Motors Part 8

Third. The floating chamber should be so arranged that the float will act on the lever which lifts the valve of the injecting pipe, even though the carbureter body should be tilted at an angle. This is particularly important when the carbureter is used in automobiles.

Fourth. The valves should be in such position that they are readily accessible for cleaning or for examination.

Fifth. The float should be so arranged that it is adjustable with reference to the lever that it contacts with.

Sixth. A gauze strainer should be placed at the gasoline inlet, and it is also advisable to have a similar strainer above the mixing chamber, beyond the throttle.

Seventh. There should be no pockets at any point in the body to hold the gasoline which might condense.

Eighth. The body of the carbureter should be so constructed that every part is easily accessible, and draining means provided so that every particle of gasoline can be withdrawn.

Ninth. Means for heating it, in case of cold weather.

Size of the Carbureter.--The proper size of a carbureter for an engine has been the subject of considerable discussion and experimenting. If its pa.s.sages are too large, difficulty will be experienced in starting the engine, because the pulling draft through the primary will not be sufficient to make a spray that will unite with the air.

A carbureter too large will only waste fuel, even after the engine has been cranked up so it will start.

If the carbureter is too small the engine will not develop its required output of power. While it might work satisfactorily at low speeds it would be entirely inefficient at high speeds.

Rule for Size of Carbureter.--In all cases the valve opening and cylinder capacity in the engine should determine this. The size of the opening of the carbureter outlet should be the same as that of the engine valve, which is also the case where the carbureter supplies a multi-cylinder, as there is only one valve open at the same time.

It was formerly the custom to use a carbureter for each cylinder but the practice has been abandoned, because it is obvious that a single carbureter will, owing to the continuous suction, supply a mixture of more nearly uniform character than two or more, even though they should supply the mixture to a common manifold.

The Throttle.--Much of the economy in running an engine depends on the manipulation of the throttle. As an example, with a certain motor and carbureter it will be found that for maximum speed the throttle should be open about one-eighth of the way. The proper way, in starting the engine, is to open the throttle fully half way, and to r.e.t.a.r.d the spark. As soon as the engine begins to run properly, the spark is advanced and the throttle closed down to the required point.

The engine speed may always be maintained by the throttle under a constant varying load, by adjusting the throttle valve. A rich mixture may be obtained by throttling the primary air supply.

The throttle may also be a most effective means of economizing fuel when the engine has a first cla.s.s sparking device, as in that case the throttle can be closed down to provide a very small opening.

Flooding.--One of the most prevalent troubles in carbureters is the liability to flood. This is usually caused by foreign matter getting under or in the float valve, so that it will not properly seat.

Sometimes the mere moving of the float will dislodge the particle.

Another cause of flooding is due, frequently, to an improperly-arranged float, which, when the engine is inclined, will prevent improper seating of the valve, and flooding follows.

The greatest care should be exercised in seeing that the gasoline supply is free from all impurities when it is poured into the tank. To strain it is the best precaution, and it pays to be particular in this respect.

It is surprising to see the smallest speck, either stop the flow entirely, or produce an overflow, either of which will cause a world of trouble.

Water is another element which has no place in a carbureter. An indication of this is the irregular movement of the engine. The only remedy is to stop and drain the carbureter. A few drops may cause all the trouble.

[Ill.u.s.tration: _Fig. 32. Carbureter._]

Types of Carbureters.--In Fig. 32 we show another type of carbureter, which is simple in construction, and has many desirable features. The cylindrical body of the carbureter, A, has a downwardly-projecting globular extension B, at one side of which is a f.l.a.n.g.e C to secure it to the pipe, and through this is the discharge opening D. This globular extension serves as the mixing chamber.

Within the cylindrical sh.e.l.l is an upwardly-projecting circularly-formed extension E, and the top or cap F of the cylindrical body A has a downwardly-projecting cylindrical rim G which overlaps the lower circular extension E, and it is so constructed that a very thin annular slit H is thus formed between the two parts, through which fuel oil flows from the float chamber I into the s.p.a.ce around the central tube J which pa.s.ses down through the two circular extensions E, G.

This central tube J is designed for the auxiliary air supply. It extends down to the globular base B, and has a valve K seated against its end.

The stem L of the valve is vertically-movable within an adjustable stem M, and a helical spring N, capable of having its tension adjusted by the stem M, bears upwardly against the valve so as to keep it normally against the lower end of the tube J.

The auxiliary air, therefore, pa.s.ses down centrally through the tube J, while the primary air supply pa.s.ses through openings O, surrounding the tube J, downwardly past the slitted opening H, and thence to the discharge port D.

Surrounding the tubular projections E, G, and within the float chamber I, is the float P. This is designed to strike the bifurcated ends of a lever Q, which is hinged near its outer end, as at R, and has its short projecting end resting beneath the collar of a vertical needle valve S.

