US2655357A - Injector carburetor - Google Patents

Description

Oct. 13, 1953 STEFFEN 2,655,357

INJECTOR CARBURETOR Filed Jan. 3, 1952 v 2 Sheets-Sheet 2 fidekgion Ljse v J/ flea 1%.

Patented Oct. 13, 1953 UNITED STATES PATENT OFFICE INJECTOR CARBURETOR Joseph A. Steflen, Chicago, Ill.

Application January 3, 1952, Serial No. 264,753

6 Claims. 1

This invention relates to improvements in charge forming and supplying devices, having for an object to provide a carburetor of the injector type.

An object of the invention is to provide an injector type of carburetor, wherein the fuel metering inlet means and throttle valve thereof are collectively and postiively operated and co-function to admit into and admix within the carburetor charge forming chamber an efficient combustible charge and effect its discharge into the intake manifold of an equipped engine in amount or volume consistently proportionate to the size of the particularly effected throttle valve discharge opening or way, as regulated by the ex tent of operation of said throttle valve.

Another object of the invention is to provide a charge forming device of the stated character, so constructed as to admit a predetermined supply flow of fuel into its charge forming chamber, the quantity of which will be automatically controlled or modulated by the extent of operation (opening or closing) of the device throttle valve; hence, effecting a most advantageous economy by said charge forming device and, at the same time. a maximum of power production with minimum fuel consumption by a combustion engine connected thereto.

Yet another object of the invention is to provide a novel form of throttle valve which will permit the regulated or controlled passage of gaseous fuel therethrough with a minimum of liquefaction of the fuel by reason of its impingement or striking upon portions of the throttle valve.

A still further object of the invention resides in the provision of an injector type of carburetor, the construction of which is such that the need for control floats and similar devices will be eliminated, and yet, will provide a uniformly constant and satisfactory flow of fuel to the engine intake manifold, irrespective of the position of the carburetor.

The foregoing, as well as other objects, advantages and meritorious teachings of my inven tion, will be in part obvious and in part pointed out in the following detailed disclosure thereof, when taken in conjunction with the accompanying drawings, it being understood that the form of the invention presented herein is precise and what is now considered to be the best mode of embodying its principles, but that modifications and changes may be made in specific embodiments without departing from its essential features.

In the drawings:

Figure l is a side elevation of the improved carburetor.

Figure 2 is a similar view taken at substantially right angles to Figure 1.

Figure 3 is a somewhat enlarged vertical section through the improved carbureter, showing the throttle valve, the charge admixing chamber, the fuel feeding means and the air feeding means of the carburetor.

Figure 4 is a somewhat enlarged horizontal section through the carburetor showing the arrangement and mounting of the throttle valve in its particular chamber of the carburetor, plus the gearing connection between the throttle valve and the fuel metering valve.

Figure 5 is a fragmentary vertical section through the improved carburetor and illustrating the gearing connection between the component members of the throttle valve plus the arrangement of the fuel and air supply means in the carburetor charge admixing chamber.

Figure 6 is a top end View of the improved carburetor with its throttle valve in that position as shown in Figure 1 of the drawings, and

Figure 7 is a similar View wherein the throttle valve of the carburetor has been moved to a fuel passing position for discharging a greater amount of gaseous fuel therefrom and wherein the fuel metering valve and the gearing connecting it to the carburetor throttle valve are shown in an operated position proportionate to the size of the fuel discharge opening provided by the canburetor throttle valve.

Referring in detail to the drawings, the invention comprises, generally, a casing i, a throttle valve unit 2, a gas metering valve unit 3, an air and fuel injector unit 4, and a gearing and rnotion transmitting assembly 5.

The carburetor casing I consists of a body having an annular chamber 6 which, in turn, is provided with longitudinally opposed inlet and discharge way 6' and 6 respectively, said body being equipped with removable side plates l and 8, each secured in place by screws '1' and 8 and each having concentric and co-azially aligned outwardly tapering sleeves 9.

