US2036575A - Mixing apparatus - Google Patents

Description

April 7, 1936. a, GRANVILLE MIXING APPARATUS Filed July 2, 1932 -3 Sheets-Sheet l IDH 7, 1936. B. GRANVILLE 2,036,575

MIXING APPARATUS Filed July 2, 1932 3 Sheets-Shes?l 2 5 78 66 'n KW n i :Il E.. E 4M 1213 aiI 44 14 x2 36 9` g Zzv 'ZZ-Il Z1 55 w Aman 7, 1936. B. GRANWLLE 2,036,575

MIXING APPARATUS Filed July 2, 1932 :s sheets-sheet 3 ff \z\ F1 E31@ if 6966 75 44 'l Y/ l 0 64 ik 1 l ,n Z 42- M11 L tf 4 '50 44- (8 Q@ 66 ^\\l/x 59' '57 n 35 i l vENToR E 5g, 1 4o I A 49 1m/M Patented Apr. 7, 1936 uNiTEo STATES PATENT GFFICE 24 Claims.

My invention relates to apparatus employed fo-r mixing liquids and gases, and more particularly to the type of mixer commonly referred to as a carbureter for use in supplying internal combustion engines with a fuel mixture of air and gasoline.

In the specification and drawings forming part of Letters Patent of the United States No. 1,612,632 issued to me December 28, 1926, is described and illustrated an apparatus of this character in which the proportion of air and liquid in the mixture is automatically determined by the rate of flow of air through the mixer, or in other words by the degree of suction due to the piston i strokes or revolutions of the engine.

In the operation of internal combustion engines, it is desirable that the mixture of air and gasoline should have a denite ratio best suited to the characteristics of the engine, and that under varying operating conditions that ratio should remain constant in'order to obtain high efciency in fuel consumption. That is, assuming for instance, under given atmospheric conditions, gasoline quality and engine characteristics, a suitable mixture to be sixteen parts of air to one of gasoline for a given engine, then in order to operate that engine at the most efficient fuel consumption, that ratio should be maintained throughout under all operating conditions. It is well known that the flow of liquid increases at a greater rate under increased suction than does the flow of air. Therefore in a carbureter it is important to vary the fee-d of gasoline so that as the suction increases the feed of gasoline will increase in a gradually decreasing degree so that the predetermined ratio of air to gasoline will be maintained.

In the construction of carbureters one object is to provide for constant delivery to the engine of a mixture o-f air and gasoline of definite proportions. But, while the amount of gasoline drawn into the mixing chamber depends upon the air suction into or at the mixing chamber, and while the air suction varies with the engine speed, it does not follow that the amount of gasoline drawn into the mixing chamber will always give the right proportion under all operating conditions. Consequently it has been found that engines operate more or less under conditions in which the mixture is either too lean or too rich, or of constantly varying proportions, and hence at relatively low efficiency as to fuel consumption.

The object of the present invention is to provide an improved apparatus of the type disclosed in my patent above referred to, and whereby a more yeiiicient mixing of air and liquid fuel is obtained under all operating conditions of the engine. That is, a uniform mixture of proportions best suited to a given engine to secure maximum efficiency and minimum fuel consumption under 5 all conditions and engine speeds, from idling to highest speed, and a more effective mixture for engine starting under all atmospheric conditions.

In carrying my invention into effect I .employ the combination of Pitot tube and Venturi con- 1o trol for the mixing apparatus disclosed in my patent above referred to `with certain new features in construction and mode of operation as hereinafter described in connection with the accompanying drawings, in which Figure 1 is a side elevation of the complete mixer; Figure 2 a top plan View; Figure 3 a detail vertical section on the line 3-3 of Figure 2; Figure 4 a detail horizontal section on the line 4-4 of Figure l; Figure 5 a detail horizontal section 20 on the line 5-5 of Figure 1; Figure 6 a vertical longitudinal section on the line 6-6 of Figure 2 showing the relative positions of the operating parts when the engine is at rest or idling; Figure '7 a similar view showing the position of the op- 25 erating parts when the engine is running at high speed; Figure 8 a vertical longitudinal section of the air intake of the mixer showing the position and mounting of the Pitot tube and the means for adjusting its position; Figure 9 a detail vertical 30 section of part of the main oat chamber or reservoir taken on the line 9 9 of Figure 2 showing the valve for regulating the supply of liquid to the reservoir and its actuating float; Figure 10 a perspective and partial section of the mixer showing the air and liquid ducts connecting the several chambers; Figure 11 an enlarged vertical section showing the throttle and idling nozzles at the suction end of the mixer; Figure 12 an enlarged vertical section of the liquid nozzle in the venturi of the mixing chamber taken on the line |2-l2 of Figure 6; Figure 13 an enlarged horizontal section on the line l3-I3 of Figure 6; and Figure 14 a detail vertical section on the line l4-I4 of Figure 13. 45

