DE503947C - Injection carburetor - Google Patents

Description

Injection carburetor The invention relates to carburetors and is generally intended to to create a construction and regulation that can be operated manually and automatically is to effectively and economically adjust the particular greasiness of the mixture to produce, which is necessary for the different operating conditions of the engine, especially in cold weather, when the \ Tot (> r left and quickly on a favorable Operating temperature must be brought.

Previous attempts to improve the mixture. for the business the cold machine boiled down to the mixture over the entire operating range to make it evenly fatter, which is obviously wrong. According to other suggestions the mixture is enriched a little more at low speeds than at higher, which is correct, as far as operation with a wide-open throttle is possible, but is incorrect for operation with the throttle closed. Any experienced motor operator surely watched. that with the current type of mixture control any Setting the speed at high speed is more effective than at lower speed seems to be. If z. B. after (learn - ,, 'enact the garage's regulation for smooth Travel of 25 ktn per hour is stopped, but the driver is forced by the traffic is going to go down to 12 km per hour, if he tries, he will find his way through speed up the accelerator so that the mixture is obvious is very lean, and that if he adjusts the control so that the .Motor The engine accelerates over t2 km per hour when approaching the speed From 251.n per hour it ignites very irregularly, as occurs with mixtures that are too rich. It was previously assumed that this effect is based on the fact that the regulation of the mixture enriched more at high speed than at lower. The inventors have found that (read not true, but that this was required of a cold engine Degree of enrichment is greater at low speeds than at higher speeds, and that the most desirable and most effective type of regulation is one that has one with increasing speed results in a decreasing degree of enrichment. It has been shown that <reads for the entire operating range of an engine Exception of the idle is true, which was found not to be of the same degree of enrichment, namely because of the high vacuum that in the inlet hood during the idling position of the throttle and the evaporation very favored.

The invention provides a new heating control which is improved Startability and unusually smooth operation after starting from the cold Condition of the engine guaranteed. It includes a main and idle jet for Supply of sufficient fuel for normal operation is independent of the main nozzle Gravity feed control or auxiliary fuel supply that controls the fuel supply allowed to enlarge in any desired engine condition. Here is behind the auxiliary valve created a storage space that communicates with the outside air and its fuel supply from the float chamber can be regulated from the driver's seat is. This storage chamber lasts even after the auxiliary valve has been closed the fuel supply continues with a gradual decrease, followed by air is supplied to thin the mixture and prevent over-greasing. Preferably becomes the auxiliary valve of the tank by the movements of the carburetor throttle valve controlled.

An exemplary embodiment is shown schematically in the drawing.

Fig. I is a front view, Fig. 2 is a plan view, Fig. 3 is a section along 3-3 of Fig. 2, Fig. 4 is a section along 4-4 of Fig. 2, Fig. 5 is a section along 5- 5 of Fig. 2, Fig. 6 a section according to 6-6 of Fig. 2, Fig. 7 a section according to 7-7 of Fig. 2, Fig. 8 a section according to 8-8 of Fig. 2, Fig. 9 a section according to 9-9 of Fig. I, Fig. Io a rear view, Fig. Ii an action diagram, .AM. 12 is an illustration of thermostat control of the auxiliary fuel control valve.

The mixing chamber io has the air inlet channel i i with a throttle valve 12 and the outlet channel 13 with the throttle 1.4 on a shaft 15, the outer end of which the lever 16 carries, which somehow with a control on the splashboard or steering wheel connected is.

The main nozzle body 17 with nozzle insert protrudes axially to the carburetor chamber 18, the. A little further up into the neck of the first venturi tube i 9 protrudes, which protrudes into the neck of the second Venturi tube 2o.

On one side of the gas chamber is the float chamber 21, in which the float 22 controls the inlet valve 23 to add fuel to the float chamber to keep at a constant level.

The Schwimtnerkaminer is through the channel 24 with the valve chamber 25 v, from which the valve channel 26 leads to the channel 27, which in the Space 28 in the nozzle body 17 opens. The space 28 is with the central channel 29 of the nozzle insert r8 connected. The outlet 26 is regulated by the Raschlauf needle valve 3o, which by means of its head 31 is adjustable, which is screwed into the top of the valve chamber is.

A control container 32 is open at the top through a duct 33 to the outside air and is fed from the float tank at the bottom through the valve channel 34 Channel 35 connected. A needle valve 36 regulates the flow through the valve channel 34 .. A spring 37 surrounds the valve stem between the valve housing and the pin 38, to hold down the valve and thus close the valve channel. According to the invention this valve is activated by the movement of the throttle valve: i2 in the air inlet of the carburetor controlled. An L-shaped lever 39 is at its knee on the carburetor body Pivot d.o. The end of the horizontal leg of the lever takes with the Hook end d l the outer end of the stem of the valve 36. The attachment ribs .42 at the hook end engage the underside of the stop nut 43, which is vertically adjustable on the valve stem.

The vertical arm of the lever 39 acts with a curve on the cam roller .4.5 at the end of the arm 46 of the shaft .47 to which the throttle 12 is attached. At the the other end of the shaft 47 carries the lever 48, which can be controlled from the driver's seat, to adjust the throttle valve in any position.

