US1462219A

US1462219A - Carburetor

Info

Publication number: US1462219A
Application number: US538319A
Authority: US
Inventors: Wagner Albert
Original assignee: WEMB Co
Current assignee: WEMB Co
Priority date: 1922-02-21
Filing date: 1922-02-21
Publication date: 1923-07-17
Anticipated expiration: 1940-07-17

Description

A. WAGNER I CARBURETOR Filed Feb. 21, 1922 grillig/glib tra Wayzw;

@gy l 'be irregular and uncertain.

w a i: f (1 Patenten duly l" CIF CINCNNATL GHB), ASSEIGNDR,

BY li/ESNE ASSEGNMENTS, I'O

CARBURETOR.

Application tiled February 21, 1929. Serial No. 538,319.

To e?! e0 from '25 may concern lle known that l', Lener Wladimir, rsiding;` at Cincinna'cia in the county of l-lainllton und State et Gino, a citizen of the lilnited States, have\ invented certain new and useful improvements ,in Carlnirctors, oi which the following is a specification.

rl'his invention relatesto niretors which include, as one elen'ient, a spray nozzle, and has special yference to the construction oit the nozzle unereby the ratio of `fuel to air will romain substantially constant at all speeds of the engine. Under ordinary con ditions, as the aix` suction increases as the speed oi. the engine increases but the flow of :tuel increases more rapidly so that while the esplosive mixture ot air and fuel may be perfect for the normal or average engine speed to which the carburetor is adjusted at higher engine speeds the mixture will be too r'cli and the operation et the engine will To overcome this obiectionable condition. l have devised a nevel construction whereby. as the speed increases. a current et air will be directed aojainst the stream et fuel in opposition to the tion' oi the same so that the tendency to lill ill and the ratio will remain. constant.

in the accomprmying drawing. l have illustrated one embodiment et the invention but it is to be understood that l do not limit inyselil to the exact details oi torni and nrrangement shown as various changes may he made therein without departing troni the invention defined in the claims Afollowing this description.

in the drawing,

`l7`iguie l is a sectional elevation of a carluiretor having a preferred Jform ot' my invention applied thereto.

Figure i2 is a iiagn'ientary vertical section i'illustratino` the no'fizle soinenfhal; enlarged.

Figure 3 an ele vation olf the air tube oil the nozzle.

Figure el is a detail. sectional vien'. The carburetor comprises a constant level iluel chamber or reservoir l which receives the 'fuel Yfrom a supply tenir (not shown) in the usual manner, and a mixingT tube or ch amber Q connected n.' l

n the int engine and having; :in air inlet rlie inist-- ing' tube shown as havingr a conduit il., above the air inlet upon which the nozzle. is

inou-lied, und past the sides of which the air fniented lion" et fuel Will be `counter- .he ot the.

iiou's. The passage through the conduit i establishes communication between the reservoir l and the nozzle and also furnishes communication with the idling air inlet 5, said inlet being regulated by a needle valve 6, and the `flow of fuel from the reservoir being regulated by adjusting the larger needle Valve 7, as will be readily understood. rlhe usual throttle 8 is provided in the mixing` tube and the choke valve 9 is provided in the air inlet, While a choke-tube l() is fitted in the mixing tube concentric with the nozzle, as shown in Figure l.

rllie nozzle comprises a central nipple ll rising from a plug 12 which is screwed into the upper side of the conduit Ll,`the bore of said nipple being in direct communication with the bore ot the conduit 4. Disposed concentrically about the fuel jet 11 is an air tube i3 which is also carried by the plug 12 and rises above the nipple l1, the upper end ot said jet being below the normal level in the reservoir which is indicated by the line a-a in Figure l. ln the lower portion ol the air tube. are longitudinal slots 14, the length which is less than the height of the nipple ll, and disposed concentrically about the air tube is an emulsion tube 15 which is car ied by the plug l2 and may be formed integral therewith, the members 11, i3 and 'l5 being spaced apart as shown and as will be readily understood. The emulsion tube l5 rises to a somewhat greater height than the nipple l1 and, preferably, its upper end is just above the normal level in the reservoir. Yl`he upper end ot the aii` tube is flared, as at lll, and a canopy 17 is supported by the said Flared top, inlet openingsilS being provided in th@l flared top and the under side of the canopy being tapered, as at 19, to properly coact with the inner surface ot the flared top et' the air tube in detiecting downwardly the entering currents. As shown, the diameter et the canopy should be greater than the outside diameter ot the emulsion tube but it should be suiliciently less than the diameter of the mixing tube 2 to permit free lion' through the latter.

llllien the inotor is idle the iuel will overflow the nipple ll and stand in the air tube i3 and emulsion tube l5 to the fuel reservoir level. When the motor starts, fuel only will bc drawn from the nozzlc'through the space between the tubes i3 and l5 until the upper ends ot the slots lll are uncovered lli) /tube through the top of the same.

' exert a whereupon air will be drawn through the air tube and Will mix with the escaping fuel. It Will be readily noted that the air flowing downward through the air tube will pressure upon the fuel issuing from the nipple 11 in direct opposition to the ow of the fuel so that an excess of the latter in the mixture passing into the engine is prevented. The currents of fuel rising from the tube 15 around and close to the tube 13 Will absorb -some'air and be partly diluted but all of this fuel will not flow to the engine, some of it being intercepted by the vdeflecting canopy and turned Ainto the air There is thus created a constant circulation of air downward through the air tube and out through the slots therein, this air mingling with the fuel and retarding its escape from the nipple 11 sotliat the mixture issuing from the emulsion :tube 15 Will be of the proper quality and proportions to effect successful and economical operation of the engine. Ordinarily, increase in the speed of `the engine causes a too rich mixture to be fed thereto as the increased suction causes an increased iioW and the volume of fuel Y' passing'to the motor increases more rapidly against the fuel so as to operation.

than the volume of air. In my device, however, part of the'air supply is directed exert a retarding pressure on the issuing liquid which will keep the ratio of the fuel to the air constant. Obviously, the greater the engine speed, the greater Will be pressure exerted by the air upon the fuel which is exerting a greater pressure to escape from the fuel nipple. My device is exceedingly simple in .the construction and arrangement of4 its parts and has been found highly eiicient in Having thus .fully described my invention, what I claim as new and desire to secure by Letters Patent of the United States is l. In a carburetor, a mixing chamber, an

air supply, a liquid fuel supply, means naving an inletI located above the normal level of the liquid fuel supply for diverting a part of the air supply and conducting said air supply in opposition to the flow of the liquid fuel supply to an outlet at a point below said normal level. 2. In a carburetor the combination of a mixing chamber, an air supply therefor, a liquid fuel supply, and an air tube disposed about the fuel supply, said air t`ube having an inlet located above the normal level of the liquid fuel supply for diverting a part of the air supply and supply in opposition to the flow of the liquid fuel supply to an outlet in the air tube at a point below said normal level.

3, In acarburetor the combination of a' mixing chamber, an air supply therefor, a liquid fuelsupply, and an air tube disposed conducting said aboutl the fuel supply, said air tube having an inlet located above the normal level of the liquid fuel supply for diverting a part of the air supply and conducting said air supply in opposition to the flow of the liquid fuel supply to an outlet in the air tube at a point belowA said normal level, and a deflecting canopy upon the upper end of the 'airI tube, the upper end of the tube being flared and the canopy being of a greater diameter than the flared end and having its under end tapered to deflect air downwardly ivithin the tube.

In testimony whereof I hereunto aflix my signature.

ALBERT WAGNER