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Publication numberUS1889126 A
Publication typeGrant
Publication dateNov 29, 1932
Filing dateJul 3, 1930
Priority dateMay 13, 1930
Publication numberUS 1889126 A, US 1889126A, US-A-1889126, US1889126 A, US1889126A
InventorsMalin Richard
Original AssigneeMalin Richard
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
US 1889126 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

R. MALIN CARBURETOR Nov. 29, 1932.

Filed July 3. 1950 2 ets-Sheet 1 'IIIIII Patented Nov. 29. 1932 PATENT OFFCE RICHARD HALIN, OI OHLEMNITZ, GERMANY OABBURETOB Application filed July 8, 1980, Serial R0. 465,601, and in Germany May 13, 19m.

The carburetor according to the present invention comprises a special atomizing chamber arranged between the suction pipe and the float chamber and is shown in the accompanying drawings by way of examples.

' also the inclined design of the floor of the atomizing chamber.

Figs. 8 and 9, Sheet 1, also Fig. 11, Sheet 2, show improvements in the arrangement of several atomizing chambers.

Figs. 10 to 12 inclusive, Sheets 1 and 2, indicate the arrangement of the atomizing chamber beside or above the suction pipe or surroundin the latter in the form of an annular cham er.

. Figs. 13 to 16 inclusive, Sheets 1 and 2, show the arrangement of a sieve or gauze like cover of the blow pipe orifice.

Figs. 17 to 20 inclusive,'Sheet 2, illustrate the arrangement of two or" more overflow pipes, which may if desired be of difi'erent dimensions, in connection with a fuel supply channel for no load running.

1 is the atomizing chamber, 2 is the atomizing pipe or'jet tube, 3 is the air aspiration channel, and 1 is the return for the coarse particles deposited in the atomizing chamber, which are again fed into the atomizingair current, for the purpose of being again atomized.

5 shows the float chamber, and 6 denotes the overflow pipe and 7 the suction pipe.

By the lateral arrangement of the jet tube 2 preferably as a duct or channel in the lateral wall of the carburetor (Fig. 1) a simple design of the carburetor and a greater protection of the jet tube and the parts connected with it is secured.

According to Fig. 3 the arrangement of the jet tube diflers from that shown in Fig. 1, in that the air aspiratidnchannel is formed by a pipe socket 8, a part of the jet tube 2 and a pipe socket 9, a hole 10 being formed in the wall of the jet tube to re-admit any liquid fuel precipitated in the vaporizing chamber 1.

According to Fi 1 the atomizing or jet tube 2' is encircled 15y an annular chamber 11 and this annular chamber is connected by a channel or duct 4 with the vaporizing chamber 1 for the purpose of conducting the fuel precipitated into the atomizing 'tube 2' through the holes 12. A reserve of fuel is arranged in this annular chamber.

In the embodiment according to Fig. 5 there is again provided a pipe socket 8 for the purpose of forming. the air inlet channel into and the atomizing chamber 1 which connects directly with the annular chamber 11.

In the atomizing arrangement according to Fig. 6, the channel or duct 4 terminates 1n a vertical mouth piece 13, 'so that the fuel particles deposited in the vaporizing chamber 1 are vaporized separately and are led directly into the atomizing air jet or current.

The constructional form according to Fig.

7 differs from that shown in Fig. 6, only by the fact that pipe sockets 8' and 13 are used instead of channels or ducts 3 and 4 of Fig. 1.

Fig. 8 illustrates the arrangement, as an example of two vaporizing chambers 1 and 1", adjacent one another whereby a more efiicient atomization of the fuel being vaporized is obtained than has hitherto been possible, and whereby a richer and better reserve of vaporized fuel is obtained, especially in the second chamber 1". In this case the passage 14 and the return duct 4' leading to the second atomizing chamber are staggered 35 in relation to the duct or channel 3 and 4 of the first vaporizing chamber 1', (Fig. 9)

The bottom of the atomizing chamber is .100

inclined to such an extent that any fuel precipitated will readily flow ofl, (see Figs. 1, 8 and 11) These different arrangements of the chambers allow the carburetor to be given in each case such a shape as will fit any vehicle and which enables the best efliciency to be obtained.

