US1530440A

US1530440A - Carburetor

Info

Publication number: US1530440A
Application number: US444862A
Authority: US
Inventors: Thomas Francois Victor Albert
Original assignee: Individual
Current assignee: Individual
Priority date: 1921-02-14
Filing date: 1921-02-14
Publication date: 1925-03-17
Anticipated expiration: 1942-03-17

Description

March 17, 1925- 1,530,440 7 F. v. A. THOMAS CARBURETOR Filed Feb. 14, 1921 Fig].

[NVBNTOR:

FVALBEBT THOMAS.

" I TZ OBNEX BERT THOMAS, a citizen of the French Republic, and resident of Par1s,' France, have Patented Mar. 17

LPATENTQF assent rimucors vIoroaALBEar 'rrroivras, or PARIS, FaANcE..-fj

- 1 oaaiauan'roa.

Application filediFebruary

14, 1 921. Serial No. 444,862.

To all whom, it may concern:

Be it knownthatI FRANCOIS vro'ron Aninvented certain new and useful Improvements in Carburetors, of which the follow-f In the drawings? ing is a specification.

This invention; relates to carburetors for internal combustion engines using a gaseous into the combustion chamber to a point slightly above the condensation point ofthej' 'buretor having a flange 2 which is attached fuel formed from a heavy'fuel oil.

An "object of the invention is to utilize gaseous fuelfrom aiheavy oil and reduce the temperature before the entrance thereof particular oil, and to mix it during the cooling thereof with the necessary charge of atmospheric air immediately preceding f its entrance into said combustion chamber.

In all enginesu'sing heavy fuel oil, it is necessaryto vaporize the oil before it is; mixed with air and passed'to'thecombus tion chamber, which necessitates the heat-' ing of the fuel to a relatively high temper-- ature. At this high temperature, the fuel vapor is considerably less efficient in the operationof theengine and with the use of the present invention, the fuel vapor is cooled slightly before-and at the time of itsfinixture with a charge'of atmospheric air to a point slightly above the condensa-" tion temperature of the vapor, so that'the charge entering the'combustion chamber 1s at a relatively low temperature in order that the greatest efiiciency from a certain g J 1t flows fromthe nozzle 5 where it is mixed,

quantity of fuel oil can be obtained. i

In carrying out the 'above' feat ures, the

invention" includes the use of a mixing tube having one end secured directly on the en-- gine block over the intake therein, and the other end provided with a valve-controlled air inlet, a fuel. vapor inlet entering the mixing tube a short distance from the en giue block, and a jacket surrounding the mixing tube and fuel vapor supplypipe for i the circulation of a medium therein for conditioning the air in the m xingtube and the fuel vapor, so that as they are mixedv in the tube, the medium in the jacket will change the temperature of both the gas vapor and the airto bring it to'a lpoint slightly above the condensation temperatureof the fuel vapor, at which time'the mixture im mediately passes into the cylinder by reason" of the close proximity of the point of mixing with the chamber, so thatino appreciable F or-2;,

change can take place beforethe' mixture enters the chamber. I

Other features and the details of construction and operation of the invention are pointed out in the following description and claims.- 1 v' to the engine blo'ckadja'cent {the intake valve; A pipe 3 leading from a heavy fuel.

oil; vaporizer terminates in :the head 4 centrally disposedin the mixing tube a valve 6 whichis connected through a stem 7' for operation with a valve1'8 governing the inlet of atmospheric air to'the mixing tube. l

v j v. v55 view illustrating ;having a; nozzle 5 thereon governed by a 1 jacket 9 surrounds the mixing tube and 1s provided 'with an extension portion'9" extending around the pipe 3, afluid inletbeing provided'at 10 for a coolingfiuid which. circulates about the mixing tube in the pipe 3and is exhausted through an outi let in theextens'ion 9.

