the invention is embodied in preferable form' .in the construction and arrangement herethe connecting passageway or the latter. line -5 of Fl leading to the throttle valve chamber, Fig. 4 is e. section taken on the line 4-4 of Fig. 1, 4 a vertical section taken on the-- gQ 1 I Fig. 6 isan-exterior end view in elevation of the carburetor. Referring to the drawin s, the carburetor comprises threeprincipa ports or. castings, the main-body part or castln A,--the air intake part B, and the thrott e valve part (3. These parts are suit. ebl connected together b screws or bolts on they are so designed t at the minimum amount of meohine work is required to form the various passages and the cooperating surfaces. In the part A is formed the float chamber and most of the fuel passages, and the mixture forming Venturi tubes are supportedfby it. The part B forms the main air intake opening, as well as the cover B for the float chamber. The part C has the throttle valves mounted on it and it forms ie e. Serial No. entree. the connection between the part A of the carburetor and the intake header or manitold of the engine. Referring more particularly to the drawings, 10 is afloat or" usual construction which is mounted in a chamber 11 with which communicates an inlet pipe 12 leading from an suitable source of supply and from whic the fuel'passes into the chamber 13, having a strainer 14. An inlet bushing 15 leads from the strainer chamber to the float chamber and the opening thereof is controlled by a needle' valve 16 operable by the float. An outlet fuel feeding passageway 17 leads "from the lower part of the float chamber horizontally through the carburetor bed and is adapted to supply the wells from w ich the gasoline is supplied to the air and fuel mixing and proportioning elements. The invention is shownas applied to a carburetor of duplex ty e that is one in which a single source of supp y, a single conduit and a sin le float chamber is shown in connection wit a double set of carbureting and proportioning elements and two. throttle valves. for use in ,IllDtOIS of the V type, each half of the duplex carburetor being adapted to supply aproper mixture separately to each set of cylinders. in this construction the two throttle valves are adapted to be operated by connecting mechanism having a. common, control; lin this application since the carbureting elements of each half of the device are identical in construction; the description will be confined" to those parts which go to make up one of the complete cerburetor units. . The'vertical wells which thepassageway 17 feeds are indicated by the numoers 18 and 19, the former constituting the main well for su plying :tuel under suction, and the latter eving compensating openings communicatin v with the main well and containing the id ing tube for feeding a. small supply directly to the throttle valve to drive the motorat idling speed. 7 v p The communication with well 18 is through an elongated cross chamber 20, the axis of which is at rightangles to the pas sage 17 and which extends horizontally from the outside surface of a part of the carburetor into the bottom of. the vertical well; This chamber has a cylindrical bore and mounted within the same is a screw 80 This arrangement is particularly designed plug 21 adapted to hold a plate 22 against a shoulder in the said chamber. This plate is provided with an aperture 23, the area of which determines the quantity of fuel passing to the well 18. A. cap plug 24 closes the. outer end of thebore of the chamber 20. Beyond said chamber in the line of travel of the fuel the assageway 17 communicates with the wel 19 through another cross chamber 25, which has a plug 26, apertured plate or washer 27 and cap plug 28. The use of these removable cap plugs permits the cross chambers to be readily bored from the outer surfaces of the body of the carburetor and provides means of ready access to the plug and apertured plate. Within the well 18 is a jet tube 29 extendi ing through a screw plug 30, which communicates with the chamber 20. The upper end of.,the well 18 communicates with a horizontal passageway 31 formed preferably in a horizontally extending tubular member 32, which is fastened by screws to the carburetor body as shown particularly in Figs. 1 and 2. The arm 32 terminates in a head part 33, having the passageway 31 continued therein in the form of an annular recess and communicating with apertures 34 in the wall of a Venturi tube 35 supported by saidarm, said apertures 34 being formed in the most contracted portion of said tube. This tube is open to the atmosphere at its upper end and its lower end enters and terminates within an open, outer larger Venturi tube 36. The lower end of the innor tube terminates substantially on a line with the section of greatest contraction of the outer tube whereby a cumulative ejector eflect isprodu ced, resulting in obtaining a very high velocity of air in the tube 35. 