EP0009318B1 - Carburettor - Google Patents
Carburettor Download PDFInfo
- Publication number
- EP0009318B1 EP0009318B1 EP19790301645 EP79301645A EP0009318B1 EP 0009318 B1 EP0009318 B1 EP 0009318B1 EP 19790301645 EP19790301645 EP 19790301645 EP 79301645 A EP79301645 A EP 79301645A EP 0009318 B1 EP0009318 B1 EP 0009318B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- air
- carburettor
- cam
- adjustable
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
- F02M17/02—Floatless carburettors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
- F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
- F02M69/24—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device comprising a member for transmitting the movement of the air throttle valve actuated by the operator to the valves controlling fuel passages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
- F02M7/12—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves
- F02M7/22—Other installations, with moving parts, for influencing fuel/air ratio, e.g. having valves fuel flow cross-sectional area being controlled dependent on air-throttle-valve position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
- F02M9/08—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M9/00—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position
- F02M9/08—Carburettors having air or fuel-air mixture passage throttling valves other than of butterfly type; Carburettors having fuel-air mixing chambers of variable shape or position having throttling valves rotatably mounted in the passage
- F02M9/085—Fuel spray nozzles in the throttling valves
Definitions
- This invention relates to a carburettor.
- a suction carburettor mounted at the entrance to the engine inlet manifold simultaneously to control the admission of air and fuel.
- a simple suction carburettor essentially comprises a venturi and one or more fuel jets fed from a float chamber.
- a butterfly throttle valve is generally used to control the amount of the mixture that passes into the engine from the induction system.
- air is drawn through the venturi and past the metering jet, its velocity increases and the pressure at the venturi is reduced in proportion to the air flow. Meanwhile the pressure acting on the fuel bowl is substantially atmospheric, so that the resultant pressure differences forces the fuel through the metering jet into the air stream where it is atomized by the high velocity air.
- the venturi and fuel jet sizes have been selected, the amount of fuel drawn from the jet depends on the pressure drop produced by the venturi.
- US - A - 3 102 152 describes a fuel-handling device injecting fuel into the air stream of an engine by means of a positive pressure, having a metering system to regulate the fuel when the engine is idling and having a second metering system to regulate the fuel when the engine is running.
- This floatless device comprises a fuel inlet, a throttle control means by which the area or an air passage is progressively opened and closed to vary said area, an adjustable self-regulating pressure means via which fuel is fed from said fuel inlet to air passage and one fuel outlet to the air passage adapted to admit air from the atmosphere and discharge it to an engine.
- US - A - 3 331 360 describes an anti-smog carburettor and comprises two separate fuel outlets to an air passage. The first outlet controls the fuel flow rate at engine speeds above the idle range, the second outlet controls the fuel flow rate at engine speeds in the idle range.
- a floatless carburettor having in combination a fuel inlet, two separate fuel passageway and outlets to an air passage adapted to admit air from the atmosphere and discharge it to an engine, a throttle control means by which the area of said air passage is progressively opened and closed to vary said area, an adjustable self-regulating pressure means via which fuel is fed from the said fuel inlet to the carburettor and wherein each of said fuel passageways is adjustable by a valve, one fuel outlet being an idling outlet and the other having a V shaped throat variable in area that is progressively increased and decreased as the opening of said air passage is progressively increased and decreased in area, said V shaped throat and said air passage opening both cooperating with said throttle control means that directly opens and closes said opening of said air passage and via an adjustable flat cam.
- a floatless carburettor is seen to comprise a body 10 having an integral extension 10A screwed at 11 E to a flange body 11 D having a flange 11 provided with bolt fixing holes 11 A, 11 B ( Figure 3) and screwed to the body at 11 C.
- Engine manifold air enters as shown by arrows A1.
- A2 Figure 2
- ports 12A. 12B. in an accelerator sleeve 12 that is provided with throttle control means in the form of an integral lever arm 12C having at its extremity a bolt fixing hole 12D.
