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EP 0 002 952 B1 |
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EUROPEAN PATENT SPECIFICATION |
(45) |
Mention of the grant of the patent: |
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30.12.1981 Bulletin 1981/52 |
(22) |
Date of filing: 22.12.1978 |
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(54) |
Carburetor
Vergaser
Carburateur
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Designated Contracting States: |
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BE CH DE FR GB LU NL SE |
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Priority: |
27.12.1977 US 865078
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Date of publication of application: |
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11.07.1979 Bulletin 1979/14 |
(71) |
Applicant: Buttner, Horace Judson |
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North Harbor City
California 9071 (US) |
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(72) |
Inventor: |
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- Buttner, Horace Judson
North Harbor City
California 9071 (US)
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(74) |
Representative: Baldock, Hugh Charles et al |
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Lloyd Wise, Tregear & Co.
Norman House
105-109 Strand London, WC2R 0AE London, WC2R 0AE (GB) |
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Note: Within nine months from the publication of the mention of the grant of the European
patent, any person may give notice to the European Patent Office of opposition to
the European patent
granted. Notice of opposition shall be filed in a written reasoned statement. It shall
not be deemed to
have been filed until the opposition fee has been paid. (Art. 99(1) European Patent
Convention).
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[0001] The present invention relates to carburetor components and carburetors. More particularly,
the invention is directed to carburetors capable of providing accurate mixture control,
and of thoroughly atomizing fuel air mixtures, thereby leading to uniformity in the
distribution of fuel and air to the cylinders of a multi cylinder engine.
[0002] It is known that when a piston engine is operated at fuel to air ratios leaner than
stochiometric, the levels of NO
x, HC and CO in the engine exhaust gases are reduced. Since NO,,, HC and CO are generally
considered to be the most harmful components of automotive exhaust gases, operation
at leaner than stochiometric mixture is a desirable objective from the standpoint
of controlling pollution. Unfortunately, when piston engines are operated with fuel
to air ratios leaner than stochiometric, such engines generally become considerably
more sensitive to deviations from uniform distribution of fuel and air. Thus, when
carbureted engines are adjusted for an overall fuel to air ratio substantially leaner
than stochiometric, it has been found that some cylinders run leaner than others,
some running sufficiently lean to cause misfiring of the engine.
[0003] The root of the problem is inadequate atomization and distribution of the fuel in
the carburetor. A portion of the fuel, not successfully dispersed in the air passing
through the carburetor, can follow various paths along the internal surface of the
carburetor and being preferentially directed to certain of the cylinders and then
to other cylinders either at the same or different throttle settings. Thus some cylinders
run at a richer mixture at the expense of others. The difficulties involved in solving
this problem are illustrated by the tremendous number of different carburetor configurations
which have been designed with the objective of obtaining more uniform fuel distribution.
That the problem has not been satisfactorily solved is also shown by the extent to
which the usual principles of carburetor design have been abandoned in recent attempts
to solve the problem. A case in point is the "Dresserator" a venturi valve fuel/air
mixing device which seeks to attain supersonic velocity in a throat of variable cross-sectional
area, and to meter fuel into the throat in proportion to that area as it increases
and decreases.
[0004] Among the many attempts that have been made to design efficient carburetors for engines
are those described in US-A-1 611 347; US-A-2 021 554 and US-A-4 063 905. In each
of these designs fuel is delivered to the induction passage of the carburetor from
an edge of a valve member which in effect moves further into the induction passage
as the fuel demand from the engine increases. Particularly, US-A-1,61 1,347 describes
and illustrates such member as an air valve in the form of a flap which extends across
the induction passage from a pivotal axis on one side. The flap opens in the direction
of air flow as the engine demand increases, releasing fuel into the air stream. Thereafter
though, the fuel/air mixture must be guided along a tortuous path to and past a downstream
butterfly throttle valve. As a consequence, fuel droplets in the mixture can become
attached to the walls of the induction passage and, more significantly, on the butterfly
valve which traverses the induction passage at all times. The other Patents also require
the fuel/air mixture to follow a relatively tortuous path to and round a butterfly
throttle valve broadly for the same reason; to achieve uniform distribution of the
fuel in the mixture. The present invention seeks to design a carburetor which can
achieve such uniform mixing in a compact assembly while at the same time minimizing
the risk of fuel droplets becoming attached to the induction passage walls.
[0005] In similarity with known constructions, a carburetor of the invention comprises a
body defining an induction passage; upstream air valve means and downstream throttle
means in the induction passage, the air valve means providing for delivery of fuel
to the induction passage and having a member normally biased towards a closed position
but movable between said closed position and open position in response to varying
air flow through the induction passage. However, according to the invention the throttle
means is mounted on shaft means extending along at least one side of the induction
passage, and includes an upstream surface portion which extends from the shaft means
towards the opposite side of the induction passage, and is inclined downstream in
its closed position; and orifices are formed in the surface of the air valve member
for discharge of fuel into the induction passage, the orifices communicating with
connecting means for connecting the orifices to a source of fuel.
[0006] In use, when the throttle valve is opened, the throttle means is pivoted about the
shaft to enlarge the induction passage from the side opposite the shaft, the edge
of the upstream surface portion defining a boundary of the passage. Thus, there is
no impediment within the induction passage. The orifices preferably at an edge of
the air valve member upstream from the throttle valve which is openable in response
to increased demand from the engine, release fuel into the air stream in the induction
passage. The fuel/air mixture downstream of the air valve can flow directly to and
past the throttle valve without impediment, the orifices in the air valve member having
distributed the fuel within the air stream, and no other flow pattern modulation is
required.
[0007] The improved results provided by the present invention, including smooth engine operation
with extremely low emissions, operation at leaner than stochiometric mixtures without
misfiring but with optimum fuel economy, are surprising and unexpected. A test vehicle
with a conventional engine and equipped with a carburetor in accordance with the invention
has met the 1976 emissions requirements of both the United States Federal Government
and the State of California without a catalytic converter or any other emission control
devices.
[0008] When the fuel discharge orifices are positioned at the surface of the air valve,
one can provide for coordinated movement of the orifices and the air valve, enabling
one to consistently discharge the fuel into the region of highest air velocity. This
is in contrast to known variable venturi carburetors having fixed fuel distribution
bars in the zone between the air valve and the throttle valve, thus introducing fuel
into a region which has relatively low flow velocity under certain conditions, such
as for instance at idle and low throttle.
[0009] In accordance with a particularly preferred embodiment, a manifold is provided within
the body of the air valve running along or adjacent a peripheral surface of the air
valve past which the air passes. The discharge orifices may for example extend from
this manifold through said peripheral surface at spaced positions along the surface.
It is also beneficial and preferred that the orifices be distributed along a substantial
portion of the length of the peripheral surface, so that it is introduced across much
or all of the stream of air which rushes past the surface. Internal passages in the
body of the valve member and a shaft on which the valve member is pivotally mounted
conduct fuel from a source of metered fuel to the manifold.
[0010] The valve member may be formed in two layers with all or a portion of the cross-section
of the respective orifices, manifold and passages being formed in the relatively inward
surface of one of said layers and the remaining portion of said cross-section, if
any, being formed in the relatively inward surface of the other layer. This enables
fabrication of the air valve without costly drilling operations and facilitates production
of air valves with internal passages even when the valves are of curved or irregular
cross-section. The air valve member, or layers thereof, is or are preferably moulded
in a plastics material.
[0011] In a multiple layer construction as above described, the criticality of achieving
thorough sealing of the mating surfaces of the two layers along the internal air passages
can be reduced by lining at least a portion of the internal passages with one or more
tubular members or conduit. In one embodiment, such a tubular member may be joined
to a lateral outlet opening in a hollow shaft about which the air valve pivots, the
tubular member extending from the outlet opening through the passage formed in the
valve member body towards the manifold.
[0012] When the fuel orifices are distributed at spaced intervals in the lip or peripheral
surface of the air valve, it is preferable and beneficial that relatively shallow
grooves be provided in said peripheral surface extending generally in the direction
of air flow past the valve. The locally increased volumes of flow which stream past
the lip at the locations of these grooves tend to thwart any tendency which may exist
towards transverse variation of flow along the lip.
[0013] A groove formed relatively perpendicular to the direction of air flow across the
lip and located adjacent to the lip in the upstream surface of the valve member can
prove advantageous from the standpoints of increasing turbulence across the lip, performing
an air gathering function for the grooves in the peripheral surface and/or providing
a means for producing an additional pressure differential between the air passing
the upstream surface of the air valve member and the air between the air valve and
the throttle.
[0014] It is known to protect air valves of variable venturi carburetors against backfire
damage by providing apertures through the air valve body and a flexible flap on its
upstream surface. The flap constitutes a form of check valve which remains closed
during normal operation and opens to relieve internal pressure in the carburetor in
the event of a backfire. The present carburetor may optionally include a valve member
protected against backfire by a flap and a plurality of elongated generally parallel
slots. These enable one to provide a large available open area when the flap is open,
without requiring the flexible flap material to bridge across a wide gap, such as
when the backfire protection involves large circular holes through the valve member.
By eliminating the wide gap, the slots reduce or eliminate the tendency towards distortion
and leaking of the flap engendered by wide gaps, and therefore tend to improve operation.
[0015] Irrespective of the shape of the backfire ports in the valve means, the flap can
be advantageously secured thereto by a spring clip or clamp having a cross-section
substantially in the shape of a "C".
[0016] For reasons explained below, it is sometimes desirable to use an air valve which
is curved or bent when viewed in end elevation. When such a valve member is provided
with backfire protection, it is advantageous if the flap is moulded of flexible material
having an undersurface conforming to the contour of the air valve upper surface.
[0017] The biasing means may be any suitable type of device capable of performing the above
described biasing function, such as for instance a counter weight, pneumatic motor,
torsion bar, spring or the like. Preferably, the biasing means extends from the upper
surface of the air valve means to a support which is overhead the air valve member.
Preferably the biasing means is an overhead spring means which may be connected to
the air valve member either directly or indirectly through intermediate connecting
means. According to a particularly preferred embodiment of the above described type,
the connecting means may be a tension rod which is connected to a pivot on the air
valve member. This pivot moves between two vertical planes as the air valve moves
from closed to open position. The upper end of the tension rod is secured to a movable
overhead pivot, which is mounted and positioned on suitable supporting means so that
it moves up and down in the space between said vertical planes. Preferably the lateral
position of the overhead pivot is such that as the air valve member swings from closed
to open position the said tension rod swings from a position in which it is inclined
to the left of vertical, through vertical, to a position in which it is inclined to
the right of vertical; alternatively, the tension rod may swing from right to left.
In a particularly preferred embodiment the overhead pivot is supported on a movable
member mounted for reciprocation on a vertical post extending above the air valve
member. The spring means may operate in compression or tension, and in the latter
case may be connected between said movable member and an overhead support.
[0018] An optional feature is an air valve positioning device to control the position to
which the air valve member closes under the influence of the biasing means. In its
idle position, the air valve is actually slightly open to permit the passage of an
appropriate amount of air and fuel for engine idling. A choke is not essential with
a carburetor of the type described herein. However, if a choke is not provided it
is then convenient to provide for the air valve means to assume a fully closed position
to provide full suction for starting. Thus, an air valve positioning device can be
used to hold the air valve means slightly open when at idle and to cause said means
to close fully when the engine is stopped or cranking. Such device can also provide
a definite stop for the air valve means so that it will close to the same idling position
whether closed quickly (with large momentum) or slowly (with minimum momentum), thereby
providing reproducible fuel flow at idle.
[0019] A preferred form of air valve positioning device includes a withdrawable obstructing
member. The latter is movable between a first location in which it obstructs closing
of the air valve beyond idle position and a second location to which the obstructing
member is withdrawn so that the air valve can be more fully closed by the biasing
means. The obstructing means may obstruct the air valve directly, such as by contacting
the air valve member itself, or, preferably, indirectly, such as by contacting the
biasing means, thus preventing the biasing means from closing the air valve member
any further than idle. Manual or mechanized means may be provided for moving the obstructing
member, such as a choke rod, spring and solenoid combination, pneumatic motor or the
like. A preferred example is a rolling diaphragm motor containing a spring which normally
biases the obstructing member to its non- obstructing position and a rolling seal
diaphragm vacuum motor, energized by a conduit which provides communication between
the diaphragm and an area of reduced pressure in the carburetor throat, for moving
the obstructing member into its obstructing position.
[0020] Any convenient fuel metering system may be employed, but the preferred system is
the general category of pickup arm and metering ramp type of system an example of
which is disclosed for instance in US-A-3,752,451. The present invention provides
a particularly preferred improved form of arm and ramp type fuel metering system which
may be used in the carburetor of the invention and other carburetors.
[0021] A particularly preferred form of the present invention has an arm and ramp type fuel
metering system, and provides a hollow shaft on which the air valve member pivots.
This hollow shaft is inter-connected with the duct means in the air valve member and
extends through the walls of the induction passage to a fuel chamber, within which
the fuel arm is secured to the hollow shaft. A ramp of the known type located within
the fuel chamber assists in controlling the flow of fuel from said chamber into a
hollow bore in the arm and from thence through the hollow shaft to the fuel discharge
orifices on the air valve means.
[0022] Also described herein are certain optional improvements which may be employed. These
include arm improvements and cam improvements. These may be used singly or in combination.
[0023] Arm and ramp type fuel metering systems have heretofore been criticized because of
the machining expense involved in attaining adequate precision in the gap between
the end of the fuel pickup arm and the contoured ramp. Departures of as little as
5 microns from the predetermined gap can result in inaccurate mixture control at idle.
In the present improvements the ramp contour tolerances are rendered much less critical
by provision of a spring loaded close fitting ball valve in the bore at the end of
the fuel arm. The ball makes rolling contact with the ramp and means are provided
to confine the ball against lateral movement as the fuel arm moves between the idle
and wide open position along the ramp. Thus, metering of fuel is achieved by movement
of the ball relative to a metering edge of the bore, rather than by changing the gap
between the arm and ramp.
[0024] As in the case of the arm improvement, the ramp improvements may be used in the present
carburetor and others. The arm improvements enable one to minimize deviations in the
arm/ramp gap resulting from differential expansion of the arm and ramp supporting
structure. In the past, carburetors with arm/ramp fuel metering systems have had a
common wall between the carburetor throat and fuel chamber, which wall extends from
the ramp to the shaft which mounts the fuel arm. Unequal expansion of the arm and
this wall can vary the gap between the arm and a ramp at different temperatures. To
minimize such differences in expansion, the ramp may be supported by a hanger means
which is carried on and suspended from the same shaft on which the fuel arm swings.
[0025] By selecting materials with suitable coefficients of expansion for the arm and ramp
hanger, it is possible to produce desired changes in said gap and/or to minimize gap
changes resulting from differences in temperature. For instance, to increase the fuel
to air ratio when the engine and carburetor are cold and reduce said ratio when they
are hot, one may select a fuel arm with a higher coefficient of expansion than the
ramp hanger. For instance, the fuel arm may include both plastic and metal segments
in series; or a longer fuel arm could be entirely of metal while the hanger was of
a material having a substantially lower coefficient of expansion. A material with
almost zero coefficient of expansion, such as Invar, could be used for the hanger,
while steel or aluminium could be used for the arm. Any combination of materials which
decreases the gap when hot and increases the gap when cold is suitable. Alternatively,
one may select materials which tend to retain substantially the same gap under both
cold and hot conditions, and employ some other means to assist in engine starting,
such as for instance the air valve positioning device described above or an enrichment
device to be described below.
