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Publication numberUS3338223 A
Publication typeGrant
Publication dateAug 29, 1967
Filing dateMay 26, 1966
Priority dateMay 26, 1966
Publication numberUS 3338223 A, US 3338223A, US-A-3338223, US3338223 A, US3338223A
InventorsRobert E Williams
Original AssigneeRobert E Williams
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
US 3338223 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

Allg 29, 1967 v R. E.w|| |AMs 3,338,223

CARBURETQRS Filed May 26, 1966 FIG. 1

[N VE N TOR. @6F/f /AA MMS' United States Patent O 3,338,223 CARBURETORS Robert E. Williams, Waynesburg, Pa. (1607 Lower Silver Lake Road, Topeka, Kans. 66608) Filed May 26, 1966, Ser. No. 553,071 1 Claim. (Cl. 123-134) This invention relates to carburetors for internal combustion engines and more specifically to a device whereby the air is mixed with the fuel in a highly combustible and economical manner.

Aside from the conventional jet type carburetor which sprays the fuel directly into the air, other types of carburetors have all employed means for vaporizing the fuel by various methods; such as, injecting compressed air into the fuel; heating the fuel and collecting the vapors, etc.

This invention is new and different in that it converts raw fuel and air into a highly vaporized and combustible mixture by the action of the air passing through the fuel without the assistance of heat, compressed air or other mechanical or chemical means.

It is widely known among those skilled in the art that the conventional jet type carburetor produces fair performance over a wide speed range of the engine but also due to the ineicient droplets of gasoline which are not converted to vapor, there is the disadvantage that much of the fuel is never converted into enough of a vapor to burn properly. As these larger droplets of fuel are unburned they cause unnecessary wear on the cylinder walls due to their tendency to wash o any oil iilm which should be present for proper lubrication of the cylinder.

An object of my invention is to produce a highly combustible vapor whereby there will be no appreciable waste of fuel nor unnecessary wear of the engine due to unburned fuel particles.

Another object of this invention is to provide a highly ecient means of converting gasoline into a vaporous state with air without the use of complicated linkages, venturis, or jets.

Another object of my invention is that due to the simplicity of design it can be easily and economically manufactured. The mechanical simplicity'assures the carburetor of trouble free performance and longevity of operation.

Still a further object of my invention is that the air which is drawn into the fuel does not have to be filtered. Any foreign matter in the air such as dust, dirt, and most impurities remain suspended in the gasoline and are not drawn into the vapor. Any large accumulation of foreign matter is easily removed by taking olf the top of the carburetor and cleaning the residue from the body.

And still another object of this invention is that should a re or back lire occur within the intake manifold of the engine, the ame produced is not able to travel past the flame arrester and into the fuel which is held in the body of the carburetor.

Still a further object of my invention is to provide a carburetor which can easily be adapted to engines which employ any type of a carburetor; whether side draft, down draft, or up draft.

This invention and its operation can easily be understood by reference to the attached drawing of which:

FIGURE 1 is a cross sectional side view of the entire carburetor assembly.

FIGURE 2 is a top View of the cover plate and attached air tubes.

FIGURE 3 is a top view of the fine mesh wire screen or ame arrester which presents a fire from entering the carburetor vapor area.

Referring now to FIGURE 1; as the throttle valve 7 is moved out of the closed position as shown, the low pressure created by the intake cycle of an internal combustion engine is admitted into area 16, past the flame arrester S, and into the vapor chamber 2. This low pressure causes atmospheric air to be drawn into the carburetor body through the air tubes 8 which are attached to the cover plate 1. In order that the air be admitted into the vapor chamber 2, it must rst pass through the fuel 4 in the form of bubbles. These air bubbles mix with the gasoline as they rise from the bottom of the air tubes 8 to the top of the fuel level. The vapor created by this action is then drawn past the flame arrester 5, into area 16, thence past the throttle valve 7 and into area 15 which is bolted to the intake manifold of the engine by the base of the carburetor 14. Upon leaving area 15 the fuel air vapor passes into the cylinders by Way of the intake manifold (not shown).

The fuel level 4 is held at a constant level within the body 3 by means of a conventional oat valve 6 and float 12. The fuel is admitted into the valve 6 by a small diameter fuel line 10. Pressure is applied to the fuel in line 10 by means of an external fuel pump (not shown) or by a gravity feed system (not shown) FIGURE 2 shows the top of the cover plate 1 which is attached to the body 3 by bolts 17. The bolts 17 are secured to the body 3 by protruding lugs 11 which are welded or cast onto the body. An air-tight gasket 18 is located between the cover plate l1 and the body 3 to insure an airtight seal between the atmosphere and the vapor chamber 2.

The body 3 and the cover plate 1 are made of steel or of a metal which is easily cast. The air tubes 8 are made of brass and secured to the cover plate 1 by means of brazing or any suitable manner to assure an airtight seal.

A ame arrester 5 is shown in FIGURE 3. This safety device is secured by means of a screw to the top of the pipe extending up through the fuel. The inside of the pipe forms areas 15 and 16 plus it acts as a means of attachment for the throttle valve 7. This pipe is an integral part of the body 3.

