KR830000214B1 - Ring-controlled down carburetor with control venturi - Google Patents

Abstract

No content.

Description

Ring-controlled down carburetor with control venturi

1 is a perspective view of a part of the carburetor according to the present invention.

2 is a vertical cross-sectional view taken along line 2-2 of FIG.

FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 2 showing a modified form of the present carburetor with the outside of the frame removed for clarity.

4 is similar to FIG. 3, but the control ring is returned to the present position.

TECHNICAL FIELD The present invention relates to a ring vented down vaporizer having an adjustable venturi having an adjustable venturi tube for controlling fuel flow in an internal combustion engine in a vaporizer of an internal combustion engine. will be. Conventional controlled venturi vaporizers are already known, for example, US Pat. Are vaporizers that change depending on the location of the moving venturi.

For example, a controlled venturi carburetor, known to date, has proven to be much more efficient and effective than operating a fixed venturi carburetor when operating under various conditions and conditions that occur when used in a vehicle's internal combustion engine. As seen in the previous patents, almost all carburettors in use today use a fixed venturi to draw fuel from the fuel canister, allowing the carburettor's suction path to become a vacuum.

Since these conventional fixed venturis are only valid for a small range of engine speeds, different size venturis have to be used for engines of different sizes.

The venturi used in this way is not very satisfactory because the engine operates under ever-changing conditions.

As a result, existing Venturi carburettors have been retrofitted for use in today's engines.

In connection with stationary venturis, unusual idle jets, accelerated fuel pumps, complex venturi tubes and combinations thereof have been used, but they are in fact inefficient and do not provide optimum engine performance and optimum fuel economy. can not do it.

The regulated venturi vaporizer of the type shown in the above patent technology is aimed at providing an effective vaporizer, ranging from low speed to full speed, while maintaining an accurate mixing ratio of air and fuel.

However, it was found that even in the control venturi, air and fuel were not always mixed in accordance with the operating state of the engine as the fuel amount changed with the operation of the throttle.

As a result, there is a need for a device that changes the intake amount of air in accordance with the operating state of the engine.

This is why we have used several fuel lines that operate and operate independently each other.

In view of the above facts, the present invention has several purposes.

It is a first object of the present invention to provide a device that is sensitive to changing operating conditions of an engine to adjust the amount of air mixed with intake fuel, so that air and fuel are properly mixed during the entire operation of the engine.

The second object of the present invention is that the air controlled by the engine condition is mixed with the fuel supplied to the venturi through the metering stem, enters the fuel in the control tube in the form of bubbles (bubble) It provides a controlled venturi carburetor that ruptures so that the fuel mixes uniformly with the fuel as it enters the air injected through the moving venturi.

It is a third object of the present invention to provide a controlled venturi vaporizer in which air flowing through the vaporizer and the venturi formed therein uniformly inject a mixture of air and fuel from the control tube.

It is a fourth object of the present invention to provide a controlled venturi carburetor comprising a device for heating the inlet air for the vaporization of the vaporizer by appropriately maintaining the combustion temperature of the mixture of air and fuel formed in the vaporizer.

The main components of the present invention include a smaller circumferential fuel chamber in the frame for storing fuel such as gasoline, an inner cylinder through which a control tube extending the fuel chamber extends.

Wherein the inner cylinder includes an inwardly curved edge that forms part of a central stationary venturi.

Insert the annular pupil ring into the frame to form a hole of the desired size in the venturi tube. The top or outlet end of the control tube allows the passage to be connected to a hole formed in the venturi tube. As will be explained in more detail, fuel and air are drawn into the venturi tube through a control tube, and air passes through it. The frame has an outer hole that connects with the air surrounding the atmosphere and the top of the control tube.

Since the control ring surrounds the control tube, the amount of air through the air chamber can be adjusted according to the position of the control ring. The adjustment ring also satisfies changing engine requirements by controlling the amount of fuel introduced under the control of the vacuum in the air chamber.

The position of the control ring is connected to the engine temperature and control ring and changes in response to the device being moved by vacuum pressure. The moving venturi interacts with the annular cavity and the inner cylinder, allowing for a venturi action between them.