Attaching or connecting portions are formed or otherwise carried on the ends of the casing body I, one of which is equipped with the usual connecting flange I!) and the other with a sleevelike extension II. The latter receives an elbow fitting or air scoop I 2, fixedly secured thereto by suitable screw fastening or clamping means l3. The outer or free end of the fitting i2 may be and preferably is provided with an internal 3 sleeve i i secured by a screw it, whereby to facililate the connecting of a suitable air filtering de vice (not shown) thereto.

At this point, it is to be understood that the plane of positioning of the carburetor casing i, with its fitting I2, may be varied, i. e., the carburetor may be of down-draft (as shown), updraft, or side-draft types, such as conditions or preference may dictate- The throttle valve unit 2 comprises companionate co-functioning shell-like elements IE and l? rotatably seated within the chamber 5 and movable, at times, over or across the discharge way b thereof whereby to regulate the flow of combustible charge therethrough into the manifold of an engine (not shown).

The throttle valve element is is termed with segmental side portions or walls whose inner ends are somewhat enlarged, as at I5, and formed with co-axially aligned bearing openings. The outer side and arcuately shaped wall of the valve element it has its inner marginal p rtion, 1. e., that portion normally adjacent the discharge way e of the casing I, V-shaped or formed as indicated by the reference character le (see Figures 4, .6 and 7), for a purpose which will be presently apparent.

The throttle valve element .IT is of size and sha e substantially like that of the valve element it, having bearing portions formed on the inner ends of its segmental walla-similar to the bearing portions it of said element I16, and its outer or side wall arcuately shaped. However, the normally outer side portion of this arcuate outer side wall is inwardly and laterally offset, as at H, while its free edge or marginal portion is J-shapecl or formed as at 11%. This V-forniation corresponds to the v fzormation of the adjacent and outer side wall of the valve element is so that when they are arranged in their assembled relation in the carburetor casing chamber :5, there will be an overlapp n arrangement or ensaeemerit, in the manner shown in Figures 3, 6 and '7 of the drawings. The outer side of the arcnate outer side wall of the valve element 16 will overlap the inwardly and laterally offset companion portion 1'! of the valve element it. an the respective V-shaped portions HS and li of said valve elements 16 and H will constitute therebetween an effectual throttle valvefuel discharge way through which gaseous charge from the carburetor casing 6 will be discharged into and through its discharge way 5 and so, directed into the intake manifold of an engine connected thereto. Obviously, with rotatable movement of the throttle valve elements 1 6 and il in opposite directions, in the manner hereinafter more specif ically described, the size of the throttle valve fuel discharge passage will be either increased or .decreased (according to the direction of rotatable movement of the elements 16 or 11') and thereby, will provide for predetermined fuel flow or discharge regulation and/ or modulation. Moreover, it is to be noted that when the throttle valve elements it and 1.1 are in their normally closed positions (see Figures 3 and 6) a minimum fuel discharge port or way will be provided between their respective V-shaped outer sides. In consequence, a sufiicient how of gaseous charge or fuel from the carburetor into the equipped engine intake manifold, during idling operation of the engine, will be maintained. It is also timely to note here that with rotation of the throttle valve elements IS and I1 to their closed positions, the free outer side of the valve element 16 will be brought into abutting engagement with the.

4 shouldered portion [1 of the valve element l1, efiected by the inward and lateral ofisetting of the portion ll of said element ll, as hereinbeiore described.

To rotatably mount the companionate throttle valve elements I 6 and. I"! in the chamber 8 of the carburetor casing l, I engage the reduced ends of stub shafts I3 and 19 in and through the bearing openings in the now aligned bearing portions of the side walls of the valve elements It and IT (see'Figure 4). Thus, said valve elements It and ll are rotatably interconnected. The outer ends or the stub shafts l8 and I9 are journaled in frnstoaconical bearings 20 which, in turn, are received in the outwardly tapered sleeves 9 of the plates or walls I and 8 and locked in engagement therewith by turning locking nuts 2i into engagement with their screw-threaded outer ends and into bearing engagement with the adjacent outer ends of said sleeves 9.

