US2656165A - Carburetor - Google Patents

Description

E. M. BIMBERG Oct. 20, 1953 CARBURETOR 2 Sheets-Sheet 1 Filed May 15, 1948 IN VEN TOR.

Ema-e M-BIMBEEG ATTOENE Y Oct. 20, 1953 E. M. BIMBERG 2,656,155

CARBURETOR Filed'May 15, 1948 2 Sheets-Sheet 2 II/III/III [11% lll/r/g' INVENTOR.

' 51 M512 Bmazee ATTORNEY Patented Oct. 20, 1953 UNITED STATES :PATENT osmcs cannunsron Elmer M. Bimberg, Detroit, Mich., 'assignor to Bendix Aviation Corporation, SouthBend, 1:16.,

a. corporation of:Delawaro Application 15, 1948, Serial No. 27,223

. 4 Claims. 1

The present inventionrelates to float type carburetors for" internal combustion engines and has for its principal'object to provide a carburetor of the aforesaidtype'havlng efficient, easily adjustable main metering and idling'systems and good operating angularity, coupled with simplicity of construction and operation.

Another object of the present invention is to provide a float mechanism in a carburetor which will minimize the effect of engine vibration or the like onthe operation of the fuel inlet valve.

Further objects and advantages of the present invention will be apparent from the following description and accompanying drawings, in which one specific embodiment thereof is disclosed, and in which:

Figure 1 is a top plan wlew of a horizontal carburetor embodying my invention;

Figure 2 is a vertical cross-section of the carburetor taken on line 22 of Figure 1;

Figure 3 is a horizontal cross-section of the carburetor taken on lined-3 of Figure 2;

Figure 4 isa partial vertical cross-section of thecarburetor taken on the line 4-6 of Figure 1, showing the construction of the idling system;

Figure 5 is a, fragmentary view in crosssection taken'on line 5-5 of Figure 4; and

Figures 6 and '7 are fragmentary views of the float lever mechanism.

It is known that in conventional float type carburetors, engine vibration and road jarring transmitted through the vehicle to thecarburetor may cause the float to oscillate vertically even though the fuel is at a level normally sufficient to maintain the float at its uppermost position-and the fuel valve closed. Inasmuch as the conventional carburctors'are generally provided with a rigid float lever and valve engaging arm, as well as a nonyieldable valve construction, any oscillation of thefioat when the fuel in the bowl is at fulllevel causessuccessive momentary openings of the fuel valve and a 'consequent flow of'fuel into the bowl. When the engine is consuming fuel at a low rate, as'at idling or slow speed, the opening of the fuel valve under the influence of the engine vibration or road. jarring permits fuel to enter the fuel bowl at a greater rate than it is being consumed, thus causing fuel to spill from the main discharge jet into the induction passage or to overflow the fuel bowl. The present float mechanism, which will be fully described hereinafter, tends to minimize the effect of engine vibration and road jarring on the fuel inlet valve.

Referring specifically to the drawings, a main body It) contains an induction passage l2 having air inlet M, a mixture outlet l6 and a'venturi l8 between said inlet and outlet, a flange with holes 22 being provided'at the mixture outlet end of the main body for mounting the carburetor on the intake manifold of aneng'ine. A manually actuated choke valve 2! is disposed in the air inlet 14 of the induction passage and is mounted on shaft 26 which is rotated by a lever 28 and a rod so secured to one end thereof. A throttle valve '32 is mounted on a shaft 34 in the mixture outlet l6 and is actuated bytheoperator through a rod 35 and lever 38 secured'to one end-of shaft 34. Mounted on the other end of shaft 34 is'an adjustable throttle valve stop consisting of a lever 40 secured to said shaft, a screw d2 threadedly received in the outer end of lever-'40 and alug it integrally joined to the main carburetor body In against which the end of screw 42 abuts in limiting the closing movement of the'throttle valve.

The fuel bowl depends from; the lower side of the main body 10 and contains a cylindrically shaped float chamber 52 'having'ahemispherically shaped bottom connected bya port 54 with a main fuel metering system, generally shown at numeral 56. The fuel enters the "float chamber through fuel valve 60, whichiscontrolle'd by alever 62 and a spherically shaped float 64 disposed in the cylindrically shaped chamber tt the diameter of. said fioatbeing of only slightly smaller "diameter than the chamber itself. Thelever 62 and float 64 are notjoined to one-anotherin order to permit thefloat to assume various positions in chamber 52 without binding or without substantially affecting its control of valve through the medium of lever 62' as the carburetor tilts from side to side. The-disconnectedarrangement of the float and float lever'operatesto minimize the effect of engine "vibration androadiarring on-the fuel valve. The pressure above the'fuelln the float chamber is balanced with that at the 'intake of the induction passage by a conduit 66 opening into the air inlet at port'liti anterior to choke valve 28.

V The float lever 62 is mounted'on a'pivot pin 10 which is supported at each end in vertical grooves 12, the lower end of said grooves'for'ming the sup= port for the ends of the pin. "These vertical grooves are wider throughout their height near the center than at the opening through which the ends of the pivot pin extend. After the pivot pin is mounted in the grooves, as shown in Figures 6 and 7, a holding means 14 such as lead shot is placed in the wider portion of each groove and the fuel bowl cover, which is formed integrally with the main body, is secured in place over the .and includes a horizontal conduit nected at one end with the induction passage on the valve.

float chamber, rigidly clamping the holding means and pivot pin in operative position.

