|Publication number||US1261740 A|
|Publication date||Apr 2, 1918|
|Filing date||Nov 1, 1916|
|Priority date||Nov 1, 1916|
|Publication number||US 1261740 A, US 1261740A, US-A-1261740, US1261740 A, US1261740A|
|Inventors||George A Turner|
|Original Assignee||George A Turner|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (1), Classifications (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
FUEL CONTROL FOR \NTERNAL COMBUSTION APPLICATION HLEDNO v. x, 1916. Y
- Patenmfi Apr. 2,1918.
are sparse earner entree.
GEORGE A. TURNER, OF STOCKTON, CALIFORNIA.
.FUEL CONTROL FOR INTERNAL-COMBUSTION EN GINES.
Specification of Letters Patent.
Patented Apr. 2, F918.
Application filed November 1, 1916. Serial No. 128,975.
To all whom it may concern:
. Be; it known that LGEORGE A. TURNER," a citizen of the United States, residing atv clear, and exact description of the same, reference being had to the accompanying drawings, and to the characters of reference marked thereon, which form a part of this application.
This invention relates to improvements in the control of the fuel supply connected with internal combustion engines of all types. There is a growing tendency by the users of such engines to adopt distillate or similar fuels as a most satisfactory fuel for use in engines of the type noted. The main drawback to the use of this fuel, however, is that it is every hard fuel with'which to start the engine, due tothe fact that its combustion is much greater'when it is heated or admitted into a heated engine. This difiiculty can be overcome by having a supply of gasolene, or other more volatile oil,
' present in the carbureter of the engine when itvis desired to start the same. The difficultyof doing this, however. has heretofore rendered the use of distillate somewhat unpopular. It is therefore the aim of my invention to provide an automatic means for supplying either gasolene, a mixture of gasolene and distillate, or distillate itself, directly to the carburetor.
. My invention therefore embodies a gasolene supply and a distillate supply leading to a common control valve with a single pipe leading from the valve to the carbureter. The valve itself is so constructed that it can be operated to deliver to the single pipe either the gasolene or mixture of gasolene and distillate,.or the distillate alone, and, in addition to this, can shut off both. The advantages ofthis shutting oft of both are many, the principal one being that it revents a waste of the fuel out of the 'car ureter by evaporation or leakage. A Verylarge per cent. of all carburetors leak whendeft standing for a period of time, but by complete shutting 0d" of the fuel supply, this is obviated. Also when an engine is stopped, it is usually very hot and the carbureter being immediately ad acent the engine, the evaporation caused by the heat is very great with the resultant loss of a large percentage of the fuel.
My improved valve will be automatically controlled with the throttle lover of the car-- bureter. As the car is brought to a stop; the throttle lever is moved to retard the fuel supply, and, with this movement the control valve noted above is operated first,
to shut off the distillate supply gradually and then substitute therefor the gasolene supply so that when the car comes to a stop the gasolene supply will be in direct communi'cation with the carbureter so that when the car is ready to start again, the gasolene,
, trolmeans when the same becomes necessary.
As ,a still further advantage of my improved control means I provide a lock carried by the valve so that it can be locked in closed position which will prevent the theft or unauthorized use of the, car. Also there are a great many other advantages of my improved structure which will be obvious as the description of the same is proceeded with.
A further object of the invention is to produce a simple and inexpensive device and yet one which will be excecdinglyeffective for the purposes for which it is designed.
These objects I accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claims.
In the drawings similar characters of reference indicate corresponding parts in the several views.
Figure 1 is a plan view of the steering wheel of a motor vehicle showing the throttle lever thereon for the purpose of illustrating the different positions of, the same with respect to the control valve.
Fig. 2 is "a planview of the control valve broken out 'and in section to show their:- terior structure thereof. The relative size of this valve is here shown as somewhat larger than it would probably be in actual practice in order that the different parts Spiral springs 13 are disposed around the Fig. 4t is a similar view showing the gasolene and distillate pipes both in communi cation with the carbureter pipe.
