Field of the Invention
[0001] The present invention relates to a diaphragm carburettor, and in particular to novel
arrangements for facilitating fuel flow during acceleration of an engine to which
the carburettor is fitted. The present invention is especially but not exclusively
applicable to a carburettor for supplying fuel to low capacity two-stroke or four-stroke
engines designed for use on, for example, chain saws, concrete saws, trimmers, lawn
mowers and karts and the like.
Background of the Invention
[0002] Carburettors are well known devices that function to supply a fuel/air mixture to
the one or more cylinders of two-stroke and four-stroke engines. However, there can
be acceleration problems due to a carburettor supplying insufficient fuel on acceleration.
This conventionally arises from the inertia of moving components within the carburettor,
imperfect machining within the carburettor, limitations on the location of components
arising from various design and/or cost constraints, as well as elevated temperatures
and vibration transmitted from the engine.
[0003] If sufficient fuel is supplied for acceleration, this over or under supply can cause
the engine performance problems in start-up, warm-up, lower and part throttle positions.
Ultra-lean acceleration will deprive the engine of proper cooling leading to various
issues. Current designs include a series of progression holes allowing fuel to flow
into the throttle bore to mix with the air. This type of arrangement has limitations
in terms of the location at which the progress holes can be machined, resulting in
acceleration issues. Part throttle jets have also been used but again have limitations
in relation to the possible location of the jets. Angled fuel nozzles have been used
to improve acceleration but the delivery of fuel from these nozzles can be quite coarse
resulting in the engine hesitating during acceleration due to an over-supply of fuel.
[0004] The present invention has therefore been developed to solve the above problems and
is primarily intended to provide a carburettor with the ability to supply an improved
mixture of fuel as required from a partially open throttle to a wide open throttle
allowing the engine to have stable operation across that throttle range.
Summary of the Invention
[0005] To solve the above problem the present invention includes a carburettor which has
three fuel circuits, fuel circuit one is an idle fuel circuit which is controlled
by an idle adjustment needle for low engine speed, fuel circuit two is an enrichment
fuel circuit which takes fuel from a fuel metering chamber and fuel circuit three
is a high fuel circuit which is controlled by a high speed needle for maximum engine
speed. Fuel circuit one supplies fuel to a first nozzle. There is one air circuit
that flows air from the throttle bore to the first nozzle. The design of the nozzle
allows the air and fuel to mix prior to exiting the nozzle at high velocity resulting
in a more complete mixture of air and fuel to form a mist. This premix of air and
fuel is released into the throttle bore where further mixing of air occurs. This results
in a more accurate supply of air and fuel to the engine during the acceleration modes
and wide open throttle.
[0006] According to a preferred embodiment of the invention there is provided a carburettor
comprising a throttle bore; a fuel chamber; an idle fuel circuit extending between
the fuel chamber and the throttle bore and controllable by an idle adjustment member;
a high speed fuel circuit extending between the fuel chamber and the throttle bore
and controllable by a high speed adjustment member; and an enrichment fuel circuit
extending between the fuel chamber and the throttle bore for supplying fuel to the
throttle bore independently of the idle and high speed fuel circuits.
[0007] Preferably, the idle fuel circuit comprises a first nozzle operable to delivery fuel
to the throttle bore.
[0008] Preferably, the carburettor comprises a first air delivery passage arranged to supply
air to the first nozzle.
[0009] Preferably, the high speed fuel circuit comprises a second nozzle operable to deliver
fuel to the throttle bore.
[0010] Preferably, the carburettor comprises a second air delivery passage arranged to supply
air to the second nozzle.
[0011] Preferably, the enrichment fuel circuit comprises a third nozzle operable to deliver
fuel to the throttle bore.
[0012] Preferably, the carburettor comprises a third air delivery passage arranged to supply
air to the third nozzle.
[0013] Preferably, one or more of the nozzles defines an airflow path arranged to combine
air with fuel flowing through the nozzle.
