[0001] THIS invention relates to a carburettor for an internal combustion engine.
[0002] It is well recognized that with an internal combustion engine good vaporisation of
liquid fuel in the combustion air is highly desirable in order to obtain maximum performance,
minimum fuel consumption, and minimum polution emission. It is also important to maintain
the ratio of fuel to air mass reasonably constant throughout the range of engine speeds
to ensure good combustion. In an effort to achieve the above, modern carburettors
have become more complex and costly, difficult to adjust, less flexible and bulky.
[0003] A further disadvantage associated with conventional carburettors resides therein.
that at low engine speeds, for example during starting and idling conditions, air
velocity through the venturi of the carburettor is insufficient to induce fuel into
the airstream. During low engine speeds, therefore, fuel is drawn from an idle jet
which is disposed downstream from the throttle control of the carburettor and fuel
is introduced directly into the manifold which is often heated to assist vaporisation.
It will be appreciated that where the manifold is heated by exhaust gases, the- efficiency
of the engine will be lowered as a result of a decrease in the density and mass of
working fluid. Moreover, where the manifold is relied upon for vaporisation purposes,
an excessively rich fuel/air mixture is required during cold conditions which results
in liquid fuel entering the engine and causing resultant wear, and also resulting
in incomplete combustion and pollution.
[0004] Various proposals have been made to improve the vaporisation problem described above.
For example, US Patent No 1 642 795 discloses a vaporiser which is in the nature.
of a vortex chamber heated by exhaust gases, and which is adapted to be disposed intermediate
the carburettor and manifold. Similar arrangements are disclosed in British Patent
No 413 630, European Patent Application No 0 011 360/Al and US Patent No 3 336 017.
These arrangements all suffer from the disadvantage that they tend to render the fuel
supply to the engine more complex and costly.
[0005] It is accordingly an object of the present invention to provide a novel carburettor
which is of simplified construction and which will perform adequately. A further object
of the invention is to provide a carburettor which will perform satisfactorily during
start and idling conditions.
[0006] According to the invention, a carburettor adapted to provide. an air/fuel mixture
to an internal combustion engine comprises a mixing chamber, a substantially- central
outlet therefrom and a substantially peripheral inlet thereto, the chamber defining
a vortical pathway from the inlet to the outlet, and means at the zone of the inlet
for causing liquid and/or gaseous fuel to be entrained in the airstream, such means
comprising a formation adapted to form a zone of reduced pressure relative to ambient
pressure in an airstream passing through the inlet and a fuel inlet disposed in such
zone so that fuel is emitted from such inlet.
[0007] Further according to the invention, the mixing chamber is of substantially circular
configuration and the inlet is adapted to direct fluid into the chamber tangentially.
In a preferred embodiment, the structure of the carburettor will comprise an upper
and a lower plate element spaced from one another by a side wall structure, with the
inlet being in the nature of a slot extending through the side wall, while the outlet
is provided by a central axial aperture in one of the plate elements. With this arrangement
an annular air filter device may be sandwiched between the plate elements with the
side wall structure disposed within the surround of the filter device.
[0008] It will be appreciated that the plate elements could be contoured to provide a desired
configuration to the mixing chamber and in a preferred arrangement one or both plate
elements will be of convex profile with the convexity directed towards the chamber
so that it has a reduced cross-sectional area in the central zone thereof. Baffles
and/or flow directing vanes could also be provided in the chamber to ensure that vortical
flow is maintained during reduced flow velocities of the air/fuel mixture.
[0009] Also according to the invention, the mixing chamber has a profile such that fluid
entering through the inlet is radially more remote from the outlet than fluid which
has travelled one or more convolutions in the mixing chamber en route to the outlet.
[0010] Further according to the invention, the means for introducing fuel into an airstream
passing through the inlet comprises a converging-diverging venturi formed in the side
wall structure with a fuel inlet disposed in the zone of the throat of the venturi.
In a preferred arrangement, the means for introducing fuel into an airstream passing
through the inlet comprises a variable throat assembly which includes a body member
defining a passage therethrough, and a closure member within the passage, the closure
member being biased to a position wherein it substantially closes the passage and
being adapted to move progressively to open the passage in proportion to air flow
therethrough.
[0011] Further according to this aspect of the invention, a primary fuel inlet to the passage
is in the nature of a jet or the like and is disposed in the zone of the closure member.
Preferably the fuel inlet will be disposed a short distance downstream from the closure
in its closed position.