Fig. 5'is another similar view wherein the distillate pipe alone is in communication with the carbureter pipe.
:lcferring now more particularly to the characters of reference on the drawings, the numeral 1 designates a pipe WlllCh would be connected with the gasolene sup ply means which could be either'an independent receptacle or a divisional part of the main -it'uel tank. The numeral 2 designates the distillate supply pipe. These pipes 1 and 2 communicate with the valve casing 3 at points closely adjacent one another for a purpose as will presently appear. The carbureter pipe l leads from the opposite side of the casing 3. The valve disk 5 rotates within the casing 3 and is provided with same diameter as the pipes 1 and 2 arranged to register with either of tie pipes 1 or 2 or partly with each. This port 6 enlarges at its opposite end as at 7 where it is of such diameter as to register with the pipe 1 whenever the portion 6 thereof is in register "with either 01 the pipes 1 or 2 or partly with each. By means of this structure therefore the pipe 4 may be put into communication with the pipe 1 alone, partly with each of the pipes 1 and 2, or with the pipe 2, merely by rotating the disk 5.
This rotation of the disk 5 is accomplished by means of the valve lever 8 which connects with the disk 5 in the usual manner. This lever 8 has a slotted end 9 which fits over the throttle control rod 1.0 of the engine. This thr ttle rod 10 is provided with two spaced threaded portions -'11 mounted on which are ad]ustment nuts 12.
rod 10 and are interposed between the nuts 12 and small follower heads '14 which impinge against the slotted end 9 of the lever 8. The tension of the springs 18 is controlled by the nuts 12 and is such that under the ordinary moven'ient ot the rod 10 the lever 8 will be moved to turn the disk 5.
l leferring new to Fig. 1, the numeral 15 designates the throt le lever which controls the movement oi? the rod 10 and this moves over the usual quadrant 16. In providing my improved invention, this throttle lever is provided with four designating points a port 6 of substantially the.
a, b, c and d. When the throttle lever 15 is at the point a, the rod 10 is in that position which holds the disk 5 in the position shown in Fig. 1, which shuts 011' all of the fuel from the carburetor. When the lever 15 is at the position b, the disk 5 is in that position shown in Fig. 3 where the gasolene supply is connected lip with the carburetor. The position ,c places the disk 5 in that position shown in Fig. 4 where a mixture of gasolene and distillate is admitted to the carbureter. The position (1 places the disk 5 in the position shown in Fig. 5 wherein distillate alone is being admitted to the carbureter. The tension of the springs 13 i sutficient to move the lever 8 so that the disk 5 will move to all these various positions. alt, however, it is desired to still further accelerate the speed of the motor, the rod 10 can be forced'stil-l further, this being permitted of by reason of the fact that the springs 13 will then give under the pressure against the lever 8. The disk 5 of course is provided with the usual valve stops for preventing this further movement under these conditions.
Assumingnow that the engine has been stopped for a period of time, the lever 15 will be at the position a and thecontrol valve consequently completely closed. The operator of the engine desires to start same so he moves the lever 15 to the'posit'ion b. This opens communication between the pipe 1 and the pipe 4 and admits pure gasolene to the carbureter. As is well known, this is a fuel with which it is easy to start the engine. The engine being started and gradually accelerated, the lever 15 .is moved gradually from the point b to the point 'ic. This opens communication from the pipe 2 to the pipe t so that distillate is added to the gasolene, and this is continued until the point e is reached, at which point an equal amount of gasolene and distillate is used. The continued advancement of the lever 15 from the point e to the point d gradually diminishes the gasolene supply and increases the distillate supply until the point d is reached, at which point clear distillate isadmittcd to the earbureter. By this time the engine is sufficiently under way to properly handle the distillate as its fuel. The advantages of thi fuel are many, among which is its lesser cost and its better volatile qualities when admitted to a warm engine.