[0014] Preferably, one or more of the nozzles comprises a fixed jet arranged to control
the flow of fuel or air into the nozzle.
[0015] Preferably, the carburettor comprises a choke bore in communication with the throttle
bore, at least one portion of a sidewall of the choke bore being adapted to modify
air flow through the choke bore.
[0016] Preferably, wherein at least one portion of the choke bore sidewall is adapted to
rotate about a longitudinal axis of the choke bore in order to modify the airflow.
[0017] Preferably, the carburettor comprises drive means operable to effect rotation of
the at least one portion of choke bore sidewall.
[0018] Preferably, the choke bore sidewall comprises multiple sidewall portions of different
profiles.
[0019] Preferably, the carburettor comprises a throttle valve operable to regulate air flow
through the throttle bore, wherein the throttle valve is in operative association
with an enrichment valve operable to regulate delivery of fuel to the fuel enrichment
circuit.
[0020] Preferably, the carburettor comprises a cam displaceable by a throttle valve shaft
such as to effect regulation of the delivery of fuel to the fuel enrichment circuit,
the cam being operable to displace a shuttle valve between a closed position disabling
the fuel enrichment circuit and an open position enabling the fuel enrichment circuit.
Brief Description of the Drawings
[0021] The present invention will now be described with reference to the accompanying drawings,
in which;
FIG 1 shows a carburettor according to an embodiment of the invention and illustrating
the arrangement of an idle fuel circuit and a high fuel circuit;
FIG 2 shows a fuel flow path from a fuel metering chamber to a fuel enrichment air
and fuel nozzle;
FIG 3 illustrates a throttle shutter in a closed position;
FIG 4 shows the throttle shutter in an open position;
FIG 5 shows a detail section of the machining of journals for the fuel enrichment
air and fuel nozzle;
FIG 6 shows the direction of fuel flow for the enrichment air and fuel nozzle;
FIG 7 illustrates a side elevation of an air nozzle for the air and fuel nozzle;
FIG 8 shows an end view of the air nozzle;
FIG 9 shows in detail a fuel nozzle for the air and fuel nozzle;
FIG 10 shows a cross-section of the air nozzle and fuel nozzle combined to form the
air and fuel nozzle;
FIG 11 shows the enrichment fuel circuit, idle fuel circuit and high fuel circuit
without a respective air and fuel nozzle;
FIG 12 shows the enrichment fuel circuit, idle fuel circuit and high fuel circuit
incorporating a respective air and fuel nozzle;
FIG 13 illustrates the enrichment fuel circuit and high fuel circuit without a respective
air feedhole while the idle fuel circuit is shown with an air feedhole;
FIG 14 illustrates the use of a fixed jet to control the air or fuel flow;
FIG 15 illustrates a choke bore having multiple different wall portions adapted to
modify air flow through the choke bore;
FIG 16 illustrates in detail the shape of a choke bore wall portion profile;
FIG 17 illustrates in detail the shape of another choke bore wall portion profile;
FIG 18 shows the support bearing that forms an air gap between the body and choke
bore wall;
FIG 19 shows how additional supports can be added to the choke bore wall;
FIG 20 illustrates drive means operable to effect rotation of the choke bore wall;
FIG 21 illustrates a piston and cam assembly in a carburettor according to the invention;
FIG 22 shows the throttle shutter and piston in the closed position;
FIG 23 shows the throttle shutter and piston in the opened position;
FIG 24 illustrates a piston that is driven by a cam; and
FIG 25 illustrates a cam profile for the cam illustrates in Figure 24.
Description of the Preferred Embodiments
[0022] Referring now to the accompanying drawings, there is illustrated a diaphragm carburettor
according to the invention. It should be noted that for the purposes of clarity not
all of the possible or optional features of the carburettor are illustrated in each
Figure, but the features shown in one or more of the Figures may of course be combined
with one or more other features illustrated in one or more of the other Figures.