[0012] In a preferred arrangement, the closure member will be in the nature of a hinged
flap element which is pivotally movable progressively to open the passage. The flap
element may be biased towards its closed position by means of a spring arrangement
but would preferably be biased simply by means of gravity. With this arrangement the
fuel inlet will preferably be disposed in substantial alignment to the free end of
the flap element remote from its pivot. Thus, during minimal air demand, for example
during starting with the flap element only minimally opened, air flow will nevertheless
be directed over the fuel inlet to ensure that vaporisation is effected. As air flow
is increased the flap element will open progressively so that the pressure differential
over the fuel inlet remains substantially constant. It will be appreciated that only
when there is an increase in air flow after the closure has been fully opened, will
the pressure differential over the fuel inlet increase.
[0013] Also according to the invention, one or more additional supplementary fuel inlets
are provided in positions upstream from the primary fuel inlet so that a pressure
differential is effected across such additional fuel inlet once the closure has been
opened at least partially. Preferably additional fuel inlets will be spaced progressively
upstream from the closure with a pressure differential being created successively
over these as air flow reaches a sufficient velocity. Thus, additional fuel inlets
which are disposed in relatively close proximity to the flap element, will be subjected
to a pressure differential as a result of the convergence of the airstream in the
region of the closure member, while fuel inlets disposed further upstream will be
subjected to a lesser pressure differential until a closure element is in its fully
opened position.
[0014] Still further according to the invention, damping means is provided for the closure
member. Such damping means could, for example, be in the nature of a fly wheel adapted
to dampen through an inertia effect or an element movable through liquid or the like.
In one arrangement, the force of gravity could be utilized to bias the closure element
to its closed position or alternatively a -spring device which provides a substantially
constant biasing force throughout its range of operation could be utilised.
[0015] Further still according to the invention, means is provided for progressively increasing
the effective cross-sectional area of the inlet to the mixing chamber in proportion
to the flow rate through the chamber, so that the velocity of flow through the inlet
can be held substantially constant, such means comprising additional inlets to the
chamber which are adapted to open successively in accordance with flow through the
chamber. In one arrangement, the subsidiary inlets may each be provided with a closure
which is biased to a position wherein it closes these inlets, with the biasing force
being increased from one to the other so that the inlets open progressively as the
depression in the mixing chamber increases. If desirable the subsidiary inlets may
be operated by extraneous means such as electro-magnets, a throttle control or the
like.
[0016] Further included within the scope of the invention, is a method of providing an air/fuel
mixture for an internal combustion engine comprising the steps of providing a mixing
chamber having a substantially peripheral inlet for air to the chamber, an inlet for
fuel in the zone of the air inlet, and a substantially central outlet from the chamber,
drawing air into the chamber through a suction at the outlet, causing a zone of reduced
pressure relative to ambient to develop in the zone of the fuel inlet so that fuel
is emitted from the fuel inlet and entrained in the air, and ducting the air/fuel
mixture along a vortical path about the outlet en route thereto.
[0017] Further according to this aspect of the invention, the chamber is substantially circular
and the fluid is ducted into the chamber substantially tangentially and withdrawn
therefrom axially relative to the vortical path.
[0018] Still further according to the invention, the method includes the steps of providing
a closure in the inlet, the closure being biased to a position wherein it substantially
closes the passage and being adapted to move progressively to open the passage in
proportion to air flow therethrough, and the method includes the steps of drawing
an air/ fuel mixture into the chamber by means of suction from the carburettor with
the closure member substantially closed so that a mixture of relatively low air/fuel
ratio is provided; and thereafter permitting the closure member to open progressively
in accordance with air flow so that the pressure differential over the fuel inlet
remains substantially constant with the air/fuel ratio increasing progressively as
air mass increases.
[0019] Yet further according to this aspect of the invention, the method includes the step
of permitting the closure to open fully so that the pressure differential across the
fuel inlet increases in accordance with the increase of air flow with the air/fuel
ratio decreasing gradually as air density decreases.
[0020] The method further includes the steps of allowing one or more additional fuel inlets
to provide fuel when the closure elements are in a partially opened position and thus
to reduce the air/fuel ratio. Preferably a plurality of additional supplementary air/fuel
inlets will be brought into operation successively.
[0021] In order more clearly to illustrate the invention, some embodiments thereof are described
hereunder purely by way of example with reference to the accompanying drawings wherein
:
Figure 1 is a schematic sectioned elevation of a first carburettor,
Figure 2 is a schematic plan of the carburettor in Figure 1 without its top lid,
Figure 3 is a schematic enlarged sectioned elevation of part of the left hand portion
of the carburettor in Figure 1, showing the main and acceleration jets thereof,
Figure 4 is a further schematic enlarged sectioned plan of the jets in Figure 3 and
a venturi inlet,
Figure 5 is an idling jet arrangement of the carburettor in Figure 1 shown in a schematic
enlarged form,
Figure 6 is a schematic side view of the arrangement in Figure 5,
Figure 7 is a schematic enlarged sectioned plan of one of the supplementary venturis
employed in the carburettor in Figure 1,
Figure 8 is a schematic sectioned elevation of a second carburettor embodiment,
Figure 9 is a schematic enlarged plan of the arrangement in Figure 8 with the top
lid removed,
Figure 10 is a schematic enlarged sectioned elevation of the left hand portions of
the carburettor in Figure 8, showing inter alia the main and acceleration jets thereof,
Figure 11 is a schematic enlarged sectioned view illustrating the idling jet of the
carburettor in Figure 8.