Should a fire occur within the engine or the intake manifold it cannot reach the vapor chamber 2 due to the ne mesh wire screen (ame arrester 5). Flame or lire will not pass through a screen of an extremely tine mesh; however, the fuel air vapors are readily and easily admitted without restriction.

It is possible that minor changes in size, detail and arrangements coming within the field of invention may be adopted in practice.

Having thus described my invention what I claim is:

A carburetor for supplying a fuel .air mixture to be burned comprising enclosed chamber means for holding a supply of liquid fuel, said chamber means including a bottom wall having a central opening therein, an upstanding peripheral side wall, and a removable top wall having a plurality of inlet openings therein, means for supplying liquid fuel to said chamber, means for regulating the fuel supplied to said chamber means for maintaining a selected upper level of liquid fuel above said bottom Wall, a fuel air conduit for delivering a fuel air mixture to be burned and projecting upwardly into said chamber means through said central opening in said bottom wall, said conduit having an open upper end spaced above said selected upper level of liquid fuel in said chamber means and below said top wall and an open lower end adapted for connection with the intake manifold of an internal combustion engine, throttle valve means in said conduit below said chamber means for controlling the ow of fuel air mixture to said engine, screen means mounted across the upper open end of said conduit, and a plurality of spaced apart, air supply tubes for directing air into the liquid fuel in said chamber means, said tubes being equally spaced around said conduit and supported by said top wall, each of said tubes including an open upper end in communication with the atmosphere through one of said inlet openings in said top wall and an open lower end spaced beneath the selected upper level of fuel in said chamber means whereby combustion air is drawn downwardly through said tube from the atmosphere into ysaidliquid fuel and rise upwardly therein before flowing downwardly through said conduit for combustion.

References Cited UNITED STATES PATENTS 4 1,156,924 10/1915 Nichols 261-124 2,338,044 12/ 1943 Lanser 261-72 X 2,658,489 11/1953 Putt 261-121 X FOREIGN PATENTS 356,405 l/ 1938 Italy.

HARRY B. THORNTON, Primary Examiner.


Patent Citations
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US434695 *Feb 19, 1890Aug 19, 1890 Fornia
US662304 *Feb 28, 1900Nov 20, 1900Gustaf L ReenstiernaCarbureter.
US1156924 *Mar 9, 1915Oct 19, 1915John S NicholsCarbureter.
US2338044 *Dec 4, 1940Dec 28, 1943Henri Lanser AlfredApparatus for preventing explosions of volatile liquids
US2658489 *Mar 14, 1952Nov 10, 1953Putt J LewisInternal-combustion engine
IT356405B * Title not available
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3834365 *Mar 30, 1973Sep 10, 1974I UsseryCrankcase scavenger and smog reducer
US4285886 *May 15, 1980Aug 25, 1981Delfino Anthony THaving a fuel storage means, and a means for frothing the fuel to produce a fuel-air mixture
US4368712 *Aug 1, 1980Jan 18, 1983V.G.A.S., Inc.Vaporous gasoline fuel system and control therefor
US4412521 *Jul 10, 1981Nov 1, 1983Silva Jr John CEvaporative carburetor and engine
US4458653 *Jun 1, 1981Jul 10, 1984Geddes Harold LVapor fuel system for internal combustion engines
US4506647 *Jun 8, 1984Mar 26, 1985Geddes Harold LVapor fuel system internal combustion engines
US4589376 *Oct 15, 1984May 20, 1986Albertson Robert VVapor introduction system for internal combustion engine
US4671899 *Jan 28, 1986Jun 9, 1987Coletta Timothy CCarburetion device for internal combustion engines
US5427077 *Apr 7, 1994Jun 27, 1995Gasifier CorporationApparatus for delivering a volatile combustible vapor and atmospheric air mixture to internal combustion engines
US5575250 *Apr 21, 1995Nov 19, 1996Prok Performance Enterprises, Inc.Quick disconnect coupling for fluid flow connections
US5738059 *Nov 15, 1996Apr 14, 1998Van Dyne, Ii; G. L.Quick disconnect coupling
US5836290 *Jan 29, 1996Nov 17, 1998The Gasifier CorporationApparatus and method for gasifying volatile liquid fuels
US6273071 *Dec 19, 1996Aug 14, 2001F.C.O. International Corp.Fuel consumption optimizer and carbon dioxide emissions reducer based on an air-vacuum liquid compensation system
US6343593 *Mar 9, 2000Feb 5, 2002Fco International Corp.Fuel composition optimizer and carbon dioxide emissions reducer based on an air-vacuum liquid compensation system
US6746002 *May 3, 2002Jun 8, 2004Thomas R. JonesFuel expansion system
US6942466 *Oct 2, 2002Sep 13, 2005The Boc Group PlcMechanical pumps
WO1997004232A1 *Jun 3, 1996Feb 6, 1997Gasifier CorpApparatus and method for gasifying volatile liquid fuels
WO2002090748A1 *May 3, 2002Nov 14, 2002Thomas R JonesFuel expansion system
U.S. Classification123/522, 123/593, 123/198.00D, 48/192, 261/124, 261/DIG.830, 261/72.1
International ClassificationF02M17/22
Cooperative ClassificationY10S261/83, F02M17/22
European ClassificationF02M17/22