[0023] Figure 1 illustrates a body 1 of the diaphragm carburettor of the invention, including
a fuel metering chamber 2 formed in an upper portion of the body 1. It will be appreciated
that a suitable fuel reservoir in the form of a container may be provided about said
upper portion of the body 1 to enclose and further define the fuel metering chamber
2. The body 1 has a first air and fuel nozzle 3a that forms part of an idle fuel circuit
extending between the fuel-metering chamber 2 and a throttle bore 4 which extends
through the interior of the body 1 in conventional fashion. As will be described in
detail hereinafter, the air fuel nozzle 3a is arranged to combine liquid fuel and
air to issue as a mist or atomised dispersion of fuel in air, into the throttle bore
for onward delivery to one or more cylinders of the associated engine for combustion.
Again it should be noted that not all features of the carburettor are illustrated
in Figure 1.
[0024] The body 1 also has a second air and fuel nozzle 3b that forms part of a high-speed
fuel circuit likewise extending between the fuel-metering chamber 2 and the throttle
bore 4. In a preferred arrangement the high speed fuel circuit is arranged to supply
fuel from the fuel metering chamber 2 to a throat of the throttle bore 4, which will
often have a venturi type cross section as illustrated, and again as an atomised dispersion
of the liquid fuel in air.
[0025] A third air fuel nozzle 3c is also provided and forms part of an enrichment fuel
circuit extending between the fuel-metering chamber 2 and the throttle bore 4 as hereinafter
described in greater detail. In a preferred arrangement the fuel enrichment circuit
is arranged to supply fuel from the fuel metering chamber 2 to the throttle bore 4
at a location upstream of the outlet of the high speed fuel circuit.
[0026] Figure 2 shows a flow path in the form of a transfer journal 5 that is connected
to a machined hole 6 that is drilled in to the metering chamber 2. Another connection
hole 7 is machined from the transfer journal 5 in to the air and fuel nozzle 3c. The
air and fuel nozzle 3c is assembled into the body 1 such as to project into the throttle
bore 4 and intersects the connection hole 7. A fuel flow path is therefore defined
between the fuel metering chamber 2 and the throttle bore 4 via the hole 6, journal
5, connection hole 7 and the air and fuel nozzle 3c, collectively forming the enrichment
fuel circuit.
[0027] The air and fuel nozzle 3c is assembled in to the body 1 by a press fit. The press
fit ensures that fuel does not leak external to the body 1. The air and fuel nozzle
3c could also be threaded in to the body 1 if required, or secured in any other suitable
fashion. The transfer journal 5 and/or connection hole 7 could also be replaced by
external machining or pipework (not shown) outside the body 1, or any other functional
alternative, which facilitates fluid communication between the fuel-metering chamber
2 and the air and fuel nozzle 3c.
[0028] Figure 3 shows the air and fuel nozzle 3c in a non-working status. Fuel cannot flow
from the metering chamber 2 into the transfer journal 5, the air and fuel nozzle 3c
and on to the throttle bore 4. This is due to the absence of a vacuum on the air and
fuel nozzle 3c because a throttle valve in the form of a throttle shutter 8 is in
the closed position.
[0029] Figure 4 shows the air and fuel nozzle 3c in the open working status. With the throttle
shutter 8 now in an opened position the air and fuel nozzle 3c receives a vacuum signal
in throttle bore 4. This allows fuel to flow from the metering chamber 2 in to the
transfer journal 5, in to the air and fuel nozzle 3c and in to the throttle bore 4.