I Theheavy' fuel vapor passing through the pipe 3 is gradually cooled by the cooling' medium in the jacket, extension ,9" until with atmospheric air entering the tube 1 around the valve 8, which is oooledby the cooling medium in the jacket 9 and then the fuel vapor and; the charge of airinixed therewithin the mlxing tube 1 can be accua in this cooled state immediately enters the rately governed to' prevent thecooling of thevap'or to the condensation point and at the combustion chambe'nthe close proxim- I ity of the mixingtube being ofmaterial 'thelsame time geta sufiici'ent cooling to on I I 112L111 the maximum volumetric efficiency in importance'in the use of this device,.: inf

order that the mixture cannot comein contact with intervening elements which might affect the temperature before it enters the combustion chamber. o

In Fig. 2, the carburetor structure as shown in Fig. 1 is indicated at 11 and a mixture carrying a pipe 12 extends from the carburetor and is formed with branches 13 which communicate with the cylinders at two different points. A jacket 1453111- rounds the branches 13 and a jacket 15 connects the ends of the jacket 14; with the jacket around the carburetor. Flanges 16 are secured to the jacket and the ends of the branches 13 pass through these plates into the cylinders, the plates being fastened to the engine block. In this structure, the cooling medium circulates around. the carburetor and thence in each jacket 15 around and through the jacket 14 and out through outlet pipes 17; In this construction the cooling is effected subsequent to the mixing of the air and fuel vapors, the principal cooling being effected as the mixture passes through the branch pipes 13.

In Fig. 3, the air intake is shown at 18 and the fuel vapor inlet at 19 entering the air intake at one side as shown at 20, the air intake being formed with a flange 21, which issecur'ed to the engine block so that the mixture will immediately pass into the cylinder. The fuel vapor is cooled before it is mixed with the air by a cooling medium circulating in a jacket 22 surrounding the fuel vapor inlet 19, the inlet to the jacket being located at 23 and the outlet at the opposite end of the jacket beyond the portion broken away.

From the above it will be seen that the. preferred form of the device shown in Fig.

1 is located so that the mixing of the fuel vapor and air takes place immediately preceding the entrance into the cylinder, and that at the point of mixing, the fuel vapor and the air will be at a relatively low temperature to provide for the maximum efficiency in the engine, the temperature being relatively unchanged in the passage of the mixture from the mixing tube to the coinbustion chamber due to the close proximity of one to the other, which enables the temperature at the mixing point to be accurately controlled so that the fuel vapor may be cooled. to a point only a few degrees above the point of condensation thereof. This same r.i1u.:iple is carried out in the device shown in Fig. 3 with the use of a slightly different form of carburetor, and in the structure shown in Fig. 2 a similar result is produced in first mixing the vapor and air and subsequently cooling it before it enters the combustion chamber.

hat I claim is:

1.. A carburetor comprising a mixing tube having. an air inlet at one end thereof and a flange at the other end adapted for attachment to an engine block, a fuel Vapor inlet extending into the mixing tube and having a valve governed outlet therein, and a jacket surrounding the carburetor and fuel vapor inlet for permitting the circulation of a cooling medium about the mixing tube and fuel vapor inlet, whereby said vapor may be cooled to a point slightly above its temperature of condensation at a point in close proximity to the combustion chamber of an engine.

2. A carburetor comprising a mixing tube having an air inlet at one end and adapted for connection to the engine cylinder at the other end, a fuel. vapor outlet extending into said mixing tube and having an outlet therein, interconnected valves for governing the fuel vapor outlet and the air inlet for proportioning the mixture of air and fuel vapor, and a cooling jacket surrounding the mixing tube and fuel vapor inlet, whereby the fuel vapor is cooled before it enters the mixing tube, the air is cooled before it contacts with the fuel vaporso that the mixture is cool when mixed and immediately enters the engine cylinder for producing a high eflicie'ncy combustion.

3. A carburetor comprising a mixing tube having one end formed with a flange whereby said tubemay be secured directly to an engine block over the intake port therein, and the other end provided with a valve-controlled air inlet, a fuel vapor inlet entering the mixing tube adjacent the engine block having a valve-controlled outlet therein, and a jacket secured to and surrounding the mixing tube and the fuel vapor inlet for receiving'a cooling medium for changing the temperature of the air and the fuel vapor as it is mixed in the tube to a point slightly above the condensation temperature of the fuel vapor whereupon the mixture immediately enters the combustion chamber due to the close proximity of the mixing chamber thereto.

4. In a carburetor, an atmospheric air admission duct, a mixing chamber, means for regulating the amount of air to be admitted to the mixing chamber, a duct for the admission of fuel vapors to the mixing chan'iber, means for regulating the amount of fuel vapors to be admitted, a'meiuber connecting both regulating means, and a cooling fluid jacket surrounding the atmospheric air admission duct, the mixing cham her, and a portion of the fuel 'vapru' admis sion duct.

In testimony whereof I have hereunto set my hand in presence of two witnesses.

ALBERT THOMAS.