In order that rotary motion will be imparted to the throttle valve elements It and 55! whereby to selectively move the same from or toward each other, for the control of gaseous charge from the carburetor into an engine intak manifold, the element ll has an arcuate or segmental rack gear 22 fixedly mounted on the outer side of its seg' mental end wall ll near the stub shaft 4-9, a shown in Figures 4 and 5 of the drawings. It will be noted that this arcuate rack 22 is mounted on said segmental side wall of the element 11 in concentric relation to its rotatable mounting on the stub shafts l8 and [9.

The gas metering valve unit 3 consists of a block or casing 23 having inlet and outlet ports, the inlet port being in and opening onto one side of the block .23 and having a screw threaded nipple 24 engaged therein, while the'outlet port thereof is formed in and opens onto the normally upper side of said block 23 and has a screwthreadednipple 25 turned into en agement therewith, as shown in Figures land 2 of the drawings. This nipple 25 is suitably connected to the adjacent end or a pipe 25 extending longitudinally of the elbow fitting 12 (see Figures ,1 and 2 or the drawings) To control the passage of gaseous fuel through the valve bl ck 23, an ordinary yp of left-hand screw-threaded needle valve is introduced into the valve block 23 by means of a nipple or fitting 2?. The valve per se is adapted, as is usual, to be selectively moved onto and from a seat within the valve block '23 controlling communication between its inlet and outlet ports. The shank 28 of this needle valve extends from and beyond the nipple 21 and fixedly mounts thereon a pinion 29. Thus, when the pinion 29 is rotated, in the .manner hereinabove described, the needle valve shank 28 will also be rotated and, according to the direction of such rotatio will be moved onto or from its seat within the valve block '23.

The valve bloc}; 23 is securely though removably mounted on and with relation to the capburetor casing I, by forming on the latter a bed or extension 30 having a longitudinal groove on its outer face, which groove is adapted to receive therein a rib .31 formed on the normally inner flat side or face of the valve block 23, in the manner shown in Figures 4, 5 and 6 of the drawings. Thereupon, and to secure said valve block in osition on the bed 30, a bracket 3| is transversely engaged with and over an appropriate portion of the valve block and has a locking screw 32 engaged through the same and the lower portion of the block 23 and in a screw-threaded opening formed in an adjacent portion and side of the bed 30, as clearly indicated in Figures 1 and 2 of the drawings. Thus, the valve block 23 is securely mounted on and with relation to the carburetor casing I. v

Gaseousfuel, the amount of which is metered by the valve unit 3, is flowed through the conduit 26 to the carburetor and thereinto for conversion into a combustible charge by the aforesaid generally referred to injector unit 4. This unit includes a fitting 33 screw-threadedly engaged in and through the upper end of the elbow fitting l2; an elbow connection 34 similarly en gaged in and communicating with the upper end of the fitting 33, and connected at its free end to the adjacent and remaining end of the conduit 26, as at 35. An air injector tube 36, connected to the inner end of the fitting 33, is engaged within and longitudinally of the fitting 12, extending therefrom into the carburetor casing chamber 6 where it is provided with an approved type of atomizing or spray nozzle 31. Air intaking funnels 38 and 39, or their equivalents, are respectively connected to and communicate with the fitting 33 and the injector tube 36; the funnel 39 being in direct communication with the angularly disposed outer end of the carburetor casing fitting [2. Thus, it is obivous that air will be introduced into the injector tube 36 and flowed into that end portion of the same equipped with the nozzle 31.