[0030] The air and fuel nozzle 3c can also pull air from an airflow path in the form of
a feedhole 10 extending from the throttle bore 4 to the air and fuel nozzle 3c. In
this case the quantity of fuel and air entering the air and fuel nozzle 3c is controlled
by the feed hole 9 and 10 respectively. In other cases a jet (not shown) or both a
feedhole and jet can control the quantity of fuel and air supplied to the air and
fuel nozzle 3c. With the air and fuel nozzle 3c opened the engine can now overcome
the acceleration problems due to the fuel and air flowing from the nozzle 3c being
allowed to mix prior to entering the throttle bore 4 resulting in better atomisation
of the fuel. This will allow stable running of the engine.
[0031] Figure 5 shows a section of the body 1 with the air and fuel nozzle 3c flowing both
fuel and air together in to the throttle bore 4 when the throttle shutter 8 is in
the opened position.
[0032] Figure 6 shows the direction of fuel flow through the body 1 in to the throttle bore
4.
[0033] Figure 7 illustrates an air nozzle 11 forming part of the air and fuel nozzles 3a,
3b, 3c that has an air entry hole 12 and a air exit hole 13 for the air to flow through.
The fuel transfer ports 14 show the fuel direction flow.
[0034] Figure 8 is a front elevation of the air nozzle 11 where the fuel transfer ports
14 and the exit hole 13 can be seen in more detail. This air nozzle 11 can also be
reversed to flow fuel instead of air depending on the application and engine requirements.
[0035] Figure 9 shows a fuel nozzle 15 forming part of the air and fuel nozzles 3a, 3b,
3c with the fuel entry hole 16 and an exit hole 17. The fuel nozzle 15 surrounds the
air nozzle 11 to form the air and fuel nozzles 3a, 3b, 3c.
[0036] Figure 10 shows the assembly of nozzle 11 and 15 to form the air and fuel nozzles
3a, 3b, 3c.
[0037] Figure 11 shows a cross-section through the diaphragm carburettor body 1 in which
the air and fuel nozzles 3a, 3b, 3c have been omitted from the idle fuel circuit,
high speed fuel circuit and the enrichment fuel circuit. This shows the transfer journal
5 that forms part of the enrichment fuel circuit. A hole 18 is machined from the transfer
journal 5 in to the metering chamber 2. Another hole 9 is machined from the transfer
journal 5 in to an air and fuel journal 37 which replaces the air and fuel nozzle
3c. The air feedhole 10 is machined or otherwise formed in the body 1 and extending
from the throttle bore 4 in to the air and fuel journal 37. The air and fuel journal
37 remains independent of both the idle fuel circuit 19 and high speed fuel circuit
20.
[0038] Figure 12 shows a cross-section through the diaphragm carburettor body 1. Figure
12 shows the air and fuel nozzle 3c forming part of the fuel enrichment circuit, the
air and fuel nozzle 3a forming part of the idle fuel circuit 19, and the air and fuel
nozzle 3b forming part of the high speed fuel circuit 20. An air feedhole 21 is provided
from the throttle bore 4 to supply air to the air and fuel nozzle 3a. An air feedhole
22 is provided from a choke bore 40 to supply air to the air and fuel nozzle 3b. The
choke bore 40 is located upstream of and in communication with the throttle bore 4,
and together they define a through passage in the body 1. In this way air can be supplied
to the respective nozzle 3a, 3b, 3c to mix with the fuel flow through the nozzle in
order to generate an atomised dispersion of fuel in the air, which is then supplied
to the throttle bore 4 for onward supply and combustion within the cylinder(s) of
the engine (not shown).
[0039] Figure 13 shows a further cross-section through the diaphragm carburettor body 1.
This arrangement illustrates that the air feedholes can be included or removed depending
on the engine requirements. In some cases the air and fuel nozzle 3a, 3b, 3c will
only require a partial quantity of air so all air feedholes are not required. The
air and fuel nozzle 3b and 3c have no air feedholes and the air and fuel nozzle 3a
has the air feedhole 21. This arrangement serves to illustrate that the air and fuel
nozzle 3a, 3b, 3c can include and exclude the air feedholes as required.