- the manifold air passes via the ports 12A, 12B respectively to opening 13A, 13B in flange body 11D and discharges to an engine via passageway 13C making a right angle turn in so doing.
- Clearly rotation of accelerator sleeve 12 about flange body 11 D progressively opens and closes the openings 13A, 13B.
- the body 10 contains a number of fuel passageways. Fuel enters the carburettor (arrow F1) via pipe 14 from the fuel pump P along a passageway 14A to a self-regulating pressure means shown generally at 15 ( Figure 1 A) that comprises a ball 15A that seats on a seat 15B in a screwed union 15C and is forced against the fuel flow, shown by arrow F1, by a helical compression spring 15D acting on a compensatory cup 15E having a spigot 1 5G. A spring cap 15H together with compensatory cup 15E accept the opposed ends of helical spring 15D. Spring cap 15H has a recess 15K for a screw 15L having a head 15L, which is a main adjustment head for valve 15.
- Screw 15L passes through a complex fuel gland comprising a plastics washer 15M, a plastics packing 15N which packing is adjustable to prevent fuel leakage by virtue of co-acting parts 1 5p 1, 1 5p2, 1 5p3.
- the compensatory cup 15E operates by the back pressure of the fuel and extends across centre lines A, B of Figure 1 which centre lines define the centres of fuel outlets F2 and F3 of Figure 1.
- F2 is the idler outlet and F3 is the outlet for normal running.
- a fuel passageway 16 normal to passageway 14A is adjustable by virtue of a valve shown generally at 17 that comprises essentially a frusto-conical valve end 17A and seat 17B; the said end 17A having therein a hole 17C that extends in line with passageway 16.
- the frusto-conical valve end 17A has an extension 17D provided with a knurled end 17E and locknut 17F.
- the said end 17A is able to be forced against its seat 17B by a screwed member 18 having an hexagonal end 18A and locknut 18B.
- a further fuel passageway 19 normal to 14A is provided with a valve shown generally at 24.
- Valve 24 comprises a frusto-conical valve 24A in a frusto-conical valve seat 24B.
- a helical compression spring 24C co-operates with valve 24A that has a complex form since its stem 24E contains parallel to its axis
- a a tapered groove 24F providing a V throat progressively increasable in area upon opening and progressively decreasable in area upon closing; the groove is at its most wide toward the lower part and at its most narrow toward the upper part as shown in Figure 1.
- a hexagonal headed screwed member 24G retains the spring 24C and has an orifice that receives the said stem 24E.
- the linkage comprises a lifter arm 25 co-operating with a serrated nut 24H, and locknut 24H z screwed onto a screw threaded part 24K of stem 24B.
- Lifter arm 25 is fixed at 25A to a rod 25B spring urged via helical compression spring 25C in guide box 25D that is integral with flange body 11 D.
- the box 25D has a screw cap spring seat 25E.
- the rod 25B rests upon flat face 26A of a cam 26 that is adjustable in its inclination to axis A ( Figure 3) as shown by line Yl Y2 in the plane of the flat face 26A of cam 26.
- the flat face 26A may for convenience be set, in respect of end point 25F ( Figure 3) of rod 25B, to be at an angle a to a line Z-25F normal to line Y1-Y2.
- the adjustability and the setting of angle ⁇ of cam 26A is effected by two co-operating eccentrics 27A, 27B, these are shown most clearly in Figure 4.
- the diameter d1 of eccentric 27A is greater than the diameter d2 of eccentric 27B.
- the eccentrics co-operate about their respective pivot points 27Ap, 27B P with curved recesses 28A, 28B in the underside of cam 26.
- the cam 26 has a pair of slots 26B, 26C and these are loosely fitted over bolts B1, B2 ( Figure 3) that are co-incident with centres 27Ap, 27B P .
- Each eccentric 27A, 27B has an extension having a knurled end K1, K2 that may be locked in position on its respective bolt B1, B2 by a locknut L1, L2.
- Clearly such a linkage offers a multiplicity of accurate settings commensurate with the air/fuel mixtures at different running conditions of the engine.
