US1186797A - Carbureter. - Google Patents

Description

F. L. KINGSTON.

CARBURETER.

APPLLCATION lFILED MY14| 19'5. 1,186,797. Patented June 13, 1916.

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, h IIHI IIIU 17 "U Immun F. L. KINGSTON.

CARBURETER.

APPLICATION FILED MAY I4, I9I5.

1 1 86,797 Patented June 13, 1916.

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FRANK L. KINGSTON, OF CLEVELAND, OHIO.

cARBURErER.

Specificationof Letters Patent.

Patented J une 13, 1916.

Application {i1-ed May.14, 19145. Serial No. 28,006.

To all whom z't may concern:

Be it known that I, FRANK L. KINGSTON, a citizen of the United States, residing at Cleveland, in the county of'Cuyahoga and ,State of Ohio, have invented a -certain new and useful Improvement in Carbureters, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

This invention relates to carbureters, and has for its objects the provision of a carbureter whereby engines of a large number of cylinders can be operated with greater` efficiency, steadiness, and power output than by the use of previous carburetin devices, and in which the regulation of tide engine operatign may be more quickly, accurately, and evenly effected than h s heretofore been possible. I

Another and minor object of the invention is the provision of a device of this nature wherein a multiple cylinder engine can be primed for starting -purposes with greater ease and quickness than heretofore; While further objects and advantages will become apparent as the description pro ceeds. i With the increase in the number of vcylinders in -"combustion engines, it` is found that when six or more cylinders of the fourcycle type are connected to the same manifold, there will be an overlapping of the opening of the inlet valves. vIn addition the arrangement of the crank of; a multilcylinder engine is such that successive impulses are generally derived from widelyspaced cylinders, so that the torsional strain from the crank shaft may be made as uniform and regular as possible. The result of these two conditions is that the manifold is always supplying gas to at least two cylinders which are widely spaced apart, whereforeit is foundthat the gasflow is irrregular and uneven and its distribution to the cylinders is. uneven, thus conducing to irregular running and ineflicient operation. It has heretofore been suggested to employ a plurality of independent carbureters and connect each to a section of the manifold so that the gas flow may be made more even and regular and so that the effect of overlapping may be avoided. The results of such an arrangement areextremely gratifying in case the carbureters can be adjusted so as to operate evenly, but this is something which is almost' impossible to do, owing to the impossibility of having valves of exactly the same constants, fluid levels exactly the same relatively to the valves, openings, of the air chambers exactly the same, equal throttle adjustment, :and equality in height of the two carbureters as regards theJ car itself.

The essence' of my invenion consists in this, .that two or more carbureting chambers, connected independently to different parts of the manifold, are fedfrom the same reservoir through the intermediation of a single fuel valve provided with branched noz zles, there being one nozzle for each of these carbureting chambers; and 'the throttle valves are arranged to be moved simultaneously, to the end that a single adjustment shall-regulate all the carbureting chambers, and the mixture issuing f om all the same shall be identical. Certai, features of arrangement and construction arealso found of practical importance and will be pointed out in the claims.

In thel drawings accompanying and forming a part of my application I have illus-` trated one embodimentof my said invention, although it will be understood that the same is only one out of a great number of f forms that my inventive idea may take.

In thes drawings: Figure 1 represents a front elevation of my improved carbureter applied to thev branched manifold of an internal combustion engine; Fig. 2 is a vertical sectional view through the carbureter shown in Fig. 1 and corresponding to the line 242 of Fig. 3; Fig. 3 is a top plan view of the carbureter shown in Fig. 2; F ig. 4 is a horizontal sectional View taken upon the line 4 4 in Fig. 2 and looking downwardly; and Figs. 5 and 6 are vertical cross sectional views taken upon the lines 5 5 and 66 respectively of Fig. 3 and looking in the direction of the arrows.

Describing the parts by reference characters 1 represents the fuel reservoir of my improved carbureter, same being shown as of oval shape and having at its rear side jso a hollow protuberance 2 receiving the fuel supply connection 3 with which coperates the inlet valve 4 controlled bythe float 5.

