US1795036A - Mixing device - Google Patents

Description

F. PoKoRNY MIXING DEVICE Filed Jan.

March 3, 1934.1'.

4 /l/ l II//I/f/l/ l lll/lllllll/ INVENTOR ATTORNEY Patented Mar. 3, 1931 UNITED STATES PATENT OFFICE FRANK POKORNY, OF MAMARONECK, NEW YORK, ASSIGNOR OF ONE-HALF T0 FRANCIS W. KEEGAN, 0F NEW YORK, N. Y.

MIXING DEVICE Application led January 16, 1925. Serial No. 2,770.

v This invention relates to internal combus tion engines, and my present improvements pertain to stationary means situated in the passage which communicates from the throttle to the intake manifold, adapted to so direct the iow of fuel mixture through said passage that the stream of fuel mixture will first be divided, then caused to impinge on passage surfaces tending to break up the fuel particles, besides setting up a turbulent condition in the mixture, and then the divided stream is reunited by convergence and consequent impa-ction, under whose influence the fuel particles become further comminuted. l

My vinvention is based on the principle that at low engine speeds, when the velocity of the flowing fuel mixture is insufficient to bring about atomization of the fuel, the fuel mixture passage is to be heated as by the application of heat from the exhaust, (see my pending application, Serial No. 742,763, filed October l0, 1924) and when the velocity of the flowing mixture increases upon opening up the throttle, then the heating means is cut 0E and the larger volume of the fuel mixture stream, flowing at a higher velocity, is

caused by impaction of the fuel particles,.the stream being first divided and then brought together, to break up said particles into finer divisions, thus providing efficient atomization without the loss in weight of the fuel mixture charge that occurs with vaporization by heat.

With this premise my invention consists of certain control means for the flowing fuel mixture, located in the passage communicating from the carburetor, and the throttle, to the intake manifold, these control means being adapted to assure a constant, proportionate pull upon the fuel nozzle, at the varying engine speeds and according to the volume and flow velocity of the aspirated air, without permitting an excess supply of fuel to be drawn from the nozzle at full open throttle.

In accomplishing this object I depend more upon the pull force exerted by the vacuum in the manifold to extract the fuel from the nozzle, and I make the Venturi tube which surrounds the nozzle of generous area so that no strangling eEect is provided at that point to too greatly enrich the mixture as the air flow velocity increases through said Venturi tube. Instead another Venturi tube is provided in the fuel mixture passage, above the carburetor nozzle and its Venturi tube, and above the throttle valve, this other Ven turi tube communicating with my improved fuel mixture control means. The control means are provided in and by an enlargement of the fuel mixture passage, and include a central cone which has the effect of divid ing the stream so that it diverges from below and then converges above, to reunite. Also the central cone has an axial orifice through which a limited quantity of the flowing stream passes. This orifice has Venturi contour, so that mixture passing therethrough diverges upon exit and intersects the reentrant or converging stream flowing outside the cone.

The enlargement of the fuel mixture passage forming part of my improved control means, is jacketed and heated with gases from the exhaust, and the cone referred to is hollow and adapted to receive part of these exhaust gases, so that the main flowing stream of fuel mixture may have heat applied thereto both inside and outside, and the stream pass ing through the axial orifice in the cone may have heat applied directly thereto.

Further, I provide a Venturi tube above the point where the divided stream parts are caused to meet, and anterior to said last named Venturi tube the passage enlargement is shaped like an annular shoulder, to retard direct upward flow of the fuel mixture and set up therein a turbulent effect, thereby accentuating the degree of atomization which results as the divided parts of the stream reunite. Y

Other features and advantages of my invention will hereinafter appear.

In the drawing Figure l is a side sectional view showing my improved control device located in the passage between the carburetor and intake manifold of an internal combustion engine.

Fig. 2 is a top plan view of the control device, and

- F ig. 3 is a. partial detail view of a modifica" tion.

In said drawings let 1 indicate a carbure- Y tor, having fuel nozzle 2, Venturijtube 3, here shown as of larger than usual diameter, a throttle valve 4, and the flange 5 by which a carburetor-isusually connected to Yan intake manifold. InV this instance however, :the flange 5 is shown as attached to the lower, open endof a hollowl casing or jacket 6, which contains, in spaced relation, a cylindrical.

lshell 7, that is in effect an enlargement ofthe fuelfmiitureA passage between the carburetor pipek 8 and intake manifold pipe 9;

'The jacket 6 is attached by its uppei` flange 5a to the manifold flange 10.