- Passageway 16 is adjustable by valve 17. Passageway 19 is adjustable by valve 24. Fuel inlet to the carburettor is adjustable via self regulating pressure valve 15. Consider now that the carburettor in use is fitted to a particular engine then the fuel supply is first adjusted to the requisite pressure p from fuel pump P (not shown). Fuel passes to fuel passageway 16 and the idling or slow running requirement of the engine are adjusted by valve 17 and fuel issues from the outlet at F2, which outlet may be fan shaped if necessary.
- Fuel also passes to fuel passageway 19 and the intermediate and fast running requirements of the engine are adjusted by the arm 12C attached to the accelerator which actuates openings 13A, 13B in relation to air ports 12A, 12B and actuates rod 25B in co-operation with surface 26A to vary the position of tapered V groove 24F which by its vertical position in passageway 19 control the V throat opening at fuel outlet F3 which is most clearly shown at F3 in Figure 2.
- valve 24 from its setting on spring 24C demands fuel and this is supplied via the variable V throat at F3, which for any given engine is defined by:-
- double screwed glands may be employed.
- the carburettor of the invention will not catch fire.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
Description
- This invention relates to a carburettor.
- It is well known that a spark ignition engine requires a practically homogeneous mixture of fuel and air to the cylinder of the engine with the relative proportion of each by weight controlled to within narrow limits. The theoretically correct ratio of air to petrol is about 15:1 but it is not possible to obtain a completely homogeneous mixture at this ratio under all engine conditions. Hence the engine will give maximum power on rich mixtures of air to petrol of about 10 to 1 to about 13 to 1 and economic running on lean mixtures of air to petrol of 14 to 1 to 16 to 1 for complete burning of the fuel. Under difficult engine starting conditions the air/fuel ratio may be unity owing to the poor evaporation of the fuel.
- These requirements are met generally by a suction carburettor mounted at the entrance to the engine inlet manifold simultaneously to control the admission of air and fuel. A simple suction carburettor essentially comprises a venturi and one or more fuel jets fed from a float chamber. A butterfly throttle valve is generally used to control the amount of the mixture that passes into the engine from the induction system. As air is drawn through the venturi and past the metering jet, its velocity increases and the pressure at the venturi is reduced in proportion to the air flow. Meanwhile the pressure acting on the fuel bowl is substantially atmospheric, so that the resultant pressure differences forces the fuel through the metering jet into the air stream where it is atomized by the high velocity air. Once the venturi and fuel jet sizes have been selected, the amount of fuel drawn from the jet depends on the pressure drop produced by the venturi.
- Since the fuel metered depends on the pressure drop of the air passing through the venturi the air-fuel ratio with a suction/float carburettor is self-compensating for atmospheric air pressure and temperature to some extent. The simple suction/ftoat carburettor has been provided. with supplementary devices to attempt to give the correct air/fuel ratios under various operating conditions in an engine but without success; thus the suction/float carburettor used inter alia in automobiles and motor cycles has a number of disadvantages. It remains an unsatisfactory fuel/air control device since the volume of the fuel and the air is not correlated for slow, intermediate and fast running conditions of an engine to which it is fitted. Consequently, fuel is generally used uneconomically in the said engine, which with present fuel shortages and high prices is not only a serious misuse of fuel but one that causes serious atmospheric pollution.
- Some of these points are taken by United States patent Application 3,102,152 and by United States patent Application 3,331,360.
- US - A - 3 102 152 describes a fuel-handling device injecting fuel into the air stream of an engine by means of a positive pressure, having a metering system to regulate the fuel when the engine is idling and having a second metering system to regulate the fuel when the engine is running. This floatless device comprises a fuel inlet, a throttle control means by which the area or an air passage is progressively opened and closed to vary said area, an adjustable self-regulating pressure means via which fuel is fed from said fuel inlet to air passage and one fuel outlet to the air passage adapted to admit air from the atmosphere and discharge it to an engine.