37 is a throttle valve of the butterfly type locatedbelow the'end of the tube 36. This throttle valve is mounted in a chamber 38 formed in the body part (1 of the carburetor. These two body parts A and G are-joined together by screw studs 40 and the'Venturi tube 36 is clamped between them, as shown particularly in Figs. 2 and 4. This construction enables the parts to be readily assembled and enables the same to be cast ,without the use of a complicated core. It will be seen that the point of emerg enceof the fuel from the passageway 31 into the inner venturi 35 is considerably above the level of the fuel in the float chamber whereby flooding of the carburetor is prevented. Referring now to the compensating feed from the gravity fed. well 19, the latter is open to the atmosphere near its u per end through apassage 41, and an annu a1: space 42 around the contracted part of a valve53 hereinafter described (see Figs. 3 and 4). The gravity well 19 communicates'with the well 18 surrounding the main suction jet 29 weaves "by means of compensating holes, or passages 44', which are drilled by means of bores 45 closed by screw plugs 46. These passages are located at different levels and are adapted to be successively uncovered by the fuel to permit the passage of air therethrou h as the level of the fuel in the well 18 falls under an increase in suction. Provision is made for supplying mixture for idling. 44 is a tube, the open lower end of which extends to near the bottom of the well 19 and receives its fuel therefrom. The tube 44 is fixed to a threaded adjustable head 45 having a conical valve 46 at its lower end which seats against the upper end of the well 19, the part of the head above the valve being separated from the wall of the well by an annular space 47, the same being cut off from the well 19 when the valve is seated and in communication therewith when the valve is opened.- Holes '48 lead through the valve and tube 44. (See Figs. 3 and 5.) These holes and space 47 communicate with horizontal passageway 49, leading to a vertical passageway 50, which at its lower end communicates with a passageway 51 opening into the throttle chamber 38, at a point opposite the edge of the butterfly valve 37. when the latter is in closed position as shown in Fig. 6. When the butterfly valve is entirely closed, it seals the outlet of passage 51. When such valve is slightly opened, assuming that the engine isrunning, a high vacuum results in air blowing past the edge of the valve at very high velocity, thus producing a high suction on passa e 51. This suction is transmitted througn passages and 49 to holes 48 in valve 45, as well as to annular space 47. The ravity compensating feed well :19, being lull of fuel up to the level maintained by the float, fuel is consequently sucked up the tube 44, through the holes 48 and thence into passage 49. Air is also drawn past the valve seat and space 47 from the passage 44, which communicates with the atmosphere through passage 41 and an- 1 If this valve is screwed tight against its seat so as to close space 47 only fuel will be drawn through the holes 48. If the valve be screwed out considerably the annular passage 47 at the valve seat will become sufficiently large to satisfy the suction in passage 49, so that only 'air will be drawn in. It will thus be seen that an intermediate position of adjustment of the valve head 45 can be readily obtained which will give the correct rich emulsion to mingle with the air drawn past butterfly valve 37 to form the necessary small amount of explosive mixture to maintain. the engine running at catch 52 to hold'it in adjusted posltlon. 53 is a rotary altitude valve (see Fig. 2) having a port 54 adapted to establish communication. between the atmosphere and passage 31,- by way of the open annular space 55, hole ,56, and passage 57.- The function of this valve is to bleed air into the passage 31 when used on an'engine operating at high altitudes, so as to relieve somewhat the suction existing in chamber '18 and thus weaken the "mixture. The valve has a reduced portion 58 (see Figs. 3 and 4) providing the annular a1r passage space 42 heretofore referred to, and it is operated by a lever 59. Each of the throttle valves 37 is carried by a shaft 60 and on these shafts are two intermeshing sectors 61, whereby when one of the shafts is turned the other throttle valve will be likewise turned by the gear connection. a y In order to prevent an accumulation of liquid fuel in the event of flooding of the float chamber, a drain passageway 63 leading from the upper part of the float chamber to the chamber 55 which surrounds the Venturi, is provided. The wall of this annular chamber is provided with a tapped hole 64 adapted to receive a pipe connection to permit a drain pi to be attached which pipe may lead outsi e of the motor and the carrying body. 