Figure 12 is a schematic sectioned elevation of an inlet for a carburettor in accordance
with the invention,
Figure 13 is a schematic sectioned plan of the inlet in Figure 12,
Figure 14 is a schematic sectioned elevation of a different embodiment of an inlet
for a carburettor,
Figure 15 is a schematic sectioned plan of the inlet in Figure 14,
Figure 16 is a schematic sectioned elevation of yet a different embodiment of an inlet
for a carburettor,
Figure 17 is a schematic sectioned elevation of a third carburettor in accordance
with the invention,
Figure 18 is a schematic plan of the carburettor in Figure 17, without a top closure
plate therefor,
Figure 19 is a schematic plan of a different embodiment of the third carburettor showing
only portion of such carburettor comprising a mixing chamber and a primary and supplementary
inlet to such chamber,
Figure 20. is a schematic plan of a supplementary inlet for the carburettor in Figure
19,
Figure 21 is a graph showing the relationship between air velocity through an inlet
in accordance with the invention, and the angle of a closure disposed in such inlet,
Figure 22 is a graph showing the relationship between the air/fuel ratio; and air
at various engine speeds and throttle conditions,
Figure 23 is a schematic sectioned elevation of portion of a carburettor showing a
sample of a side wall structure thereof and venturi formations in such side wall structure,
Figure 24 is a schematic perspective view of portion of the section of the carburettor
shown in Figure 23,
Figure 25 is a schematic perspective view of a closure for a venturi formation in
the side wall structure in Figure 23,
Figure 26 is an enlarged sectioned elevation of a carburettor in accordance with the
invention showing an inlet in the side wall structure thereof and fuel supply to a
fuel inlet to the carburettor, and
Figure 27 is a sectioned plan of a carburettor with liquid fuel injection.
[0022] As mentioned above, three carburettors are illustrated, the first in Figures 1 to
7, the second in Figures 8 to 11 and the third preferred carburettor in Figures 12
to 22. These carburettors are all based on the same structural concept and also on
the same concept of vortical mixing of the air and fuel. It is to be stressed that
any number of conventional variations such as idling fuel inlet, accelerating fuel
inlets etc. can be incorporated and the examples below serve only to illustrate some
of these.
[0023] The basic structure of the carburettor comprises a generally circular chamber 10
which is defined between an upper plate-like lid 11 and a lower plate 12 with a central
outlet 14 being disposed in the lower plate 12 and adapted to be mounted on a manifold
of an internal combustion engine. The chamber 10 is further defined within a circular
wall structure 13 which spaces the upper plate 11 from the lower plate 12, and which
defines a main substantially tangential inlet 26 therein. Subsidiary inlets may also
be disposed in the side wall as will be explained in more detail below. Arranged peripherally
about the circular side wall 13 is an air filter element 18 which is also sandwiched
between the upper lid 11 and the lower plate 12. One or more fuel inlets which introduce
fuel into an airstream passing through the main inlet 26 will in all cases be provided
in the zone thereof.
[0024] Within the framework of the basic structure described above, various refinements
and additions may be incorporated and some of these will be described below. From
a structural point of view where the main inlet 26 is adapted to be in the nature
of a converging-diverging venturi, the side wall structure 13 could be of the type
illustrated in Figures 23 and 24. In this arrangement the side wall structure 13 comprises
an inner wall 13a and an outer wall 13b, with the venturi 13c defining the main inlet.
The venturi 13c will be profiled for suitable flow characteristics and preferably
it will be of lesser height than the side wall structure 13 so that it could readily
be closed by means of a closure which will be described in more detail below.
[0025] A less complex and preferred wall structure is shown in Figure 18 and Figure 19 and
such wall structure is in fact particularly suitable where a flap-type closure is
disposed within the inlet as will be more fully set out hereinafter. It will be noted
that the wall structure in Figures 18 and 19 is spirally shaped so that fluid rotating
in the chamber will not interfere to any significant degree with fluid entering the
chamber through the inlet.
