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Publication numberUS1626085 A
Publication typeGrant
Publication dateApr 26, 1927
Filing dateMar 13, 1924
Priority dateMar 19, 1923
Publication numberUS 1626085 A, US 1626085A, US-A-1626085, US1626085 A, US1626085A
InventorsHenriot Louis
Original AssigneeHenriot Louis
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
US 1626085 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

1.. HENRIOT April 26, 1927.

CARBURETOR IIIIIIIM Filed M4rch 13, 1924 Patented Apr. 2%, i927.

parse ,srarrs LfiZfifitS PATENT @FFNTE.



Application filed March 13, 1924, Serial No. 698,966, and in France March 19, 1923. Q

My invention relates to a carburetor having a simple and substantial construction and comprising no fragile elementsnor capilary ducts which are subject to cloggmg and are difficult. to keep in order, The said apparatus is further arranged in such manner that the simple operation of a needle valve will serve to control the inlet of air as well as the inlet of gasoline in order to modify the power produced accordin to needs and even to entirely out ofi the a mission of air and gasoline when an energetic braking action is desired. Another feature of the nvention is the arrangement of the gasoline and air passages, providing for two successive emulsions and a rotary motion, thus offer'lng a complete spraying and a. perfect mixture of the fuel with the air.

The invention further comprises a simple regulating device for the admission of additional air, whereby the driver can cut ofi" or admit the air by the use of the finger and without removing the hand from the steering wheel.

The appended drawings show by way of example a conventional form of carburetor according to the invention.

Fig. 1 is a vertical axial section and Fig. 2 a section on the line AA of Fig. 1. Fig. 3 is a vertical section of a device for the control of the admission of additional air.

The said carburetor comprises amain body 1 having therein a mixture passage formed by two conical portions in contrary disposition 2, 3 and separated by a restricted part 4. The part 4 is joined to a cylindrical portion 5 which is screwthreaded and serves to make connection with the engine inlet. \Vithin the conical part 3 is disposed a conical valve member 6 secured to the controlrod 7 which is slidable in the plug Sacrewed to the bottom of the main body- 1, said valve member being urged against "the surface 3 by the spring 9. v

In the plug 8 are plercedthe apertures 10 for the suction inlet of air to the engine. The gasoline from a constant level tank not shown, flows through the pipe 11 and into the annular passage 12. provided at thebot- .tom of the said main body, and proceeds thence through the vertical ducts 13 I into the transverse conduits 14 the latter are practically tangential to the conical surface 3, and due to this'inclination, a rotar motion is imparted'to the fuel'mixture 1n the annular space between the conical parts 3 and 6 when the valve 6 is more or less lowered, and this motion will further the mingling of the gasoline with the air admitted through the apertures 10.

An additional supply of air can also be admitted into the. conduits 14, since the lattor communicate with the annular chamber 12 which may be connected with the atmosphere under the control of a needle valve 16 which is urged upon its seat by a spring 17. By controlling the valve 6, the engine feed can be modified. at will, since the section of the passage between the parts?) and 6 is changed, and hence the amount of air and gasoline admitted. The feed can even be entirely arrested, both for gasoline and air,

when the valve 6 is fitted exactly into the cone 3. From this time onward, the engine,

acts as a vacuum pump with respect to the. inlet p1pe,"and it may 'thus'serve for the braking of the-vehicle for the usual brakes. To control the gasoline feed, acock 1.8 is

preferably mounted on the fuel pipe in order and can be substituted normal operation, this feed will be more or less reduced according to the variations in the sections of the passages which are conbe replaced to advantage by the simple deto limit the maximum output of fuel. In

vice shown in Fig-3- for cutting oifthe inlet of additional air at, will and herein the airis admitted to the chamber 15 through a conduit 19 extending to a point which is within reach of the driver and is preferably located upon the steering wheel;the driver can stop up the orifice 2O simply by means of the fin ger, for example during the short periods in which it is advantageous to provide a very rich fuel mixture in order to obtain a momentary excess of. power.

It should beobs'erved that in normal operation, the gasolineisemulsified with air by meeeting in a perpendicular manner with the streams of additional air flowing in the conduits 14 forming in ectors, and is further emulsified with air when the resulting rich mixture meets obliquely with the stream of air rising between the conical parts 3 and 6. This will roduce a. double atomizing effect and a per ect mixture, assuring arapid and complete combustion. Thejcock l8 may loo ' engines, the combination of a hollow body adapted to be connected with the intake manifold of the engine and in which is provided an air central duct having a tapered part whose opening, of the smallest diameter, is located on the side of the manifold of the engine, a tapered valve'adapted to fit in and close the said tapered part of the duct and the top of which is also orientated towards the manifold of the engine, an annular fuel chamber provided in the wall of the said hollow body and arranged concentrically to the said central duct, the said hollow body having. provided in its wall auxiliary air inlet ducts communicating, on the one hand with the free air and 'discharging, on the other hand, into the said central duct at points situated in a circle near the opening of the largest diameter of the said central tapered duct and spray nozzles starting from the said fuel chamber and ending into the said duets.

In testimony that I claim the foregoing as my invention, I have signed my name.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3778038 *Jun 9, 1971Dec 11, 1973Dresser IndMethod and apparatus for mixing and modulating liquid fuel and intake air for an internal combustion engine
US4001356 *Aug 22, 1975Jan 4, 1977Clinton GraybillVariable venturi downdraft carburetor
US4080409 *Dec 10, 1976Mar 21, 1978Graybill Clinton LVariable venturi carburetor
US4087493 *Jul 14, 1977May 2, 1978Carbo-Economy, S.A.Apparatus for providing a uniform combustible air-fuel mixture
US6244573 *Oct 14, 1999Jun 12, 2001Lytesyde, LlcFluid processing system
US6347789 *Mar 20, 2000Feb 19, 2002Lytesyde, L.L.C.Fluid processing system
US6648306Feb 18, 2002Nov 18, 2003Lytesyde, LlcFluid processing system and method
US7104528Aug 15, 2003Sep 12, 2006Lytesyde, LlcFuel processor apparatus and method
US7287744 *May 20, 2005Oct 30, 2007Wayne GlewFuel conditioning apparatus
US7510171Jun 22, 2007Mar 31, 2009Wayne Kenneth GlewFuel conditioning apparatus
US7681569Mar 23, 2010Lytesyde, LlcMedical liquid processor apparatus and method
US7717096Jan 23, 2006May 18, 2010Lytesyde, LlcFuel processor apparatus and method
US8028674Aug 7, 2007Oct 4, 2011Lytesyde, LlcFuel processor apparatus and method
US20050035219 *Aug 15, 2003Feb 17, 2005Rock Kelly P.Fuel processor apparatus and method
US20050257428 *May 20, 2005Nov 24, 2005Glew Wayne KFuel conditioning apparatus
US20070169760 *Jan 23, 2006Jul 26, 2007Rock Kelly PFuel processor apparatus and method
US20070169773 *Jan 23, 2006Jul 26, 2007Lytesyde, LlcMedical liquid processor apparatus and method
US20090038582 *Aug 7, 2007Feb 12, 2009Lytesyde, LlcFuel Processor Apparatus and Method
U.S. Classification261/40, 261/121.3, 261/79.1, 261/63, 261/62, 184/55.1
International ClassificationF02M23/00, F02M9/133, F02M19/08
Cooperative ClassificationF02M9/133, F02M19/088, Y02T10/146, F02M23/00
European ClassificationF02M19/08K, F02M23/00, F02M9/133