US3248097A - Carburetor arrangement - Google Patents

Description

April 26, 1966 .J. DE RUGERIS CARBURETOR ARRANGEMENT 2 Sheets-Sheet 1 Filed April 25, 1963 FIG! INVENTOR.

JOHN DeRU ERIS BY M A ril 26, 1966 DE RUGERIS CARBURETOR ARRANGEMENT 2 Sheets-Sheet 2 Filed April 25, 1965 FIG. 2

United States Patent 3,248,097 CARBURETOR ARRANGEMENT John De Rugeris, 527 Kenneth Ave., Campbell, Calif. Filed Apr. 25, 1963, Ser. No. 275,556 2 Claims. (Cl. 261-50) The present invention relates to apparatus known as carburetors which serve to mix the air drawn into the cylinder of an internal combustion engine by the action of their pistons, with vaporized fuel to produce an explosive mixture.

It is an object of my invention to provide a carburetor that maybe depended upon to mix the proper amount of fuel with the proper amount of air for producing a combustion mixture of optimum composition, irrespective'of the operating conditions of the engine.

Another object of the invention is to provide a carburetor that operates to effect a most intimate intermingling of the components of the explosive mixture.

An additional object of the invention is to provide a carburetor ararngement which minimizes the danger of flooding the engine.

It is still another object of my invention to provide a carburetor arrangement of the type referred to, that is of simple and compact construction.

These and other objects of my invention will be apparent from the following description of the accompanying drawings which illustrate certain preferred embodiments thereof and wherein:

FIGURE 1 is a diagram of a carburetor constructed in accordance with my invention; and

FIGURE 2 is a diagram similar to FIGURE 1, illustrating a modified embodiment of the invention.

The carburetor of my invention comprises an openended tubular enclosure or housing (FIGURE 1) that communicates with the outside at its top end 12 through a suitable air filter (not shown) so that air may be drawn into said housing. Its opposite end 13 leads to the fuel supply manifold of the engine so that the fuel air mixture formed in the carburetor may be drawn into the cylinders of the engine by the intake strokes of their pistons. ing 10 is controlled by'a throttle valve of conventional design which may be provided near the upper end of the housing and which may be formed by a circular lid or disk 14 that is secured to a spindle 16 which extends diagonally across, and is rotatably supported in the Wall of said housing. During operation of the engine, the lid 14 is opened to varying degrees such as shown in broken lines in FIGURE 1, to permit the required amount of air to be drawn through the carburetor by the intake strokes of the engine pistons. Opening of the throttle valve 14 is effected through a suitable linkage indicated at 18, by depression of the fule accelerator pedal which controls the speed of operation of internal combustion engines. When the engine is in operation, a fuel supply pump of conventional design (not shown) which is actuated by the operating engine, delivers fuel through a conduit 20 into the interior of the housing 10 at a suitable point thereof. In accordance with my invention said conduit delivers the fuel to a valve 22 which is located centrally within the housing in coaxial alignment therewith. Said valve is arranged to dispense controlled amounts of the fuel depending upon the requirements of the engine for best performance under varying conditions, and it is constructed to elfect a most intimate intermingling of the dispensed fuel and the air sucked through the housing by the intake strokes of the pistons of the The inflow of air from the outside into hous- 3,248,097- Patented Apr. 26, 1966 I into the housing 10 in the direction of the air flow through said housing, through the tapering orifice 24 of a nozzle 26 depending upon the volume and velocity of the air flow through the housing and also depending upon the position axially of the valve, of the pointed end 28 of a control rod 30 that passes through said valve coaxially therewith and is slidable relative thereto. Said rod is yieldably held in a forward position wherein its pointed end 28 closes the orifice 25, by means of a spring 34. Said spring is coiled about the rod within the chamber 24 and is compressedbetween the upper end of said chamber 24 and an annular flange 36 provided around the rod 30 near its pointed end. The upper end of rod 30 protrudes from the body of valve 22 and is threadably engaged in a cap 38. The cap is pivotally connected to the lower end of a link 40 whose upper end is pivotally connected to an ear 42 that is secured to the disk 14 of the throttle valve.

