US1774445A

US1774445A - Carburetor for internal-combustion engines

Info

Publication number: US1774445A
Application number: US318387A
Authority: US
Inventors: Lioud Frank
Original assignee: Individual
Current assignee: Individual
Priority date: 1927-11-24
Filing date: 1928-11-10
Publication date: 1930-08-26
Anticipated expiration: 1947-08-26

Description

Aug. 26, 1930. F. LlouD CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed Nov. 10, 1928 Even-far:

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meme Aug. ze, 1930 UNi'rEDsTArEs PATENrfoFr-'lce A FRANK LIQUID,l SAT. ETIENNE, IE'BeAll'GE GARBURETOR FOR INTERNAL-COMBUSTION `CFJIN'GIN'ES Application led November 10, 1928, Serialtlo. 318,387,and in France November 24, 1987.

The present invention relates vtoa carburetor forinternal combustion engines having two float chambers or constant level tanks each feeding a liquid one for feedin a' light fuel, and the other feeding heavy el, the feed to the enginev being as known effected so that at starting the mixture consists only of the light-fuel and air whereas during normal runnin the two liquids are simultaneousl ly supplie but in variable proportion: ac-v cording to the speed of the engine.

The invention consists in the construction and arrangement of the parts as will be hereinafter described and claimed;

The annexed drawings illustrate examples of construction of the invention.

Fig. 1 is a horizontal section on line 1--1 of Fig. 2, the jet holders being removed;

Fig. 2 is a vertical section on line 2--2 of Fig. 1 passing through the two main j ets and through the atomizer;

Fig. 3 is a sectlon of the construction of the nozzle for the heavy fuel when it is situated above the level of the liquid and in which it is provided with a calibrated air-orifice;

Tyvoconstant level tanks 1 and 2 contain the light and heavy fuel respectively, which fuels are respectively fed to the main jet by ducts 3 and 4 and calibrated submerged jets 5 and 6, carried by jet-

holders

7 and 8 arranged in wells or chambers 9 and 10 formed in the carburetor body. The main jet comprises a central air inlet tube 1l having its inlet above the constant level m y of the liquids, and forming, with a member 12, an annular passage 13 for the light fuel which flows from the well 9 through a channel 35 into the chamber 14 with which the passage 13v communicates. This tube 11 is in communication with the aforesaid passage 13 below the level m-fy by means of calibrated orifices 19. A second member 15 in the form of a cap and having its top edge bevelled, forms with the aforesaid member 12, a second annular passage 16 for the heavy fuel which iows from the well 10 through a channel 36 into the chamber 17 with which the passage 16 communicates.

The passages ,13 and 16 both o en into the 5 main inlet channel 18 of the car uretor, but

at different hei hts the mouth of the passage 13 being at a ightly higher level than the mouth of passage 16 so as to avoid min ling the two liquids in case of an accidental ooding of the tank 2 for the heavy fuel.

On .the other hand, the conical upper edge of the member`15 so directs the jet of atomized fuel that the mixture is as completely effected as if both the. members -12 and 15 terminated in the same plane.

The central air supply through the tube 11 and above the level m y of the liquids allows the omission of a tube thus facilitating the construction; moreover capillarity leakages are prevented. i

At stoppage of the engine a reserve of fuel is accumulated in the tube 11.

The `iet-holder 7 of the light fuel is bored as at 20 and has at its upper end a calibrated air orifice 2l. The atomization of the petrol 70 consequently commences as soon as the corn-v -munication holes 22 between the jetholder and the well 9 are no longer submerged.

For a certain time therefore this jet works as a submerged jet, thus avoiding a stoppage 7.5 or fiat-spot in the carburation and by changing the jet-holder so as to vary the height of the holes 22 with regard to the constant level m, y, one can ascertain thel most perfect posiy tion of these holes for any given motor. 80 -The slow-running jet 30, is independent of' the jet 5 and has two calibrated orifices in relation with each other: one 23 for the air,

and a second 24 for the mixture.

Air is admitted through the calibrated oriice 23 of the screw 33 and the light fuel is fed from the tank 1 through a channel 25 (shown in dotted lines in Fig. 1) into an annular passage 34 formed in the screw 33 and passes through the radial ducts 34 where it is lmet 90 y by the current of air and conve ed in the form of mixture through the cali rated orice 24 and duct 26 to the motor.

The calibrated orice 23 for the air is intended:

1. To facilitate starting;

2. To obtain complete atomization of the vfuel admitted during slow-running;

3. To allow the use of larger ]et having l In Fig. 2 the jet 6 for the heav fuel is orifice and conveyor through the second calisubmerged and under the direct iniiiience of brated orifice into a duct leading to the horithe` suction but in the modification of con- Zontal main inlet channel.

struction illustrated in Fig. 3, the jet-holder In witness whereof Ihave signed this speci- 5 8 is hollow and has at its upper part, a calication. 70

brated orifice 28 enabling the suction to be FRANK LIOUD. varied on the jet 6 which, 1n this case, is situated above the constant level m y. This arrangement allows of increasing the diameter 10 of the calibration by reduction of the load 75 and of the suction applied.

What I claim as my invention and desire to secure by Letters Patent of the United States is z- 1. A carburetor having a horizontal main v go inlet channel to the engine and twin float f chambers respectivel feeding diierent liquids, one a light fue and the other a heavy fuel, to the engine in accordance with the 2o working thereof, the main jet feeding into 85 said horizontal channel comprising a central air inlet tube having its inlet above the constant level of the liquids in said float chambers, a second tube having its outlet in said horizontal channel surrounding said air inlet v 90 tube and forming therewith an annular passage for the light fuel, and a third tube having its top edge bevelled and below the outlet of said second tube and forming therewith an annular passage for the heavy fuel, the 95 central air tube being in communication with said first mentioned annular tube below the constant level of the liquids by means of calibrated orices formed in said air inlet tube,

the liquids being fed to said annular passages 100 from wells formed in the body of the carburetor through calibrated jets carried by jetholders in said wells.

2. A carburetor as in claim l wherein the 4o calibrated jets are situated below the constant 105 level of the liquids.

3. A carburetor as in claim 1 wherein the jet-holder in the light fuel well is provided at its upper end and above the constant level of the liquid with a calibrated air admission 11 orifice.

4. A carburetor as in claim 1 wherein the calibrated jet carried by the jet-holder in the well for heavy fuel is situated above the constant level of the liquid, a calibrated air in- 115 let being provided in the upper end of said jet-holder.

5. In a carburetor as in claim 1, the provision of a slow-running jet independent of the main jet comprising a screw plug inserted mi in the body of the carburetor, said screw plug having two calibrated orifices in relation with each other, one for air and the other for ,30 mixture, an annular passage for receiving 125 fuel from a channel communicating with the light fuel tank and radial ducts conveying said fuel from said annular passage to a position between said calibrated orifices where it f" is mixed with air from the rst calibrated l