During the ordinary daily operation of theengine when the engine is brought to a stop, the throttle lever 15 is of course gradually retarded. This first shuts off the dis 'tillate andadmits gasolene and distillate and ihen finally shuts oil the distillate and admits gasolene alone. Duringthis daily 1 small-recess'l7 therein is in naemeo would keep a continuous supply of the gasolene in the carbureter. The position a would be used when the engine was stopped for a definite period so that leakage of the carburetor and evaporation of the fuel therefrom could be avoided.
' When the engine is to be-stopped for a definite-period and a theft or unauthorized use of the vehicle to which it is attached is "'tp be prevented the disk 5 is turned to full closed position. When in this osition a register with the lock bolt 18 on a suitable key lock mechanism 19. The lock 19 is then operated with this key to bring the bolt 18 into the recess 17 which prevents the movement of the disk 5 yn'til. unlocked again, The result of thi is obvious.
Having set forth now in detail improved invention, the manifold advantages thereof will be readily apparent to those gines, and, whilea few of the many advantages are set forth in the preamble to this specification, still there are a great many others. Probably the greatest of these is the fact that the entire structure is absolutely automatic and when once installed needs no particular attention other than the ordinary operation of the engine. The throttleitever is always naturally retarded to stop or start the engine and gradually advanced to accelerate the engine. fuel is controlled automatically in the carbureter, which is the most advantageous forthe purposes noted. The use of the double fuel has often been advocated but never been put into practice due to the fact that there has been heretofore noway of automatically controlling the same which is the only practical way to handle it.
From the foregoing descriptionit will be readily seen that I have produced such a device as substantially fulfils the object of.
the invention as set forth herein.
While this specification sets forth in detail the present and preferred construction of the device, still in practice such deviations 5 from such detail may be resorted to asdo not form a departure from the spirit of the invention as defined by the appended claims.
Having thus described my invention what I claim as new and useful and desire to secure by Letters Patent is:
1. The combination with an engine having a. carbureter and a throttle lever for controlling the quantity of combustible mixture drawn by the engine from the carbureter, of a means for varying the grade of the fuel admitted to the carbureter in direct relation to the quantity of the combustible mixture of internal combustion en With this operation the.
" inlet pipe, 7
lever of the carbureter for controlling. the
the fuel admitted into the carburetor will be gradually'altered in direct relation to the quantity: of the combustible mixture drawn from the carbureter.
2. A fuel control fair and internal combus t1on engine, comprising a valve casing havpurpose of admitting the casing, a single arranged to lead to mg two inlets for the two different fuels to outlet from the casing the 'carbureter of'the able within the casing and having a port for opening communicationbetween either or both of said inlets and said outlet, a throttle lever for controlling the quantity of the combustible mixture drawn from the carbureter into the engine, a means interposed between said throttle lever and the disk to increase. or diminish the quantity of the combustible material drawn from the carbureter into the engine, the outlet from said casing will be consecutively placed in connection first with one inlet,-then with both and then with the other whereby the grade of the fuel admitted to the outlet will be regulated in direct relation to the amount of combustible mixture drawn from the carbureter into the engine.
3. Theeombination with a carbureter having a-fuell'inlet arranged for communication with supply means 'for different grades of fuel, of leans controlled by the throttle lever-of the carbureter for gradually alter 'ing the,
grade of the fuel admitted to the carbureter in direct relation to the quantity of combustible mixture drawn from the carbureter.
4. The combination with a carburetor fuel of means operable by the throttle grade of the fuel admitted into the inlet pipe in direct relation. to the quantity of combustible mixture withdrawn from the carbureter, said control including means for completely closing the fue'l inlet pipe when none of such mixture is being withdrawn from the carburetor.
In testimony whereof I affix my signature.
' GEORGE A.-TURNER.
engine, a disk turn- .91) whereby, when the throttle lever is, moved,
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US7591257 *||Sep 7, 2006||Sep 22, 2009||Generac Power Systems, Inc.||Fuel selection device|
|U.S. Classification||123/575, 137/625.41, 137/385, 123/198.00B|
|Cooperative Classification||F02D41/0025, F02M1/00|