[0026] A further structural feature of the carburettor comprises a fuel supply to the fuel
inlets and such a fuel supply could conveniently be in the form of a conventional
float chamber, for example, shown at 17, Figure 1 and at 230, Figure 26. With reference
to Figure 26 the float chamber is defined by a housing 234 which houses a float control
valve indicated at 235. Preferably the float of the float control 235 will be set
so that the level of fuel in the chamber is sufficiently low to prevent flooding when
the carburettor is tilted. For some applications it is required that the carburettor
be capable of being tilted to about 30° out of the horizontal and the fuel level in
the housing can be controlled accordingly. Fuel passages lead from the lower region
of the chamber to jets shown at 236, 237 and 238 which are disposed in the throat
of a venturi-like main inlet 26. In this arrangement, fuel is induced into the chamber
10 through a pressure differential across the respective fuel inlets. An alternative
arrangement, Figure 27, provides for fuel to be injected into the airstream passing
through the inlet 26 by means of a suitable injection device shown schematically at
40. The amount of fuel injected into the airstream will be metered in the normal manner
and be responsive, for example, to throttle opening, mass flow of air, engine revolutions
and high/low demand. With such an arrangement, working fluid may be cooled if necessary
at high engine speeds, for example by injecting water into the airstream passing through
the inlets 26.
[0027] A further structural variation is shown in Figure 26 wherein the top closure plate
11 is provided with a convex formation in its central region at llb, the convexity
being directed towards the outlet 14. It will be appreciated that by reducing the
cross-sectional area of the chamber 10 by way of the convexity llb, the velocity of
the working fluid in this zone will be increased.
[0028] The abovementioned variations will indicate to persons skilled in the art that the
basic structure of the carburettor could be varied to suit requirements.
[0029] From a functional point of view, the carburettor operates as follows :
During operation of the internal combustion engine on which the carburettor is mounted,
air is drawn into the chamber 10 through the tangential inlet 26 and moves along a
vortical path to the outlet 14. Fuel droplets are maintained in the airstream as it
moves through the inlet 26 and centrifugal force acting on the droplets will counteract
the centripetal air drag and will tend to retain larger particles in rotation at the
peripheral zone of the chamber 10 and thus prevent them from passing through the outlet
14. As a result of attrition, vaporisation and impact, the droplets will be substantially
fully atomised before passing through the outlet 14 en route to the internal combustion
engine.
[0030] As previously mentioned, in order to minimize interference between rotating fluid
in the chamber 10 and fluid entering the inlet 26, it is preferred that the chamber
spirals to a degree towards the outlet 14 so that fluid entering the inlet 26 is radially
more remote from the outlet 14 than fluid which is rotating in the chamber 10 as shown
in Figure 18. The swirling rotational emotion of the fuel/gas mixture can also . be
maintained as the mixture moves down the outlet 14 by providing a cone formation 16,
Figure 3, at the mouth of the outlet 14, the cone formation 16 being mounted by means
of a pillar 16a which extends from the top of the lid 11.
[0031] Means for introducing fuel into an airstream passing through the inlet 26 can take
on various forms and three examples are discussed below.
Example 1
[0032] A first carburettor is illustrated in Figures 1 to 7 and operates on a semi-constant
depression principle.
[0033] With reference to Figure 2 the inlet 26 which has a venturi-like profile is provided
with a main jet 19 and acceleration jet 20 in the throat of the venturi. For idling
purposes, an additional fuel inlet 25 is provided in the outlet 14 of the carburettor,
downstream from a butterfly-type flow control valve 15. Fuel at a constant head is
supplied to the jets 19 and 20 and fuel inlet 25 from a conventional float chamber
17 and fuel pump [not shown].
[0034] During starting and idling the butterfly-type valve 15 disposed in the outlet 14
will be substantially closed causing a substantial pressure drop downstream therefrom.
As a result of the pressure drop fuel will be drawn from a fuel duct 24 through an
idling jet 30. The fuel then moves over a syphon hump 31 which has its upper extremity
above the level of fuel in the float chamber 17 and which thus prevents flooding through
the inlet 25. Fuel passing over the syphon hump 31 is mixed with air which is drawn
in through an air bleed-in jet 32 and the fuel mixture then moves to the inlet 25,
via a metering jet 32a and a lead 25b. For mixture adjustment purposes, a tapered
needle and seat arrangement 25a is provided, with adjustment being effected by screwing
the tapered needle towards or away from the seat.
