US1958818A - Carburetor - Google Patents

Description

May 15,1934.

M. eouDA'Rb CARBURETOR Filed m 11, 1930- Patented May 15, v1934 PATENT OFFICE:

1,958,818 CABBUBETOB Maurice Goudard, Neuilly-sur-Seine, France, assignor to Socit Anonyme Solex, Ncuillysur-Scine, France Application July 11, 1930, Serial No. 467,346

In Belgium August 9, 1929 3 Claims.

The present invention relates to carburetors and, more especially, to those designed for use on automobiles. 7

It is the common practice, at present, to provide automobile carburetors with devices for enrichening the explosive mixture at starting. When the motor is cold, the operator is obliged to not only manmuvre the means for increasing the richness of his mixture, but he must, as well, by trial and error, find an idling position for the throttle at which the cold motor will not stall.

One oi. the objects of the present invention is to eliminate both of these manoeuvres and provide means operative to correct carburation during 16 starting and while the motor is cold.

Other objects will appear in the course of the detailed description now to be given with reference .to the accompanying drawing in which the single figure illustrates, diagrammatically, one

constructive embodiment of the invention.

Referring to the drawing, there is shown a carburetor assembly composed of a float chamber 1 of conventional design, an auxiliary nozzle 2, a

V main nozzle 3, an auxiliary mixing chamber 4 26 provided with an air intake enclosing auxiliary nozzle 2, a main mixing chamber 5, a butterfly valve 6 positioned in the manner more specifically. set forth in the inventors copending application No. 754,622, filed December 8, 1924, i. e. so that 80 in closed position, it simultaneously obstructs mixing chambers 4 and 5 and slopes downward from the terminal orifice of chamber 4, an auxiliary fuel supply conduit 7 provided with a submerged calibrated plug 8, a well 9 open to the air,

an auxiliary starting nozzle 10 having its lower end submerged and positioned inside'well 9 and having a free extremity 11 positioned somewhat above the fuel level in such .well when full, a second auxiliary mixing chamber 13, controlled by a valve 14, and having one terminal orifice 15 positioned above the level of valve 6 (when the latter is in closed position} the other terminal orifice 12 extending over nozzle 11, and an assembly operative to actuate valve 14 in accordance with changes of temperature of the motor consisting of a thermostat 16 of the bellows or other standard type positioned in contact with motor M, and a lever system 1'1 for transmitting displacements of the thermostat to'valve 14. v The hereinabove described assembly junctions in the following manner:

Assuming the motor to be at rest and valve 6 in idling position for the motor when warm i. e. completely obstructing mixing chamber 5 and partly obstructing auxiliary chamber 4, valve 14 is either opened by hand or held in open position by lever system 17. If the air intake end of mixing chamber 13 and the discharge end of nozzle 11 are properly dimensioned to give a good idling mixture at the minimum estimated temperature 60, of motor operation, starting will take place easily as soon as the crank-shaft is turned over and despite the fact that valve 6 is in substantially closed position. As the lubricating oil in the engine and the motor itself become warm, the internal resist-. ance of the latter decreases and the engine speed increases, but since nozzle 11 is fed from the well 9 supplied through the plug 8 of the. well-knbwn submerged type, it continues to supply car-' burating liquid at a uniform rate despite the increase in volume of air aspirated per unit of time 'by the motor via. opening 12 and chamber 13.

Otherwise expressed, as the motor speed increases, the richness of the explosive mixture automatically decreases. Obviously, the dimensions of mixing chamber 13 and of elements 8-, 9, 10 and 11 should be chosen so as to obtain this effect when fed, under constant-pressure, from float chamber 1. The assembly of said elements forms an independent auxiliary carburetor supplying the necso ,essary quantity of mixture of richness varying automatically according to the peculiar conditions of starting and running when cold, and during this period the normal carburetor is out of Y action and no manipulation of its throttle valve 35 is necessary to find the proper operating condition. As the motor warms to normal operating temperature, thermostat 16 will act to close valve I 14, and the carburetor will then operate in the usual way, auxiliary nozzle 2 taking care of idling, 9 and nozzle 3 of normal speeds.

The use of thermostat control 16 is, or course, a 'not obligatory, it being possible to eliminate the latter entirely and manipulate valve 14 by any convenient form of hand control.

Obviously, assembly 9, 10, 11, 12, 13,14 may be fitted to other types of carburetor than the one shown.

What I claim is: Y

ll The combination with-an engine carburetor including main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to 'said jets, and a throttle valve for controlling the mixtures from said chambers for normal running when the associated engine is hot, of anindependent mixing chamber for supplying mix-- ture to the engine while cold and opening at one end to the atmosphere and at the other end into 7 said main mixing chamber at a point 'down '110 streamwards of said throttle valve so that the deliverytheretrom is not obstructed when said throttle valve is in closed position, an independpendent mixing chamber into said main chamber;

2. The combination with an engine carburetor including main and auxiliary mixing chambers,

main and auxiliary jets tofeed said mixing chain bers, a constant level carburant supply chamber connected to said jets, and a throttle valve for t I controlling the mixtures from said chambers'for normal running when the associatedengine is hot, of an independent mixing chamber for sup-' plying mixture to the engine while cold and opening at one end to the atmosphere and at the other end into said main mixing chamber at a point downstreamwards of said throttle valve so that the delivery therefrom is not obstructed when said throttle valve is in closed position, means for providing a carburant well communicating at its top with the atmosphere and connected for supply iromsaid constant level chamber independent of said main auxiliary jets, a calibrated plug included in said connection and located below the constant level, an independent jet for feeding carburant to said independent chamber and located in said well with the tip of the independent jet above said constant level and in the end or said independent chamber which is open to the atmosphere, the other end or said jet being submerged in the carburant in said well main and auxiliary jets to feedsaid mixng chambers, a carburant supply chamber connected to said jets, and a throttle valve for controlling the mixtures from said chambers for normal running when the, associated engine is hot, of an independent mixing chamber for supplying mixture to the engine while cold and opening at one end to the atmosphere and at the' other end into said main mixing chamber at a point downstream: wards of said throttle valve so that the delivery therefrom is not obstructed when said throttle valve is in closed position, an independent jet for feeding carburant to said independent chamber, means for supplying carburant to said independent jet including a well open to the atmosphere, means for restricting the supply of fuel to said well so that the mixture in said independent mix- I ing chamber is progressively impoverished with increase of the engine suction, and a valve for controlling the flow of mixture from said independent mixing chamber into said maincham ber.

' MAURICE GOUDARD.

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