US1562651A - Carburetor - Google Patents
Carburetor Download PDFInfo
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- US1562651A US1562651A US209811A US20981118A US1562651A US 1562651 A US1562651 A US 1562651A US 209811 A US209811 A US 209811A US 20981118 A US20981118 A US 20981118A US 1562651 A US1562651 A US 1562651A
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- fuel
- venturi
- suction
- air
- carburetor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
- F02M17/38—Controlling of carburettors, not otherwise provided for
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
- F02M19/08—Venturis
- F02M19/10—Venturis in multiple arrangement, e.g. arranged in series, fixed, arranged radially offset with respect to each other
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
- F02M7/10—Other installations, without moving parts, for influencing fuel/air ratio, e.g. electrical means
- F02M7/11—Altering float-chamber pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S261/00—Gas and liquid contact apparatus
- Y10S261/12—Carburetor venturi
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S261/00—Gas and liquid contact apparatus
- Y10S261/52—Carburetor with valves
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S261/00—Gas and liquid contact apparatus
- Y10S261/53—Valve actuation
Definitions
- FRANK C MOCK, OF CHICAGO, ILLINOIS, ASSIGNQR TO STRQMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.
- My invention relates to carburetors.
- the present invention is an improve- 7 ment upon that type of carburetor.
- the suction which is generated by running of the engine operates upon an element to control the amount of air admitted to the carburetor.
- the amount of air supplied is always less than that demanded to satisfy the suction, so that there is always sub-atmos pheric pressure within the carbureter while it is in operation.
- ⁇ Vhereas in the prior device referred to, I employed the sub-atmospheric pressure to draw the fuel to the float chamber, to control the inlet of air and to govern the amount of fuel according to the position of the air inlet valve, my present invention employs the flow of mixture as the governing 40 basis for the inlet of air and the inletlof fuel to form the charge.
- I employ a compound venturi, determining the opening of the air. inlet valve accondh g to the flow as measured in the main venturi and controlling the quantity of fuel introduoed in the air current by the fiow as meas ured in the secondary, or nozzle venturi.
- the air enters as a perfect gas and remains as such throughout.
- the fuel enters as a liquid and, if possible, should be converted into. a vapor in order to properly mix and flow with the air; but the present fuel, at atmospheric temperature and pressure, will not do this because it contains a large per-- centage of constituents having such .high boiling points as to prevent vaporization under those conditions.
- the pressure causing fuel :to flow from the nozzle is the difference between the depression in the throat of the small venturi, which increases with the air flow, and that on the surface of the fuel in the float chamber. "The decrease in the amount of force employed may be compensated for by an in ⁇ oreaseiin the size of the fuel openings.
- throp in pressure in the throat of the main venturi acts upon the restriction to govern the quantity of air admitted, and at the same time it is ample ed to raise fuel to the float'chamber.
- the rop in pressure in the throat of 'the secondary venturi being greater, is able to draw ale to form the mixture.
- the double venturit-hus performs aunique service. Not only can the difference in pressures be employed by the use of the two venturis, but the arrangementof the nozzles gasoline at the noz .in the secondary venturi produces a fine,
- J Figure 2 is a fragmentary sectional view taken at right angles to Figure 1;
- Figure 3' is a diagram hereinafter referred to.
- the body lOof the carburetor is L-shaped in form, having the inlet 11 opening to -the atmosphere on the, vertical legfland having the outlet '13 on the horizontallegiz .
- the outlet 13 communicates withthe manifold of the engine, a suitable attaching flange 12 being provided for mounting the carburetor in such-position.
- the amount of air entering the ,inlet ll is controlled by an automatic v butterfly valve60.
- T The quantity of mixture flowing t0 the manifold of the engine through the outl'et 13 is controlled by a throttle valve 16, mounted on'a transverse rocking-shaft 17, this throttle valve being manually controlled and being of the usual construction, a v,
- the automatic inlet controlling valve-60 is mounted upon 'a transverse oscillating shaft 61, having bearings in the sidewalls of the vertical leg.
- a controlling sprin'gl62 is connected to the valve 6O by means ofithe yoke 63 and has its other end connected to a plug 64projecting through the walls of the carburetor.