The particular construction of the inlet 5 valve and its adjuncts is preferably and substantially like that illustrated and claimed in my copending application Serial No. 772,121 filed June 6, 1913, although any suitable or convenient arrangement could be provided at their` lower ends with the air inlet fittings 15a, 15". The upper ends of these members are traversed by a single rock shaft 16, having attached to one of its ends the operating lever 17, and carrying Within the chambers the ,butterfly valves 18a and 18", respectively. Similarly, the air inlet members are traversed by a single rock shaft 19 having at one end the operating handle the butterfly valves 21a and 21", respectively.

Located in the reservoir between, or at' least equidistantly spaced from, the carbureting chambers, is the fuel pipe 25, which is provided with a branch 26, 26" extending to each carbureting chamber. This tube is provided at one point with a constriction 27 adapted to be Yclosed by a needle screw 28 operated by the handle29, the discharge nozzles communicating with this tube at opposite points and outside of this constriction so that they are controlled i equally by manipulation of this needle valve. Each of the discharge nozzles' 26a and 26" preferably projects into its carbureting chamber at an oblique angle in the `manner and for the purpose described and claimed in my copending applications filed May 6, 1912, and March 4, 1914, Serial os. 695,425 and 822,266, respectively, and each is likewise provided with a hollowed end 30 forming a fuel cup for the reasons. there set forth, although for the purposes of the present invention it will bev apparent. that any suitable or convenient arrangement may be employed. Also I have shown the bottom of each of the carbureting'chambers as provided with a hollow metallic cup 31a, 31", having .apertures 32a, 32" in their bottoms, receiving the spherical valves 33, 33", constructed, arranged, and operating substantially as described and claimed in my copending application tiled March 4, 1914,

Serial No. 822,266. However, 'so far as the .tering air above the 'ends of the said nozzles,

each of the carbureting chambers as proof the branched manifold 14a, 14", and are 20, and provided inside of the members with present invention is concerned, any suitable arrangement of air admission apertures could be employed.

For the purpose of coristricting the en- I4 have provided each of the carbureting chambers with a -reducing shell 35a, 35", arranged between the nozzle and the valve 183,181.

For priming the motor I have illustrated vided with a rotatable valve 40a, 40", operated by the same rod'41, and communicating by suitable tubes 42a, 42" with the lower part of the reservoir. Each of these valves also has a discharge port opening into the chamber at a point adjacent to the throttle valve as shown at 43. When these valves are open the suction produced by the engine, taken in connection with the obstruction Vafforded by the ball valves 33 and constricting shells 35, will draw a charge of fuel from the reservoir directly into the chamber. During the normal operation of the motor .the gas delivered by the two chambers will be exactly identical and can be varied or adjusted exactly equally, and the different cylinders of the motor caused to function in the same manner.

I do not limit myself to the use of this carbureter with engines of the four-cycle type, since there is even more need for such an arrangement in connection with a multicylinder, two-cycle engine. Neither do I. re- 5 i strict myself to engines of siX or more cyl- 100 inders Since even fourcylinder, four-cycle engines at certain speeds have a kind of rhythmic gas vibration set up in the intake manifold which impedes seriously the running ofthe engines and causes the cylinders 105 to become charged unevenly. This may be entirely overcome by .employing the mul- .tiple carbureter herein described, though the improvement in operation is not so marked, -experience having shown that whereas the substitution of my improved carburetcr for a single carbureter will afford substantially `an increase of thirty per cent. in the power output of an eight-cylinder engine and twenty per cent. in a six- .1.13 cylinder engine, 'the increase in the fourcylinder engine is only from tive to ten vper cent. depending upon the speed at which it is operated.

I consider that Pmy invention resides primarily in the broad aspects hereinbefore set forth, and only secondarily in the details of construction and arrangement, wherefore I do not restrict myself to the particular construction here disclosed, but only by 12b the terms of the claims and the state ofthe prior art.

Having thus described my invention, what I claim is Y n l. The combination with an intake mani- 180 rality of chambers, equal in number 'to saidv branches and connected one to each branch, a single fuel supply pipe, and a plurality of discharge nozzles communicating directly with said pipe there being one nozzle in each chamber.