A second and fuel injector tube 40 is telescopically received in the air injector tube 36 and is screw-threadedly connected to and communicates with the elbow connection 34. The diameter of said tube 46 is less than that of the tube 36. Consequently, a continuous longitudinal way is provided between and about the two tubes 36 and 49, through which air introduced thereinto via the funnels 38 and 39 is flowed. The length of the fuel injector tube 40 is less than that of the air injector tube 36. Therefore, it terminates at a point spaced from the nozzle 31 and provides an adequate mixing chamber with in the tube 36 into which gaseous fuel is discharged and thoroughly admixed with air flowed into said tube 36 previous to discharge from the nozzle 31 in combustible form.

By varying the length of the tubes 36 or 46, the size or length of the above described mixing chamber can be changed, as required.

To transmit motion to the throttle valve unit 2 and the fuel metering valve unit 3, whereby the same will be collectively rotated and so synchronized in and during such rotation that with opening and/or closing of the former, the needle control valve of the latter will be moved from or onto its seat in the valve block 23, I fixedly mount on the inner end portion of the stub shaft [6, a gear 4!. It will be noted that said gear is arranged within the carburetor casing chamber 6 and adjacent the inner side of the cover plate 8. A pinion 42 is carried on a stub shaft 43 mounted in a suitable bearing 44 in an appropriate portion of the cover plate 8. This pinion 42 is constantly enmeshed with the gear 4| on the stub shaft 19. The outer end of the stub shaft I9 is extended beyond its particular journal 26 in the cover plate 8 and fixedly mounts on such extended end a segmental gear 45, the gear being movable with the stub shaft [9 as and when the same is rotated. A locking device 46 is engaged with the extended end of the stub shaft 19 and serves to effect the aforesaid mounting of the segmental gear 45 thereon, plus pre-- vent its outward or lateral displacement therefrom. The teeth of the segmental gear 45 are constantly enmeshed with those of the pinion 29,-

as is 'clearly'shown inFigures 1, 4.and 6 of the accompanying drawings.

A lever 41 is engaged with and secured to a portion of the extended end of the stub shaft l9 adjacent the segmental gear 45 and, as will be noted, is prevented from disengagement or displacement from said shaft by means of the locking device 46. The disposition of the lever 41, as shown in Figures 1 and 2 of the drawings, is such that when it is rocked, rotary movement will be transmitted to the stub shaft I9, which movement will be conveyed to the gear 4! and to the pinion42.

,It should be here noted that the teeth of the pinion 42 are constantly enmeshed with the teeth of the arcuate rack 22 mounted on the aforesaid segmental side of the throttle valve element 11.

Consequently, when the pinion 42 is rotated by and from the gear 4!, rotary motion will be transmitted by the former to said throttle valve element l1. Since the companionate throttle valve element 16 has fixed connection with the gear 41, it follows that with rocking or" the lever 41 and rotation of the stub shaft It, the companionate throttle valve elements it and IT will be rotated and/or moved in opposite directions with relation to each other, and so, their end portions l6 and ['1 will be moved toward or away from each other, hence, either decreasing or'increasing the size of the throttle valve elements discharge way, as shown in Figures 6 and and 7 of the drawings.

Concurrently with rotation of the throttle valve elements 16 and H, the needle valve mounted pinion 29 of the fuel metering valve unit 3 will be rotated. Its direction of rotation will be such that when the fuel passage or discharge way between the portions [6 and H of the throttle valves land I] is increased insize, said needle valve will be moved away from its seat in the valve block 23 and will permit of a greater volume or flow of fuel therethroug-h into the pipe 26. -When, however, the movement of the portions l6 and fl of the throttle valves l6 and IT is in a direction to decrease the size oi said fuel passage or discharge way, the direction of rota tion of the needle valve carried pinion 29 will. be reversed and the needle valve will be moved toward, and ultimately, onto its seat in the valve block 23 of the metering valve unit 3. This latter and indicated decrease of flow of fuel through the valve unit-3 intothe pipe 26 is effected in synchrony with rotary movement of thethrottle valve elements l6 and I! toward each otherae when the size of the fuel passageor discharge way between their portions [6* and li is decreased. V