- the rock shaft 61 is provided with an external gear segment 65, thissegment being of small radius.
- Ace-operating gear segment 66 of larger radius meshes withthe gear segment 65.
- the segment 66 is mounted on a transverse rockiii shaft 67 which is pivoted'in the cap mem er 68 of the diaphragm chamber 69.
- the diaphragm chamber is preferably formed integral with the body of the carburetor, a restricted passageway in plug 69' connecting the diaphragm chamber with the air passage leading into the venturis.
- the rock shaft 67 is provided with'an operating arm 77 which has a rounded head 76 lying between the collars 7 5- on the vertical plunger 72.
- the plunger 72 is guided "at ts upper end in guide 73 formed at the centre of the cap 68 and at its lower'end in the bore 7 4, formed in the lower side of the diaphragm chamber 69.
- a flexible diaphragm is con nected to the plunger 72 and this diaphragm has its marginal portion .71 clamped between the flanges of the cap 68 -.anl,dithe chamber 69.
- the barrel, or throat portion, 15 of the carburetor is' of relatively smaller diameter than the diameter of the vertical leg and the elbow portion in order to increasethe speedof travel of the mixture at this point.
- a pair of concentric venturis consisting of the main or primary venturi 52 and the secondaryor nozzle venturi"23, are mount- 'Bd W1tl11I1' the barrel member 15 and face toward the inlet 11.
- the secondary or nozzle venturi 23 has its rear end discharging into them-am or primary-venturi at a point slightly beyond the most restricted portion of the primary venturi.
- the carbureting chamber 14 is formed between the venturis and the throttle valve "16 within the barrel 15.
- the flow of mixture to the engine is the basis upon which the control ofthe inlet valve 60 is founded;
- This inlet valve is a means for securing the necessary drop of pressure for'performing the various functions hereinafter set out.
- the venturi, 52 is provided with a peripheral groove 51 andhas openings 53 between the inner surface of the venturi at a point slightly beyond the most restricted portion.
- the peripheral groove 51 communicates by way of the passageway 78. with the interior of the diaphragm, chamber 69.
- Thisconstructiom is that the drop in pressure,,atflthethroat ofthe venturi 52 is prolOO slow air and engine speeds, the static sue tion through the system is high and the velocity suction in the throat of the main venturi which'acts on .the openings 53 is low.
- a drop in pressure will be caused in the body of the carburetor, which will act as static suction upon the diaphragm to open the valve 60. Therefore thecombination'of the static'and velocity; suctions together is the force that acts upon-the diaphragm 7O and also draws gasoline from the main tank" to thefloat chamber through the valve 47.
- valve 60 The purpose of the regulation of the valve 60 is to insure that at low speeds suflicient suction will be maintained to raise gasoline. from the main tank and at high speeds the valve 60 will be wide open so it will not offer any appreciable resistance.
- the spring action tends to close the valve 60 with a substantially constant force and the static and velocity suction tend to open it.-
- the sum total of the static. and velocity suction is determined at all times by' the spring tension, sector ratio, andarea of d aphragm.
- the liquid fuel for the mixture is supplied at the openings 24 which are arranged about the inner periphery of the secondary or nozzle venturi 23.
- the immediate supply of fuel for these nozzles is contained in the float chamber 36 which float chamber is formed by a cup-shaped member'secured to the bottom of the .body member of the can buretor.
- the nozzle venturi 23 ismOunted in the v ring-shaped head 20 of the post 19 which is formed integral with the body-1 0 of the carburetor.
- the post '19 extends down through the bottom wall of the bodyof the carburetor being somewhat enlarged as indicated with an accelerating well structure 27 which comprises the outer sleeve 27" and the inner sleeve 27, having the annular -space 28- between them forming the accelerating well.
- the inner sleeve. 27" extends upward in the form of a nozzle 81 which engages the top of the hollow well casing 26 toform a continuous passage with the vertical fuel passage which leads to the radial nozzle open ings 24 by way of the peripheral groove 22 about the venturi 23.
