US3857912A

US3857912A - Vehicle fuel injector and carburetor unit

Info

Publication number: US3857912A
Application number: US00488481A
Authority: US
Inventors: O Cedarholm
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-01-10
Filing date: 1974-07-15
Publication date: 1974-12-31
Anticipated expiration: 1991-12-31

Abstract

Ambient air is split by parallel guide plates into streams of in-rushing air, some of which drives fuel from a metering valve into a mixing chamber. Some fuel is carried into pockets defined by fins formed by the interior walls of an upper section of a main housing. After being mixed in the pockets and in gaps between the pockets and guide plates, the air-fuel flow is forced into an elongated U-shaped channel defined in part by a divider plate. The direction of flow is reversed by the U-shaped channel and the air-fuel flow is then routed into a turbulent encounter with other streams of air in a contraflow collision zone. Thereafter, the thoroughly mixed air-fuel flow is diverted through an outlet into a manifold.

Description

1 Dec, 31, 1974 1 1 VEHICLE FUEL INJECTOR AND CARBURETOR UNIT [76] Inventor: Oscar R. Cedarholm, 3011 Cedar Ln., Eureka, Calif. 95501 [22] Filed: July 15, 1974 [21] Appl. No.: 488,481

Related US. Application Data [63] Continuation-in-part of Ser. No. 216,361, Jan. 10,

1972,Pat.N0.3,814,391.

[52] 11.5. C1. 261/144, 123/122 AC, 123/135, 48/180 H, 261/50 R, 261/78 R [51] Int. Cl. F02m 29/04 [58] Field of Search; 261/50 R, 144, 78 R; 48/180 R, 180 H, 1.80 B; 123/122 AC, 122 R, 135

[56] References Cited UNITED STATESPATENTS 973,057 10/1910 Mader 48/180 R 1,574,901 3/1926 Korte et a1. 48/180 R 1,595,415 8/1926 Nelson 48/180 R 1,610,541 12/1926 Williams, Jr. 48/180 R 1,679,177 7/1928 Seymour 48/180 R 1,767,031 6/1930 Worthington 261/145 1,783,612 12/1930 Grapes 123/122 AC 2,103,629 12/1937 Moore 261/64 A 2,653,804 9/1953 Cedarholm.... 261/69 R 2,879,756 3/1959 Cornelius 261/D1G. 19 3,640,256 2/1972 bow et a1 261/145 FOREIGN PATENTS OR APPLICATIONS 859,564 6/1940 France 261/50 Primary ExaminerTim R. Miles Attorney, Agent, or FirmPastoriza & Kelly 5 7 ABSTRACT Ambient air is split by parallel guide plates into streams of in-rushing air, some of which drives fuel from a metering valve into a mixing chamber. Some fuel is carried into pockets defined by fins formed by the interior walls of an upper section of a main housing. After being mixed in the pockets and in gaps between the pockets and guide plates, the air-fuel flow is forced into an elongated U-shaped channel defined in part by a divider plate. The direction of flow is reversed by the U-shaped channel and the air-fuel flow is then routed into a turbulent encounter with other streams of air in a contraflow collision zone. Thereafter, the thoroughly mixed air-fuel flow. is diverted through an outlet into a manifold.

9 Claims, 1 Drawing Figure VEHICLE FUEL INJECTOR AND CARBURETOR UNIT This is a continuation-in-part utility patent application relative to copending U.S. application Ser. No. 216,361 filed Jan. 10, 1972, by Oscar R. Cedarholm for a Vehicle Fuel Injector, now U.S. Pat. No. 3,814,391.

BACKGROUND OF THE INVENTION This invention generally relates to carburetors and more specifically relates to vehicle carburetors capable of thoroughly atomizing fuel in order to reduce smog and air pollutants. I I

This invention is an improvement over the one described in the above-mentioned application and also relative to the carburetor atomization structure disclosed in U.S. PatqNo. 3,559,963 to Cedarholm in which fuel droplets temporarily trapped in corrugations formed in a mixing chamber wall are blasted by entering air streams in order to assist in atomizing the fuel.