3. The combination with an intake manifold having a plurality of separate branches, of a carbureting device comprising a plurality of chambers, equal in number to said branches and connected one to each branch, a single fuel reservoir, asingle outlet therefrom, and a plurality of identical nozzles symmetrically arranged relatively Ato said outlet and communicating therewith, there being one nozzle in each chamber.

4. The combination with an intake manifold having a plurality of separate branches, of a carbureting device comprising a pluraiity of chambers, equal in number to said branches and connected one to each branch, a single fuel supply pipe, and a plurality of identical nozzles symmetrically arranged relatively to said pipe and communicating directly .therewith, there being one nozzle in each chamber.

5. The combination with an intake manifold having a plurality of separate branches, of a carbureting device comprising a plurality of chambers, equal in number to said branches and connected one to each branch, a single fuel reservoir, a single outlet therefrom, an adjusting valve for said outlet, and a plurality of identical, nozzles symmetrically arranged relatively to said outlet and communicating therewith, there being one nozzle in each chamber'.

6. The combination with an intake manifold having a plurality of separate branches, of a carbureting device comprising a plurality of chambers, equal in number to said branches and connected one to each branch, a single fuel supply pipe, an adjusting valve in said pipe, and a plurality of identical nozzles symmetrically arranged relatively to said pipe and communicating directly therewith immediately beside said valve, there being one nozzle in each chamber.

7. The combination with an intake manifold having a plurality of separate branches, of a carbureting device comprising a plurality of chambers, equal in number to said branches and connected one to each branch. a single branched fuel supply nozzle com municating with all of said chambers, a throttle in each one of said chambers, means connecting said throttle valves together whereby they may be moved in unison.

8. The combination with an intake manifold having a plurality of separate branches, of 'a carbureting device comprising a plurality of chambers, equal in number to said branches and connected one to each branch, a single branched fuel supply nozzle communicating with all of said chambers, air inlet fittings communicating with each of said chambers, an air admission valve located in each of said fittings, and means for moving all of said valves in unison.

' 9. Carbureting device comprising a plurality of chambers, a single branched fuel supply nozzle communicating with all of said chambers, athrottle in each one of said chambers, means connecting said throttle valves together whereby they may be moved in unison, air inlet fittings communicating with each of said chambers, an air admission valve located in each of said fittings, and means for moving all 'of said valves in unison.

10. The combination with an intake manifold having a plurality of separate branches, of a carbureting device having a reservoir and a plurality of upright chambers located adjacent the said reservoir, said chambers being equal in number to said branches and connected one to each branch, a single outlet .pipe communicating with said reservoir and extending past said chambers, an adjusting valve in said pipe, and a plurality of discharge nozzles communicating with said pipe outside of the valve seat, there being one nozzle in each chamber.

11. In a carbureting device, a reservoir, a plurality of upright chambers extending through said reservoir, a single outlet pipe communicating with the central part of said reservoir and extending equidistantly past said chambers, and a plurality of discharge nozzles communicating with said Vpipe at an equal distance from all of said chambers, there being orie nozzle in each manner.

12. In a mixture forming and feeding device for a multi-cylinder internal combustion engine, a manifold having two independent branches, a pair of upright chambered members connected one to each branch, a fuel reservoir, an outlet pipe projecting between said chambered members and communicating with said reservoir, and a pair of fuel nozzles communicating with said pipe, one on each side of the same, and each projecting obliquely into one of such chambers.

13. In a carbureting device, in combination, a pair of upright chambered members, a fuel reservoir surrounding the same, an outlet pipejp'ojecting between said chambered members and communicating with the `central part of said reservoir, and a pair of of said valves having a port opening into its' chamber, a single operating rod for said priming valves, and pipes leading from said priming valves into said reservoir adapted 10 to communicate with said ports When said priming valves are open.

In testimony whereof, I hereunto affix my signature in the presence of two Witnesses.

' l FRANK L. KINGSTON. Witnesses: BRENNIN B. WEST,

HAROLD E. SMITH.

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