- Anannular space 31' is formed between the nozzle 81 and the side walls of the'well casing 26, and this space comn'iunicates with the interior of the body of thecarburetor by a bleeding passageway 32.
- I Bleeder openings 82 are formed in the side walls of the nozzle.8l to cause" the fuel which passes up through the vertical passageway 25' to be thoroughly 1 mixed with fine bubbles ;of air.-
- the bleeding passageway 32 communicates with the interior of the accelerating well 28 by thesmall passageways 3l
- the accelerating well 28 communicates with the interior of the sleeve 27. through a series of small holes 33 in the side wallsof the inner. sleeve 27
- the accelerating well structure 27 is secured .in
- I I employ the drop of pressure created by the flow of mixture to raise or draw liquid fuel into the float chamber 36.
- the peripheral groove .51 which communicates with the throat of the main venturi is connectedby a passageway 54 with the interior of the float chamber 36.
- a bleeding opening 82 modifies the suction on the float chamber to the desired degree.
- An idling jet is provided under the lip of the throttle valve 16, this jet consisting a by-pass 69 formed by a hole under the of the throttle and a suitable nozzle 57 which hasan air inlet 58 and a fuel port 83, which communicates by way of rthe passageways and 56 with the normal well 35.
- the inlet valve 60 is normally .closed so that as soon as the engine is turned over a depression is created in the entire body of the carburetor. This depression immediately operates upon the diaphragm 70 which, in turn opens the intake valve 60 to let in a certain amount of air to keep the suction within the carburetor from rising above a certain pre-determined amount.
- This depression which is initially created is alsoavailable for raising fuel to the float chamber until the fuel stands on about the line
- This depression, created by the initial turning over of the engine, which may be termed a static suction does not draw the fuel fromthe float chamber into the carburating chamberybecause of equalization of the pressure through the opening 82.
- the suction at the openings 24 becomes greater and draws fuel more rapidly in proportion to the amount of mixture flowing to the engine.
- the level in the accelerating well then lowers, some of the fuel passing the openings into the main fuel passageway 25.
- the openings 33 are uncovered, air is drawn through the bleeding passageway 32 to the openings 31 and through the uncovered openings 33 to bleed the jet further, in an attempt to satisfy the suction.
- the excess of suction in the .nozzle venturi over thesuction in the throat of the main venturi is illustrated by the quantity B,
- This quantity is .available for drawingfuel from the tain amount of air which flows past the lip of the throttle valve 16, fuel being supplied from the normal well by the passageway and being bled by the air entering at the bore 58.
- I employ the double venturi for securing different effects of suction, i. e., to secure one suction for raising the fuel and a greater suction for injecting the fuel into the incoming air
- I may employ different points along the length of one of the venturis for obtaining diflerent degrees of suction.
- I may employ the point X in the small venturi 23 for securing the suction necessary to inject the fuel into' the air for the mixture and may employ the point Y for securing the suction necessary to draw the,v fuel to the float chamber.
- the suction represented by the quantity D would be available for raising fuel and the suction represented by the quantity C would be available for injecting the fuel into the an, for the mixture.
- a carburetor In a carburetor, the combination of a main barrel having a single air inlet and a mixture outlet, an automatic valve gov-- erning said inlet, a suction controlled element governing said valve, venturi means within said barrel, a suction passageway between said venturi means and said suction operative element, and a-connection between said barrel and said suction operative element at a point between said valve and said venturi.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Description
F. C. MOCK Nov. 24 .1925- GARBURETOR Filed Jan. 2, 1918 Patented Nov. 24, 1925.
UNITED STATES 1,562,651 PATENT OFFICE.
FRANK C. MOCK, OF CHICAGO, ILLINOIS, ASSIGNQR TO STRQMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.
CARBURE'IOR.
. Application filed January 2, 1918. Serial No. 209,811.
To all whom it may concern:
Be it known that I, FRANK'C. Moon,- a citizen of the United States, residing at Chicago, in the county of Cook-and State of 5 Illinois, have invented a certain new and useful Improvement in Carburetors, of which the following is a full, clear, concise,
and exact description, reference being had to the accompanying drawings, forming a 10 part of this specification.