Referring to the drawings, and more particularly to Figures l, 2, 6, and '7, it will be noted that the mixer is arranged into four sections or chambers, namely; air intake I, liquid reservoir 2, spray supply chamber 3, and mixing chamber 4. As usual in mixers for internal combustion engines, the air intake has a throttle 5; the mixing chamber a throttle 6; and the liquid reservoir an adjustable supply connection l', float 8 and valve 9. The walls of the mixer forming the `ent normal fuel consumption ratings.

several chambers are cast in one piece, except that removable covers Il] and i! are provided for reservoir 2 and supply chamber' 3. Cover l has a boss I2 formed integral therewith and in which a duct i 3 extends horizontally into the swivel joint of supply connection l', and extending downward from duct I3 is a duct i4 into which is tted a pin valve 9 as shown in Figures 6, '7, and 9. This valve opens by gravity and the jpressure of liquid thereon, and is ractuated by Vfloat 8 to reduce or cut off .the liquid '.supply to the reservoirv as the float rises therein. Cover l0 is also fitted with an air vent for the reservoir as shown in Figures 2 and 3. This vent is in the form of a screw plug I5 having 'a vent hole I6 and regulating screw iii. V.'Ihis-vent insures free response of iioat 8 to the variation of liquid level in the reservoir, land va 'free flow of liquid from the reservoir through port .t8 to V'the spray supply chamber. This port is located near the 4`bottom ofthe reservoir and is controlled by 'hand -adjusted -pin valve A19, Vsee Figure 4. This `valve -permits a predetermined flowkof liquid to the spray supply 'chamber and permits adjustment of the vcarbureter for-engines having differ- Cover Il is `recessedr and vforms 'part vof the spray supply chamber 'and supports partof the spray `mechanism. This *cover slopes downward to the side nearest'the reservoirfand is vprovided with'a drain port 'c'losedlby a screw -plug 20.

In :the 'mixing chamber. 4 is vlocated a tubular member '2l having a tapering bore, -as shown in Figures 6and'7, to form a venturi 'with its throat at the intake end of the 'mixing chamber. The Venturi tube 2'! is preferably made in la separate ipiec'e 4instead of ybeing 'formed as an 'inltegral part of the wall f-ormingthe mixing chamber, so that, 'if desired, the Venturi ltube may have a curve Aor vtaper adapted vto the characteristics of the engine with which the carbureter is to be employed. yThe lVenturitu'be may be held infxedposition by a'set screw 22, and while tube 21 might be larranged lfor adjustment relative to the spray nozzle for eiecting the initial adjustment of fthe mixer, I prefer to make the nozzle member adjustable by vscrewing it into port 23 and locking it in adjusted position by :jam-nut 24. 'This method of `obtaining the initial adjustment of the nozzle relative to the throat of the venturi is preferable because it lpermits of ner adjustment and `guards .against .unnecessary Are-adjustments or tampering with this 'important adjustment after the mixer is once properly set. As is well known, internal combus- .tion engines have varying characteristics due 'to difference 4in proportions, construction, etc., .and therefore the suction eiect will vary, and consequently the same carbureter will not function equally well with all engines. I have found that the .curve .or taper of a venturi in carbureters bears a definite relation to the characteristics of lthe engine in so 'far as the .eiect of Asuction is concerned; and that the taper of 'the liquid nozzleand its adjustment within the ithroat of the Y venturi, and theability to move thespray .orifice of .the liquid nozzle `into areas of diierent air velocity within .the venturi in synchronism with the engine .speed .are important .factors in controlling the flow of liquid into the mixing charnber.

The spray mechanism which Vis shown in detail -in vFigures 6, 7., and l2, comprises the stationary adjustable nozzle member 25 which is screwed take chamber; a reciprocating spray tube 25 sliding in a relatively long sleeve 2l rigidly mounted inside of nozzle 25, the tube 25 preferably having a flat top with a number of very small perforations as shown in Figure 5 for dividing the liquid into ne jets as it is drawn into the mixing chamber; a collar 23 secured to the inner end of spray tube 23; a link 29 pivoted to the collar; a lever 30 having its fulcrurn at 3i within cover Il andto which lever link 23 is connected at or near the middle; a cylindrical iioat 32 having a link connection 33 to the power end of lever 3S; and a stationary air tube 3a projecting upward from an air port in cover H, through lever 3@ and link 29 and into the spraytube 26. -is llocated-fina vertical cylindrical chamber 35, an extension of the supply chamber 3, and which chamber 35 -is provided with four guide ribs 35 forguiding the float and to prevent the float tilting or binding against the wall of the chamber :and to permit liquid and air to circulate around `the oat. The air tube V3Q is tted through a screw threaded plug 3l, as shown in Figure i2, and -this plug is screwed through -cover i i from a 7small air `chamber 33 formed in the projection 39, and which chamber is closed by a screw plug 49. -Air enters chamber 38 through a screened -air intake ilil and yduct i2 which extends downward through ribs formed on the outside of the `mixerbody and cover Il as shown in Figures l,