A contractile coiled spring, indicated by the numeral 48, has one end thereof connected to the outer end of the lever 41, as at 49 (Figures 1 and 2). The remaining end of said spring is preferablyconnected to a suitable fixed or immovable means, i. e., a portion of an equipped motor, etc. In consequence, said lever 47 will be normally thoughmovablyretained in that position shown in Figure 1 of the drawings, and in which position the companionate throttle valve elements l6 and I! will have been moved to and movably retained in that relationship shown in Figure 6 of the drawings. In, this particular relationship, the size of the fuel passage or discharge way between the portions Ifi and ll of said throttle valve elements l6 and 11, will be of minimum or engine idling size.

In operation of my improved carburetor, and

assuming that the throttle valve element's IE and I1 are in the substantially closed positions, as shown in Figure 6 of the drawings, it is to be un derstood that a sufficie'nt amount or flow of gaseous fuel will be supplied from the gas metering valve unit 3 through the pipe 26 and the fuel injector tube 48 to the carburetor chamber 6 via the nozzle 3'! to maintain an engine equipped with. the carburetor in idling operation. The supply of fuel for this idling operation, will be permitted to pass or bleed through the minimum'size fuel passage or discharge port between the juxtaposed portions Id and I! of the throttle valve elements I6 and I! respectively.

When the speed of the equipped engine is to be increased, the lever 41 is rocked in a direction away from its end connected contractile coiled spring 48. In so doing, rotary motion or move ment, in opposite directions, is transmitted to the throttle valve elements I6 and H, causing them to be moved apart and to increase the size of the fuel passage or discharge way or port thei ebetween, as indicated in Figure 7 of the drawings. Simultaneously, the segmental gear 45 will be rotated in a direction to impart rotary motion to the needle valve carried pinion 29 of the fuel metering unit 3, hence, increasing the flovv of fuel through said unit 3 into and through the pipe 26 and the fuel injector tube 40, whereupon it Will be admixed with proper proportions of air the aforesaid mixing chamber of the air injector tube 36 and then discharged in atomized form into the carburetor chamber 6 for new therefrom through the carburetor casing discharge way (5 into the intake manifold of said equipped engine. The amount or flow of gaseous charge thus discharged into and through the carburetor casing discharge Way 6* will be automatically modulated, proportionately to the ex tent of rotary movement of the throttle valve elements H5 and I? and the size of the fuel passage or discharge way between their outer portions it and Il Dependent upon the extent of opening movement of the throttle valve elements lfi'and [1,

the relatively correctly proportionate admixture of gaseous fuel will be delivered into the carburetor chamber 6 and flowed therefrom into the engine intake manifold for consumption. This modulated or regulated supply of gaseous fuel 7 and n and their portions is and m and the needle valve of the gas metering unit 3, will be effected, i. e., as the size of the fuel passage or discharge way between the portions us and W of the throttle valve elements l6 and I! is decreased, the amount or volume of gas or fuel from the unit 3 into the carburetor chamber from the pipe 26 will be proportionately decreased.

I claim:

1. In a carburetor having a mixing chamber therein provided with intake and discharge ways, an air scoop connected to the carburetor and communicating with its intake Way, relatively op posed throttle valve elements rotatably mounted in said chamber engageable across the carburetordischarge Way, fuel metering means, an air supplying tube engaged within and longitudinally of said air scoop and supported by the same, said air tubeextending into the carburetor chamber and into proximity to and communication with said throttle valve elements, a second tube received within and extending longitudinally of said air tube, said second tube being arranged in circumferentially spaced: relation to the air tube and extending to a point inwardly of the free end of the air tube, means connecting said fuel meter ing means to said second tube, and means for imparting collective rotary motion to said throttle valve elements whereby to open or close the same.

