US1759498A

US1759498A - Carburetor

Info

Publication number: US1759498A
Application number: US710321A
Authority: US
Inventors: Abrate Attilio
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-05-01
Filing date: 1924-05-01
Publication date: 1930-05-20
Anticipated expiration: 1947-05-20

Description

May 20, 1930. A, ABRATE 1,759,498

CARBURETOR Filed may l, 1924 Patented May 2o, 1930y FICE ATTILIO ABB/ATE, OF RIO DE J'ANEIRO, BRAZIL CARBURETOR y Application filed. May 1, 1924. Serial No. 710,321. y

This invention rela-tes to a new type of carburetor for internal combustion engines designed to afford a minimum consumption of fuel at all speeds, ready starting and smooth running under all conditions of acceleration.

Such results are secured through the particular design of the carburetor andv good arrangement of the whole device, which assures a practically constant mixture and complete combustion, due to the lperfect atomizing and complete vaporization of the fuel in a more suitable volume of air under all conditions of operation of the engine.

Vith the above objects in view, the invention consists of the features of construction and arrangement hereinafter described and claimed in the appended claim.

Vith reference to the drawings:

Figure 1 is a vertical cross sectional view of the carburetor of my invention showing how the fuel flows from the constant level tank to the main and slow speed nozzles;

Figure 2 is a horizont-al cross sectional view;

Figure 3 is a part elevation and part sectional view through the suction tube and the air valve, and

Figure 4 is a partial cross sectional view taken on section line 4 4 of Fig. 2.

l/Vith reference to Figure 1: The constant level tank 1 is supplied with fuel through duct 2 and fine wire netting 3 which retains impurities. The fuel is kept at the proper level in constant level tank 1 by means of a metallic float 4, which governs an arm of a lever 5, see Figure 2, the other arm of which is secured to a ring 6, integral with the stem 7 of a conical valve 8, to open or close said valve,

admitting a greater or less quantity of fuel into constant level tank 1, according to the consumption of fuel by the engine. Ring 6 is adjustable to allow, at will, changes in the level of the fuel in tank 1. The duct 2 supplies fuel to tank 1, which feeds duct 9 on the top of which is screwed the main nozzle 10,

feeding likewise duct 11, to which is screwed the slow speed nozzle 12.

The main nozzle 10 is located within the Venturi tube 13, see Figure 3, in the zone of greatest vacuum. Between the double Venturi tube 13 and the internal wall of the car buretor, there is an annular space 14, communicating with the additional air valve 15, which admit-s greater or less amount of air int-o annular space 14, which communicates freely with the mixing chamber of the carburetor, see Figures 2, 3.

The slow speed nozzle 12, Figure 1, is screwed on to duct 16, having on its upper end a screw for closing ductI 17. Duct17 is provided,'besides, with small holes 18 in its periphery, see Figures l and 4. These holes 18, communicate with the atmosphere through a hole bored in a screw 19, see Figure 4, screwed in the body of the carburetor, communicating at the same time with duct 20. This duct 20, fed by the slow speed nozzle 12, lea-ds to

holes

21 and 22, which lead towards the interior of the suction tube of the engine, respectively coincident with and above the butterfly valve 24.

The cross-sectional area of hole 22 may be increased or diminished by screwing in or unscrewing the conical pointed screw 25, manually, in the body of the carburetor, as it may be needed.

Hole 21, fed in the same manner as hole 22 by means of slow speed nozzle 12, serves as an intermediate feeder when the depression caused by the opening of butterfly valve 24 takes place. Above hole 22 there is a hole 23 which communicates the suction tube ofthe engine with the atmosphere. Additional air valve 15, see Figure 1, for high speeds, consists of a cylinder screwed on to the body of the carburetory over annular space 14, which space is located between the double diffuser or Venturi tube and the internal wall of the car buretor and communicates with the mixing chamber of the carburetor. The said cylinder is provided with circular holes 26 in its periphery, communicating with the atmosphere and registering in greater or less degree with as manyA other similar holes 27 made in the piston, when the latter descends, drawn in by the depression prevailing in the zone of the diffuser.

lVhenever this vacuum exceeds a certain degree, it acts on the bottom of the piston, forcing it to descend more or less, according to the prevailing vacuum, operating against the helical spring 28. Under suoli conditions, the registration of the holes 2G and 27 will be greater or less, allowing a certain amount of pure air to pass into the annular space lll, variable with the vacuum created by the engine. For the smooth working of the additional air Valve, small suction holes are made in cover 29, screwedpon to the body of valve 15. This cover is useful in removing the piston and the spring.

The operation of the engine, starting at slow speed, is as follows. For slow speed only the slow speed nozzle 12, comes into operation, feeding hole 22, since the butterfly valve 24 remains closed. The small vacuum created in the` mixing chamber of the carburetor acts through the hole 23, drawing in pure f air from the atmosphere and at the same time acts through hole 22, on duct 2O and hole 21 and through duct 20, communicating with the bored hole of screw 19, and with the holes 18 which are situated on the periphery of slow speed nozzle 12. Forthwith the vacuum draws fuel from duct 11, through duct` 17 of the slow nozzle 12. As soon-as the fuel comes auxiliary chamber duct also communicating, with the atmosphere at one end thereof bey yond Said auxiliary chamber, two co-axialv Venturi tubes disposed in said main car' bureting chamber and spaced from each other and from the walls of said chamber defining an auxiliary air pocket, a main nozzle disposed with its outlet inthe inner Venturi tube at the position of greatest suction, and a suction controlled air valve communicating with said air pocket adapted to introduce additional air about said main nozzle.

In testimony whereof I ax my signature. ABRATE, ATTILIO.

drawn in through the bored hole of screw 19 making the mixture which is led to hole 22 in. an atomized condition. Y

To increase or diminish the speed of the engine, it will suffice to increase or diminish the area of hole 22, through the adjustable screw 25. To secure .better regulation of the mixture, hole 23 will allow the supply of more or less pure air to the mixture from hole 22.

Beginning with slow speed and opening gradually the butterfiy valve 24 the vacuum prevailing in the suction tube will force the air coming from the'entrance to the carburetor to pass under constriction and at high speed through butterfly valve V24 and the internal wall of the carburetor at the hole 21.

The vacuum created will be propagated also to duct 20 through hole 22 and a greater amount of fuel'will be drawn in through the holes 18 of the slow speed nozzle 12, tending to enrich the mixture which, uniting with the pure air which passes through butterfly Valve 24, maintains the constancy of the mixture, only the amount of fuel admitted increasing and thus progressively accelerating. the engine speed. If the butterfly valve is opened more and more, the vacuum which increases with the engine speed will begin to act on the main n ozzle 10 and afterwards also on the additional air valve 15, which will supply an increasing amount of airas the supply of fuel through the main nozzle 10 increases. A perfect mixture is thus secured at all engine y speeds.

I claim:

A carburetor for explosion engines compriSing a main carbureting chamber, a suction duct for said engine communicating with