[0040] Figure 14 shows the enrichment fuel circuit with an assembled jet 23 to control the
quantity of fuel flow in to the air and fuel nozzle 3c. The assembled jet 23 can be
applied to all or some of the air and fuel nozzles 3a, 3b, 3c either through the air
or fuel pathway depending on the engine requirements, and the jet 23 can be of conventional
form and dimensioned to provide the requisite fuel metering function.
[0041] Figure 15 shows an end elevation of the carburettor according to the invention, as
viewed from the choke bore 40 end. A sidewall of the choke bore 40 comprises a sidewall
profile made up of two different wall profiles 24 and 25 in order to speed up or slow
down the velocity of air flowing through the choke bore 40 extending through the body
1. This helps the atomisation of fuel at various part throttles leading to improved
acceleration. Various surface features, shapes, and/or profiles of the choke bore
40 sidewall may thus be utilised to modify the airflow through the choke bore, such
as to for example to generate increased turbulence and therefore mixing of the fuel
and air.
[0042] Figure 16 shows a cross-section through the sidewall profile 24. Profile 24 is not
confined to this shape but can be either regular or irregular in the profile shape
and surface finish. This profile can be machined or otherwise formed into the body
1 or provided as a separate component to be fitted into the body 1 by any suitable
means.
[0043] Figure 17 shows a cross-section through the profile 25. Profile 25 is not confined
to this shape but can be either regular or irregular in the profile shape and surface
finish. This profile can be machined into the body 1 or provided as a separate component
to be fitted into the body 1 by any suitable means.
[0044] Figure 18 shows the profile 24 assembled onto some form of a bearing 37. The bearing
37 is assembled into the body 1. This assemble forms an air gap 38 that allows the
profile 24 to rotate with the body 1 about a longitudinal axis of the choke bore 40.
The bearing 37 can also be applied to the profile 25. The rotation of profile 24 and
25 will speed up the velocity of air entering the carburettor that will allow for
better atomisation of the fuel leading to improvement acceleration and power delivery.
[0045] Figure 19 shows the profile 24 with more than one bearing 37a and 37b for additional
support. This also applies to profile 25.
[0046] Figure 20 shows the profile 24 connected up to drive means in the form of an electric
motor 47 so that the rotation speed of profile 24 can be increased or decrease. This
also applies to profile 25. The electric motor can be fitted into the body 1 or external
to the body 1.
[0047] Figure 21 shows an end view cross-section through the body 1 illustrating the throttle
shutter 8 connected between opposed portions of a throttle shaft 26 and 27 in order
to allow the shutter 8 to be pivoted between the open and closed positions. The throttle
shaft 26, 27 is rotated by the throttle lever assembly 28 which determines the positions
from closed to open of the throttle shutter 8. The throttle lever assembly 28 may
be actuated by any suitable means, for example cable actuated or the like. Mounted
at one end of the throttle shaft 26, 27 is a cam 29 that is in contact with an enrichment
valve in the form of a piston 48. A spring 31 applies a force on the piston 48 to
bias the piston 48 into contact with the cam 29.
[0048] Figure 22 shows a longitudinal cross-section through the body 1 of the carburettor
and showing the same arrangement of features as illustrated in Figure 21. The throttle
shutter 8 is in the closed position. A journal 30 is machined from the fuel-metering
chamber 2 to a piston journal 35. A conduit 32 is provided from the piston journal
35 to the air fuel nozzle 3c. When the throttle shutter 8 is closed fuel can flow
from the metering chamber 2 into the piston journal 35 through the journal 30. The
piston 48 has two seals 33 and 34. Seal 34 prevents fuel from flowing into the conduit
32 while the throttle shutter 8 is in the closed position as the cam 29 is arranged
to position the piston 38 such that the seal 34 is upstream of and thus blocking access
to the conduit 32..