[0026] An indicated above, a common wall often divides the induction passage from the fuel
chamber, and pulsation of the fuel/air mixture from the intake manifold back to the
carburetor can transfer heat through this wall to the fuel ramp hanger. Assuming the
hanger contacts the wall and that the fuel arm is spaced therefrom, their varying
proximity to the wall causes a positive differential in temperature to develop in
the ramp vis a vis the fuel arm as the engine warms up. This causes a progressive
change in the arm/ramp gap. According to one of the improvements of the present invention,
the ramp hanger is spaced inwardly in the fuel chamber from said wall, so that liquid
fuel can circulate in said chamber between the wall and the hanger. Having been partially
or completely withdrawn a sufficient distance from contact with the wall, the hanger
can be maintained at substantially equal temperature with the arm by the circulating
fuel.
[0027] Another optional feature of the invention is a fuel enrichment system which may be
of assistance for starting. The preferred fuel enrichment system includes a conduit
extending from a source of liquid fuel to a fuel enrichment port in the induction
passage, said conduit being controlled by an on-off valve. The source of liquid fuel
may for instance be the fuel in a fuel chamber which houses an arm and ramp fuel metering
device and a conventional valve and float level controlling arrangement. The outlet
port may for instance be in a wall of the induction passage, between the air valve
means and throttle means, or in a flow divider within said passage, as described below.
[0028] A particularly preferred embodiment includes not only the above-mentioned on-off
valve, but also a needle valve and throttling orifice in series with the source of
fuel and fuel enrichment port to regulate the maximum flow of fuel to said port. In
a particularly preferred embodiment, the conduit to the fuel enrichment port is vented
when enrichment is not desired. Still more preferably, the on-off valve and needle
valve are both mounted in a hollow cylindrical member, the above-mentioned orifice
being formed in one end of said cylindrical member.
[0029] Irrespective of what form of on-off valve is used, the needle valve may, if desired,
be formed of a synthetic resin or other material having a relatively high coefficient
of expansion, so that the needle and orifice combination are temperature responsive.
At higher temperatures, when the needle has expanded longitudinally, the predetermined
gap between the needle and orifice will thus be reduced, automatically decreasing
the available amount of enrichment. Correspondingly, when the engine is cold and the
needle valve has contracted, the gap between the needle and orifice will have been
increased, increasing the amount of fuel available for enrichment.
[0030] The throttle used in the present invention may take a wide variety of forms, however,
it is beneficial and preferred if the throttle member is positioned and shaped so
that, whether the throttle is opened or closed the upper surface thereof is at a sufficient
inclination to cause run- off of any liquid fuel which may be present thereon and
to prevent accumulation and dumping of fuel. Eddy currents formed downstream of the
air valve member tend to hold liquid fuel on the upstream surface portion of the throttle.
The inclination should be sufficient to overcome the effect of these eddy currents
either alone or in combination with other aids. For instance, an air leak, described
in greater detail below, may exist between the air valve and throttle shaft bosses
to facilitate removal of fuel from the upstream surface portion of the throttle member.
[0031] Certain benefits are obtained if the throttle member has an arcuate downstream surface
portion, a substantial portion of which is at a uniform radial distance from the axis
of rotation of the throttle member. This facilitates maintenance of a seal between
said downstream surface portion and an adjoining portion of the carburetor body. When
the throttle member has parallel ends which are perpendicular to the axis of rotation,
this facilitates maintenance of a seal between said ends and the carburetor body.
With the bottom being disposed radially relative to the throttle axis and the ends
being disposed perpendicular thereto, sealing of both the bottom and ends relative
to the body is facilitated, and it is particularly preferred that a continuous sealing
member be disposed in sealing engagement with said ends, bottom and carburetor body.
This is of particular benefit in a carburetor having a body moulded of synthetic resinous
material, in that a simple moulded lip type seal can be positioned in a suitable groove
in the body in sealing engagement with the ends and bottom of the throttle at the
edge of the carburetor throat.
[0032] The throttle member may be hollow or of solid construction. When it includes an arcuate
downstream surface portion as above described, it may have an open or closed back
surface which is on one side of the above-mentioned seal, the upper surface, ends
and radial lower surface all being joined together in air tight relationship on the
opposite side of said seal. In general, it is preferred that the back surface have
an area approximately equal to that of the upstream surface portion. Assuming the
pressures on the upstream and back surfaces of the throttle member are substantially
the same, resultant forces tending to rotate the throttle member clockwise and counterclockwise
will be substantially in balance. When the throttle member is hollow and its back
surface is open, these pressure forces act upon the top and bottom of the member defining
the upstream surface portion of the throttle member. When the back is open, it reduces
the weight of the throttle member and facilitates its formation from synthetic resin
by a moulding process.
[0033] When the throttle member has an arcuate downstream surface portion as above described,
it is beneficial to provide a lip at the intersection between the upstream and downstream
surface portions. This lip may for instance comprise an interruption of the arcuate
downstream surface portion which forms an undercut at that edge of the upstream surface
portion past which the air flows. The presence of such lip is beneficial in disengaging
from the throttle member any liquid fuel which may flow down its upstream surface
portion, so that such fuel does not flow down the arcuate downstream surface portion.
If the downstream surface portion is undercut beneath the lip so that the tip of the
lip is substantially on or within the projected arc of the downstream surface portion,
it is possible to avoid the unbalanced forces which otherwise tend to open the throttle
spontaneously. If the upper edge of the lip is curved, this can be beneficial in reducing
noise by reducing or eliminating pulsation and turbulence in the intake charge at
it passes the edge of the throttle.
[0034] According to one optional but preferred variation of the invention, the air valve
and throttle are mounted on shafts with the air valve shaft being outboard of the
throttle shaft. Referring to a vertical reference line approximately in the centre
of the region through which the induction air flows with the air valve and throttle
in the full open position, the air valve shaft is at a greater horizontal distance
from said reference line than the throttle shaft. This provides a number of advantages.
For example, it facilitates providing sufficient bearing structure for both the air
valve and throttle shafts in the induction passage walls without requiring the air
valve shafts to be either elevated excessively above the throttle or located so far
inboard that the air valves reduce the available throat area of the carburetor. Placing
the throttle shaft inboard of the air valve shaft reduces the horizontal space required
to house the throttle, thus enabling the horizontal dimensions of the carburetor body
to be reduced. Moreover, with the throttles inboard of the air valve, there is less
surface of the throttle valve exposed to backfire blasts, and therefore less effective
force is exerted on the throttle shaft and the remainder of the structure. Less force
is required to open the throttle against the differential between the metering suction
and upstream pressure which exists behind the throttles. There is less deflection
of the throttle shafts. If the air valve biasing means include lever arms (also called
tension rods) as described above, there is a certain change in the angle between the
tension rods and the upper surface of the air valve member as said member swings from
closed to open position. This change in angle varies the force vector exerted on the
air valve by the biasing means. When the air valve shaft is outboard of the throttle
shaft, it permits one to provide the air valve member with a longer lever arm which
in turn tends to reduce the change in angle described above.
[0035] From the foregoing it may be seen that the outboard arrangement of the air valve
shaft positioning yields some advantages which may exist irrespective of the form
of biasing means employed, while yielding a further advantage which results when the
outboard air valve shaft feature is used in conjunction with the biasing means having
the swinging tension rods and vertically reciprocating hanger. Thus, the outboard
air valve shaft feature and swinging tension rod features may be used to advantage
either alone or in combination.
[0036] When using outboard air valve shafts, it is beneficial to employ an air valve which,
when viewed in side elevation, has a curved or bent shape so that the air valve reaches
across the throttle shaft and down into the throat when the air valve and throttle
are open. For instance, the air valve may have a gooseneck cross-section. This minimizes
the space which must be provided between the downstream surface of the air valve and
the upstream surface portion of the throttle when they are in the closed position
and enables the air valve to lie flush on the upstream surface portion of the throttle
when both are wide open, thus minimizing restriction of the throat.
[0037] Irrespective of whether one uses outboard air valve shaft mounting or not, it will
often be convenient to form the air valve and throttle members of synthetic resin
having bosses, i.e. areas of enlarged cross-section when viewed in end elevation,
formed around their axes of rotation. These bosses may for instance, be formed around
bores in the air valve and throttle, through which bores their respective shafts pass
between opposite sides of the induction passage. In a preferred embodiment of the
invention, the carburetor is provided with a boss on the throttle and a closely adjacent
boss on the air valve, said bosses having a small clearance between them. This clearance
is sufficiently small to direct the main flow of air around the tip of the air valve,
rather than around the boss, but is of sufficient size to cause some air to pass around
the boss and over the upstream surface portion of the throttle to purge fuel from
said surface in a manner discussed above. If desired, one may provide a seal or seals
on either or both of these bosses to close the above mentioned clearance. If desired,
the seal may be arranged in such a manner as to move in or out of sealing engagement,
depending on whether the engine is stopped or running. Thus, for example, the seal
may be arranged on one of said bosses extending generally parallel to the axis of
rotation and positioned so that the seal engages the opposing boss when the throttle
and air valve are closed and disengages therefrom, to eliminate friction, as the throttle
and air valve open.
[0038] The above described air valve means and throttle means may each comprise one or more
movable valve members. For instance, the air valve means may be a single air valve
member which performs its valving function in cooperation with an adjacent portion
of the carburetor body. Similarly the air valve means may be a plurality of air valve
members which perform their valving function either in cooperation with one another,
or in cooperation with one or more adjacent portions of the carburetor body, or in
simultaneous cooperation with one another and with one or more adjacent portions of
the carburetor body. What is said above in respect to the air valve means is equally
true of the throttle means.
[0039] In carburetors having plural air valve members or plural throttle valve members or
both, it is advantageous to provide means for substantially synchronizing the movements
of the several air valve members and the several throttle members. This may be accomplished
for example, through the use of gearing, chain and sprocket or cable arrangements
familiar to persons skilled in the art. Preferably, the synchronizing means in carburetors
having plural air valve members is the biasing means. For example, when the biasing
means includes a vertically reciprocating member and tension rods as described above,
the upper pivot supports for the tension rods for each of the air valve members can
be mounted on the same movable member and therefore move in unison. According to a
preferred embodiment, the synchronizing means for the throttle members is a rotation-reversing
lever linkage comprising a lever on a first throttle shaft, a bell crank on a second
throttle shaft and a connecting link so positioned that rotation of the bell crank
in one direction causes opposite rotation of the lever. Such a linkage will not keep
the throttles exactly in phase throughout their travel, but will work satisfactorily
if set so that the throttles are in phase in the closed position.
[0040] In carburetors having plural air valve members and throttles, it is particularly
preferred that each throttle member and each air valve member be mounted for pivotal
movement on its own individual shaft. Still more preferably, the respective shafts
are located at the edges of and/or outside the envelope formed by upwardly projecting
the outline of the induction passage outlet.
[0041] In a particularly preferred embodiment of the invention, the carburetor includes
an induction passage which is sub-divided by a vertical dividing member into two adjoining
throats. An air valve member and throttle member are provided for each throat, the
respective air valve shafts, throttle shafts and divider being situated in parallel
vertical planes.
[0042] An optional advantageous embodiment, applicable when there is a divider, is to extend
the tips of the throttle valve members, when viewed in closed position, beneath and
closely adjacent the lower edge of the divider. This has the advantage of tending
to maintain axial flow even if the throttles do not open and close in exact synchronism.
This configuration makes the adjustment of the linkage joining the two throttles less
critical and tends to reduce or eliminate a suction feed back effect on the air valves
which might otherwise exaggerate any difference which might exist in the fuel flow
through one air valve as compared to the other.
[0043] Another optional embodiment, applicable when there is a divider, and when there are
separate air valve members provided in the throats on each side of the divider, is
to provide each air valve member with its own separate fuel metering system. Then
one has the option of introducing hydrocarbon fuel into both throats or introducing
hydrocarbon fuel such as gasoline into one throat and alcohol into the other throat.
The burning of alcohol in this manner may reduce the peak combustion temperature in
the engine thus reducing or substantially eliminating NO
x emissions.
[0044] Embodiments of the invention will now be described by way of example and with reference
to the accompanying drawings wherein:
Figure 1 is a vertical section perpendicular to the axes of the air valve and throttle
shafts of a single throat carburetor constructed in accordance with the invention;
Figure 2 is a vertical section perpendicular to the axes of the air valve and throttle
shafts of a double throat carburetor constructed in accordance with the invention;
Figure 3 is a perspective view of what is presently considered to be the best mode
of practicing the invention;
Figure 4 is a view of the body of the carburetor of Figure 3 taken from the same perspective
but with the cover, fuel metering system, air valves, air valve biasing means and
throttles removed for clarity, and with a portion of the body broken out to show the
construction and sealing of air valve and throttle shaft support sub-assemblies;
Figure 5 is an exploded perspective view of one of the air valves of the carburetor
shown in Figure 3;
Figure 6 is a perspective view of details of assembled air valves, with tension rods
and throttles being shown in phantom outline;
Figure 7 is an enlarged portion of one of the air valves shown in Figure 6;
Figure 8 is a broken out and enlarged portion of the cover, air valve and air valve
biasing means of the carburetor of Figure 3, also showing details of an optional air
valve positioning device;
Figure 9 is a partial section taken along section line 9-9 of Figure 8;
Figure 10 is a broken out partially exploded portion of the perspective view in Figure
3, showing details of the air valve member, the fuel metering system, and their interconnection;
Figure 11 corresponds to a portion of Figure 2, and shows an air valve and throttle
moved to the positions which they occupy at idle;
Figure 12 is a view, partly in section, showing the fuel arm, ramp and hanger of Figure
10;
Figure 13 is an enlarged portion of Figure 12, shown in cross-section;
Figure 14 is a sectional view taken along section line 14-14 in Figure 13;
Figure 15 is a diagrammatic perspective view of a conventional arm and ram fuel metering
system;
Figure 16 is a diagrammatic view of an improved arm and ramp fuel metering system
in accordance with the present invention, demonstrating the principle of operation
of the embodiment disclosed in Figures 10, 12, 13 and 14;
Figure 17 is a graph illustrating how the arm and ramp fuel metering systems of Figures
15 and 16 differ in sensitivity to deviations in ramp dimensions;
Figure 18 is an enlargement of that portion of Figure 4 which includes the float chambers,
to which has been added floats, float valves, fuel arms and fuel ramps;
Figure 19 is a portion of Figure 2 to which has been added a showing of sealing means
for the ends of the throttle members;
Figure 20 is a perspective view of the flow divider, throttle members, throttle seals,
throttle shafts and throttle linkage employed in the carburetor of Figure 3;
Figure 21 is a schematic diagram of a fuel enrichment system;
Figure 22 is a broken out portion, partially exploded, of the fuel enrichment system
of the carburetor of Figure 3; and
Figure 23 is a sectional view along section line 23-23 of Figure 22.
Figure 1 illustrates the internal construction of a carburetor in accordance with
the invention. Such a carburetor may for instance include a body 1 having a cover
3 secured thereon with an intervening seal 2 to prevent air and fuel leakage. Cover
3 includes an inlet 4 and a flange 5, on which an air filter (not shown) may be mounted.
Inlet 4 leads to an induction passage 6 which extends through body 1 to an outlet
7 connected to the engine manifold (not shown).
[0045] Within the upper portion of induction passage 6 is air valve 11 which may be of any
convenient shape. However, it preferably has a boss 12 and integrally formed body
portion comprising upstream and downstream surfaces 15 and 16, a first side 14, a
second side (not shown), and a tip 21.
[0046] The air valve is provided with fuel discharge orifices and duct means to deliver
fuel to the orifices. These orifices may for instance be in separate conduits secured
to or adjacent the surface of the air valve, or may be formed integrally with the
air valve. Integral orifices and ducts have the advantage that they may be located
within the body of the air valve, such as for example, fuel discharge orifices 22
extending through tip 21. These in turn connect to manifold 23 and duct means 24,
which are also within the body of the air valve.
