In Fig. 85 is illustrated a very simple atomizing carburetor, in which F is the cylinder port; E, inlet valve; G, exhaust valve; D, the air inlet valve, and C the gas or gasoline inlet valve. A controlling valve, or cock, should be put in the gasoline pipe, and the air inlet pipe should have an air shutter for regulation of air intake. The gasoline and air inlet valves should be put together in separate fittings for a ready means of adjustment, and so arranged that the air valve, D, strikes the stem of the gasoline valve, C, at the m >ment of indraft of the piston. An additional regulating air inlet valve should enter the inlet chamber above the gasoline valve, C.
An atomizing carburetor.
In Fig. 86 is illustrated a gasoline teed atomizing carbure tor from a gravity or pressure flow to the valve box, F, with a regulating cock or valve, and a supplementary air valve at G, both under the control of the driver. The gasoline tank may be placed at a lower level with air pressure.
The inlet needle valve, E, is opened by contact with the automatic air valve, D, which is lifted by the draft of the piston at the charging moment. B is a cage that forms the seat of the valve, D, and the guide for its spindle, C. At /, on the valve spindle, is a nut and lock nut by which to set the lift of the air valve, D. By attaching a lever to the spindle at /, the flow of gasoline to the atomizer may be controlled or closed without operating the valve between the valve chamber and the tank while running the motor.
The lepape carburetor.
In Fig. 87 is illustrated the carburetor, made by M. H. Lepape, Paris, France. It comprises an outer cylindrical shell, with a cross bar and central valve chamber, with gasoline inlet and regulating valves, as shown in the sectional cut.
The central cylindrical body provided with a chamber, e, which can be closed both at top and bottom by valves, the stems of which are respectively surrounded by coiled springs, X and z. The outer shell at its top is closed by a cap, g, through which passes an adjusting screw, V, engaging the stem of the valve, a. In the lowerportion of the shell a bell piece is mounted, which is surrounded by wire gauze, P, through which heated air from the exhaust heater passes. The gasoline to be vaporized enters at m, beneath the valves. The explosive mixture finds its exit through the tube, T.
In inoperative position the lower valve is slightly raised from its seat by the upper valve, the two valve stems telescoping within each other. The movement of the stems is limited by stops, e. The valves being in this position the liquid will fill the chamber, e, by gravity or pressure from the gasoline tank. When the inlet valve of the motor is open the resistance of the wire gauze will cause the cap, g, to be depressed, and, likewise, its adjusting screw, V. The upper valve stem will then be plunged into the chamber filled with liquid.
By this operation the lower valve will be closed, thus cutting off the communication between the supply reservoir and the chamber, e. As it continues to fall, the cap will force the valve stem, /, into the liquid contained in the chamber , e, and will cause it to displace a volume of liquid equal
to that of the immersed portion. The volume immersed and conse quent displacement can be regulated to meet the requirements of the motor, by means of the adjusting screw, V, of the cap, g. By turning the collar, d, a supply of fresh air can be admitted to diminish the vacuum produced by the intake, and consequently to regulate the quantity of liquid which falls on the wire gauze, P, since this volume depends upon the de gree of immersion ol the stem.
The liquid which falls upon the wire gauze is vaporized by the hot air and passes to the cylinder of the motor, mixed with air for regulating the mixture from the perforated shell and regulating cap, d.
It therefore follows that the admission of a supply of cold air regulates the quantity of liquid which should pass to the cylinder, and the proportions of air and gas in the explosive mixture introduced within the cylinder of the motor. The screw, E, serves to release any air from the liquid supply tube, and to permit a small quantity of liquid to flow, in order to facilitate the starting ot the motor. The device is claimed to give a perfect carburation without odor or smoke
The daimler carburetor.
The atomizing carburetor used on the Daimler motor is illustrated in Fig. 88. It is of the constant level type, in which a float, B, operates a pair of counterweight levers, E, and the valve spindle, D, to control the inlet of gasoline to
meet the exact wants for the motive power. At each charging stroke of the piston through the aspirating passage, A/, the gasoline is drawn in a jet from the nozzle, /, and air is drawn at the same time horn the primary air pass age into the annular chamber , H, and under the drop tube, F, as shown by the arrows, and, passing the nozzle with great velocity and with the jet of gasoline strikes the deflector, K, where the gasoline is finely atomized and mixed with the air. A further aeration and evaporation of the atomized particles of the gasoline is made and regulated bv the air inlet through the perforated cap at the top, which is graduated and may be operated by a handle and link from the driver's seat.
A cloth filter is inserted between the flanges of the chamber at O, and a cavity plug, P, serves for emptying the pipe and reservoir and for catching any particles of dirt that may pass into the pipe. The cap over the valve spindle has a small vent hole and serves to relieve any pressure caused by the variation of the position ol the float, B. The gasoline enters at N, by gravity or slight air pressure in the tank as desired.
The abeille carburetor.
The carburetor, or rather atomizer. Fig. 89, is used on a French vehicle with the Abeille motor. It is a constant level feed atomizer, regulating its feed from a higher level
reservoir, or tank, by means of a float, B, in the receiver, A, which, by its floating position, opens a small conical valve on the lower end of the spindle, C, through the operation of the lever, D. The spindle C, being a counterpoise weight to close the inlet valve when the float, B, exceeds the proper height. The level of the gasoline in the receiver is adjusted to stand just below the top of the jet nozzle at E. An inlet for air to meet the gasoline jet,/, at the neck of the double cone, H, is shown by the circular opening in the oval flange behind the jet. The suction of the piston during the charging stroke jets the gasoline against the perforated cone in contact with the annular jet ol air from below, where it is met by the regulated diluting air from the holes in the upper section of the perforated cone. The cap, L, has holes corresponding with the air holes in the inner section, so allowing of adjusting the area of the diluting air inlet by
rotation on its screw thread. The jet nozzle can be quickly removed or adjusted by removing the plug F.
In Fig. 90 is illustrated a vaporizer patented by Walter Hay, New Haven, Connecticut. It has some excellent features for perfecting the vapor and air mixture before it enters the cylinder. The gasoline enters the small annular chamber, a, a', through the pipe, d. Several small holes open from the annular chamber upon the central line of the valve seat of the inlet air valve E, some of which have screw needle valves for regulating the flow of gasoline. The inrush of air, when the valve opens by the draft of the piston, atomizes the inflowing gasoline and precipitates the atoms upon the deep wings of a fan, h, hung upon the central spindle, j\ the fan is set in motion by the inrush of air, thoroughly stirring the mixture before it enters the pipe, x, leading to the inlet valve, A.
The horizontal section of the fan and chambers is shown at the lower right-hand corner of the cut. The exhaust valve, B, is opened by the rock shaft arm, dotted below in the cut, when the exhaust passes through the diagonal pipe and into the annular chamber/, surrounding the inner vapor and air chamber, imparting heat to both the inner chamber and the annular gasoline chamber a, a, and makes its final exit through the slotted apertures in the outer casing, as at g. The spindle casing at in the cut, should have a line across it to separate the fan hub from the spindle guide.