[0049] Figure 23 shows a cross-section through the body 1. The throttle shutter 8 is in
the opened position. As the throttle shutter 8 starts the cam 29 rotates and this
action displaces the piston 48 against the bias of the spring 31. The seal 34 is therefore
displaced beyond the conduit 32 and now allows fuel to flow from the piston journal
35 to the air fuel nozzle 3c through the conduit 32. The cam 29 can be calibrated
to deliver fuel to the engine with more precision through the range of throttle shutter
8 positions and engine rpm.
[0050] Note the air and fuel nozzle 3c can also be a standard nozzle or a machined exit
hole or any other suitable functional form operable to deliver fuel. In this way position
dependent fuel enrichment can be implemented and linked to throttle position, or more
particularly to the position of the throttle shutter 8.
[0051] Figure 24 shows in detail the piston 48 and its seal 33 and 34 which each comprises
a captured O-ring but can be of any other suitable form.
[0052] Figure 25 shows in detail the cam 29. Cam 29 has a cam profile 36 that is used to
move the piston 48. Cam profile 36 can be adjusted to different shapes in order to
deliver the correct quantity of fuel to the engine for calibration. Note the cam is
an example but some other form of mechanism can be used to move the piston.
1. A carburettor comprising a throttle bore; a fuel chamber; an idle fuel circuit extending
between the fuel chamber and the throttle bore and controllable by an idle adjustment
member; a high speed fuel circuit extending between the fuel chamber and the throttle
bore and controllable by a high speed adjustment member; and an enrichment fuel circuit
extending between the fuel chamber and the throttle bore for supplying fuel to the
throttle bore independently of the idle and high speed fuel circuits.
2. A carburettor as claimed in claim 1, wherein the idle fuel circuit comprises a first
nozzle operable to delivery fuel to the throttle bore.
3. A carburettor as claimed in claim 2, comprising a first air delivery passage arranged
to supply air to the first nozzle.
4. A carburettor as claimed in any preceding claim, wherein the high speed fuel circuit
comprises a second nozzle operable to deliver fuel to the throttle bore.
5. A carburettor as claimed in claim 4, comprising a second air delivery passage arranged
to supply air to the second nozzle.
6. A carburettor as claimed in any preceding claim, wherein the enrichment fuel circuit
comprises a third nozzle operable to deliver fuel to the throttle bore.
7. A carburettor as claimed in claim 6, comprising a third air delivery passage arranged
to supply air to the third nozzle.
8. A carburettor as claimed in any preceding claim, wherein the or each nozzle defines
an airflow path arranged to combine air with fuel flowing through the nozzle.
9. A carburettor as claimed in any preceding claim, wherein one or more of the nozzles
comprises a fixed jet arranged to control the flow of fuel or air into the nozzle.
10. A carburettor as claimed in any preceding claim, comprising a choke bore in communication
with the throttle bore, at least one portion of a sidewall of the choke bore being
adapted to modify air flow through the choke bore.
11. A carburettor as claimed in claim 10, wherein at least one portion of the choke bore
sidewall is adapted to rotate about a longitudinal axis of the choke bore in order
to modify the airflow.
12. A carburettor as claimed in any of claim 11, comprising drive means operable to effect
rotation of the at least one portion of choke bore sidewall.
13. A carburettor as claimed in any of claims 10 to 12, wherein the choke bore sidewall
comprises multiple sidewall portions of different profiles.
14. A carburettor as claimed in any preceding claim, comprising a throttle valve operable
to regulate air flow through the throttle bore, wherein the throttle valve is in operative
association with an enrichment valve operable to regulate delivery of fuel to the
fuel enrichment circuit.
15. A carburettor as claimed in claim 14, comprising a cam displaceable by a throttle
valve shaft such as to effect regulation of the delivery of fuel to the fuel enrichment
circuit, the cam being operable to displace a shuttle valve between a closed position
disabling the fuel enrichment circuit and an open position enabling the fuel enrichment
circuit.