[0035] As the valve 15 is opened the depression downstream therefrom will decrease and the
setting of the tapered needle and seat arrangement 25a will be such that supply through
the. idling inlet 25 will effectively cease and in such condition the main jet 19,
Figure 3, will supply fuel to the engine, the fuel being drawn through the main jet
19 from the fuel duct 24. With reference to Figure 4, the main jet 19 is disposed
in the throat of the venturi-like inlet 26 and it will be appreciated that as air
flow through the inlet 26 increases, the pressure differential over the jet 19 will
increase causing increasing amounts of fuel to be drawn therethrough. Disposed adjacent
the main jet 19 and downstream therefrom in the inlet 26, is an acceleration jet 20
which is capable of being opened selectively to supply additional fuel to the engine
during high load conditions such as during acceleration and hill climbing. A tapered
needle 20a will engage in a seat in the acceleration jet 20 and keep such jet closed
during normal engine operating conditions, a lever 21b being biased towards the needle
20a and serving to hold such needle in the closed position. A linkage for operating
the throttle valve 15 is shown at 21 and a stop member 21a is provided on the linkage
21 as indicated. When the linkage 21 moves to open the valve 15 to a relatively fully
opened position, the stop 21a will engage the lever 21b causing it to disengage the
needle 20a whereupon the latter will move away from its seat under the influence of
or through an internal spring bias, thus opening the acceleration jet 20. Once the
linkage 21 moves the valve 15 to a more closed position, the stop 21a will again disengage
the lever on 21b which in turn will close the needle and seat arrangement under the
influence of a spring bias 21c. It is envisaged that the spring bias 21c will be sufficiently
strong to give an indication at the acceleration pedal, when the stop 20a engages
the lever 21b. In this way a driver could selectively open the acceleration jet 20
when more power is required from the. engine. An alternative arrangement is illustrated
in Figure 26 wherein the idling fuel inlet 25 is dispensed with. In this arrangement
an acceleration and starting jet 238 is provided in the inlet 26 and in order to ensure
that fuel is drawn from this jet at required times, an aerodynamic constriction 17a
is provided in the throat of the passage 26 to increase the velocity of air passing
therethrough. It is envisaged that the constriction 17a will be in the nature of an
aerodynamically shaped formation which fits into the throat of the venturi 26 to reduce
its cross-sectional area. In some cases it may be desirable to increase or reduce
the effect of the formation 17a and for this purpose it may be pivotally mounted and
movable into and out of the throat of the venturi 26 by suitable adjusting means such
as a cable or linkage. With such an arrangement, it has been found that the jet 237
will operate effectively during idling conditions and also act as a main jet during
running conditions. The supplementary jet 238 is open during starting and acceleration
in the same manner as the jet 20, Figure 3.
[0036] With reference to Figure 2 and Figure 7, each supplementary venturi inlet 27 is provided
with a jet 28, and a closure 29 which is hinged at 29a for pivotal movement between
a closed position as indicated in Figure 7 and an open position indicated by the broken
line, each closure 29 is biased towards its closed position by means of a resilient
finger element 29b which trails the closure 29a and which contacts an adjustable stop
formation 29c. It will be appreciated that the biasing force of the finger 29b will
be increased either by reducing the distance between the pivot point 29a and the stop
formation 29c or by screwing the stop formation 29c towards the finger 29b to tension
the latter. In the arrangement shown in Figure 2 it is envisaged that the biasing
strength of the fingers of the respective supplementary inlets 27 will be increased
from one to the other so that these openings open progressively as the depression
in the chamber 10 becomes greater with increasing engine speeds so that the air velocity
through the main opening 26 and supplementary openings 27 remains below a predetermined
and desired maximum. In this way the air/fuel ratio of the mixture passing through
the outlet 14 will remain within desired limits.
[0037] It will be appreciated that the closure 29 could be biased to its closed position
in various ways. For example, in Figure 25 the closure which is now shown at 113 is
biased to its closed position by means of resilient finger formations 114, and doubtless
other variations are possible.
[0038] A further feature of the carburettor comprises the provision of a relief valve 22
downstream from the valve 15, Figure 1. When the valve 15, Figure 1, is closed during
high engine revolutions, a substantial pressure drop is created downstream therefrom
and in such circumstances the relief valve 22 will open. to decrease the pressure
drop and thus prevent excess fuel from being drawn through the idle inlet 25. It will
be appreciated that such a relief valve 22 could be provided in the valve 15. In a
further alternative, valve means such as a solenoid operated needle valve could be
provided to close the supply line 25b when engine speed rises above idling speed as
described hereinafter.
Example 2
[0039] A carburettor which operates on a variable depressing principle is indicated in Figures
8 to 11 and where the same numerals are employed, the same or a similar structure
or arrangement is indicated. This carburettor differs from the one disclosed in Example
1 in that the main inlet 40 which is provided with a main jet 43 and an acceleration
jet 44 in the throat thereof, is supplemented only by a secondary inlet 41 and a tertiary
inlet 42. The inner surfaces of the secondary and tertiary inlets 41 and 42 are formed
by flap formations 41a and 42a which are respectively hinged at 41b and 42b for movement
between a closed position and an opened position as indicated in figure 9. The flaps
41a and 42a are biased towards their closed positions by means of a suitable spring
bias 41c and 42c respectively and the force of the spring bias 42c will be greater
than that of 41c so that the secondary inlet 41 will open before the tertiary inlet
42 as pressure decreases in the chamber 10 with rising engine speed. If desirable,
the closures 29 for the supplementary inlets 27, Figure 7, could be employed instead
of the flaps 41a and 42a. Clearly other variations are also possible with regard to
the progressive opening of additional inlets to the .chamber 10 such as shown in Figures
14, 20, 25 etc. It will be noted that the secondary inlet 41 is provided with a main
jet 41d which will feed fuel into the airstream passing through the inlet 41 once
this is open. It is believed that no jet will be required in the tertiary inlet 42
but a small jet could be provided if necessary. It will be appreciated that the secondary
and tertiary inlets 41 and 42 will serve to maintain air velocity through the inlets
below the desired maximum and a constant fuel/air ratio will thus be maintained.