[0047] The air valve is mounted on shaft means 25 received in a bore 13 extending through
the air valve boss 12. This shaft is mounted in suitable bearing support means in
the carburetor end wall 8 and in the opposite end wall (not shown). At least one end
of air valve shaft 25 may extend through its respective end wall, and has a bore 26
within it to provide communication between an external source of metered fuel (not
shown) and the duct means 24 in the body of the air valve.
[0048] A throttle shaft 29 is mounted in suitable bearing support means in the above mentioned
carburetor end walls. A throttle of any convenient shape may be secured for rotation
on said shaft. The throttle 30 is merely exemplary of a wide variety of throttle shapes
which may be selected. Thus, for instance, the throttle 30 may include upstream, downstream
and back surfaces 31, 32 and 33, first end surface 34 and a second end surface (not
shown). If it is desired to provide a positive stop against which throttle 30 may
close, the throttle lip 40 may engage a stop, such as for instance undercut 36 in
the wall of body 1.
[0049] The carburetor will normally be mounted on the intake manifold of an internal combustion
engine, such as for instance, a piston type automotive engine. Throttle shaft 29 will
be connected to any suitable throttle control, such as for instance an accelerator
pedal, hand throttle, automatic governor or other automatic control.
[0050] The carburetor is provided with a boss on the throttle and a closely adjacent boss
12 on the air valve, said bosses having a small clearance 10 between them defining
thereby an air entry. The air valve 11 and throttle 30 are shown in their normally
closed position. The downstream surface 16 of the air valve means 14 and the upstream
surface portion 31 of throttle means define between them a region of the induction
passage 6. The length of the region measured in the general direction of flow through
induction passage 6 is less than the width of said region, as shown in Figure 1. With
the engine running, rotation of throttle shaft 29 clockwise will open throttle 30
up to and including its fully open position 30A. Engine manifold suction on the air
valve lower surface 16 will cause the air valve to open towards its full open position
11 A against a closing force supplied by a biasing means (to be described hereinafter).
[0051] Metered fuel from the external source (not shown) passes through bore 26, duct means
24, manifold 23 and fuel discharge orifices 22 into the air which is drawn through
induction passage 6 by engine suction. By virtue of the fact that the fuel discharge
orifices are on the air valve, the fuel can be discharged into a fuel discharge zone
in which the air is moving at high velocity, thereby facilitating atomization.
[0052] As shown in Figure 2 the invention is readily adaptable to carburetors with multiple
throttles and air valves. Figure 2 discloses a carburetor having a body 41 to which
cover 43 is secured in air and fuel tight relationship with the assistance of seal
42. Like the previous embodiment, this carburetor has an inlet 44 through upper body
flange 45 on which an air filter (not shown) may be mounted. Induction air may pass
from inlet 44 through induction passage 46, which is divided by divider 49 into a
first throat 47 and second throat 48, past air valves 11 and throttles 30 as described
in the above embodiment, and depart through outlet 50. If desired, persons skilled
in the art will have no difficulty adapting the principles of the invention to carburetors
having additional throats, air valves and throttles.
[0053] The presently preferred embodiment of Figure 3 can be fabricated of any convenient
material, but many of its components, including body 51 and cover 59, are preferably
formed of rigid, impact and heat resistance synthetic resinous material, such as for
instance polyphenylene sulfide resin solds by Phillips Petroleum Company under the
Trade Mark Ryton@, and designated as R-4. The body includes an integral or, preferably
separate flange 52 for mounting the carburetor on the intake manifold of an engine
in any suitable manner. The probability of damaging the carburetor flange by bending
or overtightening may be reduced by using a fastening arrangement including a clamp
54. Clamp 54 includes a first foot 55 which engages the top surface of flange 52,
a somewhat longer second foot 56 which extends into depression 53 but does not contact
the bottom of the depression, and third foot 57 which contacts the machined surface
of the manifold (not shown) which surrounds the carburetor. When a bolt (not shown)
is inserted through hole 58 in the clamp and screwed into a threaded hole (not shown)
in the manifold surface, the carburetor may be secured tight against the manifold
surface without exerting bending forces on the marginal edges of the flange 52. The
clamping forces are exerted on the upper surface of the flange by the first foot 55
which is well inboard of the flange margins.
[0054] Figure 3 shows the carburetor with its cover 59 bolted in place with bolts 60. A
boss 61 and corresponding bore 62 formed in the cover serve as a mounting for the
valve body 63 of a fuel enrichment system to be discussed below. Cover 59 also includes
a bridge 67 having legs 64, 65 and 66 between which are openings 72 for the admission
of induction air. Legs 64, 65 and 66, formed integrally of the same synthetic resinous
material as the cover, extend upwardly and inwardly to join with a horizontal plate
68 beneath which is formed an integral slug 69. The latter serves as a mounting for
a post 70 and various adjustment screws to be described hereinafter. Threads 71 on
post 70 are provided for a fastening nut for an air filter (not shown) which will
cover the plate 68, legs 64, 65 and 66 and seal against a ledge 73 beneath and adjacent
the ends of the legs.
[0055] Visible through the openings 72 and cover 59 are first air valve 75, second air valve
76 and flow divider 77 and air valve biasing means 80. In this embodiment, a smooth
portion 81 of post 70, extending from slug 69 downwardly to flow divider 77 is included
in the air valve biasing means. A yoke 82 is mounted for vertical reciprocation on
the aforementioned smooth portion 81. Yoke 82 includes first and second arms 83 and
84 which project outward over the air valves 75 and 76 and carry a first fulcrum 85
and second fulcrum (obscured by leg 65). Suspended from these fulcrums are first and
second tension rods 86 and 87 connected with pivots (not shown) secured in depressions
in the upstream surfaces of the air valves. First and second springs 88 and 89 suspended
from slug 69 are tensioned to exert upwardly directed force on yoke 82, thus biasing
air valve 75 and 76 upwardly towards their closed position.
[0056] Figure 4 shows the carburetor of Figure 3 with the cover and other portions removed,
exposing the interior of body 51. The carburetor body includes front wall 90 rear
wall 91 and first and second end walls 92 and 93, the latter having respective upward
projections 94 and 95. The throat divider 77 extends between these end walls.
[0057] First and second cutouts 96, 96A, 97 and 97A in upward projections 94 and 95 are
provided to receive first and second shaft sub-assemblies 100 and 110. First shaft
sub-assembly 100 includes shaft support inserts 101 and 102 at each end thereof, in
which are rotatably mounted air valve shaft 103 and throttle shaft 105. Throttle shaft
105 includes a throttle shaft extension 106 which extends outwardly of insert 102,
so that it projects outside the assembled carburetor. Air valve shaft 103 includes
an extension 104 which projects outwardly of shaft support insert 101 and into the
fuel chamber of the carburetor, as will be discussed below in connection with Figure
10. Air valve shaft 103 includes a hollow bore 107 in communication with a laterally
extending conduit 108 which extends into the interior of the air valve member, which
will be explained in greater detail below in connection with Figures 5 and 6. The
second shaft sub-assembly 110 includes shaft support inserts 111 and 112, air valve
shaft 113, air valve shaft extension 114, bore 117, conduit 118, throttle shaft 115,
and throttle shaft extension 116 which are identical to parts 101 through 108 described
above.
[0058] The fuel chamber 120 is mounted on one end of the carburetor, and shares wall 93
with the carburetor throat. The remainder of the fuel chamber is formed by a front
wall 121, end wall 122, rear wall 123 and a bottom wall (obscured behind end wall
122). A transverse dividing wall 126 extending between throat end wall 93 and fuel
chamber end wall 122 divides the fuel chamber into a first chamber 127 and a second
chamber 128. A threaded fuel inlet 125 is provided in front wall 121. The carburetor
may be operated with a single float and float valve in first chamber 127, a fuel transfer
aperture (not shown) being provided in dividing wall 126. On the other hand, if it
is desired to operate the carburetor as a two float carburetor, such as for instance
when supplying different fuels to each of the two chambers 127 and 128, the fuel transfer
aperture is omitted and the chamber 128 is provided with its own threaded inlet (not
shown) for the admission of fuel.
[0059] In order that there may be a fuel and air tight seal between the body 51, shaft sub-assemblies
100 and 110 and cover 59, the flange 133, end walls 92 and 93 and shaft sub-assemblies
100 and 110 are provided with grooves 134 along their edges. Seals 136, 137, and 138
in these grooves are clamped tightly when the cover 59 is secured to body 51.
[0060] Figure 5 illustrates the details of the air valves of the carburetor of Figure 3.
As shown in Figure 5, the air valves may be fabricated in a plurality of layers, for
instance upper and lower layers 140 and 159 shown in Figure 5. The upper layer includes
a boss portion 141, one lower surface of which constitutes a segment 142 of the bore
for the air valve shaft. Boss portion 141 also includes a flat land corresponding
in size and shape to a corresponding land 163 on the lower layer 159. Boss portion
141 also includes an upwardly and rearwardly diverging surface 145 which is useful
for retaining a spring clamp as described below. Back surface 144 extends between
land 143 and diverging surface 145.
[0061] Extending from boss portion 141 is a humped plate section 146 having a side 147 corresponding
to one end of the air valve a top surface 148 corresponding to the upstream surface
of the air valve and a bottom surface 149 which mates with the top surface 158 of
lower layer 159. Distributed across humped plate 146 are alternating narrow bars 151
and slots 150, the latter passing all the way through the humped plate. A central
portion 152 includes a depression 153 in which may be secured the lower pivot for
a tension rod such as the tension rods 86 and 87 shown in Figures 3 and 6.
[0062] Lower layer 159 also includes a boss portion 157. It defines in part a segment 160
of the bore which surrounds the air valve shaft, such as for instance the air valve
shaft 103 shown in Figures 4 through 6. At the intersection between the aforementioned
segment and the back surface 161 of boss portion 157 is a rib 162. It is adapted to
cooperate with diverging surface 145 on upper layer 140 for retaining a spring clamp
in a manner to be described below.
[0063] Like the upper layer, lower layer 159 also includes a humped plate portion having
a top surface 158, side 156 and bottom surface 155, the latter corresponding to the
downstream surface of the assembled air valve.
[0064] Humped plate portion 164, like the corresponding portion of upper layer 140, includes
elongated bars and slots 166 and 165 which are of the same size as the corresponding
bars and slots 151 and 150 in upper layer 140. A central portion 170 of the lower
layer includes an opening 171 of sufficient size to receive the depression 153. The
opening 171, bars 166 and slots 165 are arranged to be in registry with the depression
153, bars 151 and slots 150 of the upper layer when the upper and lower layers are
assembled with their side edges 147 and 156 in coplanar relationship.
[0065] A groove 167 extends through central portion 170 of lower layer 159 from the segment
160, which partially defines the air valve bore, to another groove 168, which is spaced
inwardly from the tip 172 of the lower layer. Groove 167 defines a duct means extending
generally perpendicular to the shaft bore and groove 168 defines a manifold extending
generally parallel to the air valve shaft. Groove 168 extends along air valve tip
172 over a substantial portion, for example at least about half, of its length. At
spaced points distributed over a substantial portion of the length of tips 172 are
short grooves 169 extending perpendicular to grooves 168 and defining discharge orifices.
It should be apparent that the grooves 167, 168 and 169 can be formed in top surface
158 of lower layer 1 59 or in bottom surface 149 of upper layer 140 or in both of
said surfaces. Multi layer construction of the air valve makes it possible to form
the duct means, manifold and discharge orifices from the above mentioned grooves and
makes it possible to form the air valve means conveniently from synthetic resin material,
including mineral or glass fibre reinforced synthetic resins, without drilling and
with less complicated injection moulds than would be required to form the orifices
with withdrawable pins. Moreover the multi-layer construction facilitates formation
of a humped plate air valve with internal duct means which follows the contour of
the humped plate.
[0066] The upper and lower layers 140 and 159 are intended to be assembled in surrounding
relationship with an air valve shaft, such as shaft 103 of shaft sub-assembly in Figure
4. The shaft is formed of an appropriate diameter to have a close fit in the bore
formed between segments 142 and 160, and is of sufficient length to extend into the
shaft support inserts 101 and 102 of Figure 4 with the air valve shaft extension 104
protruding.
[0067] An optional but preferred embodiment includes securing a conduit 108 to shaft 103
with the conduit being in communication with the shaft bore 107. The conduit is preferably
preshaped to nest within groove 167. When the upper and lower layers are assembled
with shaft 103 and conduit 108 in place, the two layers are bonded to one another
such as for instance by thermal, e.g. sonic welding.
[0068] In the completed air valve member the bottom surface 149 of upper layer 140 defines
the upper surfaces of the duct means, manifold and discharge orifices defined by grooves
167, 168 and 169. Since it is desirable that the duct means, manifold and discharge
orifices be substantially air tight, conduit 108 performs a useful function. Since
it conducts fuel most of the way from the bore 107 to the groove 168 defining the
manifold, it renders less critical the formation of an air tight joint between upper
layer 140 and the sides of groove 167.
[0069] The bars 151, 166 and slots 150, 165 provide backfire protection for the assembled
air valve. In order to close off the slots during normal operation, flexible flap
members 175 and 176 are provided. They generally correspond in size to the upstream
surfaces of the air valves, terminating a short distance inward from the air valve
tip 21, as more clearly shown in Figure 7. In order that they will not interfere with
the operation of tension rods 87 and 86, flaps 175 and 176 are provided with cutouts
177 and 178, leaving the depressions 153 uncovered even when the flap is in the down
or closed position as illustrated by flap 175 in Figure 6.
[0070] Flaps 175 and 176 are secured to their respective air valves by spring clamps 179
and 180, which grip the back edges of the flaps with their upper arms, such as back
edge 182 and clamp upper arm 181 on flap 175 and spring clamp 179 in Figure 6. Rib
162 on the boss portion 157 of lower layer 159 serves as a catch for the lower arms
of the damps, such as for instance lower arm 183 of clamp 180 in Figure 6.
[0071] Figure 7 discloses the grooves which may be provided in or adjacent the tip or peripheral
surface of the air valve, perpendicular and/or parallel to the direction of air flow.
Figure 7 discloses a corner of an air valve 176 formed of upper and lower layers 140
and 159 as shown in Figures 5 and 6. The air valve includes a tip or peripheral surface
21 through which extend the fuel discharge orifices formed by grooves 169 in lower
layer 159. Grooves 186 extend generally parallel to the direction of air flow through
peripheral surface 21, cutting through its upper and lower surfaces 188 and 189. These
grooves are of assistance in inhibiting the shifting of fuel transversely along the
peripheral surface under any unstable conditions causing transient motion of air flow
transversely to normal flow and along the tip 21.
[0072] A groove 185 may be formed relatively perpendicular to the direction of air flow
extending along and adjacent peripheral surface 21 in the upstream surface of air
valve 76. Such groove can prove advantageous from the standpoint of increasing the
turbulence across the tip or peripheral surface 21 and for producing an additional
pressure differential between the air valve and throttle in the induction passage
of the carburetor. If the grooves 186 are made deeper so that they cut through the
back surface 190 of raised edge 187, groove 185 can then perform an air gathering
function for the grooves 186.