My invention relates to carburetors. In my prior application, Serial No. 154,- 109, filed March 12, 1917, I have disclosed 'and claimed a carburetor embodying some of the broad features of the present invention. The present invention is an improve- 7 ment upon that type of carburetor.
In my prior application, I disclosed a structure which employs the suction of the engine to perform the dual function of mixing the. charge of air and fuel and of raising the fuel to the carburetor, i. e., to the constant level chamber which forms the im.- mediate supply for the carburetor. The suction which is generated by running of the engine operates upon an element to control the amount of air admitted to the carburetor. The amount of air supplied is always less than that demanded to satisfy the suction, so that there is always sub-atmos pheric pressure within the carbureter while it is in operation.
\Vhereas, in the prior device referred to, I employed the sub-atmospheric pressure to draw the fuel to the float chamber, to control the inlet of air and to govern the amount of fuel according to the position of the air inlet valve, my present invention employs the flow of mixture as the governing 40 basis for the inlet of air and the inletlof fuel to form the charge. In one embodiment 'of my invention, which I have constructed, I employ a compound venturi, determining the opening of the air. inlet valve accondh g to the flow as measured in the main venturi and controlling the quantity of fuel introduoed in the air current by the fiow as meas ured in the secondary, or nozzle venturi.
Thus, the theory ofthe present invention develops itself as follows:
Assume a certain flow of mixture as necessary to the engine running at a given speed. This requires a certain flow of air and a certain flow of fuelto make up the mixture.
The air enters as a perfect gas and remains as such throughout. The fuel enters as a liquid and, if possible, should be converted into. a vapor in order to properly mix and flow with the air; but the present fuel, at atmospheric temperature and pressure, will not do this because it contains a large per-- centage of constituents having such .high boiling points as to prevent vaporization under those conditions.
I have found, incidentally, that by reducing the pressure upon the fuel, itcan-be vaporized to a greater extent. Therefore, I make provision for maintaining the flow of air at sub-atmospheric pressure by placing a restriction upon the entry of air. Considering the flow of mixture as a datum or reference point, I control the restriction in the air inlet according-to the flow, as determined by the depression in the main venturi. To gettheproper quantity of fuel into the inflowing air, so as to obtain the proper mixture for the charge, I .draw fuel by means of the secondary venturi which is another device dependent upon the flow of mixture to the engine.
The pressure causing fuel :to flow from the nozzle is the difference between the depression in the throat of the small venturi, which increases with the air flow, and that on the surface of the fuel in the float chamber. "The decrease in the amount of force employed may be compensated for by an in \oreaseiin the size of the fuel openings. The
throp in pressure in the throat of the main venturi acts upon the restriction to govern the quantity of air admitted, and at the same time it is ample ed to raise fuel to the float'chamber. The rop in pressure in the throat of 'the secondary venturi, being greater, is able to draw ale to form the mixture.
The double venturit-hus performs aunique service. Not only can the difference in pressures be employed by the use of the two venturis, but the arrangementof the nozzles gasoline at the noz .in the secondary venturi produces a fine,
even atomization which aidsthe vaporization to a reat degree and puts the fuel in such a fine y subdivided form that-any part of the fuel which is not vaporized by the drop of pressure is carried in suspension.
In order to acquaint those skilled in the art with the manner of constructing and is a longitudinal section of a carburetor'lembodying my invention. J Figure 2 is a fragmentary sectional view taken at right angles to Figure 1; and
Figure 3' is a diagram hereinafter referred to.