[0040] As in the first carburettor described above, a needle and seat valve 20 will be provided
to close off fuel supply to the acceleration jet under normal conditions, the needle
and seat valve 20 being held in the closed position by means of a lever 21b. As in
the previous arrangement a stop 21a on the linkage 21 for the operating valve 15 will
contact the lever 21b when. the valve moves to its substantially fully opened position.
Control of the acceleration jet 44 is thus effected by means of the linkage 21 as
in the previous case. In the present example, however, an additional needle valve
45 which is controlled by means of a solenoid 45a is provided to close off fuel supply
to the acceleration jet 44 at high engine revolution. It is envisaged that a signal
from an engine speed indicator will be utilized to operate the solenoid 45a.
[0041] With reference to Figure 11 a solenoid operated needle valve 46 with the solenoid
being shown at 46a, is also provided in the fuel supply to an idling jet 47. As with
the previous carburettor, a fuel inlet 25 for idling purposes is provided downstream
from the valve 15. Fuel is again drawn over a syphon hump 31 with a suitable air bleed-in
48 being provided and in this instance the idling jet 47 is provided downstream from
the syphon hump 31 and from the solenoid operated needle valve 46. As with the solenoid
45a, a signal from an engine speed indicator could be utilized to. operate the solenoid
46a and it is envisaged that the arrangement will be such that the needle valve 46
closes fuel supply for idling purposes when the engine speed rises above idling speed.
With such an arrangement, when the butterfly-type valve 15 is closed at high engine
speeds, excess fuel cannot be drawn through the inlet 25.
[0042] It will be appreciated that the features of the two carburettors described above
will often be interchangeable. Whereas various needle valves have been described above,
rotary- or ball-type valves could be employed instead, although needle valves are
preferred from a control point of view. Likewise the closure plates 29, figure 2,
or the flap formations, figure 9, as the case may be which control flow through the
supplementary inlets of the carburettors, could be positively operated by means of
vacuum operable devices.
Example 3
[0043] A preferred arrangement for inducing fuel into the airstream passing through the
inlet 26 is shown in Figures 12 to 18 wherein means for varying the throat of the
inlet 26 is provided, such means comprising a closure member 312 which is biased to
a position wherein it closes the inlet 26 and which is adapted to open progressively
in proportion to air flow through the inlet 26. In the arrangement in Figure 12 and
Figure 13 the closure member 312 is in the nature of a weighted flap element pivotally
mounted at its one end at 312a for movement about a horizontal axis.
[0044] A fuel inlet 315 is disposed slightly downstream from the free end of the flap 312
in its closed position, as illustrated.. A second supplementary fuel inlet 16 is provided
upstream from the first inlet 15 and it is envisaged that further additional fuel
inlets 318 and 319 may be provided in upstream locations. Further additional fuel
inlets could be provided if required.
[0045] In the arrangement in .Figure 12 the flap 312 is biased towards its closed position
by means of gravity. An alternative arrangement, is shown in Figure 16 wherein the
flap 312 is of relatively light construction with a low mass and is biased towards
the closed position by means of a compression spring 340 of the type which provides
a constant biasing force throughout the range of its compression. In both Figure 12
and Figure 16 therefore a constant biasing force acts on the flap 12, and if different
characteristics are required different biasing devices which, for example, have a
biasing force which increases in proportion to compression, could be utilized.
[0046] In use fuel is induced into the chamber 10 as follows :
When the throttle 15 , Figure 18, is opened, and the engine turned over for starting
purposes, fuel will be drawn from the fuel inlet 315. The flap 312 will also be opened,
as a result of the suction, to a small degree and air will flow under its free end
at relatively high velocity causing a fair degree of vaporisation of the fuel drawn
from the fuel inlet 315. The air/fuel ratio at this stage will be relatively low,
and as the engine starts and the engine speed increases, air flow will increase as
the flap 312 opens progressively, and the air/fuel ratio will accordingly rise. The
proportions of the flap 12 and fuel inlet 315 will preferably be selected to provide
a substantially perfect air/fuel ratio, at the idling speed of the engine.