Other Cedarholm patents related to this invention are: U.S. Pat. No. 2,653,804; U.S. Pat. No. 2,762,615 and U.S. Pat. No. 2,984,467.

SUMMARY OF THE INVENTION Briefly stated, this present invention is a fuel injection and carburetor unit which coact to appreciably im prove atomization of fuel in order to increase combustion efficiency.

In its broader aspects this invention includes an atomization housing having a back wall and which defines a mixing chamber for accepting and mixing charges of air and fuel. Air inlet structure defines an air inlet oriented in communication with the mixing chamber so that the mixing chamber and air inlet define a generally continuous flow passageway. A throttle valve is positioned in the continuous flow passageway in order to regulate the flow of air into the mixing chamber. A fuel injector is coupled to the atomization housing and a metering valve is connected to the fuel injector and projects into the continuous flow passageway.

The principal aspects of this invention relate to the following features. A plurality of vertically spaced guide plates are coupled to the housing and extend horizontally across the continuous flow passageway. These guide plates are arranged adjacent the metering valve and serve to split in-rushing air into separate streams of air, some of which carry the fuel dispensed by the metering valve deeper into the mixing chamber.

Arranged downstream from the guide plates are a plurality of spaced fins that are coupled to an upper section of the housing back wall. The fins are arranged to define a plurality of pockets which project inwardly and are spaced by gaps from the downstream tips of the guide plates.

A divider is coupled to the housing. An elongated U- shaped channel is defined in part by the divider and in part by a middle section of the housing back wall.

A contraflow collision zone is located generally beneath the divider and in essence is a space where at least a stream of air issuing from between the guide plates violently encounters the air-fuel flow issuing in an opposing direction from the U-shaped channel. A flow outlet opening defined by the housing then carries the thoroughly atomized air-fuel mixture into a vehicle manifold.

' upper section 1511 which widens or diverges'down-- The fins are preferably aligned with corresponding guide plates so that the fuel deposits that are temporarily trapped in the pockets can be directly blasted by the streams of air issuing from between the guide plates. The fins terminate in inwardly projecting tips that are spaced, from top to bottom, by ever-widening gaps from the downstream ends of the guide plates. Turbulence is caused within these gaps between the airfuel flow being forced out of the pockets and streams of air issuing from between the guide plates.

The U-shaped channel has an upper conduit segment in direct communication with the lowermost pocket for routing the air-fuel flow generally rearwardly. A bend conduit segment acceptsthe air-fuel flow from the upper conduit segment and reverses its direction. A lower conduit segment then routes the air-fuel flow forwardly and straight into the streams of air issuing from between lowermost guide plates.

The U-shaped channel is larger and extends more rearwardly than the pockets. 7

The divider is a horizontally extending plate and its major portion is disposed within the U-shaped channel. Preferably the divider is positioned centrally within the U-shaped channel.

BRIEF DESCRIPTION OF THE DRAWING The numerous benefits and unique aspects of the present invention will be fully understood when the following detailed description is studied in conjunction with the drawing in which:

FIG. 1 is a side elevational, longitudinally sectional view of a vehicle fuel injector and'carburetor unit, constructed in accordance with this invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A side part 15 or fittingof housing 11 defines a generally downstream end or back wall that includes an wardly, a middle section 15b which is generally an elongated socket and a lower section 150. The side part 15 has a large flow inlet opening 16 in communication with flow passage 14 and a flow outlet opening 17 that leads to a vehicle manifold (not shown).

A generally continuous flow passageway is defined by ing major part 12. The guide plates 19 are arranged to split the incoming ambient air A into separate streams of air, relatively upper streams of air A,, relatively middle or central streams of air A and relatively lower streams of air A;,. The relatively upper guide plates are longer than the relatively lower guide plates and the guide plates 19 are generally evenly spaced to form the spaces 20 through which the individual streams of air A A and A flow and egress.

