US2564253A - Fuel mixture supply apparatus - Google Patents

Description

Aug. 14, 1951 s. FENARI 2,564,253

FUEL MIXTURE SUPPLY APPARATUS Filed Nov. 6, 1947 2 Sheets-Slieet 1 INVENTOR. SUKRU FENARW A T TORNE Y5" Aug. 14, 1951 s. FENARl 2,564,253

FUEL MIXTURE SUPPLY APPARATUS 2 Sheets-Sheet 2 Filed Nov. 6, 1947 INVENTOR. SUKRU FENAR/ BY ATTORNEYS Patented Aug. 14, 1951 UNITED FUEL MIXTURE SUPPLY APPARATUS Siikrii Fenari, New York, N. Y., assignor of one-half to Vaihdi Sabit Application November 6, 1947, Serial N 0. 784,369 In the Republic of Turkey August 7, 1947 1 Claim.

This invention relates to fuel mixture supply apparatus and can be incorporated in a carburetor or form a device that is inserted between the carburetor and the intake manifold of the engine.

An object of the invention is to provide means for automatically regulating the character of the combustible mixture to insure smooth performance of the engine under varying operating conditions.

Another object is to provide means operated by the passage of the fuel mixture through the device and controlled by the usual throttle valve, for regulating the admission of additional air intermediate the throttle and the engine and hereinafter referred to as the air control.

Another object is to provide means operated by vacuum created by the engine operation for regulating theamount of fuel admitted to the device and particularly applicable to multiple jet carburetors and hereinafter referred to as fuel control.

A further object is to provide in a single device, the air and fuel controls above referred to, interconnected for automatic operation by the usual throttle valve and the engine conditions controlled thereby.

Other objects and advantages will be apparent from the following specification and accompanying drawings wherein, by way of illustration, the invention is shown as applied to a Garter multiple jet down-draft carburetor as generally shown and described in the patent to Kommer $1 2,096,281, dated October 10, 1937. Such a carburetor may have an accelerating pump as shown in the patent to Mollberg #2,139,376, dated December 6, 1938, and it will be understood that the carburetor here described has such a pump or may be of any suitable construction, the instant disclosure being merely illustrative and not limitative of the invention which is as defined in the appended claim.

In the accompanying drawings:

Figure 1 is a vertical View partly in section of a carburetor equipped with the invention, with the auxiliary air'control closed and the fuel control idle;

Figure 2 is a detail view of the device, Figure 1, connected to the accelerating pump of a carburetor;

Figure 3 is a view partly in section of the device, Figure 1, with the air control open and the fuel control idle; and

Figure 4 is a view partly in section of the device, Figure 1, with the fuel control operating and the air control closed.

The numeral I0 denotes a casing having the usual main passage II for the combustible mixture passing from the high speed jet [2 of the carburetor to the manifold to which casing I0 is bolted at [3 in the usual manner. Casing l0 contains the usual throttle valve !4, the idling jet l5 and the intermediate jet l6, assuming a multiple jet carburetor such as the Carter carburetor aforesaid.

Jets [2, l5 and I6 are supplied with fuel from the float chamber of the carburetor in any suitable manner. As the invention is only concerned with the control of jets l5, [6, .it is sufiicient to point out that these are supplied with fuel via a duct I! which extends downwardly within the body. of the carburetor. 0

The casing also contains a pivotally mounted member forming a vane l8 which normally lies across the passage H and which is moved as hereinafter described by the flow of combustible mixture passing to the engine manifold.

The duct H communicates with the transverse'bore I!) with which jet I6 connects and also via a port 20 with a chamber 2| with which jet It connects. The size of the orifice of jet I5 may be adjusted in any suitable manner as by the adjustable valve member 22.

The casing 10 has a transverse bore 23 therein which may be flared outwardly as shown at 24, and receives a bushing 25 which is held therein in any suitable manner. The bushing carries conical valve member or sleeve 28 which is externally threaded at .29 and has a valve lip 21 to fit seat 26 on the bushing 25.

A hollow piston 3| having openings am in its head and in free communication at both ends with the bore 32 and forming a sleeve, is fitted in the bore 32 of the sleeve 28.

The sleeve 28 has a number of ports, such as 33, 34 therein, which are uncovered by piston 3| when same is drawn inwardly toward the passage II by the action of the member 18 as will presently be described. Thus, the ports 34 are opened to atmosphere.

The piston 3| has secured thereto a rod 35 which extends rearwardly and reciprocates in a head 36 having openings 36a therein and secured to the outer end of outer sleeve 28.

The purpose of the openings 36a is to equalize the pressure on both sides of piston 3|.

A cap 30c1oses the end of sleeve 28 and closes same from the atmosphere.

A spring 31 is held in compression between the head 36 and a nut 38 secured to shaft 35 and tends to urge the piston 3! and sleeve 28 connected thereto to the right, Figure 3, so that normally the ports 34 are closed as shown in Figures 1 and 4.

Rod 35 has an eye at its outer end to receive a link rod or wire 39 which passes freely through a hole in the edge of the member 18.

A nut 40 is placed on sleeve 28 and is pressed outwardly to the right, by a spring 42 one end of which engages bushing 25 or some other fixed abutment, while the other end engages the nut as shown.

An arm 4| is threaded on the sleeve 28 and is bored as indicated at 43 to receive the outer end of a plunger valve member 44 which slides in the bore I9 to close off the duct ll, closing jet l6 and the passage 20 to jet l5.

The plunger 44 has a collar 45 thereon engaged by one end of a spring 46, the other end of which engages the arm 4 I.