2. In a carburetor having. a chamber therein provided with intake and discharge ways, relativ'ely opposed throttle valve elements rotatably mounted in said chamber, the adjacent portions of each of said elements having substantially V-shaped ways in the corresponding inner sides thereof, said inner sides normally overlying each other, an air scoop connectedto the carburetor and communicating with said chamber therein, an air tube supported by and extending into and longitudinally of said air scoop through the carburetor intake way and into the carburetor chamber, a nozzle on the free end of said airtube, air inletting means connected to and communi' eating with said air tube, certain of said air iiitaking means within the air scoop and the" other thereof being Without said air scoop, a second tube received and supported within said air tube and circumferentially spaced throughout its length therefrom, the free end of said second tube terminating at a point inwardly of and spaced from the nozzle on said air tube and providing within that portion of the air tube beyond its free end a mixing chamber, fuel metering means, means connecting said fuel metering means to said second tube, means connected to said throttle valve elements for collectively rotating the same in opposite directions whereby to open or close the same with relation to the carburetor discharge way, and other means interconnecting said throttle valve elements and fuel metering means whereby to efiect their collective and synchronized operation.

3. In an injector charge forming device having a gaseous discharge way therein, intergeared throttle valves rotatably mounted therein having relatively overlying and ported co-operable inner sides spanning said discharge way, an injector fuel supply metering valve supported exteriorly of the device communicating with its interior and communicable with said discharge way through said throttle valves, and means interconnecting said throttle valves and metering valve whereby to effect collective and synchro nized operation of the same.

4. In an injector charge forming device having a gaseous discharge way therein, intergeared throttle valves rotatably mounted therein having relatively overlying and ported cooperable inner sides spanning said discharge way, a rotatable fuel injector supply metering valve supported exteriorly of the device and communicating with its interior and communicable with said discharge way through said throttle valves, and gearing and motion transmitting means interconnecting said throttle and metering valves whereby to effect collective and synchronized rotation of the same.

5. In an injector charge forming device having a mixing chamber therein provided with intake and discharge ways, relatively opposed throttle valves rotatably mounted in said chamber having relatively overlying and ported cooperable inner sides spanning the chamber discharge way, an air scoop connected to the device communicating with the chamber intake way, an injector fuel supply metering valve supported exteriorly of said mixing chamber communicating with the interior of said scoop from one end thereof, an air injector tube supported from said one end of the scoop and extended into and longitudinally through the same into proximity to the ported sides of said throttle valves, a nozzle on the inner end of the air injector tube and the remaining end of said tube being disposed outwardly of said scoop, air intaking funnels connected to and communicating with the air injector tube at points within and without the scoop, a fuel injector tube extended into and longitudinally of the air injector tube in spaced relation thereto and to its inner nozzle carrying end, and means interconnecting said throttle valves and metering valve whereby to effect collective and synchronized operation of the same.

6. In an injector charge forming device having a mixing chamber therein provided with intake and discharge ways, intergeared throttle valves rotatably mounted in said chamber having relatively overlying and ported cooperable inner sides spanning the chamber discharge way, an air scoop connected to the device communicating with the chamber intake way, a rotatable injector fuel supply metering valve supported exteriorly of said mixing chamber communicating with the interior of said scoop from one end thereof, an air injector tube supported from said one end of the scoop and extended into and longitudinally through the same into proximity to the ported sides of said throttle valves, a nozzle on the inner end of the air injector tube and the remaining end of said tube being disposed outwardly of said scoop, air intaking funnels connected to and communicating with the air injector tube at points within and without the scoop, a fuel injector tube extended into and longitudinally of the air injector tube in spaced relation to its walls and to its inner nozzle carrying end, and gearing and motion transmitting means interconnecting said throttle and metering valves whereby to effect collective and synchronized rotative operation of the same.

JOSEPH A. STEFFEN.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,550,328 Santoux Aug. 18, 1925 1,585,741 Thewes May 25, 1926 1,743,368 Maybach Jan. 14, 1930 2,009,280 Sprenger July 23, 1935 2,029,666 Markwart Feb. 4, 1936 2,232,351 Udale Feb. 18, 1941 2,250,932 Kittler July 29, 1941

Images