The shell 7 is reduced in diameter toward its upper end, thereby forming Aan ani'iular shoulder 11, which is surmounted Vby a continuing Venturi tube 12, that leads directly into. the manifold pipe 9.

' itted vvithinthe` shell 7 at its lower portion is laVenturi tube 13, here shown as having a base flangeill, seated upon a ring 15, lying between 4said flange 14 vand the carburetor flange 5. .Also an annular skirt 16 depends from the upper perimeter of the Venturi tube 13,1in: spaced relation. both with `the wall of said Y*Venturi tube andwith the shell 7 there# byl providing the respective clearances 17and 18;the A`'lower .endof skirt .1'6 being flared outwardlyyat 1:9, to lit. against the shell'7,.in spacedrelationto flange lll.

Located centrally within the shell 7 ,fin intermediate, spaced relationfto the f-.Venturi tubes 12 and13,1is a circular deflector 20, provided Awith a central orifice 21 of'Venturi con'- tour. IExternallythe deflectoris -a double cone, in appearance being` somewhat pearshaped, except that itsV lower surface'rportion 22` is concaved, andl its upper? sur-face portion 23 is conveXed.- l Y ',lhefdeflector is'here shown-as supported by'means of'arms 2slwhich connectitl with the-inner surface of Venturi tube 13.

The space-between shell 7 and-the 'central devicel20 provides ythe mainpassageway Aforv have a relatively slower flow rate. Therefore,

when theV throttle is only partly Yopen the flow vis low, as atildling. speeds, or with the throttle valve only partly open, then heat is to be applied to the flowing fuel mixture to vapor` ize the fuel. For vthis purpose exhaust gases enter jacket 6v by lway of a pipe 25, leading fromexhaust manifold 26, topass through the .space -27. between. the j acket 6 and .shell 7 and having their exit through a` pipe`28into the exhaust pipe 29.V .By automatic control ineanssuch as .are describedininy col-pending ,application No. 742,763, previously referred to, the: applicationl of exhaust heatzis cutoff when the throttle valve is openedmore widely, because then the fuel is to begasied as vafdynamic function of-directionalmeans causing the fuelL particles to become smashed byimpaction. Y

VThe deflector or cone 20 .is'hollow, being providedwith the interior spaceI 30, vand its iipportin g arms 24 are also hollow, to provide means of communication'between vspace '30 and the space 17 Since-the space 17.is also in communication with--space'27 by means of openings 31 .through shell 7, it follows that some of thefexhaust gases are enabled to pass through the cone or. deflector, thereby heating itssurfaces which are exposedy to the flowing mixture both through the Venturi tube 21 and the.A main passage-way 32.

With the increase in flowing volume of the fuelmiXt-ure due to a, widely open throttle icc andits higher-velocity as the engine speed rises, the flow throughenturi tube -21 reaching its maximum, volume,` the larger volume which is divided by and passes around central V*device20 acquires dynamic energy whichiis utilized for. atomization purposes.

' The divided stream strikes against the concaved surface22, tending to break upfthe fuel particles; itis thence vdeflected to'the'surrace ofshell l ,f turbulence `:and further comminution, resulting through the angle of Vdeflection .taken bythe mixture-and its intersection with outwardly ascending portions of the stream. l

g'l1 he Vpath of the flow takes the divide-d stream `around ,the conveXed surface23, to- Ward` the entrance of Venturi tube 12. ln the course of this travel these effects are achieved g the `outward portion of the stream strikesagainst an overhang 11 or upper constricted portion. of. theshell 7, just `anteriorto the entrance ofVenturi tube12, said overhang having an upward curve :that .merges into. said' Venturi. tube, .andsaid overhang andVenturi tube entrance, besides forming an inipaction abutment, for further comminution of the fuel particles, also causing a rolling action to be given the stream which sets up a turbulent condition the-rein, and then the divided portions of the stream reunite under dynamic impaction and intersect the central portion of the stream issuing from Venturi tube 21, also with impaction force., all tending to a thorough atomization of the fuel and perfect mingling of the air and fuel.

lVhen the lthrottle is widely open and depression in the manifold increases to a. point where the volumetric capacity of the fuel mixture passage is satisfied, then the` volume of the stream portion outside deiiector 20 will exceed the volume through Venturi tube 21, because of the larger area of the space 32 between deflector 2O and shell 7, and then the atomizing effects by impaction of fuel particles, previously referred to, will be most efficiently achieved.