The main fuel metering system 56 includes a main discharge conduit having a vertical section '80 connected at one end with a main fuel discharge nozzle 82 opening into the throat of venturi l8 and at the other end with a chamber 84 communicating with the fuel bowl through main metering jet 86, conduit 88 and port 54. A valve member threadedly received in a boss at the base of the fuel bowl is provided to vary the effective area of the main metering jet 86. Adajcent the vertical section 89 of the main fuel conduit is a tubular shaped well 94 having a fuel inlet 96 in the bottom thereof and a calibrated outlet 98 at the top. An annular chamber I00 surrounds well 94 and is connected at the top with the induction passage near air inlet 14 by a port I02 and conduit I04. A plurality of holes 106 arranged in a vertical row are providedin one side of chamber I00 to connect said chamber with the vertical section 80 of the main fuel discharge conduit and are adapted to admit air into said section for forming a fuel-air emulsion which is discharged through nozzle 82 into the induction passage.

The idling system of the present carburetor is clearly shown in Figure 4 of the drawings H0 conthe engine side of the'throttle valve and at the other end with a source of fuel by well 99 and with a source of air by inlet port I IZ, the fuel for idling being metered through port 98 and the air being controlled by a valve H6 threadedly received in a boss I [8 in the main body.

In the operation of the carburetor, with the throttle valve in closed or nearly closed position, fuel flows from the float chamber through port 54, conduit 08, metering orifice 96, and thence through chamber 84, inlet 96, well 94, metering orifice 98 into conduit H0. As the fuel passes into conduit H0, air flowing through inlet port H2 mixes with the fuel and forms an emulsion which passes through conduit H0 into the induction passage on the engine side of the throt- As the throttlevalve is opened and -the source of fuel for the engine shifts from the idling system to the main metering system, fuel flows from chamber 04 upwardly through vertical section 86 of the main discharge conduit, where it mixes with air admitted through holes 186 from chamber I00, forming an emulsion which is discharged through nozzle 82 into the induction passage at the throat of the venturi.

Although only one embodiment of the invention has been illustrated herein, various changes may be made to suit requirements.

I claim:

1. In a carburetor having a horizontal induction passage, a source of fuel beneath said passage, a conduit connecting said source with the induction passage and having a vertical section, a chamber extending parallel with and offset from said vertical section and communicating with said passage, and a plurality of-ports con-.

'4 necting said chamber with said conduit for supplying air to said fuel conduit to form a fuelair emulsion.

2. In a carburetor having a horizontal induction passage, a fuel bowl beneath said passage, a conduit connecting said fuel bowl with the induction passage and having a substantially vertical section, a chamber extending parallel with and offset from said section and communicating with said passage, and a plurality of vertically arranged ports connecting said chamber with said conduit for supplying air to said fuel conduit to form a fuel-air emulsion.

3. In a carburetor having a horizontal induction passage with a throttle therein, a fuel bowl beneath said passage, a conduit connecting said fuel bowl with the induction passage anterior to the throttle and having a substantially vertical section, a cylindrical chamber extending parallel with and offset from said section and communicating at the top with said passage, a plurality of ports connecting said chamber with said conduit for supplying air to said fuel conduit to form a fuel-air emulsion, a passageway connecting said fuel bowl with the induction passage posterior to said throttle and having a tubularportion extending through said chamber, and a port for bleeding air into said passageway posterior to said chamber.

4. In a carburetor having a horizontal induction passage with a throttle therein, a fuel bowl beneath said passage, a conduit connecting said fuel bowl with the induction passage anterior to the throttle and having a susbtantially vertical section, a cylindrical chamber extending parallel with said section at one side thereof and in close proximity therewith and communicating at the top with said passage, a plurality of ports connecting said chamber with said conduit for supplying air to said fuel conduit to form a fuelair emulsion, and a passageway connecting said chamber with the induction passage posterior to the throttle and having a tubular portion extending downwardly through said chamber to a fuel inlet port in the bottom thereof.

ELMER M. BIM'BERG.

References Cited in the file .of this pat ent UNITED STATES PATENTS Number Name Date 1,362,305 I-Iawxhurst Dec. 14, 1920 1,631,716 Bavery June 7, 1927 1,872,559 Bicknell Aug. 16, 1932 1,893,920 Winfield Jan. 10, 1933 1,895,785 Claudel Jan. 31, 1933 1,919,793 Linga July 25, 1933 1,958,690 Ball et al. May 15, 1934 1,976,452 Mock Oct. 9, 1934 2,048,428 Chandler et al. July 21, 1936 2,057,739 Prentiss Oct. 20, 1936 2,186,480 Ensign Jan. 9, 1940 2,291,418 Storer July 28, 1942 2,346,711 Stupecky Apr. 18, 1944 2,414,577 Adair et a1 Jan. 21, 1947 2,418,011 Carlson Mar. 25, 1947

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