For the purposes of the invention, the cross-section is that containing the throttle Air inlet so much larger than the cross section of the Venturi necks that the first Half of the throttle movement after the final position too little or none at all Has an effect on the air content of the mixture delivered by the carburetor. In the normal position of the throttle, so in the wide open position, the lever 39 is free from Outside air holding valve 36, which is thus kept closed by its spring can. During the movement of the throttle to the final position, the cam roller .I5 the lever to swing it and open the outside air receiver valve zti. How nice mentioned, but is during the first half of the movement of the throttle to the final position does not significantly affect the air delivered to the carburetor through air inlet i i. and there is only increased fuel flow by virtue of the outside air reservoir entils instead of how to describe now. During the last half of the movement of the throttle but the final position is the air Limited power to the carburetor and the suction at the fuel outlet is increased accordingly.

When the valve 36 is open, Brennstoti flows out of the by gravity Float chamber in the regulating tank 32. A channel ..) 9 (Fig. 5) leads from the lower End of the Be-32 to the fuel channels 5o, which in (las% 'enturirohr 19 preferably open at its neck and, like the outlet end (ler nozzle 18, usually above of the fuel stand _r-x. When the 1-cell filter valve is closed 36 the suction at the channels 5o empties the container and channel 49 of fuel, and then only air enters (las klc ° ine venturi tube through the channels 50. uni: i to mix with your fuel sucked from the main jet. But if the tank valve opened, fuel is fed into (read the small @ 'enturi tube through channels 5o, to support the main nozzle when delivering the necessary pressure to the mixture.

There is also a channel 51 from the control tank 32 to the idle tank 52 guided from a point below the nominal fuel level in the containers and has a narrowed inlet 51 'on the idle tank. The fuel enters (read idle tube 53 through channels 54, which were a little above the normal fuel line lie. The lower end of the idle tube is in the upper end of the cylindrical Room 55 is plugged in, the one at the lower end through the channel 56 with the 1Zingraume 5; is connected to the main nozzle 18, which is connected to the nozzle channel 29 by channels 58 is. The inlet to the lower end of the idle pipe is narrowed. The l ,, chr is in the surrounding Gestellkö rper above the space 5 5 screwed, the finite Idle tank 52 is only connected by the channels 54th.

At the upper end, the idle tube 53 is closely connected to the channel 59, which niit your carburetor outlet 13 through an upper channel 6o and lower Channel 61 is connected, which is the edge of the throttle in the final position is adjacent. Air for the idle mixture is primarily through channel 62 to the Channel 59 delivered under control of valve 6 3 (Fig. 9).

By means of the container 32 and the channel 51 in the empty air flow, the fuel supply and the air supply for idle operation can be modified in order to meet the operational requirements. The channel 51 is located so that it is slightly above the level that the fuel has in the expansion tank when the engine is normally idling with the valve 36 closed. With this arrangement, when the valve is closed and the fuel level in the container has dropped below channel r, additional secondary air is introduced into the empty waste stick through the container and channel, so that over-greasing when idling is prevented g is ewünsclit, the valve 36 is geöfnet so that the fuel level via the duct can rise 51, and then the secondary air is cut off, and fuel instead of air flows strain purpose of enrichment in neutral.

As already mentioned, the inventors have found that legs operate of a cold engine, the enrichment should increase as the speed decreases. This probably does not apply during very light loads such as normal idling because of the high vacuum then prevailing in the inlet hood, which causes the evaporation supports. As already mentioned, the overfilling is then caused by the in the no-load current by means of the expansion tank: and the channel 5 r prevented secondary air introduced.

An exposure tank 70 may be provided to ensure rapid and proper enrichment when the throttle is quickly moved from the idle or low-speed position to increase the speed and power of the engine for travel. The tube 71, which is open at the bottom towards the container, extends into this container to receive fuel from the float chamber through the channel 72. The pipe closes at the top of the channel 73, which is connected by a narrowed channel 74 with your carburetor outlet channel at a point above the throttle, so that when the throttle is completely or almost closed, the vacuum above it is very high, you are sucked in Container is effective to pull fuel therein to a considerable height. Then, if the throttle is suddenly opened and the suction in the upper part of the container is reduced, but in the primary Venturi tube is increased, this Venttu-isGg cooperates with the force of gravity to ensure a rapid flow of fuel into (read the Venturi tube at its neck through the nozzle inlet 75. In this way, the necessary 1-vcii fuel and enrichment is available to quickly enable the engine for operation of the vehicle.

As mentioned earlier, the enrichment should decrease as the rate increases increases. If the throttle is opened further for increased speed and As more and more fuel is sucked out of the main jet, so will the throttle valve wide open for full air delivery, and usually container or gravity vessel 32 is closed against fuel flow. That, upper end of the nozzle insert 18 is enclosed by the container 77, the one with the nozzle bore through duct 78 and connected to the outside air through duct 79 and caliber 8o is. During slower runs, the container 77 is kept filled with fuel; but if the speed and with it the suction at the main jet grows, so will this container is gradually emptied and air then flows into the fuel stream through the nozzle.