[0047] As air flow through the passage 26 increases at higher engine speeds, the flap 312
will open progressively causing the air velocity over the fuel inlet 315 to remain
substantially constant, and thus also causing the pressure differential over the fuel
inlet 315 to remain substantially constant. Accordingly, as engine speed increases
above idling speed, the air/fuel ratio will rise sharply and the mixture become excessively
"lean". In order to provide more fuel to the airstream at this stage, it is envisaged
that the second upstream inlet 316 will be brought into operation as the air velocity
thereover becomes sufficiently high. It will be appreciated that there is a convergence
and accordingly an increase in the velocity in the airstream in the region of the
flap 312 and the closer the inlet 316 is to the inlet 315, the sooner it will be brought
into operation. It is envisaged that a plurality of supplementary fuel inlets 318
and 319 may be provided' and these may be spaced progressively from the primary fuel
inlet 315. Once the flap 312 is in its fully opened position, the velocity of the
airstream through the passage 26 will increase as engine speed increases and accordingly
the pressure differential over the primary fuel inlet 315 as well as the supplementary
fuel inlets 318 and 319 will increase with an increase in air velocity.
[0048] The air/fuel ratio at this stage will therefore remain substantially constant although
a progressive decrease in the density of the air will result in a gradual decrease
in the air/fuel ratio.
[0049] The above effects are graphically illustrated in Figure 22 where the curve at 380
indicates starting conditions, 382 idling conditions, 383 conditions with the throttle
partially open, 384 to 385 conditions wherein the flap 312 is partially opened with
the throttle fully open, and from 387 onwards conditions wherein the flap 312 is fully
opened. As a result of supplementary fuel inlets being brought into operation the
curve 386 could remain substantially constant as illustrated between idling speed
at 382, to about 2000 RPM. Thereafter, the air/fuel ratio increases gradually until
the flap 312 is in a fully opened position at 385.
[0050] The broken curve indicated at 381 shows an exaggerated situation where supplementary
fuel inlets are brought into operation successively with a sharp drop in the curve
and reduction in air/fuel ratio being indicated as each inlet comes into operation.
It will be appreciated that by providing sufficient supplementary fuel inlets and
varying the proportions of the flap 312 and primary fuel inlet 26, the characteristics
of the curve shown in Figure 22 could be altered as desired so that a curve which
approached an ideal one shown by full line 386 could be obtained.
[0051] Figure 21 illustrates the air velocities below the free end of the flap 312 at various
openings. It will be noted that in the graph the closed position is shown at 45° and
by varying the angle at which flap 312 is closed different characteristics can again
be obtained. Once the flap 312 is fully opened the velocity through the passage 26
will increase in accordance with mass flow, and the velocity will depend upon the
constriction provided by the leading end of the flap 312. An additional constriction
[not shown] could also be provided in order to obtain the required velocity.
[0052] With reference to Figures 17 and 18 a supplementary air inlet is again provided at
337 which is adapted to open when the depression inside the chamber reaches a predetermined
value and in order to ensure that air velocity through the primary inlet 26 does not
exceed a desired value. A closure
.336, Figure 14, Figure 15, may be in the nature of a spring loaded flap with a fuel
inlet 335 being provided upstream therefrom. It will be appreciated that the action
of the spring loaded flap 336 is different from that of the flap 312 of the main inlet
in the sense that the air/fuel mixture provided by the additional inlet 337 will remain
substantially constant at least until the flap 336 reaches its fully opened position.
Thus, the pressure differential over the inlet 335 will be substantially proportional
to air flow as a result of the progressive opening of the flap 336.
[0053] As in the previous examples, more than one supplementary inlet 337 could of course
be provided.. In Figure 17 and Figure 18 the closure 336 is adapted to move vertically
to open the inlet 337 and a variation of this arrangement is shown in Figure 19 and
Figure 20. In the latter, a supplementary inlet is shown at 341 with a resilient closure
therefor and a fuel inlet shown at 340 and 339 respectively, the closure being adapted
to move in a horizontal. plane as shown in Figures 1 to 9 and 25. In Figure 20 a similar
arrangement is shown with a closure being biased to the closed position by means of
a resilient finger 342.
[0054] It will be appreciated that the simplicity of the carburettor described in Example
3 will carry tremendous cost savings and it has further been found that the carburettor
is highly efficient. When accelerating suddenly at any speed no "flat spots" or reduction
in power is experienced. This is due partly to a certain reserve of vaporised fuel
in the chamber 10 and partly to a temporary enrichment of the mixture caused by the
inertia of the flap 3.12. The weighted flap 312 causes an increased temporary depression
downstream therefrom during acceleration as a result of its inertia and accordingly
an increase in fuel supply will little increase in air mass. A further advantageous
effect experienced with the carburettors described in all three examples above is
that the latent heat of vaporisation required to vaporise the liquid fuel results
in a substantial temperature drop in the chamber 10 which in turn increases the density
and mass of the working fluid and accordingly the volumetric efficiency of the engine.