10,iand l2. This air passage is regulated by 'hand adjusted pin valvefS, see Figure 5. Float chamberl35`is provided with an air vent as shown jin'Figures -13 vand 14. At. the top of float chamber 35 is a vent plug 4d having a port and lcircumferential groove l5 registering with air passage-d'6, and -which passage connects with ducts -'41 and 48. Duct 46 is closed at the outer end by Lscrew Ap-lug 45 (Figure i4) which may have asmall vent hole bored through the plug to pera'ir to escape from or Venter chamber 35, but I prefer to vvent chamber 35 through duct t8 so thatfthe Avent will lbe well above the fluid level in chamber 35 when raised by air pressure from the Pitot -tube as hereinafter explained. This vent provides `an air exhaust and intake for chamber 35, the exhaust preventing slowing or check- -ing of the'upward movements of the float due to air compression, and the intake preventing the slowingforchecking of the downward movements -due `to `formation of a partial vacuum in the chamber, Aand thus insuring immediate and free 'response-of float 32 to the change of liquid level v-inchamber 3 due to the variations of air pressure upon the liquid in the reservoir coming from i `the -Pitot tube. Vent plug lili is also provided with a bevelled edge forming a seat with which cone 49 at the topi of float 32 contacts to `shut ofi the 'escape -of liquid through ducts and il when float 32 reaches the limit of its upward movement.

vThe air supplyrentering intake di flows down vthrough duct 42 and into chamber 38, and from that chamber iiows upward through tube 35i to `the spray tube 25 where the air mixes with the gasoline therein, and whenthe air suction through 'the Venturi draws gasoline from tube 26, air is 'also drawn up through tube 35i and produces a pre-mixing which results in a much finer division and more rapid vaporization in the mixing chamber 4 as the mixture from the spray tube .encounters the main air supply drawn through the venturi. 'I'his primary mixing oi a'ir .and Ygasoline within the spray tube must be so regulated that while producing a line spray.

Float 32 gasoline in sufficient volume will be drawn into the-mixing chamber so that the proper proportion of air and gasoline is delivered to the engine, and it is for that purpose that regulating valve i3 is provided at the auxiliary air intake.

As shown in Figures 6, 7, and 12, the stationary nozzle member 25 is conical at the tip Where the spray tube 26 projects therefrom and member 25 is so adjusted relative to the throat of venturi ZI that the conical tip and throat surface 2I will form a conical entrance for the air column entering from the intake chamber. The tip of spray tube 26 will thus be within the cone of the inrushing air when throttle 6 is opened and the suction will have the strongest effect to draw gasoline and air through the jet holes in a very fine spray or vapor which will be thoroughly mixed with the main air column as the air cone breaks into a solid column in the mixing chamber above the nozzle. By adjusting the air intake at the valve 43 while the engine is running, a mixture of the desired proportions may be obtained, and in the position of the spray tube 26 as shown in Figure 6 with the throttle open and the engine running at low speed, the selected proportion of air and gasoline will be maintained. As the engine speed increases, Ygreater suction will result, and consequently a much greater proportion of gasoline will be drawn into the mixing chamber, resulting in a mixture richer in gasoline than the predetermined desired ratio,

unless a balancing or retarding effect is introduced.

VThis balancing or retarding effect is obtained by the spray mechanism actuated by changes in air velocity through the intake I due to variations in engine speed. 'Ihese changes in velocity vary the air pressure in the Pitot tube 5B located in the air intake chamber I, see Figures 8 and 10, and this air pressure which is transmitted to the reservoir chamber acts upon the liquid therein to vary the liquid level in chamber 3, which in turn causes float 32 to actuate the spray mechanism. The leverage between float 32 and spray tube 26 provides a two to one movement, so that the rise and fall of the float is translated into corresponding movements of the spray tube of one-half the distance, thus providing a very ne automatic readjustment of the tip of spray tube 26 within the venturi, and whereby the tip is moved progressively out of, or into, areas of different air velocity, synchronously with the rise and fall of the R. P. M. of the engine. Under the assumed condition of Figure 6, and the throttle 6 open, it will be seen that as the engine speeds up and the air velocity through the venturi increases, the tendency would be to disproportionately increase the quantity of gasoline drawn into the mixing chamber, but that this tendency is retarded by the action of the spray mechanism, as actuated by the air pressure from the Pitot tube, to gradually move the tip of the spray tube out of the point of greatest suction thereby reducing the effect of the suction at the spray tube, and while an increased quantity of gasoline would be drawn into the mixing chamber as the air velocity increased, the rate at which gasoline is drawn from the spray tube would be reduced, thus Vmaintaining the desired ratio of air to gasoline.