The inventors also provide an economy valve 8z that the flow of Air through valve channel 82 to channel 79 regulates. The valve channel is at the top with connected to the air inlet duct of the carburetor through space 83. A spring 84 is looking to keep the valve closed, which has the stop nut 85 at the top. With this the end of a lever 86 cooperates which extends from the throttle valve shaft.

Is the throttle closed or is it only partially for running with open at normal speed, the lever 86 is in such a way that it is the economy valve 81 holds up and thereby keeps the channel 79 free for the air inlet 83. The air flow to this inlet reaches the main jet and helps the air flow through the branch line 8o hold down the flow of fuel from the nozzle and prevent over-greasing. If speed and greater power are required, the throttle valve is used moved into wide open position. During this movement, the lever 86 allows the Economy valve 81 closes and the secondary air to inlet 83 is shut off. Is the throttle wide open, this air inlet is completely closed; the suction is then effective at the main nozzle, and the necessary amount of fuel is made from it to deliver a sucked enough greasy mixture for high speeds or heavy loads.

In addition, the automatic regulation of the flow of fuel and air, the operator can regulate the flow of fuel through the throttle. While of the first part. the path of the throttle valve to the final position is the control valve actuated. to the -.hate of the additional or compensatory fuel flow in to regulate the carburetor duct and the genius delivery, and during the last part the throttle valve movement cuts off the air flow into the air inlet r r or throttled, so that the suction on the working fuel outlets accordingly is increased and along with the additional or supplemental fuel flow a mixture sufficient in quantity and richness during the various operating states of the engine and vehicle. The driver simply sets the throttle valve and adjust the throttle for desired operation at one speed. Then receive the mixture has the right ratio of air and fuel in the right degree of fatness for other speeds, avoiding excessive greasing.

The curves in Fig. I z show the effect of the new carburetor at a cold engine and the effect of an older carburetor on a warm engine. the vertical division indicates the ratio of gas and air or the nature of the mixture, the horizontal division indicates kilograms of air per minute or the speed. The solid curve A shows the correct mixing ratio for normal warm engine. The dotted curve B shows the use of the throttle valve curve achieved alone. The dash-dotted line C shows the means of the invention achievable enrichment. Adequate fatness level while idling, but there is no excessive fat, and as the speed increases, it decreases the degree of fatness accordingly.

The effect is short. summarized, the following: If the engine is out of order In operation, the throttle r.I is closed, the throttle valve open and the expansion tank completed by his valve to the fuel storage tank. For the purpose of starting of the warm engine one usually only needs to press the starter button after you opened the throttle a little. If the engine is cold, however, enrichment is necessary, and according to the invention, the throttle valve can only be moved to only the control tank to adjust the valve. If the resulting enrichment is not sufficient, then so the throttle valve can be moved further to add the throttling effect to the air inlet. When the control valve is open, both the idle duct and the main nozzle supply receive supplemental fuel flows through channels 49 and 5i.

After the engine has started and before the vehicle starts moving, the throttle is moved to the idle position and the throttle valve is opened to allow the regulating tank valve to close again. Under normal conditions, the engine receives sufficient fuel supply through the idle duct and duct 56. The introduction of secondary air into the idle duct through duct 51 prevents over-enrichment. Under abnormal conditions, e.g. As in very cold weather or not yet fully warmed engine s is iirlzere enrichment possibly desirable, and ti t 'then, the throttle valve can be adjusted enough, "-erden to (las rule container valve for admitting air into the container and delivery of enrichment fuel through Channel 51 to open into the idle current.

If it is to be driven, the throttle is opened a little to accelerate the vehicle, depending on the starting conditions. Is the engine cold and If enrichment is necessary, this can easily be achieved by means of the throttle valve. Is the throttle for driving at normal speed and under normal conditions set, the equalizing valve 81 is open for the introduction of additional air, which penetrates into the main nozzle through channel 9, so that during normal engine operation () "oiling does not occur. But if this additional secondary air makes the mixture too lean, in this way the regulating tank valve can be operated for additional fuel supply.

The accelerator tank acts in time to add a fuel load in the main jet stream, and it delivers air in the at other times Current.

The adjustment of the control valve 36 is done automatically as shown in Figure 12 thermostatic. The tongue of a metal thermostat on the outer End is anchored and with its inner fork end under the stop nut ioi engages on the control valve stem. The thermostat is exposed to engine heat; he opens the control valve when the engine is cold and closes it when the engine is on normal Temperature comes, so that the regulation is completely automatic. By attitude the mother ioi can control the thermal valve at any desired Let temperature begin, and the degree of opening of the valve may be through the thickness of the thermostat element ioo can be regulated.

Claims (1)

PATENT CLAIM: Injection carburetor which, in addition to a main nozzle and, if necessary, an idling nozzle for supplying the fuel required for normal and idling operation, has an auxiliary fuel supply which is independent of the main nozzle and which allows the fuel supply to be increased in any desired engine condition, characterized in that behind your auxiliary valve has created a storage space (32 ) connected to the outside air (at 33) , by virtue of which the fuel supply continues somewhat with a gradual decrease even after it has been closed.