. The body lOof the carburetor is L-shaped in form, having the inlet 11 opening to -the atmosphere on the, vertical legfland having the outlet '13 on the horizontallegiz .The outlet 13 communicates withthe manifold of the engine, a suitable attaching flange 12 being provided for mounting the carburetor in such-position. v, 3
The amount of air entering the ,inlet ll is controlled by an automatic v butterfly valve60. T The quantity of mixture flowing t0 the manifold of the engine through the outl'et 13 is controlled by a throttle valve 16, mounted on'a transverse rocking-shaft 17, this throttle valve being manually controlled and being of the usual construction, a v,
The automatic inlet controlling valve-60 is mounted upon 'a transverse oscillating shaft 61, having bearings in the sidewalls of the vertical leg. A controlling sprin'gl62 is connected to the valve 6O by means ofithe yoke 63 and has its other end connected to a plug 64projecting through the walls of the carburetor. The rock shaft 61 is provided with an external gear segment 65, thissegment being of small radius. Ace-operating gear segment 66 of larger radius meshes withthe gear segment 65. The segment 66 is mounted on a transverse rockiii shaft 67 which is pivoted'in the cap mem er 68 of the diaphragm chamber 69. The diaphragm chamber is preferably formed integral with the body of the carburetor, a restricted passageway in plug 69' connecting the diaphragm chamber with the air passage leading into the venturis. The rock shaft 67 is provided with'an operating arm 77 which has a rounded head 76 lying between the collars 7 5- on the vertical plunger 72. The plunger 72 is guided "at ts upper end in guide 73 formed at the centre of the cap 68 and at its lower'end in the bore 7 4, formed in the lower side of the diaphragm chamber 69. A flexible diaphragm is con nected to the plunger 72 and this diaphragm has its marginal portion .71 clamped between the flanges of the cap 68 -.anl,dithe chamber 69.
The barrel, or throat portion, 15 of the carburetor is' of relatively smaller diameter than the diameter of the vertical leg and the elbow portion in order to increasethe speedof travel of the mixture at this point.
A pair of concentric venturis, consisting of the main or primary venturi 52 and the secondaryor nozzle venturi"23, are mount- 'Bd W1tl11I1' the barrel member 15 and face toward the inlet 11. The secondary or nozzle venturi 23 has its rear end discharging into them-am or primary-venturi at a point slightly beyond the most restricted portion of the primary venturi.
The carbureting chamber 14 is formed between the venturis and the throttle valve "16 within the barrel 15.
As previously explained, the flow of mixture to the engine is the basis upon which the control ofthe inlet valve 60 is founded; This inlet valve is a means for securing the necessary drop of pressure for'performing the various functions hereinafter set out. The venturi, 52 is provided with a peripheral groove 51 andhas openings 53 between the inner surface of the venturi at a point slightly beyond the most restricted portion.
The peripheral groove 51 communicates by way of the passageway 78. with the interior of the diaphragm, chamber 69. The result of; thisconstructiomis that the drop in pressure,,atflthethroat ofthe venturi 52 is prolOO slow air and engine speeds, the static sue tion through the system is high and the velocity suction in the throat of the main venturi which'acts on .the openings 53 is low. Thus, at,initial turning over of the engine, a drop in pressure will be caused in the body of the carburetor, which will act as static suction upon the diaphragm to open the valve 60. Therefore thecombination'of the static'and velocity; suctions together is the force that acts upon-the diaphragm 7O and also draws gasoline from the main tank" to thefloat chamber through the valve 47.
At higher speeds the suction in the throat of the main venturiiincreases and operates as a velocity suction to a greater extent upon the diaphragm 70, so that less static suction actually exists in the chamber 80 to overcome the spring 62. This is accompanied "by opening of the restriction valve 60. Finally,-
the suction overcomes the entire tension of the spring 62 and the valve 60 will be wide open whereupon velocity suction to a'large extent serves the purpose of feeding fuel and drawing the same into the floatchamber.
The purpose of the regulation of the valve 60 is to insure that at low speeds suflicient suction will be maintained to raise gasoline. from the main tank and at high speeds the valve 60 will be wide open so it will not offer any appreciable resistance.
It is to be noticed that the spring action tends to close the valve 60 with a substantially constant force and the static and velocity suction tend to open it.- The sum total of the static. and velocity suction is determined at all times by' the spring tension, sector ratio, andarea of d aphragm. The liquid fuel for the mixture is supplied at the openings 24 which are arranged about the inner periphery of the secondary or nozzle venturi 23. The immediate supply of fuel for these nozzles is contained in the float chamber 36 which float chamber is formed by a cup-shaped member'secured to the bottom of the .body member of the can buretor.