As shown in Figure 8, Pitot tube 50 projects at an angle through the wall of the air intake chamber I, to the center of that chamber, and the inlet end of this tube is bent as shown at 5I so that the axis of the bent end will lie directly in and parallel with the center of the air column entering chamber I. This tube is perforated .or has its Wall cut away about one-half as shown at 52 so as to register with an air duct 53 formed in a rib 54, see Figure 1. This duct extends to a point Within shoulder 55 on the reservoir wall Whereit enters a hole 56 drilled vertically into shoulder 55. On the cover I0 are two projections 51 which are drilled through to receive a bent tube 58, one end of which projects through the cover for insertion into hole 56 and the other end opening into the reservoir to complete the air passage from the Pitot tube 55 by way of duct 53 and tube 58 to the reservoir. The purpose in having this air passage enter the reservoir chamber by way of bent tube 58, instead of entering directly through shoulder 55, is to prevent gasoline over-flowing through passage 53 into the air intake chamber I. Pitot tube 56 is mounted in the bore of an adjusting knob 59 (Figures 1 and 8) and secured against turning therein by pin 60. Knob 59 has a screw-threaded Shank E! which is threaded into a socket in boss G2, and the periphery of the knob is milled or notched for engagement by a spring detent B3 to hold the knob in its adjusted position. Air duct 5S is closed at the outer end by a screw plug 6+". which may be removed for cleaning the air passage. The purpose in threading the shank of the knob into the socket is to permit turning the tube 5i! for adjusting the position of tip 5I in the air column and at the same time prevent longitudinal movement of the tube after adjustment. This could be done without a screw-thread, but a thread requires no extra parts, and since a very fine thread may be provided, the longitudinal movement thus imparted to the tube in adjusting tip 5I will be negligible, because, to obtain the maximum adjustment of tip 5i, the rotation of vthe tube and knob will never exceed a quarter turn. The purpose in changing the position or tip 5I in the air column is to take advantage of the gradual decrease of velocity in the air column from the center toward the circumference, and thus vary the pressure of the air forced through tube 56 into the reservoir.

In Figures 6 and 'l the spray mechanism is shown in extreme opposite positions, the former showing the throttle 6 closed and therefore no suction through the air intake I, and the latter showing the throttle wide open to permit the maximum suction. When the suction is reduced or cut off as in Figure 6, there is decreased or no air pressure through Pitot tube 5G and consequently the liquid level in chambers 2 and 3 will be unaffected by air pressure and stand at the normal level in both chambers. Under this condition loat 32 and Yconnected spray mechanism will be at the lowermost position as shown in Figure 6 with the spray tube 26 in position to deliver, when the throttle is opened, the quantity of gasoline required for the predetermined mixture. In Figure l the throttle is wide open and the spray mechanism in the position of high air pressure indicating that the suction is very strong due to high engine speed. In this position the spray tube 26 is elevated to its extreme limit Within the venturi, where it is least aifected by the suction because of its distance from the throat and because of the increased cross sectional area of the venturi at that point, and consequently the ratio of gasoline emission to air velocity is reduced, but without reducing the predetermined ratio of air to gasoline. If, while the engine is running at high speed, it should be found that the mixture is rich or lean, gasoline valve I9 and air Valve 43 should be tested and adjusted necessary. But, if 'after testing or adjusting for too lean a mixture, for instance, it is found that the mixture is still lean, slowness of gasoline emission at the spray tube would be indicated. This condition may then be remedied by adjusting the tip 5| of the Pitot tubeV out of the stream center, step by step, by turning knob 59, thereby reducing the air pressure in the reservoir, and allowing the spray tube to descend to a point or area in the venturi where the air suction will draw the desired amount of gasoline. The adjustment of tip 5| of the Pitot tube from the center to the outer circumference of the air column will afford a very wide range of adjustment for increasing or decreasing the gasoline emission at the spray tube.