This effect is the opposite of conventional carburettors where the manifold is often
heated by exhaust gases to assist in vaporisation.
[0055] Clearly further variations of the invention exist which differ in matters of detail
only and do not depart from the principles set out in the appended claims. For example,
the drawings all show the outlet 14 as being disposed centrally in the chamber, but
the outlet could clearly be offset relative to the centre of the chamber without detrimental
effect. In particular, the outlet could be moved into closer proximity to the inlet
26, where no supplementary inlets are provided.
1. A carburettor adapted to provide an air/fuel mixture for an internal combustion
engine comprising a mixing chamber, a substantially central outlet therefrom and a
substantially peripheral inlet thereto, the chamber defining a vortical pathway from
the inlet to the outlet, and means in the zone of the inlet for causing liquid and/or
gaseous fuel to be entrained in an airstream passing through the inlet.
2. The carburettor according to Claim 1 wherein the means for causing liquid and/or
gaseous fuel to be entrained in the airstream comprises a formation adapted to form
a zone of reduced pressure relative to ambient pressure in an airstream passing through
the inlet, and a fuel inlet disposed in such zone so that fuel in induced from the
inlet.
3. A carburettor according to claim 1 or claim 2, wherein the mixing chamber is of
substantially circular configuration and the inlet is adapted to direct fluid into
the chamber tangentially.
4. A carburettor according to any one of claims 1 to 3 wherein the structure thereof
comprises an upper and lower plate element spaced from one another by a side wall
structure with the inlet being formed in the side wall while the outlet is provided
by a central axial aperture in one of the plate elements.
5. The carburettor according to any one of claims 1 to 4, wherein the means for introducing
fuel into an airstream passing through the inlet comprises a variable throat assembly
which includes a body member defining a passage therethrough, and a closure member
within the passage, the closure member being biased to a position wherein it substantially
closes the passage and being adapted to move progressively to open the passage in
proportion to air flow therethrough.
6. The carburettor according to claim 5, wherein a primary fuel inlet is provided
in the passage and is disposed in the zone of the closure member.
7. The carburettor according to claim 6, wherein the fuel inlet is disposed a short
distance downstream from the closure in its closed position.
8. The carburettor according to any one of claims 5 to 7, wherein the closure member
is in the nature of a hinged flap element which is pivotally movable progressively
to open the passage.
9. The carburettor according to claim 8, wherein the fuel inlet is disposed in substantial
alignment with the free end of the flap element remote from its pivot so that during
minimal air demand, for example during starting, with the flap only minimally opened,
air flow will be directed over the fuel inlet for purposes of vaporising fuel issuing
therefrom, and as air flow is increased the flap element will open grogressively so
that the pressure differential over the fuel inlet will remain substantially constant,
and so that once the closure is fully opened, the pressure differential across the
fuel inlet will increase.
10. The carburettor according to any one of claims 6 to 9, wherein one or more additional
supplementary fuel inlets are provided in positions upstream from the primary fuel
inlet so that a pressure differential is effected across such additional fuel inlets
once the closure has been opened at least partially.
11. The carburettor according to claim 10, wherein the additional supplementary fuel
inlets are spaced progressively upstream from the closure with a pressure differential
being created successively over these as air flow reaches a sufficient velocity.
12. The carburettor according to any one of claims 1 to 11, wherein means is provided
for progressively increasing the effective cross-sectional area of the inlet to the
mixing chamber in proportion to the flow through the chamber so that the velocity
of flow through the inlet can be held substantially constant, such means comprising
additional subsidiary inlets to the chamber which are adapted to open successively
in accordance with flow therethrough.
13. A method of providing an air/fuel mixture for an internal combustion engine comprising
the steps of providing a mixing chamber having a substantially peripheral air inlet
to the chamber, an inlet for fuel in the zone of the air inlet, and a substantially
central outlet from the chamber, drawing air into the chamber through a suction at
the outlet, causing a zone of reduced pressure relative to ambient to develop in the
zone of the fuel inlets so that fuel is emitted from the fuel inlet and entrained
in the air, and ducting air/fuel mixture along a vortical path about the outlet en
route thereto.
14. The method according to claim 13 including the steps of providing a closure member
in the inlet, the closure member being biased to a position wherein it substantially
closes the inlet and being adapted to move progressively to open the inlet in proportion
to air flow therethrough, and the method including the further steps of drawing an
air/fuel mixture into the chamber by means of suction with the inlet substantially
closed by the closure member so that a mixture of relatively low air/fuel ratio is
provided.