- US - A - 3 331 360 describes an anti-smog carburettor and comprises two separate fuel outlets to an air passage. The first outlet controls the fuel flow rate at engine speeds above the idle range, the second outlet controls the fuel flow rate at engine speeds in the idle range.
- In contradistinction to these known devices there is provided according to the present invention a floatless carburettor having in combination a fuel inlet, two separate fuel passageway and outlets to an air passage adapted to admit air from the atmosphere and discharge it to an engine, a throttle control means by which the area of said air passage is progressively opened and closed to vary said area, an adjustable self-regulating pressure means via which fuel is fed from the said fuel inlet to the carburettor and wherein each of said fuel passageways is adjustable by a valve, one fuel outlet being an idling outlet and the other having a V shaped throat variable in area that is progressively increased and decreased as the opening of said air passage is progressively increased and decreased in area, said V shaped throat and said air passage opening both cooperating with said throttle control means that directly opens and closes said opening of said air passage and via an adjustable flat cam. gives a linear movement of the said V shaped throat to provide an air/fuel relationship at said discharge that is adjustably predeterminable by said cam for any given engine to which the carburettor is fitted and which air/fuel relationship once predetermined is varied automatically with the opening and closing of said throttle control means via said cam.
- The invention will be more fully understood from the following description of one floatless carburettor given by way of example only in relation to the Figures of the accompanying drawings in which:-
- Figure 1 is a sectional elevation on the section station II of Figure 2.
- Figure 1 A is a sectional view of a self regulating fuel inlet pressure means to a larger scale than that of Figure 1 on the section station IA, IA of Figure 1.
- Figure 2 is a sectional plan on the section station II II of Figures 1 and 3.
- Figure 3 is a side elevation in the direction of arrow III of Figure 1, and
- Figure 4 is a detail to a larger scale of the operational character of the cam and its associated parts referred to by arrow IV of Figure 3.
- In the Figures of the drawings a floatless carburettor is seen to comprise a
body 10 having anintegral extension 10A screwed at 11 E to aflange body 11 D having aflange 11 provided withbolt fixing holes 11 A, 11 B (Figure 3) and screwed to the body at 11 C. Engine manifold air enters as shown by arrows A1. A2 (Figure 2) viaports 12A. 12B. in anaccelerator sleeve 12 that is provided with throttle control means in the form of anintegral lever arm 12C having at its extremity a bolt fixing hole 12D. The manifold air passes via theports flange body 11D and discharges to an engine via passageway 13C making a right angle turn in so doing. Clearly rotation ofaccelerator sleeve 12 aboutflange body 11 D progressively opens and closes theopenings - In Figure 2 the
flange body 11 D is closely cross hatched diagonally specially to show theopenings - The
body 10 contains a number of fuel passageways. Fuel enters the carburettor (arrow F1) viapipe 14 from the fuel pump P along apassageway 14A to a self-regulating pressure means shown generally at 15 (Figure 1 A) that comprises aball 15A that seats on a seat 15B in a screwedunion 15C and is forced against the fuel flow, shown by arrow F1, by a helical compression spring 15D acting on acompensatory cup 15E having a spigot 1 5G. Aspring cap 15H together withcompensatory cup 15E accept the opposed ends of helical spring 15D.Spring cap 15H has a recess 15K for ascrew 15L having ahead 15L, which is a main adjustment head forvalve 15. Screw 15L passes through a complex fuel gland comprising a plastics washer 15M, a plastics packing 15N which packing is adjustable to prevent fuel leakage by virtue of co-acting parts 1 5p 1, 1 5p2, 1 5p3. It is to be noted that thecompensatory cup 15E operates by the back pressure of the fuel and extends across centre lines A, B of Figure 1 which centre lines define the centres of fuel outlets F2 and F3 of Figure 1. F2 is the idler outlet and F3 is the outlet for normal running. Afuel passageway 16 normal topassageway 14A is adjustable by virtue of a