[0073] Figures 8 and 9 disclose additional details of the air valve biasing means 80 previously
discussed in connection with Figure 3, and additional details thereof, as well as
an optional air valve positioning device. Figure 8 shows the post 70 and its smooth
portion 81, yoke 82, first and second arms 83 and 84, first fulcrum 85, first and
second tension rods 86 and 87, and first and second springs 88 and 89 depicted in
Figure 3. However, Figure 8 also shows the second fulcrum 79 which was obscured in
Figure 3. Inasmuch as much of cover 59 and all of the carburetor body 51 (with the
exception of flow divider 77) have been removed, and since the one air valve shown
in Figure 8 has been sectioned intermediate its end perpendicular to its axis of rotation,
it is possible to see clearly in Figure 8 the details of depression 153 (Figures 5
and 6) and the lower pivot for tension rod 86.
[0074] As shown in Figure 8 the depression 153 comprises a first side wall 193, a similarly
shaped parallel second side wall (not shown) and a lower wall 192 which follows the
bottom contours of the two side walls and joins them together in air tight relationship
so that the interior of depression 153, which opens into the upstream surface of the
air valve, is pneumatically isolated from the downstream surface thereof. A short
pin 191 fixedly secured in the side walls of depression 153 serves as the lower pivot
for tension rod 86.
[0075] In Figure 8, air valve 75 is shown in a nearly closed position. Opening of the throttle
to increase the suction beneath air valve 75 causes it to pivot towards its fully
open position, indicated by phantom outline 75A. As air valve 75 moves towards position
75A the side walls of depression 153 exert downward and outward force on tension rod
86, moving it towards its fully extended position 86A. In the process, tension rod
86 swings from a downward inclination to the left of vertical, to a downward inclination
to the right of vertical. This is because the fulcrum 85 is maintained between the
two vertical planes occupied by lower pivot 191 when it is in the air valve closed
position and in the fully open position indicated by phantom outline 191 A.
[0076] Movement of fulcrum 85 to its full open position 85A is indicated by arrow 204. The
lateral position of fulcrum 85 is fixed in this embodiment by arm 83, which is bifurcated.
Similarly arm 84 governs the lateral position of fulcrum 79. Arms 83 and 84 extend
laterally from the cylindrical body 205 of yoke 82, which is provided with a yoke
slot 194 at its lower end so that it may when in fully depressed position telescope
over the upper edge of flow divider 77.
[0077] At the lower end of yoke body 205 are first and second spring ears 195 and 196, to
which are secured the lower ends of springs 88 and 89 respectively. The upper end
of spring 88 is secured to the underside of adjusting screw 197 engaged in a threaded
insert 198 secured in slug 69. Adjusting screw 197 is accessible for adjustment through
the top plate 68 of bridge 67 through a bore 199. Although not essential, there may
be a similar adjusting screw (not shown) in bore 206 attached to the upper end of
spring 89. Based on the foregoing, it should be apparent that the biasing means 80
biases the air valve 175 towards its closed position, and that the yoke 82 reciprocates
or moves between upward and downward positions respectively as the air valve 175 closes
and opens.
[0078] In order to provide a positive stop for the yoke and air valves, a stop arm 200 extends
laterally from the yoke body 205, said arm being partly visible in Figure 8 and more
fully visible in Figure 9, from which spring 88 and its adjusting screw have been
removed. Stop arm 200 has an upper surface 201 which is aligned with the lower end
203 of adjusting screw 202 which is positioned in a threaded bore 207 located in slug
69 of bridge 67. Adjusting screw 202 provides a positive stop for yoke 82, and therefore
for the air valves, which stop can be adjusted by turning the screw.
[0079] Figures 8 and 9 also disclose details of an optional air valve positioning device
including a withdrawable obstructing means. The latter may for instance prevent the
biasing means from closing the air valve member any further than its idle position
when the engine is operating, but causes the air valve means to close fully to develop
maximum suction on the fuel while cranking and starting. For example, the obstruction
means may cooperate with an idle adjustment screw 210 threadably engaged parallel
to the longitudinal axis of yoke body 205 in a lateral projection 211, said screw
being held in position by lock nut 212 having an upper screw end 213 for engaging
the obstruction means.
[0080] The obstruction means may comprise a withdrawable obstructing member such as spade
215 comprising an axial extension of a rod 216. The latter is mounted for horizontal
reciprocation in a bore 217 carried on a partition 218 dependent from bridge plate
68. Space member 215, which also appears in Figure 9, includes an aperture 219 and
a barrier or obstructing portion 220 which can be alternately positioned above the
upper screw end 213 of idle adjustment screw 210 by horizontal reciprocation of rod
216.
[0081] When spade 215 is in the position shown in Figures 8 and 9, upper screw end 213 of
idle adjustment screw 210 can pass through aperture 219 as the stop arm 200 rises
to meet the lower end 203 of adjusting screw 202. Assuming the spade is in this position
when the engine is stopped, the biasing means 80 can close the air valves to their
fully closed position to develop maximum fuel suction for starting. When the engine
has been started and is running, a somewhat more open position of the air valves is
desirable for idling. Consequently, when the engine is running the spade 215 can be
withdrawn slightly by right to left movement so that the spade flat portion 220 is
directly above upper end 213 of the idle adjustment screw. Thus, spade 215 then obstructs
the biasing means from closing the air valves beyond idling position.
[0082] Rod 216 and attached spade 215 may be moved in and out of its biasing means obstructing
position manually or by motor means, such as a solenoid, diaphragm motor or the like.
Where motor means is used it may be manually or automatically controlled. An example
of the latter is shown in Figure 8.
[0083] For example, one may use a vacuum motor 221 which is shown exploded in the figure,
but is normally mounted against partition 218 and held in place by studs, such as
stud 229 and a cooperating nut (not shown). Within the vacuum motor housing 222 is
a spring 223 which normally urges rolling diaphragm 224 to the right. The diaphragm
is secured by a suitable screw 225 to a threaded bore 226 in rod 216.
[0084] When the engine is stopped, the spring means 223 normally urges diaphragm 224, rod
216 and spade 215 to the extended position shown in Figures 8 and 9. The motor 221
is arranged to withdraw spade 215 to a position in which flat portion 220 is in the
closing path of idle screw 210 when the engine is running. This is accomplished by
a conduit 227 which connects the interior of housing 222 and the left side of rolling
diaphragm 224 to a suitable source of vacuum, e.g. metering suction, such as port
228 in flow divider 77 within the induction passage of the carburetor. The spring
tension and diaphragm area are calibrated to keep the spade 215 in extended position
until the engine has started, whereupon the diaphragm will urge rod 216 and spade
215 to the left. Thus, as soon as the air valves open, the flat portion of the spade
will be positioned above the upper end of the idle adjustment screw, preventing the
air valves from closing past idle position.
[0085] Figure 10 illustrates combined portions of the preceding figures. In it can be seen
the second air valve 76, second tension rod 87 and flow divider 77 of Figure 3. Figure
10 also shows elements of the carburetor body 51 shown in Figure 4, including second
end wall 93, shaft support insert 101 and rear wall 91, along with elements of fuel
chamber 120 including end wall 122, rear wall 123 and dividing wall 126, defining
in part the second float chamber 128. Figure 10 also discloses threaded inlet 232
in rear wall 123 of float chamber 128. Some of the details of air valve 76 which have
been shown in exploded form in Figure 5 are shown in assembled form in Figure 10,
including the assembled combination of air valve 76 with air valve shaft 103, shaft
extension 104, shaft bore 107, conduit 108 and grooves 168 and 169 defining the manifold
and discharge orifices.
[0086] By means of arrows 230, Figure 10 illustrates the communication of the air valve
shaft bore 107 through conduit 108 with the manifold and discharge orifices defined
by grooves 168 and 169. Figure 10 also provides orientation between the items described
above and the fuel metering system and shows the fuel arm in exploded relationship
relative to air valve shaft 103.
[0087] Although the present invention may employ any convenient fuel metering system, the
arm and ramp type is preferred. In the present embodiment the fuel arm assembly includes
a banjo fitting 237 having an internal bore 238 adapted to fit in sealing engagement
on the end of air valve shaft extension 104. A bolt 243 extending through washers
242, banjo fitting bore 238 and internal threads in the air valve shaft bore 107 draw
the banjo fitting into the position of outline 237A.
[0088] The fuel arm assembly also includes fuel arm 239 having an internal bore 244 which
communicates, as indicated by arrows 245, with the banjo fitting bore 238 and air
valve shaft bore 107. With the fuel arm assembly in place on air valve shaft extension
104, the fuel arm occupies the position of dashed outline 239A.
[0089] Bore 244 of fuel arm 239 may be of any desired configuration but preferably partially
encloses a ball valve 241 which is urged outwardly by spring 240. Ball 241 engages
the contoured upper surface of fuel ramp 233 suspended from air valve shaft 103 by
a fuel ramp hanger 234.
[0090] The fuel ramp is held in position with the assistance of side and end positioning
protuberances 235 and 236. These respectively engage the side and end of fuel ramp
233 and are formed in the fuel chamber floor 231.
[0091] The surface of fuel ramp 233 has a contour which varies in distance from the arc
described by the radial extremity of the fuel arm as it pivots on air valve shaft
103. This varying contour varies the gap between the ramp and the end of the fuel
arm, causing the ball 241 to reciprocate in bore 224 and meter varying quantities
of fuel through the bore 244, bore 238, bore 107, conduit 108, and groove or manifold
168, varying the quantity of fuel discharged through orifices 169 as shown in Figures
10 and 11.
[0092] The fuel mixes with induction air indicated by arrow 246 in Figure 11 and rushes
past throttle 30 to the carburetor outlet (not shown). As throttle 30 is moved by
linkage connected to an accelerator or other control means, the throttle varies the
metering suction exerted on the downstream side of air valve 76. This causes the air
valve to open and close against the action of the biasing means 80 as described above.
This in turn rotates the shaft 103 and fuel arm 239, thereby varying the quantity
of fuel which is introduced into the carburetor induction passage by the air valve
means.
[0093] Figure 12 illustrates the desirable feature of suspending fuel ramp 233 from air
valve shaft 103 by hanger 234. When hanger 234 is laterally spaced from induction
passage wall 93 by spacing 247, it facilitates keeping the hanger and fuel arm 239
at the same temperature. For reasons explained above this tends to promote more accurate
metering of fuel. Figure 12 also illustrates the above described gap 276 between the
end of fuel arm 239 and upper contoured surface of fuel ramp 233.
[0094] Figure 13 is a partial enlargement and section of Figure 12 showing fuel ramp 233,
the lower end of hanger 234, the lower end 267 of fuel arm 239 and bore 244. In the
lower end of bore 244 is an enlarged bore 269. The transition between bores 244 and
269 is a shoulder 268 against which rests one end of the spring 240. The opposite
end of the spring bears on ball 241. A plurality of grooves 273 are cut through the
lateral surface of the fuel arm adjacent an equatorial portion of ball 241.
[0095] As shown in Figure 14, the grooves 273 are cut in such a manner as to extend from
the outer surface of the fuel arm through the wall thereof so as to open into the
bore 269. Several fuel arm wall segments 275 are left in place. These segments provide
attachment between the remainder of the fuel arm and a disc of material 274 which
remains below segments 275. Disc 274 retains the ball against lateral movement relative
to the vertical axis of enlarged bore 269. If ball 241 has a very small clearance
from the inner walls of enlarged bore 269, such as for instance the minimum clearance
required to-permit reciprocation of the ball, it is then desirable that the total
cross-sectional area of the intersections between grooves 273 and bores 269 be sufficient
to pass the amount of fuel required for full throttle operation.
[0096] It should be noted that the grooves 273 may be replaced by other kinds of structure
capable of providing a path to bring fuel from the exterior of the arm to a metering
edge adjacent an equatorial portion of ball 241 within the fuel arm. This function
can be performed not only by the apertures resembling grooves as depicted in the figures,
but also by apertures of differing shape. Moreover, if the walls of the fuel arm are
sufficiently thick the apertures may penetrate the end of the arm instead of extending
through the peripheral surface thereof. In such case the requisite apertures can penetrate
the end of the fuel arm.
[0097] Figure 15 illustrates a prior art fuel arm which may be used with the invention,
instead of the ball-equipped fuel arm described above. Fuel arm 278 of Figure 15 includes
an internal bore 279 and a lower end 280 adapted to traverse the upper surface 282
of fuel ramp 281. A gap 283 is present between fuel arm lower end 280 and fuel ramp
upper surface 282. The flow of fuel across the ramp upper surface 282 and under the
lower end of the fuel arm into bore 279 is represented by arrows 285. The rate of
flow is governed by a number of variables including the cross-sectional area available
for flow. Since the ramp surface is designed to be close enough to the end of the
fuel arm so that the cross-sectional area available for fuel flow is less than the
cross-sectional area of bore 279 (at least at idle and low power), the available cross-sectional
area, indicated by dotted outline 284, will then be a function of the diameter "d"
of the fuel arm bore 279 and the height "h" of gap 283, according to the equation:
A = 3.14dh.
[0098] In conventional fuel arms and ramps such as are depicted in Figure 15, gap 283 may
be measured in microns at idle. Accurate fuel metering is quite important for many
internal combustion engine applications, and small inaccuracies in the lift or contour
of the ramp can very substantially impair fuel metering accuracy. In practice it has
been found that deviations of as little as 5 microns from design tolerances can be
troublesome. The effect of such deviations on the available cross-sectional area for
the flow of fuel can be calculated according to the formula given in the preceding
paragraph, by substituting "y", the deviation in ramp contour, for "h". Then, the
equation becomes A = 3.14dy.
[0099] When a ball is provided in the fuel arm in accordance with one preferred embodiment
of the present invention, the available cross-sectional area for fuel flow is rendered
considerably less sensitive to deviations in ramp contour. This is illustrated in
part by Figure 16, which is a much enlarged sectional view taken on line 16-16 of
Figure 13, with the spring 240 omitted. The view shows the positions of the ramp 233
and ball 241 relative to the extreme lower end of fuel arm 239.
[0100] Assume for purposes of discussion that the parts are in the positions as shown, and
deviate from manufacturing specifications. More specifically, let us assume that the
dotted line 290 represents the intended position of the fuel ramp upper surface relative
to the end of arm 239. Then, "y" may be considered to represent the deviation from
the ramp contour specification. As indicated previously, the equation A = 3.14dy will
provide the error in flow area and fuel metering accuracy for a prior art fuel arm.
However, with the improved arm and ramp combination shown in Figure 16, it can be
shown that the error in cross-sectional area resulting from a given value of "y",
is less than 3.14dy.
[0101] In the improved fuel arm of Figure 16 there are metering edges 292 formed by the
intersections of bore 269 and grooves 273. Metering of fuel take place between metering
edge 292 and the closest point of ball 241 represented by arrow 293. Because the surface
of the ball moves obliquely relative to metering edge 292, a given deviation "y" will
produce a relatively smaller change in the distance between metering edge 292 and
the opposing portion 293 of ball 241. This relatively smaller change in spacing between
the ball and metering edge results in a relatively smaller amount of error in the
cross-sectional area available for metering fuel.
[0102] The foregoing is illustrated by the graph in Figure 17, which compares the error
in flow area produced in the arm/ramp combination of Figures 15 and 16 with varying
amounts of ramp deviation "y". In each case it is assumed that the bore of the fuel
arm is 3 mm. In the graph, ramp deviation "y" is expressed in mm x 10
3 in a range from 0 to 650. The error in flow area is expressed in square mm x 10
3 in a range from 0 to 625. Where, for instance, the deviation "y" is 200, the error
in flow area of the conventional system may be more than six times as great as that
of the improved metering system. Thus, the present invention considerably reduces
the sensitivity of the fuel arm/ramp combination to ramp contour tolerances. Therefore,
one can obtain quite acceptable fuel metering accuracy with less stringent ramp contour
tolerances. Alternately, one can obtain more accurate fuel metering with the improvements
of the present invention as compared to conventional arm/ramp fuel metering systems,
assuming both are manufactured to the same tolerances.