When the throttle valve is in the closed position illustrated in solid lines in FIGURE 1, the spring 34 holds the control rod 30 in a position wherein its pointed end 28 blocks the orifice 32 of nozzle 26 so that none of the fuel delivered to chamber 24 may pass into the housing 10. When an operator steps onto the accelerator pedal and swings the throttle disk into an open position such as illustrated in broken lines in FIGURE 1 permitting air to be drawn into the housing 10 by the operation of the pistons (which may have been set into motion by an electric starter), the rotation of the throttle disk 14 lifts the valve control rod 30 against the urgency of spring 34 and withdraws its pointed end 28 from the orifice of nozzle 26 to varying degrees dependent upon the rotational position of the throttle disk 14. Hence, the effective size of the opening through which the fuel may pass from the chamber 24 into the housing 10 varies in a predetermined relation to the amount of air admitted into the housing by the varying rotary positions of the throttle valve 14. Thus, in a carburetor constructed in accordance with my invention the amount of fuel delivered into the air stream passing through the housing 10 depends in fact upon three factors: The effective size of the nozzle orifice whichvaries with variations in the position of the throttle valve; the pressure in chamber 24 which may be set by manipulation of the pressure regulator valve 54 and which acts to eject fuel from the chamber 24 into the housing 10, and the Venturi action of the stream of air actually passing through the housing 10 during op-. eration of the engine, which sucks varying amounts of fuel from the chamber depending upon its volume and velocity. By properly designing the configuration of link 40 and by proper choice of the area where it is pivotally connected to the throttle disk 14; i.e., by properly locating the ear 42 on said link 14, the degree to which the pointed end of the valve control rod is withdrawn from the orifice of the nozzle 26 may be so related to the rotary position of the throttle disk 14 that for every position of said disk precisely the appropriate amount of fuel may be made to pass into the housing 10 to produce an optimum composition of the explosive fuel/air mixture under all conditions of operation of the engine; and by turning the rod 30 within cap 38 in one or the other direction, it is possible to set the described valve mechanism to a position wherein an optimum amount of fuel is passed into the housing 10 when the engine is allowed to idle. I

To effect a most intimate mixture of indrawn air and dispensed fuel and to increase the fuel sucking effect of the air stream passing through the housing 10 upon the fuel in chamber 24, the ejection orifice 25 of the nozzle 26 is located in the apex of a conical recess 44 that is formed in the tip of the nozzle, while the nozzle itself has the external configuration of an inverted truncated cone 46; and arranged in the wall of the nozzle as defined between the trunco-conical outer surface 46 and the conical inner surface 44 is a group of oblique passages or channels 48 that have their intake openings at angularly equi-spaced points in a recessed area 49 near the base of the trunco-conical outer surface 46 and lead into the recess 44 in an area near the apex of said recess at points that are angularly displaced with respect to the position of their respective intake openings. When a jet of fuel is ejected from the nozzle 26 around the pointed end of control rod 30 through the orifice 25 during peration of the engine, part of the air drawn through the housing passes in separate currents through the channels 48 into the recess 44 and in said recess these air currents act to increase the amount of fuel drawnfrom the chamber. 24 and impinge upon the jet of fuel issuing from the orifice in such a manner as to produce a vortex of turbulence that effects a most intimate intermingling of air and fuel. Thus, the conical recess 44 on the tip of the nozzle operates in fact as a pre-mixing chamber wherein an intimate mixture of fuel and air is established, which is then incorporated into the main stream of air that passes through the tubular housing 10;

To increase the amount of air that reaches the premixing chamber 44 during operation of the engine through the channels 48, the wall of housing 10 may be constricted at a level somewhat above the level of the intake openingsof said channels as shown at 50 in FIG- URE 1, so that the air passing through the housing may be deflected toward said intake openings and into said channels as indicated by the arrows 52 in FIGURE 1.

The carburetor valve of my invention, therefore, does not only adjust the amount of fuel which it dispenses, to the quatity of air taken in during operation of the engine under varying conditions of performance, it operates to insure a most intimate mixing of air and fuel before the mixture is delivered to the cylinders of the engine.

In the event that the cone of said air and fuel mixture ejected from the recess 44 of nozzle 26 is intended to serve more than a single carburetor throat, a second group of channels 54 may be provided in the wall of nozzle 26 to spread the ejection cone over a wider area. As shown in FIGURE 1, these channels lead from points in the conical recess 44 of the nozzle 26 in an area outwardly adjacent the discharge openings of the air intake channels 48 along diverging paths to points in an area adjacent the truncated end of the outer surface of said nozzle.

The embodiment of my invention illustrated in FIG- -URE 2 differs from the embodiment described in connection with FIGURE 1 in that its throttle valve 14 is located below the carburetor valve 22 near the bottom of housing 10'. To establish the cooperation between the throttle valve 14' and the control rod 30' of the carburetor valve 22 required in accordance with my invention, a spindle 60 parallel to the spindle 16' of the throttle valve 14 is rotatably supported in the wall of the carburetor housing 10' above the carburetor valve 22' and is connected for rotation in unison with spindle 14' by a suitable linkage train which may be comprised of a pair of arms 62 and 64 that are firmly secured to the spindles 16' and 60, respectively, and a link 66 whose opposite ends are pivotably secured to said arms; and the upper end of the bent link 40' which controls the position of the valve rod 30' is pivotally engaged in a slot 67 provided in yet another arm 68 that is secured to the spindle 60. Hence, any variation in the position of the throttling disk 14 as effected by depression of the accelerator pedal produces an appropriate variation in the position of the valve control rod 30 and hence in the amount of fuel dispensed by the carburetor valve, in the same manner 4 as in the embodiment of the invention illustrated in FIGURE 1.