By means of nuts 41, 48 the plunger 44 may be adjusted if desired relative to arm 4| to vary the admission of fuel from duct IT to jets l5, [6.

If desired, the arm 4! and the outer end of plunger valve 44 may be permanently secured together in any manner. Thus these parts may be assembled in the factory and need no further relative adjustment while the device is in service.

If the invention is to be used with a carburetor having an accelerating pump such, for example, as that shown in Patent #2,l39,376 before mentioned, the shaft 49 of the throttle valve is provided with a crank 50 which, ,via a link is connected to the operating member 52 of the pump.

The body member It may also have an aperture similar to 16, but displaced radially therefrom for connection to a diaphragm mechanism for controlling the ignition of the engine, as more fully described in the patent to Boyer #2,134,354, dated October 25, 1938. This is mentioned to make it clear that the invention can be applied to carburetors without interfering with special features, such as the ignition control described in the Boyer patent aforesaid, and therefore may be made up and sold as an attachment for carburetors now in service, as well as incorporated into the complete carburetor unit as manufactured.

It will be understood that the foregoing description is merely that for a preferred embodiment of the invention as applied to. a multiple jet down-draft carburetor of a well-known type. Once the inventive concept herein disclosed is seen, obvious modifications will occur, particularly in connection with the application of the principles of air and fuel control here disclosed, to other types of carburetors.

The operation of the present embodiment of the invention will now be described.

Air control Referring to Figure l, in normal operation of the engine and with ordinary running positions of the throttle valve [4, the main passage ll of the device. is filled with mixture and the position of valve I8 is assumed to be such that the ports 33, 34 of the auxiliary air valve are closed, as shown in Figures 1 and 4, depending upon the adjustment of spring 31 which is set to meet the desired operating conditions.

Referring to Figure 3, if now the throttle is opened further, thereby increasing the R. P. M. of the engine and the flow of mixture in II thereby increased, the vane I8 will be moved anticlockwise, thereby opening the auxiliary air valve and admitting air to ports 33, 34 in proportion to the speed of the engine. This increased air supply is obtained without changing the settings of jets [2, I5, 16, except if this is provided for in connection with carburetor mechanism not shown here as it forms no parts of the instant invention.

It will be observed that by adjusting the spring 31 and the position of vane l8 to the mixture stream, or both, the proportion of excess air to that drawn downward past high speed jet H of the carburetor can be readily adjusted to take care of varying conditions.

In Figure 3 the path of the incoming air is denoted by the arrows a.

Fuel control In normal operation of the engine with closed (idling) positions of the throttle valve I4, the main passage ll of the device is at sub-atmospheric pressures.

Referring to Figure 4, vacuum in passage H is increased at all engine speeds where the throttle is closed and the engine R. P. M. exceeds the idling R. P. M. of the engine.

Example:

1. When shifting gears, when the engine falls from high speed to idling speed.

2. When vehicle is going downhill with throttle closed and engine is connected to the wheels.

3. When vehicle is moving on the road at high gear and driver lifts his foot from accelerator. At that instant the vacuum at passag l I will be increased, regardless of whether the vehicle is in gear or not, until the engine speed drops to its idling speed, and during that period fuel will be cut off by the device.

This will have no effect on the vane I8 and the auxiliary air valve 3| remains closed, but, depending on the adjustment of spring 42, (which may be adjusted b nut 48) the sleeve 28 is forced inwardly by atmospheric pressure on the outside of cap 30 and moves to the left, Figure 4, carrying the piston 31 with it, the auxiliary air valve remaining closed the while.

As the sleeve 28 moves inwardly it carries with it the arm 4] and plunger 44, the latter shutting off the supply of fuel from duct H to the jets l5, it. Thus, by this invention the fuel is regulated in accordance with the pressure condition in the engine manifold, as obviously the sleeve 28 may assume various intermediate positions dependent upon the vacuum in the passage H.

A pin 35a, in rod 35 is engaged by head 36 when same moves inwardly, thus ensuring that ports 33,34 remain closed.

From the foregoing it will be seen that this invention provides a simple, efficient and compact structure for regulating the air and fuel supply of an engine which is easily adjusted to meet all load conditions and to ensure that the most desirable fuel-air ratios will be used at all times.

What is claimed is:

In apparatus for use with an internal combustion engine, the combination with means through which a mixture of combustible fuel and air is delivered to the engine including a body member having formed therein a, main passage for said mixture, a throttle valve therein, a transverse bore in said body having its axis perpendicular to the axis of said main passage and in fluid communication with said main passage between said throttle valve and said engine, said bore terminating in said passage in a flared valve seat, a

movable tubular member having ports therein normally seated upon said seat and adapted to be moved by suction in said main passage, a piston slidably supported in said tubular member, and adapted to uncover said ports in said tubular member whereby air may be admitted to said tubular member when said piston is moved, a, vane pivotally mounted in said body member and extending into said main passage between said throttle valve and said engine and connected to said piston to move the same when said vane is moved by the flow of mixture in said main passage, a fuel jet, a valve for controlling said jet and means carried by said tubular member and movable therewith for operating said fuel valve.

Emil FENARI.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,084,041 Seager Jan. 13, 1914 1,766,689 Richard June 24, 1930 1,823,346 Burdick Sept. 15, 1931 2,212,936 Hoof Aug, 27, 1940 2,214,964 Leibing Sept. 17, 1940 2,252,960 Brown Aug. 19, 1941 2,315,715 Leibing Apr. 6, 1943 2,327,592 Chisholm Aug. 24, 1943 FOREIGN PATENTS Number Country Date 388,987 Great Britain Mar. 9, 1933

Images