[0103] Figure 18 discloses details of the preferred system for controlling the level of
fuel in the float chambers. The figure shows first and second floats 248 and 249 suspended
in float chambers 127 and 128 by first and second float hangers 250 and 251. These
hangers both include saddle portions 252 and 253 respectively, which extend over the
upper edge of fuel chamber dividing wall 126. When the fuel chamber cover is fastened
on, its lower surface tightly clamps the saddle members against the dividing wall.
The construction of the first and second hangers and connected valving mechanism is
identical; thus only the first hanger is fully shown in the drawings.
[0104] As shown in Figure 18, float hanger 250 includes a hinge 254 from which is suspended
a float arm 255, including an upwardly extending float mount 256. A pivot 257 at the
end of float arm 255 is connected with valve actuating lever 258, which in turn engages
valve member 259. The latter cooperates with a valve seat 260 which is normally threaded
into the threaded inlet 125 in fuel chamber front wall 121 and includes a threaded
end to which may be secured a fuel line 261. A similar arrangement of parts is provided
in float chamber 128 to connect with a second fuel line 262.
[0105] The floats may be of any suitable material, such as for instance an expanded closed
cell synthetic resin. The floats and float valves operate in a conventional manner
maintaining an adequate level of fuel which may be delivered to the air valve means
by fuel arms 239.
[0106] Figure 19 discloses details of preferred embodiments of the throttles. A portion
of the carburetor body 51 is shown to include a groove 300 running generally parallel
to the axis of rotation of throttle shaft 105. This groove contains a seal 302 which
contacts arcuate downstream surface portion 32 of throttle 30 in such a manner as
to prevent leakage of air from a position adjacent the carburetor body bottom surface
301 into the induction passage. When the throttle ends 304 are flat and perpendicular
to the axis of rotation of shaft 105, as is preferred, the seal 302 can include integral
extensions 303 which continue up both ends 34 of each throttle. Such extensions may
for example extend to a position adjacent throttle shaft 105. Such an extension 303
may also be seen in Figure 4 beneath shaft 115 in end wall 92, and in Figure 20.
[0107] As shown in Figure 19, the preferred throttles 30 both include lips 40 at the intersections
of their upstream and downstream surface portions 31 and 32. These lips are formed
by undercuts 304 in the downstream surface portions 32 so that the extremities of
the lips are substantially on the projected arcs of the lower surfaces. When the throttle
lips have rounded upper edges 305, as viewed in transverse cross-section, this tends
to reduce or eliminate pulsation and turbulence in the intake charge as it passes
the edge of the throttle.
[0108] Figure 20 shows that the throttles 30 may include depressions 309 to receive the
protruding lower wall 192 and side walls of depressions 153 on the air valves (see
air valve 75 in Figure 8) when the air valves and throttles are in the fully open
position.
[0109] The throttles of Figure 20 are mounted on the throttle shafts 105 and 115 of Figure
4, having throttle shaft extension 106 and 116 respectively. In order to provide counter-
rotation of the throttles about said shafts, the shaft extensions are fitted with
levers and a reversing link. These include a bell crank 310 which is installed on
throttle shaft extension 116. The bell crank has a lower arm 311, which may for instance
be connected to accelerator pedal linkage, a central bore 312 to receive the throttle
shaft extension 116, an upper arm 31,3_ and a pivot 314 in the upper arm. The lever
316 has a bore 318 to receive the throttle shaft extension 106, and an arm 319 having
pivot 317 at its outer end. Reversing link 315 has its ends connected to pivots 314
and 317. Arrows in Figure 20 illustrate movement of bell crank lower arm 311 to the
right, which causes the throttle shafts to turn in opposite directions, opening the
throttle.
[0110] Figure 21 illustrates a fuel enrichment system which is useable for starting purposes.
It includes a fuel enrichment port 325 in flow divider 77 (see Figure 10) in the induction
passage of the carburetor. This port is in communication through passage 324 with
a valve 322 which is capable of placing the port 325 in communication with a vent
323 (as shown) or, on rotation of the valve, with a conduit 321 extending to any suitable
source of fuel 320, such as for instance one of the float chambers of the carburetor.
A more detailed embodiment of the foregoing is disclosed in Figure 22.
[0111] The fuel enrichment system shown in Figure 22 includes the flow divider 77 and elements
of the carburetor body end wall 93 and float chamber 128 whose floor 231 is partly
visible. Fuel enrichment port 325 in divider 77 is connected via passageway 324 in
the divider and passageway 326 in wall 93 with a pocket 327 formed at the end of fuel
enrichment valve bore 62 (see Figure 3). The transition between bore 62 and the smaller
diameter pocket 327 forms a shoulder 328 perpendicular to the bore axis.
[0112] Within bore 62 is a vent port 329 which is shown in dotted outline. Facing vent port
329 across bore 62 is a similarly shaped port 332 referred to as the fuel port. Vent
port 329 is connected by a short conduit 323 to an opening 330 in free communication
with the gas space 331 above the liquid level in float chamber 127, fuel chamber dividing
wall 126 (see Figure 18) having been omitted from Figure 22 to expose the conduit
334, described below.
[0113] Fuel port 332 communicates with a conduit 334 which extends into the fuel in float
chamber 128. The bottom end 335 of pipe 334 is spaced a short distance above the float
chamber floor 231 in order that fuel may be drawn into conduit 334.
[0114] The fuel enrichment valve body 63 includes a cylindrical barrel portion 338 which
is designed to fit snugly into bore 62 with its open end 339 engaging the shoulder
328. In the peripheral surface of the barrel are a first port 340 and a second port
341 (Figure 23) which are held in registry with vent port 329 and fuel port 332 respectively.
Valve body 63 also includes an enlarged casing section 342 externally threaded to
receive a centrally apertured axial retainer nut 343.
[0115] Nut 343 retains hollow valve member 344 which includes an orifice 346 at its otherwise
closed inner end 345. In the peripheral wall portions of hollow valve member 344 are
the first and second ports 347 and 348 (Figure 23) which are selectively brought into
registry with ports 340 and 341 when an extension 351 on valve member 344 is turned
by actuating lever 352. An enlarged boss 349 thereon maintains the axial position
of valve member 344. Threads 350 within boss 349 engage the head of needle valve 353.
The needle valve shank 354 extends through valve member 344 past the ports 347 and
348 so that its point or valving surface 355 is presented to orifice 346. However,
the shank 354 is of an appropriate diameter to provide an annular space 356 between
the shank and that inner surface of valve member 344.
[0116] When the fuel enrichment valve is in the position shown in Figure 22 the valve is
open to the gas space 331. Suction applied by engine vacuum at the port 325 draws
air and/or fuel vapors through opening 330, conduit 323, ports 329, 340 and 347, annular
passage 356, orifice 346, pocket 327, passages 326 and 324 and port 325 into the induction
air passage. Rotation of actuator 352 60° clockwise rotates ports 340 and 347 out
of registry, disconnecting fuel enrichment port 325 from gas space 331. Simultaneously,
the ports 341 and 348 are brought into registry. Accordingly, suction applied at fuel
enrichment port 325 then draws fuel from float chamber 128 through conduit 334, ports
332, 341 and 348, annular space 356, orifice 346, pocket 327, passages 326 and 324
and port 325 into the induction passage of the carburetor. The delivery of enrichment
fuel will continue until the actuator 352 is returned to the position shown in the
drawings.
[0117] The needle valve 353 may be adjusted with a screwdriver inserted in the open end
of hollow extension 351. If the needle valve 353 is of synthetic resinous material,
having a significantly greater coefficient of expansion than the valve member 344,
it can provide a measure of automatic temperature compensation. Since the needle valve
will expand more than valve member 344 as the temperature rises, the needle valve
will approach closer to orifice 346, thus reducing the amount of enrichment fuel supplied
at higher temperatures.
1. A carburetor comprising a body (1, 41) defining an induction passage (6, 46); upstream
air valve means and downstream throttle means (30) in the induction passage (6, 46),
the air valve means providing for delivery of fuel to the induction passage (6, 46)
and having a member (11, 146) normally biased towards a closed position but moveable
between said closed position and open position in response to varying air flow through
the induction passage (6, 46); characterised in that the throttle means (30) is mounted
on shaft means (29) extending along at least one side of the induction passage (6,
46), and includes an upstream surface portion (31) which extends from the shaft means
(29) towards the opposite side of the induction passage (6, 46), and is inclined downstream
in its closed position, and in that orifices (22) are formed in the surface of the
air valve member (11, 146) for discharge of fuel into the induction passage (6, 46),
the orifices (22) communicating with connecting means (24) for connecting the orifices
(22) to a source of fuel.
2. A carburetor according to Claim 1 characterised in that the fuel discharge orifices
(22) are formed in an edge (21) of the air valve member (11, 146), the connecting
means (24) including a manifold (23) within the air valve member (11, 146), which
manifold (23) extends along and adjacent said edge (21).
3. A carburetor according to Claim 2 characterised in that the air valve member (11)
is formed in two parts (140, 159), in at least one of which is formed grooves (142,
160, 167, 168, 169), the parts being mateable such that the grooves (142, 160, 167,
168, 169) define the connecting means (24), the manifold means (23) and the discharge
orifices (22).
4. A carburetor according to any preceding Claim characterised in that the connecting
means (24) is lined with conduit (108).
5. A carburetor according to any preceding Claim characterised in that a plurality
of small grooves (186) are distributed at spaced intervals across an edge (21) of
air valve means (11) generally in the direction of air flow past the air valve means
(11).
6. A carburetor according to any preceding Claim characterised in that biasing means
(80) couple an upstream surface of the air valve member (11, 146) to a support (68)
above the air valve member (11, 146).
7. A carburetor according to Claim 6 characterised in that the biasing means (80)
includes a moveable member (82) and a tension rod (86) connected between a pivot (85)
on the moveable member (82) and a pivot (191) on the air valve member (11, 146).
8. A carburetor according to Claim 7 characterised in that the moveable member (82)
is a reciprocable member slidably mounted on a post (70) extending above the air valve
member (11, 146).
9. A carburetor according to Claim 7 or Claim 8 characterised in that when the moveable
member (82) is positioned for vertical movement the relative orientation of the moveable
member (82) and the pivots (85 and 191) is such as to cause the tension rod (86) to
swing from an inclination on one side of vertical, through vertical, to an opposite
inclination to the vertical as the air valve means (11) swings from its closed to
its full open position.
10. A carburetor according to any preceding Claim characterised by including an air
valve positioner (215) selectively moveable between first and second positions for
selectively preventing the air valve member (11, 146) from closing further than a
predetermined partly open position.
11. A carburetor according to Claim 10 characterised in that the air valve positioner
(215) includes a withdrawable obstruction member (220) moveable between said first
and second positions.
12. A carburetor according to Claim 6 and Claim 11 characterised in that the obstruction
member (220) is positioned adjacent the biasing means (80) to obstruct the air valve
means (11) indirectly by preventing the biasing means (80) from closing the air valve
means (11) further than said predetermined position.
13. A carburetor according to Claim 1 characterised by fuel metering means (120, 233,
239) having a fuel pick-up (239) and metering ramp (233), the metering means (120,
233, 239) being operable to meter the delivery of fuel to the air valve member (11,
146) in reponse to the opening and closing of the air valve member (11, 146).
14. A carburetor according to Claim 13 characterised in that the fuel metering means
(120, 233, 239) includes a fuel chamber (120), the air valve means (11, 146) being
supported for rotation upon a hollow shaft (103) which extends through a wall (93,
101) of the induction passage (6, 46) to the fuel chamber (120), a fuel pick-up arm
(239) being secured to the hollow shaft (103) within the fuel chamber (120), and the
fuel arm (239) including an internal bore (244) which has an inlet at one end of the
fuel pick-up arm (239) adjacent a metering ramp (233).
15. A carburetor according to Claim 14 characterised in that the fuel pick-up arm
(239) includes a bore (244) having at one end (267) thereof an inlet adjacent the
metering ramp (233) which includes a metering edge (292), ball valve means (241) at
the one end (267) of the bore (244), means (240) for maintaining the ball valve means
(241) in contact with the ramp (233) and means (274, 275) for laterally confining
said ball valve means (241) during movement of said fuel pick-up arm (239) relative
to said ramp (233), whereby fuel may be metered by movement of the ball valve means
(241) relative to said metering edge (292).
16. A carburetor according to any of Claims 13 to 15 characterised in that the fuel
pick-up arm (239) is mounted on a shaft (103), the metering ramp (233) is supported
by hanger means (234) and the hanger means (234) is carried on and suspended from
the shaft (103).
17. A carburetor according to any of Claims 13 to 16 characterised in that the metering
ramp (233) is supported by hanger means (234), the fuel pick-up arm (239) having a
higher coefficient of expansion than the hanger means (234).
18. A carburetor according to any of Claims 13 to 17 characterised in that the fuel
metering means includes a fuel chamber (120) having a wall (93) which divides it from
induction passage (6), and the metering ramp (233) is supported in the fuel chamber
(120) by hanger means (234) spaced inwardly from the wall (93) to provide for circulation
of fuel between the wall (93) and hanger means (234).
19. A carburetor according to any preceding Claim characterised by a fuel enrichment
system (320, 321, 322, 324, 325) having a source of fuel (320), a fuel enrichment
port (325) in the induction passage (6, 46), and conduit means (321, 324) extending
from a source of fuel (320) to the port (325) and having a control valve (322) for
controlling the flow of fuel to port (325).
20. A carburetor according to Claim 19 characterised in that the control valve (322)
takes the form of an on-off valve (340, 347), a needle valve (353) and a throttle
line orifice (346) in series with the source of fuel (320) and the fuel enrichment
port (325) to regulate the flow of fuel to the port (325).
21. A carburetor according to Claim 20 characterised in that the on-off valve (340,
347) and needle valve (353) are both mounted in a hollow member (344), the throttling
orifice (346) being formed in one end of the hollow member (344).
22. A carburetor according to Claim 21 characterised in that the hollow member (344)
is cylindrical and rotatable about its longitudinal axis in a bore (62) formed in
the body (51) of the carburetor, the on-off valve (340, 347) comprising port means
(347) in the wall of the cylindrical member (344), and the port means (347) being
moveable by rotation of the cylindrical member (344).
23. A carburetor according to any of Claims 19 to 22 characterised in that the control
valve (322) is operable to selectively connect the fuel enrichment port (325) with
the source of fuel (320) or with a vent (323).
24. A carburetor according to Claim 23 characterised in that the source of fuel is
a float chamber (128) for containing a supply of fuel with a gas space (331) above
the fuel, and the vent (323) is a passage communicating between the control valve
(322) and the gas space (331 ).
25. A carburetor according to any preceding claim characterised in that the throttle
means (30) has a downstream surface portion (32) which is arcuate when viewed in vertical
cross section, a substantial portion of the downstream surface portion (32) being
at a uniform radial distance from the axis of rotation of the throttle means (30).
26. A carburetor according to any preceding claim characterised in that the throttle
means (30) has parallel ends (34) which are perpendicular to its axis of rotation.
27. A carburetor according to Claim 25 or Claim 26 characterised in that the carburetor
body (41, 51) supports sealing means (302, 303) positioned between the throttle means
(30) and adjacent portions of the body (41, 51).
28. A carburetor according to Claim 27 characterised in that the carburetor body (41,
51) includes groove means (300) formed adjacent the throttle means (30), the sealing
means (302) being positioned and held in the groove means (300).