Across a variable distance gap from the downstream tips of the relatively upper guide plates 19 are a series of vertically spaced fins 21 formed by the housing back wall upper section a. The fins 21 define a series of horizontally extending pockets 22.

The fins 21 are aligned with corresponding upper guide plates 19 so that the pockets 22 will be aligned with the upper streams of air A issuing from between the upper guide plates 19. Fins 21 terminate in the mixing chamber 18 with inwardly projecting tips that are spaced from corresponding guide plates 19. In a direction from top to bottom, the gaps between the guide plates 19 and fins 21 increase.

The middle section 15b of the housing back wall is shaped to coact with a divider 23 in describing a U- shaped channel 24. Divider 23 is a horizontally extending plate and the major portion of it is disposed centrally within the u-shaped channel 24. Divider 23 serves as a baffle and a guide as shall be subsequently explained.

The U-shaped channel 24 has an upper conduit segment arranged in direct communication with the lowermost pocket 22 and also with the intermediate streams of air A issuing from between the guide plates 19. A bend conduit segment 25 serves to reverse the direction of fluid passing through the U-shaped channel 24 as the fluid is routed through back passage 26. The flow is ultimately driven in an upstream or forward direction by a lower conduit segment 28-of the U-shaped channel 24. The U-shaped channel 24 is an elongated socket with generally cylindrical side walls and a rounded rear wall.

A ledge or ridge 27 assists in diverting flow from the lower conduit segment 28 into a contraflow collision zone 29 beneath the divider. The purpose of this shall be subsequently more fully explained. The flow ultimately departs housing 11 through opening 17 to a manifold.

For purposes of illustrating a fuel injection system capable of working with the carburetor components described above, that particular injection system disclosed in the previously-mentioned, pending U.S. patent application will now be described.

Journalled within a bearing in housing 11 is a rotatable control shaft 30 suitably connected through a conventional linkage to a vehicle accelerator pedal (not shown). Depression of the accelerator pedal by the driver causes shaft 30 to rotate in a direction indicated by the directional arrow R, which in turn causes a butterfly-type throttle valve 31 to rotate from a closed position, indicated by the solid lines to a progressively more opened position indicated by the dot-dash line 30A. As the throttle valve 31 becomes increasingly opened then greater charges of air A are admitted into the spaces defined by the guide plates 19. A part of the throttle valve 31 below the axis of shaft 30 mounts a linking arm 32 terminating in a cam 33.

A generally vertically aligned elongated needle-type metering valve 34 depends into the ambient air passage 14 and is positioned adjacent a number of the upper and intermediate guide plates 19. Metering valve 34 is formed in its periphery with a longitudinally extending fuel injection channel 35 which is gradually enlarged from its upper end and over a suitable distance to obtain desired variable flow characteristics. The base 36 of metering valve 34 operates as a cam follower and is constantly engaged by cam 33. As shaft is rotated in direction R, cam 33 lifts metering valve 34 exposing an increasingly greater zone of the fuel injection channel so that the incoming charges of air and fuel may be synchronized in a pre-determined ratio.

An upper atomization section of the housing 11 has an upwardly extending annular neck 40 formed with a radially outwardly extending dish-shaped flange 41. The flange 41 terminates in a circular-shaped beaded portion or lip 42. An inner section of neck 40 includes an upstanding annular wall 43 fixed to an internal tubular bushing 44. I

Positioned internally of bushing 44 is a stationary intermediate tube 45 that defines a bore and has a depending lower section defining a deflector plate 46. The deflector plate 46 or shield surrounds the metering valve, preferably the valve seat, in order to protect it from the incoming air stream. Without this deflector plate 46 the incoming air stream would force minute quantities of fuel into the vacuum chamber 78 where fuel would accumulate in an undesired quantity. With the deflector plate 46 in place the air stream flows past the metering valve on both sides creating an eddy in back of the metering valve so that the circulating air may draw fuel in the downstream direction. The upper end of intermediate tube 45 constitutes a bearing seat.