The moving venturi section is driven by a throttle adjustment linkage to increase the size of the venturi tube by moving it down, allowing the fuel to continue to supply more fuel to the engine. By using the supporting device to support the moving venturi part, the spring device between the supporting device and the moving venturi part allows the moving venturi part to move to the place where the smallest venturi tube is formed.

The passageway surrounding the air inlet to the carburetor accepts heated engine liquid to heat the air entering the carburetor to the optimum combustion temperature of the air and fuel mixture and prevents the carburetor from freezing due to the rate of inlet air.

Other objects and details of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings in order to illustrate one excellent embodiment of the present invention.

According to the accompanying drawings, the present invention will be described in detail. In the exemplary embodiment of the present invention, the vaporizer 10 includes fuel reservoirs 12, 12a on both sides of the mold 11, an inner tube 13, etc. inside the mold 11.

The inner tube 13 works with the annular lamp ring 14 to form a go venturi portion (15). The fuel chamber 16 formed in the inner circumference of the mold 11 receives liquid fuel from the fuel reservoirs 12 and 12a holding a constant amount.

Control tubes 17 are installed around the inner cylinder 13 and extend upward from the fuel chamber 16 to the passage 19 connected to the venturi tube through the air chamber 18. The moving venturi part 20 reciprocates vertically with respect to the support 21. The moving venturi portion 20 is connected to the throttle adjustment connector 22, the throttle adjustment connector 22 is operated in a conventional manner, such as an accelerator pedal of the vehicle. The adjusting ring 23 surrounds the air chamber 18 of the inner cylinder 13 to serve as a device for supplying air injected with fuel to the control tube 17.

As shown, the mold 11 is composed of two parts 11a and 11b. The lower mold 11a is generally cylindrical, and the upper mold 11b is firmly bolted onto the lower mold 11a.

In the upper frame 11b, there is a surrounding passage 11c inside the edge. The enclosure passage 11c has an inlet 11d and an outlet 11e.

The hot engine water or oil enters the inlet port 11d leading to the enclosure passage 11c, flows out of the outlet port 11e, and circulates to the cooling device or oiling device of the vehicle.

As will be described in detail, the air entering the carburetor is passed down through a frame 11 having an enclosure passage 11c, whereby the resulting mixture of air and fuel is heated to the optimum temperature at which the engine can be most efficiently combusted.

The upper mold 11b has a ring-shaped outlet 11e attached to the lower mold 11a, and has a wall 11f that extends upwardly by bending inward with respect to the outlet 11e.

The protruding portion 24 of the inner cylinder 13 is below the offset portion and wall 11f which are connected to the outlet 11e and works together with the annular cavity 14.

The annular pupil ring 14 is fitted to the lower portion of the wall 11f to form a suction port 25 communicating with the venturi tube 26 which will be described in detail later. The bolts 27 around the upper frame 11b connect the outlet 11e with the lower frame 11a. The size of the suction port 25 is adjusted to the position of the arc homology ring 14 in the wall 11f.

The passage 19 is around the inner cylinder 13 and extends at an angle from the suction port 25 to the passage 30. The passageway 30 extends through the inner cylinder 13. The passage 30 has a control tube 17 extending down the fuel chamber 16 through the inner cylinder 13. The upper end of the control tube 17 is firmly attached to the passage 31a, and the top thereof is opened to the passage 19. The control tube 17 also passes through the air chamber 18 and the passage 31b. The passage 31b has a diameter larger than the outer diameter of the control tube 17. The lower end of the passage 31b is opened to the fuel chamber 16 and connects the fuel chamber 16 and the air chamber 18 to each other.

Atmospheric air is supplied to the adjusting ring 23 through the passage 32 in the upper frame 11b and the passage 33 in the lower frame 11a.

As will be described later, the control ring 23 controls the flow of air entering the air chamber (18). The control tubes 17 are each hollow and extend downward through the passage 31b to the fuel chamber 16.

Fuel is drawn from the fuel chamber 16 into the control tube 17 through a passage 36 below the control tube 17.

A passage 37 is provided at the top of the control tube 17, and auxiliary passages 38a and 38b penetrate the wall through the wall through the air chamber 18.

The auxiliary passages 38a may be spaced 120 ° apart from the periphery of the control tube 17 and directly below the top of the air chamber 18. As will be described in more detail, the auxiliary passages (38b) similarly may be located just above the bottom of the air chamber (18) spaced 120 degrees around the control tube (17).