The nozzle venturi 23 ismOunted in the v ring-shaped head 20 of the post 19 which is formed integral with the body-1 0 of the carburetor. The post '19 extends down through the bottom wall of the bodyof the carburetor being somewhat enlarged as indicated with an accelerating well structure 27 which comprises the outer sleeve 27" and the inner sleeve 27, having the annular -space 28- between them forming the accelerating well.
The inner sleeve. 27" extends upward in the form of a nozzle 81 which engages the top of the hollow well casing 26 toform a continuous passage with the vertical fuel passage which leads to the radial nozzle open ings 24 by way of the peripheral groove 22 about the venturi 23. Anannular space 31' is formed between the nozzle 81 and the side walls of the'well casing 26, and this space comn'iunicates with the interior of the body of thecarburetor by a bleeding passageway 32. I Bleeder openings 82 are formed in the side walls of the nozzle.8l to cause" the fuel which passes up through the vertical passageway 25' to be thoroughly 1 mixed with fine bubbles ;of air.- The bleeding passageway 32 communicates with the interior of the accelerating well 28 by thesmall passageways 3l The accelerating well 28 communicates with the interior of the sleeve 27. through a series of small holes 33 in the side wallsof the inner. sleeve 27 The accelerating well structure 27 is secured .in
' place by thes'crew threads 29 formed onthe inner surface of the well casing 26.] The bottom of the. well casing is closed by the screw plug which holds the cupshaped float v ated by the float through the medium of the arm 43'.
I I employ the drop of pressure created by the flow of mixture to raise or draw liquid fuel into the float chamber 36. Thus, I am able to dispense with a separate fuel feed system. The peripheral groove .51 which communicates with the throat of the main venturi is connectedby a passageway 54 with the interior of the float chamber 36. A bleeding opening 82 modifies the suction on the float chamber to the desired degree.
An idling jet is provided under the lip of the throttle valve 16, this jet consisting a by-pass 69 formed by a hole under the of the throttle and a suitable nozzle 57 which hasan air inlet 58 and a fuel port 83, which communicates by way of rthe passageways and 56 with the normal well 35.
The operation of the corburetor is "as follows:
The inlet valve 60 is normally .closed so that as soon as the engine is turned over a depression is created in the entire body of the carburetor. This depression immediately operates upon the diaphragm 70 which, in turn opens the intake valve 60 to let in a certain amount of air to keep the suction within the carburetor from rising above a certain pre-determined amount. This depression which is initially created is alsoavailable for raising fuel to the float chamber until the fuel stands on about the line This depression, created by the initial turning over of the engine, which may be termed a static suction does not draw the fuel fromthe float chamber into the carburating chamberybecause of equalization of the pressure through the opening 82. As
soon, however, as the. inlet valve 60 opens and a flow of air is initiated through the venturi tubes. 23 and 52, the reduction in pressure at the throat of each of the venturis will be communicated to the proper point. The drop of pressure inthe smaller or nozzle venturi 23 causes fuel to be raised in the .vertical passageway 25 and discharged at acts upon the diaphragm 70 and upon the float chamber .36 to perform the corresponding function of governing the air inlet and governing the raisingof fuel.
Shortly after the initiation of the flow of fuel at the openings 24:, air enters by Way of the passageway 32 bleeding into the fuel as it passes up through inner sleeve 27? from the normal well 35 to the fuel nozzles 24. Y 1
As the speed of the engine increases, the suction at the openings 24 becomes greater and draws fuel more rapidly in proportion to the amount of mixture flowing to the engine. The level in the accelerating well then lowers, some of the fuel passing the openings into the main fuel passageway 25. As the openings 33 are uncovered, air is drawn through the bleeding passageway 32 to the openings 31 and through the uncovered openings 33 to bleed the jet further, in an attempt to satisfy the suction.
For accelerating purposes, when the throttle 16 is given a further opening movement, the suction within the carbureting chamber 14 and the venturis 52 and 23 will be increased and at the same time the fiow will be increased, and some of the fuel within the accelerating well will be'discharged through the corresponding openings 33'into the main fuel passageway 25 and drawn ofi at the openings 24.