The air and liquid supply for the engine while idling, aS well as the starting supply, enter the upper part of the mixing chamber through two small nozzles orports adjacent the throttle valve 6 as shown in Figures ll and 13. One 0f these ports delivers a minute mixture for the primary or normal idling speed of the engine, and the other port delivers a larger quantity as the secondary speed mixture before the main spray nozzle 26 starts to function. These small ports might be located ap-art from each other, but both adjacent the throttle, but I prefer to arrange them as a single unit drawing liquid from reservoir 2 er supply chamber 3 through the same duct. With this object in View I provide a `hole in the wall of the mixing chamber 4 in which is tted a plug 66 having its inner face concaved to match the bore of chamber 4, and this plug is provided with two small mixing chambers 61 and 68 formed therein, preferably in'vertical alignment, and which chambers have very small discharge orifices 69 and 16, respectively, the former about yone-half the size of the latter. The bore of each chamber 61 and 68 is enlarged and screw-threaded to receive air nozzles 1i and 12, each having an air intake port 13 drilled through the heads of the nozzles and in each head is a valve screw 14 for regulating the air intake. Plug 66 has a port 15 drilled laterally to the center ef the plug whereit cuts into the enlarged bore of each chamber 61 and 6B between the two nozzles as best seen in Figure il. When plug 66 is in position, its port V15 registers with port 16 (see Figure 13) drilled horizontally in the body wall, rand this port connects with duct 11 extending vertically down through the body wall and opening into liquid chamber 3 as shown in Figures 1 arid l0. A flat Yspring 18 is secured on throttle valve 6, and bent over the edge of the valve which is notched to permit the spring blade to pass between it and plug 66 without binding. This blade is provided for the prirpose of covering the orifice 10 when the throttle is in its closed position as shown in Figure 6 vso that only nozzle 69 will function; that .is nozzle 61-1! will deliver the primary gasoline and air mixture when the engine is operating at low idling speed. When increased or higher idling speed is desired, the throttle is opened slightly, thus removing blade 18 from nozzle 10 and permitting delivery of the additional secondary mixture for increasing the speed of the engine.V Under these circumstances the action of the mixer will be as follows: With the throttle 6 closed as in Figure 6, and the engine idling, there will be insufficient suction te draw air and liquid into the mixing chamber 4 through the Ymain lspray nozzle 26, but what suction there 4is above the throttle 'will be suiiicient to Adraw air Athrough nozzle 1-| whose orice 66 is open Vas seen inl Figure 11, and this suction will draw liquidup through duct 11, ports 16 and 15, and into chamber 61, and the mixing of air and liquid in that chamber will cause a vaporous mixture to lbe drawn through orice 69 into the channel above the throttle 6 and into the engine cylinders, deliveringsuflicient fuel tcmaintain the engine at its idling speed. For increased speed the throttle 6 is opened slightly, only far enough to uncover orice 1D (but not enough to create a sufficient suction to operate the main spray nozzle) and now with both orifices 69 and 10 open a much greater vaporous mixture will be drawn into the channel above the throttle and into vthe engine cylinders. The desired proportion of air and. gasoline for the idling nozzles is obtained by adjusting ,-nozzles and 12 to regulate the flow through orices69 and 10 from chambers 61 and 68, and the air supply is regulated by adjusting screws 14 to control the air intake through ports 13.

Throttles 5 and 6 are mounted in the usual manner on spindles having the usual actuating levers and adjustable stops, but since these details are not new and well understood detailed description and reference numerals on the drawings are omitted. v

The operation of my improved carbureter' will be understood from the foregoing description of the structural features and their functioning, but in order to call attention to` anadditional function of the Pitot tube the foilowing explanation is made. In Figure the throttle "6 is closed and consequently the secondary or intermediate nozzle f orifice 16 is also closed, and therefore, the carbureter is in the inoperative condition with the engine not running at all, and ready for starting, or in an operative condition with the engine running at low idling speed with fuel mixture being delivered only from nozzle orifice 69.Y VAt such times the normal liquid levei in chambers 2 and 3 would be below the topsvof floats 8 and 32, and in the nozzle 2-5-26 considerably below the top or orifice ofair tube 3d, leaving an air gap within the upper part of spray tube 26 through 4which the liquid must pass as it is drawn into `the mixing chamber 4. This space in the spray tube therefore constitutes an auxiliary mixing chamber. When throttle 6 is opened slightly, nozzle orifice 16 is also opened, permitting additional fuel mixture to be drawn into the suction pipeand cause the engine to speed up. Suction new increases through intake I and begins to draw air and gasoline from spray nozzle 26 and thus the fuel feed is brought up, step-by-step, preventing the consequences of too sudden a jump from starting or low idling fuel feed to a relatively speed fuel feed. rWith this increased suction the tendency is to draw into the mixing chamber a mixture of greater gasoline value than the selected ratio, but the Pitot tube now begins to function and the liquid in chamber 2 is subjected to air pressure which will increase as the engine speed increases.

