|Publication number||US1626085 A|
|Publication date||Apr 26, 1927|
|Filing date||Mar 13, 1924|
|Priority date||Mar 19, 1923|
|Publication number||US 1626085 A, US 1626085A, US-A-1626085, US1626085 A, US1626085A|
|Original Assignee||Henriot Louis|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (18), Classifications (16)|
|External Links: USPTO, USPTO Assignment, Espacenet|
1.. HENRIOT April 26, 1927.
CARBURETOR IIIIIIIM Filed M4rch 13, 1924 Patented Apr. 2%, i927.
parse ,srarrs LfiZfifitS PATENT @FFNTE.
LOUIS HENRIDT, 0F EARLS, FRANCE.
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.
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|U.S. Classification||261/40, 261/121.3, 261/79.1, 261/63, 261/62, 184/55.1|
|International Classification||F02M23/00, F02M9/133, F02M19/08|
|Cooperative Classification||F02M9/133, F02M19/088, Y02T10/146, F02M23/00|
|European Classification||F02M19/08K, F02M23/00, F02M9/133|