29. A carburetor according to Claim 25 and Claim 26 characterised in that the throttle
means (30) includes a back surface portion (33) which is recessed in and surrounded
by the downstream surface portion (32) and ends (34).
30. A carburetor according to Claim 25 or Claim 26, characterised in that the throttle
means (30) includes a back surface portion (33) which has an area approximately equal
to that of the upstream surface portion (31 ).
31. A carburetor according to Claim 29 or Claim 30 characterised in that there is
communication between the back surface portion (33) and the induction passage (6,
46).
32. A carburetor according to any preceding claim characterised in that the throttle
means (30) includes an arcuate downstream surface portion (32) which meets with the
upstream surface portion (31) along an edge (305) past which air flows through the
induction passage (6, 46), the throttle means (30) includes a lip (40) extending along
said edge (305) for inhibiting attachment of fuel to the throttle member (30) and
preventing it from flowing down the arcuate downstream surface portion (32).
33. A carburetor according to Claim 32 characterised in that the lip (40) takes the
form of an interruption of the downstream surface portion (32).
34. A carburetor according to Claim 32 or Claim 33 characterised in that the downstream
surface portion (32) includes an undercut (304) on the downstream side of the lip
(40).
35. A carburetor according to any of Claims 32 to 35 characterised in that the lip
(40) has an outer tip which is substantially on or within the projected arc of the
downstream surface portion (32) for balancing forces which tend to spontaneously open
the throttle means (30).
36. A carburetor according to any of Claims 32 to 35 characterised in that the upstream
edge (305) of the lip (40) is curved for reducing noise by reducing or eliminating
pulsation and turbulence in the intake charge as it passes the edge of the throttle
means (30).
37. A carburetor according to any preceding claim characterised in that the air valve
means (11) and throttle means (30) are each mounted on separate shafts (25, 29) the
shaft (29) for the throttle means (30) being closer to a reference line located substantially
centrally of the induction passage (6, 46) adjacent the air valve and throttle means
(11, 30) than the shaft (25) for the air valve means (11).
38. A carburetor according to Claim 37 characterised in that the air valve member
(11, 146) extends around the shaft (29) for the throttle means (30), and is inclined
downstream in the induction passage (6) at least when the air valve means (11) and
throttle means (30) are open.
39. A carburetor according to Claim 37 or Claim 38 characterised in that the air valve
member (11, 146) includes a portion which overlaps a part of the upstream surface
portion (31) of the throttle means (30) at least when the air valve means (11) and
throttle means (30) are open.
40. A carburetor according to Claim 39 characterised in that said portion of the air
valve member (11, 146) assumes a position against the throttle means upstream surface
portion (31) when the throttle means (30) and air valve means (11) are wide open.
41. A carburetor according to any preceding claim characterised in that the air valve
member (11, 146) includes upstream and downstream surfaces (15, 16), extending from
a boss (12) at which the air valve means (11) is mounted for rotation on shaft means
(25), to a tip (21) of the air valve means (1 1)which is moveable in an arc as the
air valve means (11) rotates on the shaft means (25), the throttle means upstream
surface portion (31) extending from a boss at which the throttle means (30) is mounted
for rotation on a shaft means (29), the bosses being secured in the carburetor with
a clearance (10) between them, said clearance (10) being sufficiently small to direct
the main flow of air around the tip (21) of the air valve means (11) rather than between
the bosses, but of sufficient size to cause some air to pass between the bosses and
over the upstream surface portion (31) of the throttle means (30) to purge fuel from
the upstream surface portion (31).
42. A carburetor according to any preceding claim characterised in that the air valve
means comprises a plurality of air valve members (11) the members (11) being coupled
to operate synchronously by biasing means (60) which continuously urge the members
(11) towards the closed positions.
,43. A carburetor according to Claim 42 characterised in that the biasing means (80)
includes a moveable member (82) to which each of the air valve members (11) is connected.
44. A carburetor according to any preceding claim characterised in that the air valve
means comprises a plurality of air valve members (11, 146) mounted on individual shafts
(25), the shafts (25) of the respective air valve members being located at the periphery
of an imaginary envelope defining the induction passage (6, 46).
45. A carburetor according to any preceding claim characterised in that the throttle
means (30) takes the form of a plurality of throttle members mounted on individual
shafts (29), the shafts (29) of the respective throttle members being located at the
periphery of an imaginary envelope defining the induction passage (6, 46).
46. A carburetor according to any preceding claim characterised in that the throttle
means comprises a member (30) formed of synthetic resin.
47. A carburetor according to any preceding claim characterised in that the induction
passage (6, 46) is divided into a plurality of throats (47, 48), separate air valve
means (11) and throttle means (30) being provided for each throat.
48. A carburetor according to Claim 47 characterised in that the induction passage
(6, 46) is divided by a dividing member (49, 77) the respective throttle means upstream
surface portions (31) terminating in lips (40) which are located at or adjacent the
dividing member (49) when the throttle means are in the closed position.
49. A carburetor according to Claim 47 or Claim 48 characterised in that a fuel enrichment
port is positioned in the dividing member (49,77).
50. A carburetor according to any preceding claim characterised in that the air valve
means (11, 146) includes upstream and downstream surfaces (15, 16) and a tip (21)
which is movable in an arc upon rotation of the air valve means (11, 146) upon shaft
means (25), the downstream surface (16). of air valve means (11, 146) and the upstream
surface portion (31) of throttle means (30) define between them a region of the induction
passage (6), the length of the region measured in the general direction of flow through
induction passage (6), being less than the width of said region, the orifices (22)
are located at the tip (21) of the air valve member (11, 146) and are positioned for
projecting fuel in a direction away from shaft means (25), and the air valve member
(11, 146), and throttle means are positioned sufficiently close to one another, when
in closed position, for causing the air valve member (11, 146), when in wide open
position, to overlap at least a portion of the throttle means upper surface portion
(31 ).
51. A carburetor according to Claim 50 characterised in that an air entry (10), spaced
inwardly in said region from tip (21), is in communication with the carburetor air
inlet 4 and with said region and the entry (10) is sufficiently small to direct the
main flow of air entering inlet (4) around the tip (21) of the air valve means (11,
146) but is of sufficient size to cause some air from inlet (4) to pass into said
region and along the upstream surface portion (31) of the throttle means (30) to purge
fuel from the upstream surface portion (31).
52. A carburetor according to Claim 51 characterised in that the air valve upstream
and downstream surfaces (15, 16) extend from a boss (12) at which the air valve means
(11, 146) is mounted for rotation on shaft means (25), the throttle means upper surface
portion (31) extends from a boss at which the throttle means (30) is mounted for rotation
on a shaft means (29) and the air entry (10) to said region is defined by a clearance
between said bosses.
53. A carburetor according to any preceding Claim characterised in that the induction
passage (6) is divided into a plurality of throats (47, 48) having a plurality of
air valve members (11) with separate fuel metering means (239) connected thereto,
the separate fuel metering means (239) being connected with sources of supply (127,
128) for different fuels.
1. Vergaser mit einem Körper (41), der einen Ansaugdurchgang (6, 46) ergibt, einem
oberen Luftventil und einer unteren Drosseleinrichtung (30) im Ansaugdurchgang (6,
46), wobei das Luftventil zur Abgabe von Brennstoff an den Ansaugdurchgang (6, 46)
dient und ein Glied (11, 146) aufweist, das normalerweise zu einer geschlossenen Stellung
vorgespannt ist, aber zwischen der geschlossenen Stellung und der offenen Stellung
je nach der sich ändernden Luftströmung durch den Ansaugdurchgang (6, 46) bewegt wegt
werden Kann, dadurch gekennzeichnet, daß die Drosseleinrichtung (30) sich an einer
Welle (29) befindet, die entlang mindestens an einer Seite des Ansaugdurchgangs (6,
46) verläuft und einen oberen Flächenteil (31) enthält, der von der Welle (29) zur
gegenüberliegenden Seite des Ansaugdurchgangs (6, 46) verläuft und nach unten in seiner
geschlossenen Stellung geneigt ist, und daß in der Fläche des Luftventilgliedes (11,
146) zur Abgabe von Brennstoff in den Ansaugdurchgang (6, 46) Öffnungen (22) angebracht
sind, die mit Verbindungseinrichtungen (24) in Verbindung stehen, um die Öffnungen
(22) mit einer Brennstoffquelle zu verbinden.
2. Vergaser nach Anspruch 1, dadurch gekennzeichnet, daß die Brennstoffabgabeöffnungen
(22) in einer Kante (21) des Luftventils (11, 146) angebracht sind, und daß die Verbindungseinrichtung
(24) einen Verteiler (23) im Luftventil (11, 146) enthält, der an und neben der genannten
Kante (21) verläuft.
3. Vergaser nach Anspruch 2, dadurch gekennzeichnet, daß das Luftventil (11) in zwei
Teilen (140, 159) hergestellt ist, von denen in mindestens einem Rillen (142, 160,
167, 168, 169) eingearbeitet sind, und daß die Teile so in Eingriff kommen können,
daß die Rillen (142, 160, 167, 168, 169) die Verbindungseinrichtung (24), den Verteiler
(23) und die Abgabeöffnungen (22) ergeben.
4. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Verbindungseinrichtung
(24) mit einer Leitung (108) ausgekleidet ist.
5. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß mehrere
kleine Rillen (186) in verteilten Abständen quer zur Kante (21) des Luftventils (11)
und allgemein in Richtung der Luftströmung hinter dem Luftventil (11) verteilt angeordnet
sind.
6. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Vorspanneinrichtung
(80) eine obere Fläche des Luftventils (11, 146) an einen Träger (65) über dem Luftventil
(11, 146) ankoppelt.
7. Vergaser nach Anspruch 6, dadurch gekennzeichnet, daß die Vorspanneinrichtung (80)
eine bewegbares Glied (82) und eine Spannstange (86) enthält, die zwischen ein Gelenk
(85) am bewegbaren Glied (82) und ein Gelenk (191) am Luftventil (11, 146) geschaltet
ist.
8. Vergaser nach Anspruch 7, dadurch gekennzeichnet, daß das bewegbare Glied (82)
ein wechselseitiges Glied ist, das an einem Stab (70) gleitend angebracht ist, der
oberhalb des Luftventils (11, 146) verläuft.
9. Vergaser nach Anspruch 7 oder 8, dadurch gekennzeichnet, daß die relative Ausrichtung
des bewegbaren Gliedes (82) und die Teile (82 und 191) so liegt, daß die Spannstange
(86) von einer Neigung an einer Seite der Vertikalen durch die Vertikale zu einer
entgegengesetzten Neigung zue Vertikalen schwingt, wenn das Luftventil (11) aus seiner
geschlossenen Lage in die ganz offene Lage schwingt.
10. Vergaser nach einem vorhergehenden Anspruch, gekennzeichnet durch ein Luftventileinsteller,
das zwischen einer ersten und einer zweiten Stellung selektiv bewegt werden kann,
um zu verhindern, daß das Luftventil (11, 146) entsprechend über die erste und die
zweite, teilweise offene Stellung sich ganz öffnet.
11. Vergaser nach Anspruch 10, dadurch gekennzeichnet, daß der Luftventileinsteller
(215) ein zurückziehbares Sperrglied (220) aufweist, das zwischen der ersten und der
zweiten Stellung bewegt werden kann.
12. Vergaser nach den Ansprüchen 6 und 11, dadurch gekennzeichnet, daß das Sperrglied
(220) sich neben der Vorspanneinrichtung (80) befindet, um das Luftventil (11) indirekt
dadurch zu sperren, daß die Vorspanneinrichtung (80) verhindert wird, das Luftventil
(11) zu schließen, das weiter als eine dieser Stellungen entfernt ist.
13. Vergaser nach Anspruch 1, gekennzeichnet durch eine Brennstoffmeßeinrichtung (120,
233, 239), die eine Brennstoffaufnahme (239) und eine Meßrampe (233) aufweist, und
daß die Meßeinrichtung (120, 233, 239) zum Messen der Brennstofflieferung an das Luftventil
(11, 146) beim Öffnen und Schließen des Luftventils (11, 146) benutzt werden kann.
14. Vergaser nach Anspruch 13, dadurch gekennzeichnet, daß die Brennstoffmeßeinrichtung
(120, 233, 239), eine Brennstoffkammer (120) enthält, daß das Luftventil (11, 146)
zum Drehen auf einer Hohlwelle (103) getragen wird, die durch eine Wand (93, 101)
des Ansaugdurchgangs (6, 46) zur Brennstoffkammer (120) verläuft, daß ein Brennstoffaufnahmearm
(239) an der Hohlwelle (103) in der Brennstoffkammer (120) befestigt ist, und daß
der Brennstoffarm (239) eine Innenbohrung (244) enthält, die an einem Ende des Brennstoffaufnahmearms
(239) neben einer Meßrampe (233) einen Einlaß besitzt.
15. Vergaser nach Anspruch 14, dadurch gekennzeichnet, daß der Brennstoffaufnahmearm
(239) eine Bohrung (244) aufweist, die an einem ihrer Enden (267) einen Einlaß aufweist,
der neben der Meßrampe (233) liegt, die eine Meßkante (292), ein Kugelventil (241)
in einem Ende der Bohrung (244), eine Einrichtung zum Inkontakthalten des Kugelventils
(241) mit der Rampe (233) und eine Einrichtung (274) und (275) zur seitlichen Begrenzung
des Kugelventils (241) während der Bewegung des Brennstoffaufnahmearms (239) zur Rampe
(233) besitzt, wodurch Brennstoff durch die Bewegung des Kugelventils (241) relativ
zur Meßkante (292) gemessen werden kann.
16. Vergaser nach einem oder mehreren der Ansprüche 13 bis 15, dadurch gekennzeichnet,
daß der Brennstoffaufnahmearm (239) an einer Welle (103) befestigt ist, und daß die
Meßrampe (233) von einer Hängevorrichtung (234) und diese an der Welle (103) getragen
wird und an dieser hängt.
17. Vergaser nach einem oder mehreren der Ansprüche 13 bis 16, dadurch gekennzeichnet,
daß die Meßrampe (233) von einer Hängevorrichtung (234) getragen wird, und daß der
Brennstoffaufnahmearm (239) einen höheren Ausdehnungskoeffizienten als die Hängevorrichtung
(234) aufweist.
18. Vergaser nach einem oder mehreren der Ansprüche 13 bis 17, dadurch gekennzeichnet,
daß die Brennstoffmeßeinrichtung eine Meßkammer (120) mit einer Wand (93) besitzt,
die sie vom Ansaugdurchgang abteilt, und daß die Meßrampe (233) in der Brennstoffkammer
(120) von der Hängevorrichtung (234) getragen wird, die nach innen von der Wand (93)
entfernt ist, damit der Brennstoff zwischen der Wand (93) und der Hängevorrichtung
zirkuliert.
19. Vergaser nach einem oder mehreren der vorhergehenden Ansprüche gekennzeichnet
durch eine Brennstoffanreicherungsanlage (320, 321, 322, 324, 325), die eine Brennstoffquelle
(320), einen Anreicherungsöffnung (325) im Ansaugdurchgang (6, 46) und eine Leitung
(321, 324) besitzt, die von einer Brennstoffquelle (320) zu einer Öffnung führt und
ein Regelventil (322) zum Regeln der Brennstoffströmung zur Öffnung (325) aufweist.
20. Vergaser nach Anspruch 19, dadurch gekennzeichnet, daß das Regelventil (322) die
Form eines Ein-Aus-Ventils (340, 347), eines Nadelventils (353) und einer Drosselleitungs-
öffnung (346) in Serie mit der Brennstoffquelle (320) und der Brennstoffanreicherungsöffnung
(325) aufweist, um die Brennstoffströmung zur Öffnung (325) zu regeln.