This pressure raises the liquid level in chamber 3 i fuel mixture, the movement of the spray tube Y portionately increase the'amount of liquid drawn into the mixing chamber and thereby preserve the selected ratio of air and liquid. It Will be observed that, as the spray tube 26 rises in the venturi, While the air tube 34 remains stationary, the air gap Within the tube 26 remains practically constant, or is slightly reduced, owing to the rise of liquid due to the air pressure from the Pitot tube, that is, the liquid rises With the elevation of the spray tube, and therefore, the elevation of the spray tube does not affect the pull required to draw the liquid into the mixing chamber. With the increase in air pressure in the liquid chamber as the engine speeds up, the liquid in chamber 3 would rise and be forced out of the spray tube 26 and also be forced intov vent 44 in chamber 35, if the pressure were not relieved and regulated. It is for this purpose that regulating vent l5 (Figure 3) is provided. By this means the air pressure may be regulated in chamber 2 so that the Pitot tube Will function both as the means for controlling the adjustment of the spray nozzle as the engine speed varies as well as assisting in the feed of gasoline to the mixing chamber and facilitating the mixing of air and gasoline in the auxiliary mixing chamber of the spray tube.

What I claim is:

f 1. In apparatus of the class herein described, the combination with a mixing chamber, air intake and liquid chamber, of a nozzle comprising a stationary member communicating With the liquid chamber and having a xed position at and limiting the area of the entrance to the mixing chamber and a reciprocatory tube within said member, and mechanism controlled by the velocity of the air through said intake for reciprocating said tube Within the mixing chamber in synchronism With the Variations in engine suction, and thereby automatically reducing the rate of liquid emission from said tube relative to the air intake as the engine suction increases, and vice versa.

. 2. In apparatus of the class herein described, the combination with an air intake, liquid chamber, and mixing chamber tapering to form a throat between said chamber and air intake, of a nozzle comprising a stationary member having a set position at' and limiting the area of said throat and communicating with the liquid chamber and a reciprocating'spray tube, mechanism for reciprocating said spray tube to move its orice vertically in the mixing chamber to vary the suction eiect thereat and thereby automatically reducing the rate of liquid emission from the spray tube relative to the air intake as the engine suction increases, and vice versa, and means for applying air pressure from the intake chamber to actuate said mechanism in synchronism With the engine speed.

3. In apparatus of the class herein described, the combination with a mixing chamber, air intake andv liquid chamber, of a stationary nozzle communicating With the liquid chamber and having a fixed position at and limiting the area of the entrance to the mixing chamber, a spray tube within said nozzle adapted to move axially within said nozzle and project into the mixing chamber, a Pitot tube located in the air intake, and mechanism actuated through the air pressure from the Pitot tube for reciprocating said spray tube as the air velocity varies in the intake.

w 4. In apparatus of the class herein described, the combination with a mixing chamber, air intake and liquid communicating with the liquid chamber and, of a stationary nozzle member projecting into the mixing chamber, a reciprocating spray tube Within said nozzle, a Pitot tube located in the air intake, mechanism actuated through the air pressure from the Pitot tube for reciprocating said spray tube as the air velocity varies in the intake, and means for adjusting the position of the impact orifice of the Pitot tube in the air column.

5. In apparatus of the class herein described, the combination with a mixing chamber, air intake and liquid communicating with the liquid chamber and, of a stationary nozzle member projecting into the mixing chamber, a spray tube Within said nozzle adapte-d to move axially Within said nozzle and project into the mixing chamber a lever for moving said tube, and means responding to the air velocity through the intake for controlling the movements of said lever.

6. In apparatus of the class herein described, the combination With a mixing chamber, air intake and liquid chamber, of a stationary nozzle communicating with the liquid chamber and projecting into the mixing chamber, a reciprocating spray tube Within said nozzle, a lever for moving said tube, a iloat connected With saifd lever and responding to changes in liquid level in the liquid chamber, and an air duct from the intake to the liquid chamber for subjecting the liquid to air pressure and cause the float and lever to respond to variations in air velocity through the intake.

7. In Vapparatus of the class herein described, the combination with an air intake, liquid chamber, and mixing chamber tapering to form a throat between said chamber and air intake, of a stationary nozzle member having a tapering end adjustably set at and limiting the area of said throat, a reciprocating spray tube within the nozzle member, and mechanism responding to variations in air velocity through the intake for moving the spray tube orice into areas of different air velocity in the mixing chamber to vary the suction effect at the spray orifice, and thereby automatically reducing the rate of liquid emission from the spray tube relative to the air intake as the engine suction increases, and vice versa.