The carburetor arrangement of my invention adjusts the quantity of fuel dispensed to the amount of air drawn into, the pistons and thus is effective to produce.

at all times a combustion mixture of optimum composition. It effects a most thorough mixing of the dispensed fuel with the available air, and yet it is of a simple and compact construction as compared with carburetors of conventional design. It requires neither a special carburetor pump nor a fioat valve to control the amount of fuel delivered to the cylinders of the engines. It operates effectively at all speeds without danger of flooding the engines irrespective of changes in its position, such as may occur when an automobile negotiates grades of different steepness.

While I have explained my invention with the aid of certain preferred embodiments thereof, it will be understood that the invention is not limited to the specific constructional details shown and described by way of example, which may be departed from without departing from the scope and spirit of my invention.

I claim:

1. A carburetor valve for internal combustion engines comprising a valve body forming an internal fuel charnher, a nozzle for dispensing fuel from said chamber to an enclosure and having at its tip a conical recess with the base of said conical recess in open communication with the interior of said enclosure, and a fuel dispensing passage leading from said chamber to the apex of said conical recess, a control rod slidably arranged coaxially within said valve body'and having a pointed end located within said fuel dispensing passage, and arranged within said nozzle a first group of air conducting channels leading from the outer surface of said nozzle to points in an area of the inner conical surface of said recess near the apex thereof, and a second group, of channels leading from an area oftsaid inner conical surface outwardly adjacent the area wherein said first channels lead into said recess along diverging paths to an area of the outer surface of said nozzle near the tip thereof.

2. A carburetor valve for internal combustion engines comprising a valve body forming an internal fuel chamber, a conduit including a pressure regulating valve for delivering fuel to said chamber, a nozzle for dispensing fuel from said chamber to an enclosure and having an outer conical surface and at the tapered end of said surface a conical recess with the base of said conical recess in open communication with the interior of said enclosure, and a fuel dispensing passage leading from said chamber to the apex of said conical recess, a control rod slidably arranged coaxially within said valve body and having a pointed end located within said fuel dispensing passage, and arranged Within the wall of said nozzle as defined by said conical outer surface and the inner conical surface of said recess a first group of air conducting channels leading from an area near the base of said outer conical surface obliquely to points in an area of said inner conical surface near the apex of said recess, and a second group of air conducting channels leading from an area of said inner conical surface outwardly adjacent the area wherein said first channels lead into said recess along diverging paths to an area of said outer conical surface near the tapered end thereof;

References Cited by the Examiner UNITED STATES PATENTS 1,376,201 4/1921 Harris 261-36 1,612,352 12/1926 Boehner 261-51 1,767,305 6/1930 Musall 26179 X 1,815,019 7/1931 Weber 26l51 X (Other references on following page) Bicknell 261-51 X Coleman 26151 X Ravanelli 26136 Beals 261-50 5 Paasche 261-79 X 6 2,247,189 6/1941 DeGuyon 261-51 2,297,736 10/ 1942 Aymar 261-51 V FOREIGN PATENTS 602,404 3/ 1926 France.

HARRY B. THORNTON, Primary Examiner.

Claims (1)

1. 2. A CARBURETOR VALVE FOR INTERNAL COMBUSTION ENGINES COMPRISING A VALVE BODY FORMING AN INTERNAL FUEL CHAMBER, A CONDUIT INCLUDING A PRESSURE REGULATING VALVE FOR DELIVERING FUEL TO SAID CHAMBER, A NOZZLE FOR DISPENSING FUEL FROM SAID CHAMBER TO AN ENCLOSURE AND HAVING AN OUTER CONICAL SURFACE AND AT THE TAPERED END OF SAID SURFACE A CONICAL RECESS WITH THE BASE OF SAID CONICAL RECESS IN OPEN COMMUNICATION WITH THE INTERIOR OF SAID ENCLOSURE, AND A FUEL DISPENSING PASSAGE LEADING FROM SAID CHAMBER TO THE APEX OF SAID CONICAL RECESS, A CONTROL ROD SLIDABLY ARRANGED COAXIALLY WITHIN SAID VALVE BODY AND HAVING A POINTED END LOCATED WITHIN SAID FUEL DISPENSING PASSAGE, AND ARRANGED WITHIN THE WALL OF SAID NOZZLE AS DEFINED BY SAID CONICAL OUTER SURFACE AND THE INNER CONICAL SURFACE OF SAID RECESS A FIRST GROUP OF AIR CONDUCTING CHANNELS LEADING FROM AN AREA NEAR THE BASE OF SAID OUTER CONICAL SURFACE OBLIQUELY TO POINTS IN AN AREA OF SAID INNER CONICAL SURFACE NEAR THE APEX OF SAID RECESS, AND A SECOND GROUP OF AIR CONDUCTING CHANNELS LEADING FROM AN AREA OF SAID INNER CONICAL SURFACE OUTWARDLY ADJACENT THE AREA WHEREIN SAID FIRST CHANNELS LEAD INTO SAID RECESS ALONG DIVERGING PATHS TO AN AREA OF SAID OUTER CONICAL SURFACE NEAR THE TAPERED END THEREOF.

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