21. Vergaser nach Anspruch 20, dadurch gekennzeichnet, daß das Ein-Aus-Ventil (340,
347) und das Nadelventil (353) in einem Hohlglied (344) angeordnet und die Drosselöffnung
(346) in einem Ende des Hohlgliedes (344) eingearbeitet ist.
22. Vergaser nach Anspruch 21, dadurch gekennzeichnet, daß das Hohlglied (344) zylindrisch
ist und sich um seine Längsachse in einer Bohrung (62) drehen kann, die in einen Körper
(51) des Vergasers eingeformt ist, und daß ein Ein-Aus-Ventil (340, 347) eine Öffnung
(347) in der Wand des zylindrischen Gliedes (344) besitzt und die Öffnung (347) durch
Drehen des zylindrischen Gliedes (344) b bewegt werden kann.
23. Vergaser nach einem oder mehreren der Ansprüche 19 bis 22, dadurch gekennzeichnet,
daß das Regelventil (322) zum selektiven Verbinden der Brennstoffanreicherungsöffnung
(325) mit der Brennstoffquelle (320) oder mit einem Abzug benutzt werden kann.
24. Vergaser nach Anspruch 23, dadurch gekennzeichnet, daß die Brennstoffquelle ein
Schwimmergehäuse (128) zum Enthalten einer Brennstoffquelle mit einem Gasraum (331)
über dem Brennstoff und der Abzug (323) ein Durchgang ist, der zwischen dem Regelventil
(322) und dem Gasraum (331) eine Verbindung herstellt.
25. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) einen unteren Flächenteil (32) aufweist, der gesehen im vertikalen Querschnitt,
bogenförmig ist, und daß ein wesentlicher Teil des unteren Flächenteils (32) in einen
einheitlichen radialen Abstand von der Drehachse der Drosseleinricht entferht ist.
26. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) parallele Enden (34) aufweist, die zu ihrer Drehachse senkrecht verlaufen.
27. Vergaser nach Anspruch 25 oder 26, dadurch gekennzeichnet, daß der Vergaserkörper
(41, 51) ein Dichtung (302, 303) trägt, die sich zwischen der Drosseleinrichtung (30)
und benachbarten Teilen des Körpers (41, 51) befindet.
28. Vergaser nach Anspruch 27, dadurch gekennzeichnet, daß der Vergaserkörper (41,
51) Rillen (300) enthält, die neben der Drosseleinrichtung (30) ausgearbeitet sind,
und daß die Dichtungseinrichtung (302) sich in den Rillen (300) befindet und dort
gehalten wird.
29. Vergaser nach den Ansprüchen 25 und 26, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) einen hinteren Flächenteil (33) besitzt, der in den unteren Flächenteil (32)
und in den Enden (34) eingeschnitten ist und von diesen umgeben wird.
30. Vergaser nach Anspruch 25 oder 26, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) einen hinteren Flächenteil (33) besitzt, das etwa gleich dem des oberen Flächenteils
(31) ist.
31. Vergaser nach Anspruch 29 oder 30, dadurch gekennzeichnet, daß zwischen dem hinteren
Flächenteil (33) und dem Ansaugdurchgang (6, 46) eine Verbindung besteht.
32. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) einen bogenförmigen oberen Flächenteil (31) enthält, der dem oberen Flächenteil
(31) an einer Kante (305) entspricht, hinter der Luft durch den Ansaugdurchgang (6,
46) strömt, und daß die Drosseleinrichtung (30) Vorsprung (40) aufweist, der entlang
der Kante (305) verläuft, um das Beigeben von Brennstoff zum Drosselglied (30) zu
hemmen und zu verhindern, daß er am bogenförmigen unteren Flächenteil (32) herabfließt.
33. Vergaser nach Anspruch 32, dadurch gekennzeichnet, daß der Vorsprung (40) die
Form einer Unterbrechung des unteren Flächenteils (32) annimmt.
34. Vergaser nach Anspruch 32 oder 33, dadurch gekennzeichnet, daß der untere Flächenteil
(32) an der Unterseite des Vorsprungs (40) einen Unterschnitt aufweist.
35. Vergaser nach einem oder mehreren der Ansprüche 32 bis 35, dadurch gekennzeichnet,
daß der Vorsprung (40) eine Außenspitze besitzt, die praktisch auf oder innerhalb
den herausgeführten Bogen des oberen Flächenteils (32) zum Ausgleichen von Kräften
liegt, die die Drosseleinrichtung (30) spontan zu öffnen versuchen.
36. Vergaser nach einem oder mehreren der Ansprüche 32 bis 35, dadurch gekennzeichnet,
daß die obere Kante (305) des Vorsprungs (40) zur Geräuschverringerung durch Verringern
oder Beseitigen von Pulsation und Turbulenz in der Ansaugladung gekrümmt ist, wenn
diese die Kante der Drosseleinrichtung (30) passiert.
37. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß das Luftventil
(11) und die Drosseleinrichtung (30) je an getrennten Wellen (25, 29) angebracht sind
und daß die Wellen (29) für die Drosseleinrichtung (30) näher an einer-Bezugslinie, die praktisch sich in der Mitte des* Ansaugdurch- gangs (6, 46) neben dem Luftventil und der Drosseleinrichtung (11, 30)
befindet, als die Welle (25) für das Luftventil (11) liegt.
38. Vergaser nach Anspruch 37, dadurch gekennzeichnet, daß das Luftventil (11, 146)
um die Welle (29) für die Drosseleinrichtung (30) herum verläuft und im Ansaugdurchgang
(6) abwärts geneigt ist, mindestens, wenn das Luftventil (11) und die Drosseleinrichtung
(30) offen sind.
39. Vergaser nach Anspruch 37 oder 38, dadurch gekennzeichnet, daß das Luftventil
(11, 146) einen Teil enthält, der ein Teil des oberen Flächenteils (31) der Drosseleinrichtung
(30) mindestens dann überlappt, wenn das Luftventil (11) und die Drosseleinrichtung
(30) offen sind.
40. Vergaser nach Anspruch 39, dadurch gekennzeichnet, daß der Teil des Luftventils
(11, 146) eine Lage gegen den oberen Flächenteil (31) der Drosseleinrichtung einnimmt,
wenn die Drosseleinrichtung (30) und das Luftventil (11) weit offen sind.
41. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, das das Luftventil
(11, 146) obere und untere Flächen (15, 16) aufweist, die von einem Anschlag (12)
abgehen, an dem das Luftventil (11) zum Drehen an der Welle (25) an einer Spitze (21)
des Luftventils (11) angebracht ist, die in einem Bogen geführt werden kann, wenn
sich das Luftventil an der Welle (25) dreht, daß der obere Flächenteil (31) der Drosseleinrichtung
zum Drehen an einer Welle (29) angebracht ist, und daß im Vergaser Anschläge mit einem
Spiel (10) zwischen diesen befestigt sind, das ausreichend klein ist, um die Hauptluftströmung
um die Spitze (21) des Luftventils (11) herum und weniger zwischen die Anschläge zu
richten, aber ausreichend groß ist, um Luft zwischen den Anschlägen und über den oberen
Flächenteil (31) der Drosseleinrichtung (30) gehen zu lassen, um vom oberen Flächenteil
(31) Brennstoff abzulassen.
42. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß das Luftventil
mehrere Luftventilglieder (11) besitzt, die so gekuppelt sind, daß sie durch Vorspanneinrichtungen
(80) synchron arbeiten, die die Glieder (11) kontinuierlich in die geschlossene Lagen
drängen.
43. Vergaser nach Anspruch 42, dadurch gekennzeichnet, daß die Vorspanneinrichtung
(80) bein bewegbares Glied (82) enthält, mit dem jedes Luftventilglied (11) verbunden
ist.
44. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß das Luftventil
mehrere Luftventilglieder (11, 146) enthält, die die entsprechenden Wellen (25) angebracht
sind, und daß die Wellen (25) der jeweiligen Ventilglieder am Rand einer imaginären
Hülle angeordnet sind, die den Ansaugdurchgang (6, 46) bestimmt.
45. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Drosseleinrichtung
(30) die Form von mehreren Drosselgliedern aufweist, die an einzelnen Wellen (29)
angebracht sind, die sich am Rand einer imaginären Hülle befinden, die den Ansaugdurchgang
(6, 46) bestimmt.
46. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß die Drosseleinrichtung
aus synthetischem Harz hergestellten Glieder (30) enthält.
47. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß der Ansaugdurchgang
(6, 46) in mehrere Eintrittsöffnungen (47, 48) unterteilt ist, und daß getrennte Luftventileinrichtungen
(11) und Drosseleinrichtungen (30) für jede Eintrittsöffnung vorgesehen sind.
48. Vergaser nach Anspruch 47, dadurch gekennzeichnet, daß der Ansaugdurchgang (6,
46) durch Teilungsglieder (49, 77) unterteilt ist, und daß die jeweiligen oberen Flächenteile
(31) der Drossel in Vorsprünge (40) auslaufen, die sich an oder neben den Teilungsgliedern
befinden, wenn die Drosseleinrichtung sich in der geschlossenen Lage befindet.
49. Vergaser nach Anspruch 47 oder 48, dadurch gekennzeichnet, daß die Brennstoffanreicerungsöffnung
sich in den Teilungsgliedern (49, 77) befindet.
50. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß das Luftventil
(11, 146) obere und untere Flächen (15, 16) und eine Spitze (21) aufweist, die in
einem Bogen bei Drehung des Luftventils (11, 146) an der Welle (25) bewegbar ist,
daß die untere Fläche (16) des Luftventils (11, 146) und der obere Flächenteil (31)
der Drosseleinrichtung (30) zwischen sich ein Gebiet des Ansaugdurchganges (6) bildet,
dessen Länge, die in der allgemeinen Richtung der Strömung durch den Ansaugdurchgang
(6) gemessen ist, geringer als die Weite dieses Gebietes ist, daß die Eintrittsöffnungen
(22) sich an der Spitze (21) des Luftventils (11, 146) befinden und Brennstoff von
der Welle (25) weg herausdrücken, und daß das Luftventil (11, 146) und die Drosseleinrichtung
in geschlossener Lage ausreichend nahe aneinander liegen, um das Luftventil (11, 146)
in der weit offenen Stellung mindestens einen Teil des oberen Flächenteils (31) der
Drossel überlappen zu lassen.
51. Vergaser nach Anspruch 50, dadurch gekennzeichnet, daß ein Lufteintritt (10),
in dem Gebiet von der Spitze (21) einwärts mit Abstand angeordnet, sich mit dem Vergaserlufteintritt
(4) und mit dem Gebiet in Verbindung befindet und daß der Eintritt (10) klein genug
ist, um den Hauptstrom der in den Eintritt (4) einströmenden Luft um die Spitze (21)
des Luftventils (11, 46) herum zu führen, aber groß genug ist um Luft aus dem Eintritt
(4) in das Gebiet und entlang dem oberen Flächenteil (31) der Drosseleinrichtung (30)
zu führen, um Brennstoff aus dem oberen Flächenteil (31) auszustoßen.
52. Vergaser nach Anspruch 51, dadurch gekennzeichnet, daß die obere und untere Luftventilflächen
(15, 16) von einem Anschlag (12) abgehen, an dem das Luftventil (11, 146) zum Drehen
zu einer Welle (25) eingerichtet ist, daß der obere Flächenteil (31) der Drossel von
einem Anschlag abgeht, an dem die Drosseleinrichtung (30) zum Drehen an einer Welle
(29) eingerichtet ist, und daß der Lufteintritt (10) zu diesem Gebiet durch einen
Anstand zwischen den Anschlägen bestimmt ist.
53. Vergaser nach einem vorhergehenden Anspruch, dadurch gekennzeichnet, daß der Ansaugdurchgang
(6) in mehrere Eintrittsöffnungen (47, 48) mit mehreren Luftventilgliedern (11) mit
angeschlossenen getrennten Brennstoffmeßeinrichtungen (239) unterteilt ist, und daß
die getrennte Brennstoffmeßeinrichtungen (239) mit den Zufuhrquellen (127, 128) für
verschiedene Brennstoffe verbunden sind.
1. Carburateur comprenant un corps (1, 41) définissant un passage d'admission (6,
46), une soupape à air en amont et des moyens d'étranglement en aval (30) dans le
passage d'admission (6, 46), la soupape à air déterminant l'alimentation de carburant
au passage d'admission (6, 46) et comprenant un organe (11, 146) sollicité normalement
en direction d'une position fermée mais mobile entre cette position fermée et une
position ouverte en réponse au courant d'air variable passant par le passage d'admission
(6, 46), caractérisé en ce que les moyens d'étranglement (30) sont montés sur un arbre
(29) s'étendant au moins sur un côté du passage d'admission (6, 46) et comprennent
une partie de surface en amont (31) s'étendant à partir de l'arbre (29) en direction
du côté opposé du passage d'admission (6, 46) et sont inclinés vers l'aval dans leur
position fermée, et en ce que des orifices (22) sont constitués dans la surface de
l'organe de soupape à air (11, 146) pour envoyer le carburant dans le passage d'admission
(6, 46), les orifices (22) communiquant avec des moyens de connexion (24) destinés
à relier les orifices (22) à une source de carburant.
2. Carburateur selon la revendication 1, caractérisé en ce que les orifices de décharge
de carburant (22) sont formés dans un rebord (21) de l'organe de soupape à air (11,
146), les moyens de connexion (24) comprenant un collecteur (23) à l'intérieur de
l'organe de soupape à air (11, 146), lequel collecteur (23) s'étend le long et contre
ledit rebord (21 ).
3. Carburateur selon la revendication 2, caractérisé en ce que la soupape à air (11)
est formé en deux parties (140, 159), des gorges (142, 160, 167, 168, 169) étant formées
dans l'une d'entre alles au moins, les parties étant adaptées l'une à l'autre de manière
que les gorges (142, 160, 167, 168, 169) définissent les moyens de connexion (24),
la collecteur (23) et les orifices de décharge (22).
4. Carburateur selon l'une des revendications précédentes, caractérisé en ce que les
moyens de connexion (24) sont garnis par la conduite (108).
5. Carburateur selon l'une des revendications précédentes, caractérisé en ce qu'une
pluralité de petites gorges (186) sont réparties à intervalles espacés au travers
d'un rebord (21) de la soupape à air (11), de façon générale dans la direction du
courant d'air qui passe par la soupape à air (11).
6. Carburateur selon l'une des revendications précédentes, caractérisé en ce que des
moyens de sollicitation (80) accouplent une surface en amont de la soupape à air (11,
146) à un support (68) au-dessus de l'organe de soupape à air (11, 146).
7. Carburateur selon la revendication 6, caractérisé en ce que les moyens de sollicitation
(80) comprennent un organe mobile (82) et une tige de tension (86) reliée entre un
pivot (85) sur l'organe mobile (82) et un pivot (191) sur l'organe de soupape à air
(11, 146).
8. Carburateur selon la revendication 7, caractérisé en ce que l'organe mobile (186)
est un organe monté de façon coulissante en va-et- vient sur un poteau (70) s'étendant
au-dessus de l'organe de soupape à air (1 1, 146).
9. Carburateur selon la revendication 7 ou la revendication 8, caractérisé en ce que
l'orientation relative de l'organe mobile (82) et des parties (82 et 191) est telle
que la tige de tension (86) est amenée à basculer à partir d'une inclinaison sur un
côté de la verticale et en passant par la verticale vers une inclinaison opposée par
rapport à la verticale lorsque la soupape à air (11) pivote de sa position fermée
à sa position totalement ouverte.