Situated within the bore of intermediate tube 45 is an axially movable shuttle 49 whose upper end 50 is located adjacent bearing seat 47 which constitutes a stop flange. The shuttle lower end 51 is internally threaded. Positioned generally within the upper zone of the mixing chamber 18 is a valve seat 52 that has an externally threaded upper section 53 which is threadably interengaged with shuttle lower end 51 so that the two components can be moved upwardly or downwardly together. Valve seat 52 has a central bore 54 which serves as a guide way for metering valve 34, and, has a series of flow passages 55 through which fuel from channel 35 may be dispensed into the in-rushing streams of air A.

Under normal dead engine conditions, the stop flange 50 and bearing seat 47 are separated by a slight gap G. During idling and deceleration conditions no gap G is present. During steady throttle and cruising conditions the gap G will be larger than during dead engine conditions.

The bore of shuttle 49 contains a plunger rod of solid cross section which has a plurality of flow channels defined in part by radially outwardly projecting ribs 62. The upper end of plunger rod 60 terminates in an apex or cone tip 63 and the lower end 64 of plunger rod 60 contacts the metering valve 34.

The fuel injector includes a fuel container 65 with a cylindrically-shaped top plate 66 and a disc-shaped bottom plate 67 welded or otherwise secured in fluidtight relationship with the plate 66. The uppermost tip 68 of shuttle 49 is inserted through a central opening of plate 67 so that stop flange 50 and tip 68 can tightly engage, either directly or indirectly, opposing faces of plate 67. Plate 67 has an outer depending skirt 69 that is generally surrounded by a diaphragm 70.

Diaphragm 70 includes an intermediate thin flexible pressure sensitive strip 71 joined to an end band 72 and an inner end band 73. Outer band 72 is generally thick and durable and shaped for making leakproof, snapfltting engagement on the periphery of the lip 42 of annular neck 49. The inner band is also generally thick and durable and has a series of gripping ribs or seals 74 that are sized to make tight, leakproof engagement against the depending skirt 69. The generally confined space defined in part by the annular neck 40, diaphragm 7t) and plate 67 constitutes a vacuum chamber 78. When the pressure within the vacuum chamber 78 is decreased due to acceleration, the fuel container 65 moves upwardly under force from a coiled compressed spring 79 and causes the diaphragm 70 to flex. Shuttle 49 is therefore automatically caused to move upwardly to block off partially supply of fuel to the mixing chamber. The effect of this action is to reduce fuel flow and thus maintain the correct amount of fuel relative to the throttle opening.

Confined within the fuel container 65 is the spring 79.

that mounts the lower retaining disc 80 in contact with the cone tip 63 of plunger rod 60, and, mounts an upper retaining disc 81 arranged in contact with a downwardly extending cone tip 83. Cone tip 83 is part of an adjustment screw 82 threadably engaged within a fitting mounted within fuel container 65. The coil spring 79 immersed in the fuel F floats between the two cone tips while being supported between the two retaining discs. A nipple 84 admits fuel into the fuel chamber defined by container 65.

Housing side part includes awater jacket 90 with diate air streams A and directed into the U-shaped channel 24. The U-shaped channel 24 guides the airfuel mixture around a 180 turn and redirects its path of movement to head in an upstream direction beneath the divider 23. The divider 23 serves as a baffle and also as a guide. After the mixture of air and fuel has been turned by the U-shaped channel 24 then it is caused to flow in the opposite direction and is driven into the incoming ambient air segment divided into lowermost air streams A This results ina violent collision-within the contraflow collision zone 29 between all, of the metered air and all of the metered fuel which are subjected to a final mixing. The opposing forces have approximately the same velocity upon impact.

As a result of the inertial flow and pressure of the mixture passing through the multiple pockets, passages and turns the fuel becomes thoroughly mixed and ideally atomized. Close contact with heated fins that are coupled in heat exchange relationship with the water jacket conduits 91 vaporization is further promoted.

flow conduits 91 through which hot fluid may flow in order to improve the heating efficiency and carburetion in general.