The venturi tube 926 is formed by the inner end of the annular pupil ring 14, the inner protrusion 24 of the inner cylinder 13, and the air adjusting cone 39. The air conditioning cock 39 forms a moving venturi part 20. The bolt 40a in the inner hole 39a of the air conditioning cock 39 attaches the cock 39 and fastens the cap 41 to the shaft 42.

The wall 41a of the cap 41 extends downwardly surrounding the spring support ring 43 of the support 21. The bottom closure 43a in the groove formed around the spring support ring 43 is engaged with the inner surface of the cap 41a to act as a seal therebetween. One strap of the spring 44 is located in the annular groove 45 formed in the spring support ring 43 and the other end is located in the annular groove 46 formed in the cap 41.

In this way the spring 44 serves to push up the cap 41 and the nose 39, the downward force due to the throttle adjustment connector 22 does not act. The spring support ring 43 includes a tubular seal 43a extending downwardly around the shaft 42 and a lower portion 43b firmly attached to the inner cylinder 13.

The zero-shaped rings 47a and 47b prevent the fuel from counting from the fuel chamber 16 between the inner cylinder 13 and the support ring 43.

The throttle adjustment connector 22 has a shaft 48 installed through the insulating plate 49 located below the lower frame 11a, and the shaft 48 and a link 50 attached to the shaft 48. .

Here, the link 50 is rotatable and hung on the lower end of the operating tube, but not shown, the vertical movement of the shaft 42 is possible by rotating the shaft 48 with a conventional throttle connector.

The bolt 53 attaches the insulating plate 49 to the lower frame 11a, and the bolt 55 attaches the support plate 54 to the insulating plate 49. The backing plate 54 allows the carburetor 10 to be attached to an engine intended to attach a conventional carburetor. There are holes 56 around the adjusting ring 23.

The holes 56 may also be separated from the holes 57 through the outer wall 58 of the air chamber 18. The adjusting ring 23 is firmly attached around the outer wall 58 and acts as a gate valve as the adjusting ring 23 rotates so that the air flows when the holes 56 and 57 are separated from each other. This is blocked and, in part association, limits the flow of air.

The adjusting ring 23 also serves to adjust the amount of fuel mixed with the air injected into the vaporizer from the fuel chamber 16 into the venturi portion 20. If the adjusting ring 23 is positioned so that the hole 560 and the hole 57 are completely engaged with each other, the high vane passing through the passages 38a and 38b will maintain a positive pressure in the air chamber 18.

As the adjusting ring 23 is rotated and the hole 56 is separated from the hole 57, the negative pressure generated in the venturi part 20 is transferred through the control tube 31 and the passages 38a and 38b. As it is delivered, the pressure in the air chamber 18 changes. As the negative pressure is generated in the high vane chamber 18, the fuel in the fuel chamber 16 enters the control pipe 31 through the passage 38b through the passage 31b.

Fuel entering the control tube 31 through the passage 38b is mixed with air entering the control tube 31 through the passage 38a before entering the venturi tube 26 through the passage 25.

When the hole 56 is slightly out of the hole 57, if the air in the atmosphere can enter the air chamber 18, the negative pressure generated here is the fuel from the fuel chamber 16. 18) to allow it to enter the control tube 31 through the passages 38a and 38b.

The fuel entering the venturi tube 26 when the hole 57 is blocked is not mixed with air, and when mixed with the air injected through the venturi, a large amount of fuel and air mixture is produced.

As shown in FIG. 3 and FIG. 4, the adjusting ring indicated by (23 ') also includes an air chamber and a narrow hole including the adjusting tube through the mold 11a as the position of the adjusting ring 23' is changed. It may be adapted to vary the number of holes 56 'associated with the 57'.

In this type of control device, an auxiliary control device must be provided to control the flow of fuel as well as the mixture of air and fuel through the carburetor.

In FIG. 3, two sets of holes 56 'and 57' are partially joined, while in FIG. 4, the position of the adjusting ring 23 is changed so that four sets of holes 56 'and 57' are combined or not. Partially united.

As is known so far, when the passages 38a and 38b are uniformly positioned at 120 ° around the control tube 31, the air therethrough effectively forms air bubbles moving into the passages 25 together with the fuel, which leads to an increase in efficiency. It was found to be augmented.