This needle valve is vertically placed within a chambered extension T at the side of the sh.e.l.l A, and its lower end rests within the opening of the inlet U which supplies the gasoline to the chamber I. The upper end of the valve stem pa.s.ses through a plug V, through which is a vent hole W.

A spring X is used between the plug and the collar on the lower end of the needle valve, so that the valve is kept on its seat thereby, unless the gasoline in the chamber should fall so low as to cause the float to rest on the inner end of the lever Q, when the needle valve would be unseated thereby.

All the parts of this device seem to be accessible, and it is presented as an example of construction that seems to meet pretty nearly all of the ideal requirements of a device for furnis.h.i.+ng a perfect admixture.

Surface Carbureter.--This type of carbureter also requires a float but does not have secondary air inlet mechanism. It has one striking advantage over the sprayer system, in the particular that the suction of the engine is not depended upon to draw the gasoline from the float chamber. It is much more sensitive to adjustment in the float level and needle valve than the other type.

[Ill.u.s.tration: _Fig. 33. Surface Carbureter._]

The diagram, Fig. 33, shows a body A, somewhat bowl-shaped, with a chambered extension, B, at one side, at the lower side of which is the fuel inlet duct C. Directly above this duct the upper wall of the extension has a plug D, the lower end of which carries therein the upper end of a vertically-movable needle valve, E, the lower end of the valve resting within the duct C.

A float F within the bowl-shaped body is secured at one side to a lever G, which is hinged at a point near the needle valve E, and the short end of this lever connects with this needle valve in such a manner that as the float moves upwardly the valve is seated, and when the level of the fuel oil falls below a certain point the needle is lifted from its seat, and oil is permitted to flow into the float chamber.

The cap H of the float chamber has cast therewith a U-shaped tube, the inlet end I being horizontally-disposed, while the discharge end J is vertical. Directly above the lowest part of the bend in this tube, the vertical dimension of the tube is contracted by a downwardly-projecting wall K, so as to form a narrow throat L.

Below this contracted point, the U-shaped tube has integral therewith a downwardly-projecting stem M, the lower end of which pa.s.ses through an opening in the float chamber, and is threaded, so as to receive a nut, by means of which the cap H may be firmly fixed to the float chamber.

This stem M has a vertical duct N, which communicates with the float chamber, and is provided with a drain plug O. Alongside of this duct is a tube P which extends up into the U-shaped tube and is open at its lower end so that the level of the gasoline within the bent tube cannot extend above the end of this drain tube P.

An adjustable valve stem Q pa.s.ses through one side of the bent tube, the lower end being pointed and adapted to regulate the inflow of gasoline through the duct N, and into the U-shaped tube.

A throttle valve R is placed in the discharge end of the U-shaped tube, which is susceptible of regulation by means of a lever S. The diagram shows the gasoline within the U-shaped tube, so that it is on a level with the gasoline in the float chamber.

In operation a sufficient amount of gasoline is permitted to enter the float chamber so that a pool is formed in the bottom of the U-shaped tube. When suction takes place the air rushes through the tube, at I, down beneath the wall K, and in doing so it sweeps past the surface of the pool at that point, absorbing a greater or less amount of the vapor.

In order to adjust the device so that a smaller amount of the liquid fuel will be exposed, the carbureter is adjusted so it will close the needle valve before the level of the liquid is so high, and thereby a less surface of oil is formed within the U-shaped tube.

It is obvious that this type of carbureter, owing to the absence of the secondary air-supply mechanism, can be readily regulated and all adjustments made while running, while for automobile uses the lever S, which controls the throttle, can be connected up with a dash-board control.

CHAPTER VII

IGNITION. LOW TENSION SYSTEM

Electricity, that subtle force, which manifests itself in so many ways, is nevertheless beyond the power of man to see. The only way in which we know of its presence is by the results produced by its movements, because it can make itself known to our senses only by some form of motion.

The authorities regard light, heat and electricity as merely different forms of motion. The most that can be done with such a force is to learn the laws governing it.

Magnetism.--This is a form of electricity. In fact, it is one of the most universal manifestations, for without it electricity would be useless. When the first permanent magnet was found at Magnesia, it was not considered electricity. The sciences had not arrived at that point where they were able to cla.s.sify it as belonging to lightning and other manifestations of that kind which we now know to be electricity.

The Armature.--But magnetism can no more be seen than electricity flowing through a wire. If a piece of metal has magnetism it will attract a piece of iron or steel placed in close proximity, and thus we are permitted to see the action.

The lightning in the upper atmosphere burns the gases in its path. This enables us to see, not the current, but its action,--the result produced by its power.