valve shown generally at 17 that comprises essentially a frusto-conical valve end 17A andseat 17B; the saidend 17A having therein ahole 17C that extends in line withpassageway 16. The frusto-conical valve end 17A has an extension 17D provided with aknurled end 17E and locknut 17F. The saidend 17A is able to be forced against itsseat 17B by ascrewed member 18 having anhexagonal end 18A and locknut 18B. Afurther fuel passageway 19 normal to 14A is provided with a valve shown generally at 24. Valve 24 comprises a frusto-conical valve 24A in a frusto-conical valve seat 24B. A helical compression spring 24C co-operates withvalve 24A that has a complex form since itsstem 24E contains parallel to its axis A a tapered groove 24F providing a V throat progressively increasable in area upon opening and progressively decreasable in area upon closing; the groove is at its most wide toward the lower part and at its most narrow toward the upper part as shown in Figure 1. A hexagonal headed screwed member 24G retains the spring 24C and has an orifice that receives the saidstem 24E. An important refinement in the operation ofvalve 24 is provided by means of a mechanical linkage that by its disposition inter se is able to give a substantially homogeneous mixture of fuel and air under various engine running conditions. The linkage comprises alifter arm 25 co-operating with a serrated nut 24H, and locknut 24Hz screwed onto a screw threaded part 24K of stem 24B.Lifter arm 25 is fixed at 25A to arod 25B spring urged viahelical compression spring 25C in guide box 25D that is integral withflange body 11 D. The box 25D has a screwcap spring seat 25E. Therod 25B rests uponflat face 26A of acam 26 that is adjustable in its inclination to axis A (Figure 3) as shown by line Yl Y2 in the plane of theflat face 26A ofcam 26. Theflat face 26A may for convenience be set, in respect ofend point 25F (Figure 3) ofrod 25B, to be at an angle a to a line Z-25F normal to line Y1-Y2. The adjustability and the setting of angle α ofcam 26A is effected by twoco-operating eccentrics curved recesses 28A, 28B in the underside ofcam 26. Thecam 26 has a pair of slots 26B, 26C and these are loosely fitted over bolts B1, B2 (Figure 3) that are co-incident with centres 27Ap, 27BP. Each eccentric 27A, 27B has an extension having a knurled end K1, K2 that may be locked in position on its respective bolt B1, B2 by a locknut L1, L2. Clearly such a linkage offers a multiplicity of accurate settings commensurate with the air/fuel mixtures at different running conditions of the engine. - The modus operandi of the floatless carburettor shown in Figures 1, 1 A, 2, 3 and 4 is as follows:-
- First we identify
passageway 16 centre line B with fuel outlet at F2 as the idling or slow running fuel outlet, andpassageway 19 centre line A with fuel outlet at F3 as the intermediate and fast running fuel outlet or the normal running outlet. - Passageway 16 is adjustable by
valve 17. Passageway 19 is adjustable byvalve 24. Fuel inlet to the carburettor is adjustable via self regulatingpressure valve 15. Consider now that the carburettor in use is fitted to a particular engine then the fuel supply is first adjusted to the requisite pressure p from fuel pump P (not shown). Fuel passes to fuelpassageway 16 and the idling or slow running requirement of the engine are adjusted byvalve 17 and fuel issues from the outlet at F2, which outlet may be fan shaped if necessary. - Fuel also passes to fuel
passageway 19 and the intermediate and fast running requirements of the engine are adjusted by thearm 12C attached to the accelerator which actuatesopenings air ports rod 25B in co-operation withsurface 26A to vary the position of tapered V groove 24F which by its vertical position inpassageway 19 control the V throat opening at fuel outlet F3 which is most clearly shown at F3 in Figure 2. - When now the operator requires the engine to develop more power the
accelerator lever arm 12C is moved in rotation (arrow R1) aboutflange body 11 D andports openings same time valve 24 from its setting on spring 24C demands fuel and this is supplied via the variable V throat at F3, which for any given engine is defined by:- - a the inclination a of cam face 26A
- b the depth and width of the tapering V groove 24F in
stem 24E. - c the position to which the V groove throat is lifted linearly in the cylindrical bore of circular cross section in member 24G.