Due to the pressure difference in the passage 19, the bubbles extend around the control ring 23 on the way to the passage 25. With the passage 25 properly sized, the bubbles will quickly burst before reaching the inlet of the passage 25.

As the bubble bursts, the fuel is dispersed in the downward injection air, thereby effectively burning the mixture of fuel and air supplied to the engine by the vaporizer.

To achieve maximum efficiency, the diameter of the bubbles formed by the air entering the control tube 31 is appropriately between 0.050 inches and 0.070 inches, especially 0.060 inches. For gasoline, when the bubble diameter is about 0.050 inches, the thickness of the layer surrounding the bubble is the most uniform.

If the diameter of the bubbles formed is less than 0.050 inches or larger than 0.070 inches, the results of the experiment revealed that the bubbles do not stretch uniformly before bursting, thereby decreasing the efficiency of the vaporizer.

The holes 56 and 57 also serve to automatically adjust the amount of air entering the air chamber 18 in response to a change in atmospheric pressure resulting from a change in altitude.

In this way a high density protruding post 61 can be fitted in the sea under the given conditions of the holes 57 and 57. The adjusting ring 23 is connected to a plunger 62 having a normal temperature, and the diaphragm 63 which is sensitive to vacuum pressure is adapted to rotate in response to the temperature of the plunger 62.

During operation, the spring 44 is usually raised with the corner 39, cap 41 and shaft 42 to the position shown in FIG.

In starting the internal combustion engine used with the carburetor of the present invention, when the accelerator pedal is pressed, the engine ignition device is lowered by acting as a throttle adjustment connector 22 to lower the corner 39, the cap 41, and the shaft 42. It works. When the engine is started, the air injected hard through the mold 11 and the venturi tube 26 draws fuel from the fuel chamber 16 through the control tube 17 and the intake port 25 by forming a low pressure. It is.

When the engine is cooled, the diaphragm 63 is biased to one side by a spring to move the adjustment ring 23 so that the holes 56 and 57 are separated from each other. In this way, since air is not additionally combined with the fuel passing through the air chamber 18 and the control tube 17, the fuel that is not actually mixed with the air is drawn into the venturi tube 26, and the air comes down hard through the vaporizer. Are mixed.

When the engine is heated to a predetermined temperature, the iris 63 rotates the adjusting ring 23 to allow air to flow through the holes 56 and 57 to the adjusting tube 17. The air injected in this way is completely mixed with the fuel coming through the control tube (17), but the mixture of air coming down through the vaporization framework forms an unsatisfactory fuel mixture.

In this way, the amount of air mixed with the fuel in the control tube 17 is determined by the position of the control ring 23 and the associated state of the holes 56 and 57.

At this time, the position of the control ring 23 and the associated state of the holes 56, 57 is determined by the vacuum acting on the aperture 63.

During engine slow-down, when the engine is heated, the engine acts as a vacuum to adjust the control ring 23 so that the amount of air determined by the vacuum of the engine is mixed with the fuel through the control tube 17. . This same condition occurs during normal engine operation.

However, if the accelerator pedal is pressed to increase the engine speed rapidly, the resulting engine vacuum acts on the aperture to significantly reduce or block the air volume through the holes 56, 57, as described above. Fuel will flow through the bottom of 17 and passages 38a and 38b.

Although one embodiment of the present invention has been described so far, the present specification is merely an example, and it can be seen that various modifications can be made without departing from the scope of the claims.

Claims (1)

In a carburetor (10) having an adjustable venturi having a frame (11) having a central passage extending downwards and a shoulder and a fixed venturi portion (15) in a passage therein, it acts with the show rate of the fixed venturi portion (15) The apparatus for moving the moving venturi part 20 to the fixed venturi part 15 to adjust the size of the moving venturi part 20 and the venturi tube 26 forming the venturi tube 26, the fixed venturi part 15. ), The air chamber 18 and the air chamber 18 located in the middle of the passage connecting the fuel chamber 16 and the venturi tube 26 through the fuel chamber 16 and the passage connecting the fuel chamber 16 and the venturi tube 26. Loop-controlled down carburetor with control venturi with device for regulating the amount of air in the air flowing into.

Images