8. In apparatus of the class herein described, the combination With an air intake, liquid chamber, and mixing chamber tapering to form a throat between said chamber and air intake, of a stationary nozzle member communicating With the liquid chamber and having a tapering end and adjustable relative to said throat, a spray tube Within the nozzle member, mechanism for reciprocating said tube, and a Pitot tube located in the air intake and communicating With a chamber wherein the air pressure from said tube acts upon said mechanism to cause same to respond to variations in air velocity through the intake for moving the spray tube orifice into areas of diierent air velocity in the mixing chamber to vary the suction effect at the spray orice.

9. In apparatus of the class herein described, the combination with an air intake, liquid chamber, and mixing chamber tapering to form a throat between said chamber and air intake, of a stationary nozzle member having a tapering end and adjustable relative to said throat, a reciprocating spray tube within the nozzle member, a float actuated lever connected with the spray tube and responding to changes in liquid level in the liquid chamber, a Pitot tube in the air intake, and an air duct from said tube to the liquid chamber for subjectingv the liquid to air pressure and cause said float actuated lever to move the orice of the Spray tube into areas of different air velocity in the mixing chamber in synchronism' with varia-- tions in air velocity through the intake.

10: In apparatus of the class herein described, the combinationl witha mixing chamber, air Vintake andliquid. chamber, of a spray nozzle comprising a stationary member having a fixed position at and limiting the area of the entrance to the mixing chamber and a reciprocating sprayv tube projecting into the mixing chamber, mechanismV controlled through the engine suction for moving the spray orice of said tube into areas of different air velocity in the mixing chamber, and an auxiliary adjustable air intake for admitting air into the spray tube for mixture with the liquid therein, whereby a mixture of air and liquid of selected proportions is drawn into the mixing chamber for mixture Withthe air entering said chamber from the main air intake at a rate varying with the variations in enginesuction.

1-1. In@ apparatus of the classhereindescribed, the combination with a mixing chamber, airintake and liquid` chamber, of a spray nozzle comprising a iixed member communicating with the liquid chamber and areciprocating spray tube projecting into the mixing chamber, a float mechanism responding Yto variations in engine suctionA for moving the-spray oriiice of said tube intoareas of different air velocity in themixing chamber, and an auxiliary air intake comprising an air tube projecting inside the spray tube, an air duct leading from the exterior to said air tube' and an adjustable valveffor regulatingthe flow ofA air into said spray tube, whereby a selected mixtureof air and liquid is drawn'into-themixing chamber and mixedwith the air entering said chamber fromv the mainair intakeat a rate varying withV the variations in engine suction.

12; In a carbureter, the combination with the air intake, liquid chamber, and mixing chamber, of a venturi between the intakeand mixing chamber, a-liquid nozzlecomprising a stationarymember and a sprayv tubeprojecting therefroml and movablevertically in the-venturi, anauXilia-ryair intake, a valve for regulating said intake towprovide a selected ratio off air and liquid, a float controlled lever connected with saidspray tube; and ay Pitot tubelocated inthe air intakeV and communicating with thegliquid chamber, whereby the pressure created bythe engine suction is caused to actuate said lever and reciprocate said spray tubel in synchronism withthe engine speed to automatically move the spray oriceinto areasA of different air velocity to vary the'rate of emission therefrom and automatically maintain the selected ratio of: air and liquid.

13. Ina carbureter, the combination with afmixing chamber, air intake and liquid chamber,- of a spray nozzle having a movable element, float actuated mechanismv for movingsaid element, an auxiliary liquid chamber in which'the oat is confined, means for subjecting thefliquid to air pressureto' cause the float mechanism t-omove said spray element in synchronism with the changes in engine speed, and air vents for said liquid chambers.

14. In acarburetor, the combination withV a mixing chamber, air intake and liquidchamber, of a spray nozzle having a movable element, iioat actuatedmechanism for moving said element, an auxiliary liquid chamber in4 which the float is conned, means for subjecting the liquidv toy air pressure to cause the float mechanism'v to move said spray element in synchronism withk the changes in engine speed, and an adjustable air vent at the top of said auxiliary liquid chamber.

aosave 152 vInv va carbureter, the combination with ai changes in-'engine speed, an adjustable air vent f for the main liquid chamber, an air Vent at the top of said auxiliary liquidchamber, and a valve member for the latter vent controlled by the iloat. Y

161. In a carbureter, the combination with theair intake, liquid chamber, and mixing chamber, or" a Venturi between the intake and mixing chamber, a stationary nozzle member projecting into and adjustable axiallywithin` the throat ci' said` venturi, amovablenozzle member projecting from said stationary member and movable axially within said venturi, and mechanism controlled byv the-air velocity through the intakefor reciprocating said movable nozzle member.