- Clearly as the
accelerator lever 12C is rotated in direction of arrow R1 (Figure 2) not only do theair ports cam 26 progressively lifts therod 25B and progressively lifts stem 24B and increases the area of the throat of F3 (Figure 2) with the increased demands on the engine. Thus fuel at F3 is progressively increased in volume with the volume of air which volumes are accurately correlated by the setting ofcam 26 abouteccentrics - If the carburettor is now fitted to another engine making different demands upon it then the
valves valve 24. No longer is the fuel metered dependent, as in the orthodox suction float carburettor on the pressure drop generated by the air passing through a venturi, in contra-distinction it is accurately adjusted to the fuel pump delivery for slow intermediate and fast running conditions with air and fuel volumes correlated to the practical or theoretically correct mixture of air and fuel essential to the engine power. - We have finally to deal with the self regulating valve shown generally at 15. It is set for a fuel pressure p to the carburettor from the fuel pump P. If now the preset pressure p rises inside the carburettor for any reason to a pressure p1 then the excess or back pressure (p1-p) acts on
compensatory cup 15E and produces a force (arrow F4 Figure 1 A) in opposition to the force of the fuel flow shown by arrow F1 (Figure 1A). This force F4 seeks to close thevalve 15 at 1 5A, 15B and restore the pressure in the carburettor to the preset pressure p. - To prevent leakage of fuel at screwed connections in the carburettor, double screwed glands may be employed.
- The path of the fuel jets to the air discharged to the engine is of interest. Both jets F2, F3 project the fuel substantially parallel to the air at discharge via the passageway.
- The carburettor of the invention will not catch fire.
Claims (4)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB7838421A GB2030215A (en) | 1978-09-27 | 1978-09-27 | Floatless carburettor |
GB3842178 | 1978-09-27 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0009318A1 EP0009318A1 (en) | 1980-04-02 |
EP0009318B1 true EP0009318B1 (en) | 1982-03-17 |
Family
ID=10499956
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19790301645 Expired EP0009318B1 (en) | 1978-09-27 | 1979-08-14 | Carburettor |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0009318B1 (en) |
JP (1) | JPS5546087A (en) |
DE (1) | DE2962288D1 (en) |
GB (1) | GB2030215A (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2131083B (en) * | 1982-11-24 | 1986-01-22 | Albert Saunders | Carburettor |
CA2081353C (en) * | 1991-02-27 | 1999-02-02 | Kazuo Takayama | Pulse noise detecting circuit of am receiver |
JP2001280197A (en) * | 2000-03-29 | 2001-10-10 | Walbro Japan Inc | Rotary throttle valve-type carburetor |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE496591C (en) * | 1928-12-15 | 1930-04-24 | Rudolf Richter | Carburetor |
FR1042918A (en) * | 1951-04-25 | 1953-11-04 | Carburetor | |
US2783033A (en) * | 1954-03-08 | 1957-02-26 | Eugene E Halik | Floatless carburetor |
US3161700A (en) * | 1959-07-28 | 1964-12-15 | Chrysler Corp | Return flow carburetor |
US3102152A (en) * | 1961-11-01 | 1963-08-27 | Fuel Controls Corp | Fuel-handling devices |
US3331360A (en) * | 1966-07-22 | 1967-07-18 | Robert L Fleming | Anti-smog carburetor for internal combustion engines |
US3640512A (en) * | 1969-07-14 | 1972-02-08 | Henri Morgenroth | Meteringrod carburetor |
-
1978
- 1978-09-27 GB GB7838421A patent/GB2030215A/en not_active Withdrawn
-
1979
- 1979-08-14 DE DE7979301645T patent/DE2962288D1/en not_active Expired
- 1979-08-14 EP EP19790301645 patent/EP0009318B1/en not_active Expired
- 1979-09-13 JP JP11782779A patent/JPS5546087A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
EP0009318A1 (en) | 1980-04-02 |
JPS5546087A (en) | 1980-03-31 |
GB2030215A (en) | 1980-04-02 |
DE2962288D1 (en) | 1982-04-15 |
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