10. Carburateur selon l'une des revendications précédentes, caractérisé en ce qu'il
comprend un dispositif de positionnnement (215) de la soupape à air, pouvant être
déplacé de façon sélective entre une première et und seconde positions pour empêcher
la soupape à air (11, 146) de se fermer complètement respectivement au-delà de la
première et au-delà de la seconde positions partiellement ouvertes.
11. Carburateur selon la revendication 10, caractérisé en ce que le dispositif de
positionnement (215) de la soupape à air comprend un organe d'obstruction (220) pouvant
être retiré et déplacé entre lesdites première et seconde positions.
12. Carburateur selon la revendication 6 et la revendication 11, caractérisé en ce
que l'organe d'obstruction (220) est placé dans une position adjacente aux moyens
de sollicitation (80) pour obstruer la soupape à air (11) de façon indirecte en empêchant
les moyens de sollicitation (80) de fermer la soupape à air (11) au-delà de l'une
desdites positions.
13. Carburateur selon la revendication 1, caractérisé en ce qu'il comprend des moyens
de dosage de carburant (120, 233, 239) comprenant une rampe de prélèvement (239) et
de dosage (233) de carburant, les moyens de dosage (120, 233, 239) pouvant être actionnés
pour doser la fourniture de carburant à l'organe de soupape à air (11, 146) en réponse
à l'ouverture et à la fermeture de l'organe de soupape à air (11, 146).
14. Carburateur selon la revendication 13, caractérisé en ce que les moyens de dosage
de carburant (120, 233, 239) comprennent une chambre à carburant (120), la soupape
à air (146) étant supportée de façon rotative sur un arbre creux (103) traversant
une paroi (93, 101) du passage d'admission (6, 46) vers la chambre à carburant (120),
un bras de prélèvement de carburant (239) étant fixé à l'arbre creux (103) à l'intérieur
de la chambre à carburant (120) et le bras à carburant (239) comprenant un alésage
interne (244) comportant une entrée à une extrémité du bras préleveur de carburant
(239) qui est adjacente à une rampe doseuse (233).
15. Carburateur selon la revendication 14, caractérisé en ce que le bras préleveur
de carburant (239) comprend un alésage (244) comportant à une extrémité (267) de celui-ci
une entrée adjacente à la rampe doseuse (233) qui comporte un rebord doseur (292),
une soupape à bille (241) à une extrémité (267) de l'alésage (244), des moyens (240)
pour maintenir la soupape à bille (241 ) en contact avec la rampe (233) et des moyens
(274, 275) pour limiter latéralement ladite soupape à bille (241) pendant le mouvement
dudit bras de prélèvement de carburant (239) par rapport à ladite rampe (233) le carburant
pouvant alors être dosé par le mouvement de la soupape à bille (241) rapport audit
rebord doseur (292).
16. Carburateur selon l'une des revendications 13 à 15, caractérisé en ce que le bras
préleveur de carburant (239) est monté sur un arbre (103), en ce que la rampe doseuse
(233) est supportée par des moyens de suspension (234) et en ce que les moyens de
suspension (234) sont supportés et suspendus à l'arbre (103).
17. Carburateur selon l'une des revendications 13 à 16, caractérisé en ce que la rampe
doseuse (233) est supportée par des moyens de suspension (234), le bras préleveur
de carburant (139) ayant un coefficient de dilatation plus élevé que celui des moyens
de suspension (234).
18. Carburateur selon l'une des revendications 13 à 17, caractérisé en ce que les
moyens doseurs de carburant comprennent une chambre à carburant (120) comportant une
paroi (93) qui la sépare du passage d'admission (6), et en ce que la rampe de dosage
(233) est supportée dans la chambre à carburant (120) par des moyens de suspension
(234) espacée vers l'intérieur de la paroi (93) pour déterminer la circulation du
carburant entre la paroi (93) et les moyens de suspension (234).
19. Carburateur selon l'une des revendications précédentes, caractérisé en ce qu'il
comprend un système d'enrichissement de carburant (320, 321, 322, 324, 325) comprenant
une source de carburant (320), une ouverture d'enrichissement de carburant (325) dans
le passage d'admission (6, 46) et des conduites (321, 324) s'étendant depuis une source
de carburant (320) jusqu'à l'orifice (325) et comportant une soupape de commande (322)
pour commander le débit du carburant vers l'orifice (325).
20. Carburateur selon la revendication 19, caractérisé en ce que la soupape de commande
(322) a la forme d'une soupape de marche-arrêt (340, 347), d'un pointeau (353) et
d'un orifice d'étranglement de conduite (346) en série avec la source de carburant
(320) et l'ouverture d'enrichissement de carburant (325) pour réguler le débit du
carburant vers l'orifice (325).
21. Carburateur selon la revendication 20, caractérisé en ce que la soupape de marche-arrêt
(340, 347) et le pointeau (353) sont tous les deux montés dans un organe creux (344),
l'orifice d'étranglement (346) étant formé à une extrémité de l'organe creux (344).
22. Carburateur selon la revendication 21, caractérisé en ce que l'organe creux (344)
est cylindrique et peut tourner autour de son axe longitudinal dans un alésage (62)
formé dans le corps (51) du carburateur, la soupape de marche-arrêt (340, 347) comprenant
des ouvertures (347) dans la paroi de l'organe cylindrique (344) et les ouvertures
(347) pouvant être déplacées par rotation de l'organe cylindrique (344).
23. Carburateur selon l'une des revendications 19 à 22, caractérisé en ce que la soupape
de commande (322) peut être actionnée pour relier sélectivement l'ouverture d'enrichissement
de carburant (325) avec la source de carburant (320) ou avec un évent (323).
24. Carburateur selon la revendication 23, caractérisé en ce que la source de carburant
est une cuve à niveau constant (128) qui contient une réserve de carburant avec un
espace à gaz (331) au-dessus du carburant, l'évent (323) étant un passage qui communique
entre la soupape de commande (322) et l'espace à gaz (331).
25. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
les moyens d'étranglement (30) comprennent une partie de surface en aval (32) qui
est courbe quand on la regarde en coupe verticale, une partie substantielle de la
partie de surface en aval (32) étant à une distance radiale uniforme de l'axe de rotation
des moyens d'étranglement (30).
26. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
les moyens d'étranglement (30) comprennent des extrémités parallèles (34) qui sont
perpendiculaires à son axe de rotation.
27. Carburateur selon la revendication 25 ou la revendication 26, caractérisé en ce
que le corps (41, 51) du carburateur supporte des moyens d'étanchéité (302, 303) disposés
entre les moyens d'étranglement (30) et les parties adjacentes du corps (41, 51 ).
28. Carburateur selon la revendication 27, caractérisé en ce que le corps (41, 51)
du carburateur comprend des gorges (300) formées à proximité des moyens d'étranglement
(30), les moyens d'étanchéité (302) étant disposés et maintenus dans les gorges (300).
29. Carburateur selon la revendication 25 et la revendication 26, caractérisé en ce
que les moyens d'étranglement (30) comprennent une partie de surface arrière (33)
qui est enfoncée dans et entourée par la partie de surface inférieure (32) et les
extrémités (34).
30. Carburateur selon la revendication 25 ou 26, caractérisé en ce que les moyens
d'étranglement (30) comprennent une partie de surface arrière (33) ayant une surface
approximativement ègale à celle de la partie de surface en amont (31).
31. Carburateur selon la revendication 29 ou 30, caractérisé en ce qu'il existe une
communication entre la partie de surface arrière (33) et le passage d'admission (6,46).
32. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
les moyens d'étranglement (30) comprennent une partie de surface en aval courbe (32)
qui rencontre la partie de surface en amont (31) le long d'un rebord (305) le long
duquel s'écoule l'air qui passe par le passage d'admission (6, 46), les moyens d'étranglement
(30) comprenant une lèvre (40) s'étendant le long dudit rebord (305) pour inhiber
toute adhérence du carburant sur l'organe d'étranglement (30) et lui éviter de s'écouler
vers le bas sur la partie de surface en aval courbe (32).
33. Carburateur selon la revendication 32, caractérisé en ce que la lèvre (40) a la
forme d'une interruption de la partie de surface en aval (32).
34. Carburateur selon la revendication 32 ou 33, caractérisé en ce que la partie de
surface en aval (32) comprend un dégagement inférieur (304) sur le côté en aval de
la lèvre (40).
35. Carburateur selon l'une des revendications 32 à 35, caractérisé en ce que la lèvre
(40) comprend une lèvre externe sensiblement sur ou dans l'arc projeté de la partie
de surface en aval (32) pour équilibrer les forces tendant à ouvrir spontanément les
moyens d'étranglement (30).
36. Carburateur selon l'une des revendications 32 à 35, caractérisé en ce que le rebord
en amont (305) de la lèvre (40) est incurvé pour réduire les bruits en réduisant ou
en éliminant les pulsations et les turbulences dans la charge d'entrée quand elle
passe sur le rebord des moyens d'étranglement (30).
37. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
la soupape à air (11) et les moyens d'étranglement (30) sont chacun montés sur des
arbres séparés (25, 29), l'arbre (29) des moyens d'étranglement (30) étant plus proche
d'une ligne de référence située sensiblement au centre du passage d'admission (16,
46) dans une zone adjacente à la soupape à air et aux moyens d'étranglement (11, 30)
que ne l'est l'arbre (25) de la soupape à air (11).
38. Carburateur selon la revendication 37, caractérisé en ce que l'organe de la soupape
à air (11, 146) s'étend autour de l'arbre (29) des moyens d'étranglement (30), et
est incliné à l'aval dans le passage d'admission (6) au moins quand la soupape à air
(11) et les moyens d'étranglement (30) sont ouverts.
39. Carburateur selon la revendication 37 ou 38, caractérisé en ce que l'organe de
la soupape à air (11, 146) comprend une partie qui chevauche une partie de la portion
de surface supérieure (31) des moyens d'étranglement (30) au moins quand la soupape
à air (11) et les moyens d'étranglement (30) sont ouverts.
40. Carburateur selon la revendication 39, caractérisé en ce que ladite portion de
l'organe de la soupape à air (11, 146) assume une position contre les moyens d'étranglement
à l'amont de la partie de surface (31) quand les moyens d'étranglement (30) et la
soupape à air (11) sont grand ouverts.
41. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
l'organe de la soupape à air (11, 146) comprend des surfaces en amont et en aval (15,
16) s'étendant à partir d'un bossage (12) sur lequel est montée la soupape à air (11)
de façon rotative sur un arbre (25), jusqu'à une pointe (21) de la soupape à air (11)
qui est mobile sur un arc quand la soupape à air (11) tourne sur l'arbre (25), les
moyens d'étranglement à l'amont de la partie de surface (31) s'étendant d'un bossage
sur lequel les moyens d'étranglement (30) sont montés de façon rotative sur un arbre
(29), les bossages étant fixés au carburateur selon un jeu (10) qui les sépare, ce
jeu (10) étant suffisamment réduit pour diriger le courant d'air principal autour
de la pointe (21 ) de la soupape à air ( 1 1 ) plutôt qu'entre les bossages, mais
de dimensions suffisantes pour qu'une partie de cet air passe entre les bossages et
au-dessus de la partie de surface en amont (31) des moyens d'étranglement pour purger
le carburant de la partie de surface en amont (31).
42. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
la soupape à air comprend une pluralité d'organes de soupape à air (11), ces organes
(11) étant couplés pour fonctionner en synchronisme par des moyens de sollicitation
(80) qui sollicitent de façon continue les organes (11) en direction de leur position
fermée.
43. Carburateur selon la revendication 42, caractérisé en ce que les moyens de sollicitation
(80) comprennent un organe mobile (82) auquel est relié chacun des organes de soupape
à air (11).
44. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
la soupape à air comprend une pluralité d'organes de soupape à air (11, 146) montés
sur des arbres individuels (25), ces arbres (25) des organes de soupape à air respectifs
étant disposés sur la périphérie d'une enveloppe imaginaire définissant le passage
d'admission (6,46).
45. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
les moyens d'étranglement (30) assument la forme d'une pluralité d'organes d'étranglement
montés sur des arbres individuels (29), ces arbres (29) des organes d'étranglement
respectifs étant disposés sur la périphérie d'une enveloppe imaginaire définissant
le passage d'admission (6,46).
46. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
les moyens d'étranglement comprennent une chambre (30) réalisée en résine synthétique.
47. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
le passage d'admission (6, 46) est divisé en une pluralité d'étranglements (47, 48),
des soupapes à air (11) et des moyens d'étranglement (30) séparés étant prévus pour
chaque étranglement.
48. Carburateur selon la revendication 47, caractérisé en ce que le passage d'admission
(6, 46) est subdivisé par un organe séparateur (49, 77), le moyen d'étranglement respectif
à l'amont des parties de surface (31) se terminant en lèvres (40) disposées sur ou
contre l'organe séparateur (49) quand les moyens d'étranglement sont en position fermée.
49. Carburateur selon l'une des revendications 47 ou 48, caractérisé en ce qu'une
ouverture d'enrichissement du carburant est prévue dans l'organe séparateur (49, 77).
50. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
la soupape à air (11, 46) comprend des surfaces en amont et en eval (15, 16) et une
pointe (21 ) pouvant se déplacer sur un arc lorsque la soupape (11, 146) tourne sur
l'arbre (25), la surface en aval (16) de la soupape à air (11, 146) et la partie de
surface en amont (31) des moyens d'étranglement (30) définissant entre elles une région
du passage d'admission (6), la longueur de cette région mesurée dans la direction
générale du courant passant par le passage d'admission (6) étant inférieure à la largeur
de cette région, les orifices (22) étant situés à la pointe (21) de la soupape à air
(11, 146) et disposés de manière à projeter du carburant dans une direction s'éloignant
de l'arbre (25), et l'organe de la soupape à air (11, 146) et les moyens d'étranglement
étant disposés suffisamment proches l'un de l'autre pour que, lorsqu'ils sont en position
fermée, ils amènent l'organe de la soupape à air (11, 146), quand il est en position
largement ouverte, à chevaucher au moins une partie de la portion de surface supérieure
(31) des moyens d'étranglement.
51. Carburateur selon la revendication 50, caractérisé en ce qu'une entrée d'admission
d'air (10), qui est espacée vers l'intérieur dans ladite région par rapport à la pointe
(21) est en communication avec l'entrée d'air (4) du carburateur et avec cette région,
et en ce que l'entrée (10) est suffisamment réduite pour diriger le courant d'air
principal pénétrant par l'entrée (4) autour de la pointe (21) de la soupape à air
(11, 146) mais a une dimension suffisante pour amener une partie de l'air provenant
de l'entrée (4) à passer dans cette région et le long de la portion de surface en
amont (31) des moyens d'étranglement pour purger le carburant de la portion de surface
en amont (31 ).
52. Carburateur selon la revendication 51, caractérisé en ce que les surfaces en amont
et an aval (15, 16) de la soupape à air s'étendent d'un bossage (12) sur lequel est
montée la soupape (11, 146) de façon rotative sur un arbre (25), la portion de surface
supérieure (31) des moyens d'étranglement s'étendant d'un bossage sur lequel sont
montés les moyens d'étranglement de façon rotative sur un arbre (29) et l'entrée d'air
(10) vers cette région étant définie par un jeu entre les bossages.
53. Carburateur selon l'une des revendications précédentes, caractérisé en ce que
le passage d'admission (6) est divisé en une pluralité d'étranglements (47, 48) comprenant
une pluralité d'organes de soupapes à air (11) qui séparent les moyens de dosage de
carburant (239) qui leur sont reliés, les moyens de dosage de carburant séparés (239)
étant reliés à des sources d'alimentation (127, 128) contenant des carburants différents.