1-7-1 In` a carbureter, the combination with the air intake, liquid chamber, and mixing chamber, of'a venturi between the intake and mixing chamber, a stationary nozzle member projecting into andv adjustable axiallywithin) the throat ofsaid venturi, a sleevemounted in saidnozzle member, a tubular spraymember-sliding in said sleeve and movable axially within theventuri, andl mechanism controlled bythe air velocity through the intakefor reciprocating said movable nozzle member'. Y

18. In a carbureter, the combination withft-he air intake, liquid chamber, and; mixing" chamber, of a venturi betweenthe intake and mixing chamber, aliquidnozzle having a-member movable axially withinv the venturi, mechanism; actuated by air pressure for moving saidv member, a Pitot; tube in the-fair intake, and` an air duct communieating with said tube for supplying the-air'pressurefor actuating saidmechanism forreciprocating the movable nozzle member' inV synchronism with the engine speed.

19'. In a carbureter, the combination with'w the air intake, liquid chamber and mixing chamber, of a venturi between the intake and mixing chamber, a liquid nozzle` having a member movable axially within.v the venturi, means actuated roi by air pressure for moving. said member, a--Pitot tube projecting intosaid air intake and having a bent impact`lend" normally parallel! with andl in the; centery ofA the air column, and means for rotating' said tube to` adjust the impact'. endi of said tube to2 varying velocitiesto vary' the effect on-saidlmovable nozzlememberl- 20. In acarbureter, theV combination with the air intake, liquid chamber and mixing chamber; ofan` auxiliary mixing chamber for furnishing the fuel mixture for: idling speed, a'liquidx1 duct leading thereto fromr the liquid chamber, an outlet orifice from the auxiliary mixing chamber opening into' the suction. pipe above the throttle, anair: nozzle having a bevelled tipfadapt'ed to cooperateV with` a bevelled entrance toj the auxiliary mixing chamber toform avvalve or'th'e control of fluid. thereto, and a valve screwr in. saidi nozzle for regulating the flow oil air through: the'znozzle.

21'. Inf a carburetor, the combination with the air intake, liquidl chamberf andy mix-ing chamber, of a pair of auxiliary mixing chambers for f'urnishing aA primary and a secondary fuelfl mixture for' low andi intermediate` speeds; a liquid duct leading theretoirom. theliquid chamber; an air inlet for each auxiliary chamber, an outlet oriiice from each of said auxiliary mixing chambers opening into the suction pipe at the throttle, and a spring blade mounted on the throttle for covering the secondary mixture orice when the throttle is closed.

22. In a carbureter, the combination with the air intake, liquid chamber and mixing chamber, of a pair of auxiliary mixing chambers for furnishing a primary and a secondary fuel mixture for low and intermediate speeds, a liquid duct leading thereto from the liquid chamber, an air nozzle for each auxiliary mixing chamber and adapted to control the flow of both liquid and air to said chambers, an outlet orice from each of said auxiliary mixing chambers opening into the suction pipe at the throttle, and a closure for the secondary mixture oriiice adapted to be moved into closed position when the throttle is closed.

23. In a carbureter, the combination with the air intake, liquid supply chamber and mixing chamber, of an auxiliary mixing unit comprising a block fitted in the Wall of the suction end of the mixing chamber at the throttle, and having two small mixing chambers formed therein and having outlet orices therefrom in vertical alignment, an air nozzle for each of said chambers and each nozzle having means for controlling the oW of air, and said nozzles being individually adjustable in said block to regulate the iioW of liquid to the mixing chambers, and a liquid duct in said block communicating with the entrances to both said chambers and adapted to register With a duct leading to the liquid supply chamber.

24. In a carbureter, the combination with the air intake, liquid chamber, and mixing chamber, of a nozzle projecting into the mixing chamber and communicating with the liquid chamber and. comprising a stationary and a movable element, an air tube projecting into the nozzle, an auxiliary air intake leading to said air tube to eiect a mixing of air and liquid Within said nozzle, a oat actuated mechanism for reciprocating said movable nozzle element, a Pitot tube in the main air intake, and an air duct leading from the Pitot tube to the liquid chamber for subjecting the liquid to pressure, whereby the pressure will cause the float mechanism to reciprocate the movable nozzle element in synchronism with the engine speed, and the mixture of air and liquid in the nozzle will be acted upon both by suction and pressure in eiecting its emission into the mixing chamber for mixture with the air from the main intake.

BERNARD GRANVILLE.

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