In the modification of Fig. 3 the fiow retardation effect from the passage-way 32 into Venturi tube 12, is enhanced by increasing the height of shell 7 relatively to the entrance to said Venturi tube, thereby creating an annular pocket 33 into which the ascending heavier particles of fuel will become lodged, especially when the flow velocity is low, until vaporized under the influence of the applied heat.

lt should also be noted that at low motor speeds, as when idling, the arms 2l which support cone 20, have the effect of causing fuel mixture which flows outside the cone, carrying its heavier fuel particles against the exit mouth of Venturi tube 13, to take a gyratory path in passage-way 32, between the flare or base 19 and the top 11 thereof, whereby fuel particles are caught against the surface of shell 7 As the shell 7 is hot some of this fuel becomes vaporized and passes into the upwardly flowing stream, but heavier par ticles of fuel in the gyrating mixture cling tothe surface of shell 7 and in their upward travel become arrested by the overhang at l1.

lVhen the -liow velocity is very low the heavier fuel particles ascending against the surface of Venturi tube 13 to its exit edge will gravitate into the trough 34 formed between skirt 16 and shell 7. Constant dispersion of this collected fuel occurs while the engine speed is low, because heat is applied at that time, causing the fuel therein to vaporize and mingle with the pocketed air, which carries it into the stream. lnclined studs 35 extended between the flange 19 and the Venturi tube 13 are pierced with very small orifices 36 that communicate from the trough 34 to the interior of said Venturi tube, to serve as drains Vfor carrying od any liquid fuel which may remain in said trough when the motor is stopped.

Variations within the spirit and scope of my invention are equally comprehended by the foregoing disclosure.

I claim: i 1. A mixin device adapted to be connected between a car ureter and manifold, comprising a shell, a vdeiector for dividing the flow of shell having a hollow interior, and means of communication between said hollow interior and the acketed area occupied by the hot exhaust gases.

2. A mixing device adapted to be connected between a carbureter and manifold, comprising alcasing, a shell arranged within said casing and spaced therefrom to define a passage for the flow of hot exhaust gases, a deflector for dividing the flow of the fuel mixture and disposed centrally of said shell to define a passageway, a Venturi tube positioned below said deflector and forming the entrance to said passageway and an annular skirt surrounding said Venturi tube, said skirt coacting with said passageway to provide a trough exteriorly of said Venturi tube to collect fuel gravitating therein after passing up said Venturi tube and said skirt also providing a space surrounding said Venturi tube in communication with the passage containing the flowing hot exhaust gases.

3. A'mixing device adapted to be connected between a carbureter and manifold, comprising a casing, a shell arranged within said casing and spaced therefrom to define a passage for the flow of hot exhaust gases, a deflector for dividing the flow of fuel mixture and disposed centrally of said shell to define a passageway, a Venturi tube positioned below said deiiector and forming the entrance to said passageway and an annular skirt surrounding said Venturi tube, said skirt co-acting with said passageway to provide a trough exteriorly of said Venturi tube to collect fuel gravitating therein after passing up said tube and said skirt also providing a space surrounding said tube in communication with the passage containing the flowing hot exhaust gases and said trough having orifices for draining the collected fuel to said Venturi tube.

4. A mixing device adapted to be connected between a carbureter and a manifold, said device comprising a shell and a deiiector arranged in concentric relation within said shell, said deflector having an axial Venturilike orifice for the passage of the central column of the flowing mixture, and said deflector serving to define a passage-way with said shell, said deflector also having an intermediate enlarged portion positioned within the f wams@ shellfsadkenlargedgpontiompresentingatits under side an annular :oonoaVecLimpact-surface to the ascending fuel mixturaaanolwsaid venlarged'lzloittionz coea-otingY with; 'theashell to forlrlasuc'oess'onsof :angular impact surfaces 5 to aidlinbreak-ng aapthezfuelgpartioles. Y

v o5. Auixingefioeadaptedto be. c'onneczteol between 1a t-"oa'rbureter 4and a 'manifold, -zsai-d 'device.'compisngixaY :shell ea'nd 1a' cleectornfor olivfdingfthevowv ofufnel mXtuna-fsad dem fleetonanranged imspaced'relationvithinsad shell'zto denei a vpassageWay,'ialieeifewIt/iftli,the 11mae1=,portion:ofzsaidfshell: ,presenting an iannularooverhang; surface' in fthe? path ,of the 'asoending 'fuel :mixtureandzza iVenturi tube-floeated xaboves said flelieotorl to: Convey the fuel mixture to the manifold, said annular over lullig;v au'r-aceihaving agconive-X', formation that mergeszintoosaidMenturi tube. :EXeeut-ecl'this :14th day of Januaryalf FRANK POKQRN'YI. n

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