When the flow of mixture through the matically the pressure conditions within the venturis 23 and 52 for a certain rate of flowof mixture through the carburetor. It willbe seen that the suction within the primary venturi 52 islower than that-in the secondary or nozzle venturi 23. The drop of pressure caused by the main venturi 52 is represented bythe quantity A. This quantity is available for! overning the inlet valve 60 and for drawmg fuel from the main tank to the float chamber. The excess of suction in the .nozzle venturi over thesuction in the throat of the main venturi is illustrated by the quantity B, This quantity is .available for drawingfuel from the tain amount of air which flows past the lip of the throttle valve 16, fuel being supplied from the normal well by the passageway and being bled by the air entering at the bore 58.
While I employ the double venturi for securing different effects of suction, i. e., to secure one suction for raising the fuel and a greater suction for injecting the fuel into the incoming air, I do not intend to be limited to the use of the two separate venturis, as it is apparant that I may employ different points along the length of one of the venturis for obtaining diflerent degrees of suction. Thus, for instance, I may employ the point X in the small venturi 23 for securing the suction necessary to inject the fuel into' the air for the mixture and may employ the point Y for securing the suction necessary to draw the,v fuel to the float chamber. In that case, the suction represented by the quantity D would be available for raising fuel and the suction represented by the quantity C would be available for injecting the fuel into the an, for the mixture.
I do notintend to be limited to the details shown and" described, nor to the dimensions and proportions illustrated.
I claim:
In a carburetor, the combination of a main barrel having a single air inlet and a mixture outlet, an automatic valve gov-- erning said inlet, a suction controlled element governing said valve, venturi means within said barrel, a suction passageway between said venturi means and said suction operative element, and a-connection between said barrel and said suction operative element at a point between said valve and said venturi.
means for modifying the effect of the suc tion on said element.
In witness whereof, I hereunto subscribe my name this 29th day of December, A. D,
. FRANK c. MOCK.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US209811A US1562651A (en) | 1918-01-02 | 1918-01-02 | Carburetor |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US209811A US1562651A (en) | 1918-01-02 | 1918-01-02 | Carburetor |
Publications (1)
Publication Number | Publication Date |
---|---|
US1562651A true US1562651A (en) | 1925-11-24 |
Family
ID=22780393
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US209811A Expired - Lifetime US1562651A (en) | 1918-01-02 | 1918-01-02 | Carburetor |
Country Status (1)
Country | Link |
---|---|
US (1) | US1562651A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2421733A (en) * | 1931-11-17 | 1947-06-03 | Carter Carburetor Corp | Internal-combustion engine |
US3387831A (en) * | 1965-10-23 | 1968-06-11 | Acf Ind Inc | Carburetor anti-surge device |
US4978479A (en) * | 1988-09-30 | 1990-12-18 | Marco Morini | Corrected jet for an engine carburetor |
US20050104234A1 (en) * | 2003-11-13 | 2005-05-19 | Shinji Goto | Carburetor for internal combustion engine |
US20150061164A1 (en) * | 2013-08-29 | 2015-03-05 | Continental Controls Corporation | Gaseous fuel and air mixing venturi insert device for carburetor |
-
1918
- 1918-01-02 US US209811A patent/US1562651A/en not_active Expired - Lifetime
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2421733A (en) * | 1931-11-17 | 1947-06-03 | Carter Carburetor Corp | Internal-combustion engine |
US3387831A (en) * | 1965-10-23 | 1968-06-11 | Acf Ind Inc | Carburetor anti-surge device |
US4978479A (en) * | 1988-09-30 | 1990-12-18 | Marco Morini | Corrected jet for an engine carburetor |
US20050104234A1 (en) * | 2003-11-13 | 2005-05-19 | Shinji Goto | Carburetor for internal combustion engine |
US7090203B2 (en) * | 2003-11-13 | 2006-08-15 | Shinji Goto | Carburetor for internal combustion engine |
US20150061164A1 (en) * | 2013-08-29 | 2015-03-05 | Continental Controls Corporation | Gaseous fuel and air mixing venturi insert device for carburetor |
US9541033B2 (en) * | 2013-08-29 | 2017-01-10 | Continental Controls Corporation | Gaseous fuel and air mixing venturi insert device for carburetor |
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