'Thecarburetor is provided with an open chimney 65 extending over both venturis and formed by a body portion B which is de- 1 tachably secured to the upper part of the main carburetor body by means of screens 66. By the rovision. of the two, separate bodies forming the throttle chamber and the I main body a simple structure is provided and one which may be readily cast. The employment of removable plugs 24 and 28, in connection with the provision of the plates 22 and 27 within the chambers closed by said plu s, provides a convenient construction ena ling ready access to the plates. . The operation of the carbureter is. as follows Assuming that the engine is running idle, - the throttle valve 37 is sli htly open, and ' but there is considerable suction in the air passes the ed e of the t rottle valve at' e valve is so nearly closed, . is drawn into the tube 44 from the well 19 and air is drawn from the well 19 which is supplied by the passage 41, the proportion of liquid fuel and air being regulatedby meansof the adjustable valve head 45. This very rich mixture is, of course, diluted to some extent by the air the throttle the higher suctions soon valve 37, and thus a correct idling mixture is fed to the engine. f As the throttle valve 37 is opened, the main channels for feeding the mixture come into operation because the suction through the Venturi tube 35 is then suificient to draw I the emulsion of fuel through the main assage 31. vUntil the level in the well 19 alls below the upper port 44', raw liquid will be drawn both from the-wells 18 and 19 into the passage 31, but, of course, the upper port 44 is almost immediatel uncovered and it then supplies air, whic it receives from the port 41, to the well 19, thus forming an emulsion which passes into the passageway 31 and thence through holes 34 to the Venturi tube 35. As the throttle .valve is opened still farther, thus. increasing the""suction, the liquid fuel in the well 19 is soon exhausted because the restricted passage in the plate 27 supplies the well b gravity only', or sub stantiallyso, due to t e atmospheric port 41 at the top of the well. Then all of the ports 44 are uncovered and are supplying air to the well 19. The latter well is under the full suction of the Venturi tube 35, exce t, of course, for the air fed to it throufgh t e ports 44', and an increasin amount 0 liquid fuel is drawn from the tu e 29 for emulsion in the well 18 and the ssage 31. From the above it wi be seen that the increasinglsuction on the. well 18 tends to increase t e liquid fuel fed to the carburetor, and if this well operated alone, the mixture would be too rich at the hi her suctions, but rain the well 19 and the latter, therefore, supplies a constantly decreasing amount of liquid fuel relative to air and the net result is a substantially constant proportion of liquid fuel and air formed .by the carburetor. It will be understood further that at the lesser throttle openings the well 19 furnishes a reservoir of fuel for suppl ing the engine while idlin and it also he ps to maintain a rather ric mixture for rapid acceleration. Also, as has been pointed out hereinabove, air may be bled into the passage 31 through the valve 53., which has been described as an altitude valve since its principal use is for operating the carburetor in the higher altitudes where the air is less dense. , Some of the features shown and described in this carburetor are separately illustrated, described and claimed in the co-pendin'g application'. of Alfred Moorhouse, Serial No. 293,628 to .which cross reference is hereby made. v ; Having thus described my invention, what I claim is: 1. A" carburetor comprising a body portion forming a float chamber and a fuel well both open at the top and in the same plane, a mixture pipe connected to said body over the top 0 ening of the well, and an 'air'intake mem r having a part covering the top of said chamber. Y 2.,A carburetor comprising a bod por- 5 tion having a float chamber and an alrzuassage, an air inletportion covering the oat chamber andhavi'ng a passage opening into said air paseage, a Venturi arranged -in said air assa e, and a-throttle valve p01 tion secur to t e body portion and clamp- ,10 ing the Venturi tube in position." In teshmony whereof I aflixmy signature LIONEL M. WOOLSONs.

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