Figs. 13, 14 and 15 show three constructional forms of a sieve or gauze covering of the air inlet tube 3. This cover may be designed in the shape of a cap 15 or a cover 16 or a basket 17. By reason of this cover the Jet is deflected in the form of a ball jet, that is to say in that manner that it is directed laterally and that any fuel which might pos-- sibly have been carried along is divided at the sieve, and that it is consequently impossible for any fuel to be precipitated onthe blow tube or pipe, as is the case in the method of vaporization as shown in Fig. 16, because the jet in this case follows a straight direction and is not defleeted.

According to the constructional form of carburetor shown in Figs. 17-20 two overflow pipes 6" and 6" lead from the atomizing chamber 1 to the suction channel or pipe 7. There is further a narrow channel 18 starting from the annular chamber 11 or from the atomizing or jet tube 2 and leading to the suction channel 7. An enlargement 19 provided in the channel 18 serves as a depositing chamber for the fuel. A nozzle 20 is preferably used as a means of connecting the annular chamber 11 and the enlarged portion 19. If the throttle valve 21 is opened only slightly, as for instance shown in Fig. 18, then the reduced pressure produced in front of the valve, in the suction channel 7 acts on the no load channel 18, and the air entering throu h the pipe 3 is sucked through the jet pipe 2 into the no load channel 18 and injects through the latter a quantity of fuel which suflices for the no load running I of the machine.

When the throttle valve 21 is opened a little wider, as indicated in Fig. 19, then the overflow pipe 6" exerts a sucking action, thus bringlng the atomizing chamber 1 into action, that is to say the atomization in it produces a very fine gas mixture, which reaches the suction pipe 7 and the engine through 6". In so doing the no load channel 18 is practically put out of action, as is also the overflow pipe 6' which is in its clear dimension somewhat larger than 6".

The supply of the combustible mixture at this particular position of the throttle is sufficient for an average power output of the v motor, or even for a gear changing.

If the throttle valve is however opened completely as shown in Fig. 20, then the carburetor is adjusted for a full supply of fuel. The total cross section of the SIlCtlOIl' channel 7 is free, and the highest air velocity obtains in the choke tube 22, consequently the larger overflow pipe 6 is put into action, the channel 18 and the overflow pipe 6" meanwhile becoming practically inoperative.

It is quite comprehensible that the steps or changes in the supply of the mixture can be further augmented by arranging several and differently desi ed overflow pipes and by arranging severa positions of the throttle.

Having now particularly described and ascertained the nature of my said invention and 1n what manner the same is to be performed I declare that what I claim is 1. In a spray carburetor the combination of an air suction pipe and an atomizin g chamber, the latter wlth an air inlet channel separate from the air inlet of the suction pipe and in atomizing relationship to a jet tube, a channel connecting said atomizing chamber with said 'jet tube leadin an fuel precipitated in the atomizing cham er ii ack into the air inlet channel for reatomization, said atomizing chamber being connected with the suction pipe by overflow pipes, and a no load channel leading from the Jet tube into said suction pipe.

2. In a spray carburetor the combination of an air suction pipe and an atomizing chamher, the latter with an air inlet channel separate from the air inlet of the suction pipe, closed by a gauze like gap and in atomizing relationship to a jet tube, the bottom of said atomizing chamber being inclined in the direction to a channel connecting said atomizing chamber with said jet tube leading any fuel precipitated in the atomizing chamber back into the air inlet channel for reatomization, said atomizing chamber being connected with the suction pipe by overflow pipes, and a no load channel leading from the jet tube into said suction pipe.

In testimony whereof I afiix my signature.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4150072 *Dec 8, 1977Apr 17, 1979Hitachi, Ltd.Carburetor
US4455111 *Jun 29, 1981Jun 19, 1984United Conveyor CorporationPressure conveyor for feeding pulverulent material into a pressurized air conveyor pipeline
US4515734 *Jan 28, 1983May 7, 1985Rock Howard PFuel efficient, low pollution carburetor and methods
US4568500 *Oct 5, 1984Feb 4, 1986Rock Howard PFuel efficient, low pollution carburetor
U.S. Classification261/121.3, 261/63
International ClassificationF02M19/03, F02M33/04, F02M17/48
Cooperative ClassificationF02M19/03, F02M33/04, Y02T10/126, F02M17/48
European ClassificationF02M19/03, F02M33/04, F02M17/48