Conventional mechanisms and controls, not within the scope of this invention, may be employed to operate the fuel injection and metering components and for synchronizing the actions of throttle valve and metering components.

OPERATlON Keeping the above construction in mind, it can be understood how some of the disadvantages of carburetor systems are overcome by this invention.

Upon starting a motor vehicle engine incorporating the vehicle fuel injector ll), atmospheric pressure in the intake manifold (not shown) causes a vacuum which draws the ambient air A into the housing 11 and in particular air inlet duct 13. The inrushing ambient air A is guided through the passages 20 defined by the plurality of guide plates 19 that extend horizontally across housing portion l2. An upper segment of ambient air A is split into air streams A that flow past metering valve 34 and pick up metered fuel that has been released from the fuel injection channel 35.

Due to the inertial flow of the continuous fuel and air mixture, this mass passesover the gap between the downstream tips of guide plates 19 and inwardly projecting tips of the fins 21 and these air streams A entrained with fuel are thrust into the pockets 22 of the mixing chamber 18.

The trapped mixture of air and fuel within the pockets 22 is forced to escape against the continuous pressure of inrushing air streams A, through the succession of gaps and next lower pockets. During this tortuous path of movement of the air and fuel become subjected to air blasts and increasingly mixed and atomized. The procedure or cycle is repeated-in each gap that the air and fuel mixture must pass through.

After departing the lowermostpocket 22 this air fuel mixture is further blasted and comingled with interme From the foregoing it will be evident that the present invention provides a vehicle fuel injector and operation unit in which all of the various advantages are fully realized.

What is claimed is:

1.. A vehicle fuel injector and carburetor unit for atomizing fuel, comprising:

a. an atomization housing having a back wall and defining a mixing chamber for accepting and mixing charges of air and fuel;

b. an air inlet structure having an air inlet in communication with the mixing chamber, the mixing chamber and air inlet defining a generally continuous flow passageway;

c. a throttle valve positioned in the continuous flow passageway to regulate the flow of air into the mixing chamber; I

d. a fuel injector coupled to the atomization housing;

e. a metering valve connected to the fuel injector and projecting into the continuous flow passageway;

f. vertically spaced guide plates coupled to the housing and extending horizontally across the continuous flow passageway, the guide plates being arranged adjacent the metering valve to split incoming air into separate streams of air;

g. spaced fins coupled to an upper section of the housing back wall at a location downstream of the guide plates, the fins being arranged to define plural pockets that project inwardly towards the guide plates wherein, the fins serve to break up and atomize the fuel while the pockets temporarily hold fuel for being successively blasted and further atomized by the streams of air issuing from between the guide plates;

h. a divider coupled to the housing;

i. a U-shaped channel defined by the divider and a middle section of the housing back wall',

j. means defining a contraflow collisionzone generally beneath the divider where at least a stream of air from between the guide plates encounters the air-fuel flow issuing generally in the opposite direction from the U-shaped channel; and,

k. a flow outlet opening defined by the housing and located downstream of the contraflow collision zone,

wherein, the combined effects and coaction of the guide plates, the fins and pockets, divider, and U- shaped channel aid in atomizing fuel to improve combustion.

2. The structure according to claim 1 wherein:

the fins are aligned with corresponding guide plates so that fuel temporarily trapped in the pockets can be directly blasted by the streams of air issuing from between the guide plates.

3. The structure according to claim 2 wherein:

the fins terminate in inwardly projecting tips which are spaced, from top to bottom, by ever-widening gaps from the downstream ends of the guide plates, and, turbulence is caused in these gaps between the air-fuel flows being forced out of their pockets and the streams of air issuing from between the guide plates.

4. The structure according to claim 1 wherein the U- shaped channel includes:

a. an upper conduit segment in communication with the lowermost pocket for routing the air-fuel flow rearwardly;

b. a bend conduit for reversing the direction of the air-fuel flow; and,

c. a lower conduit segment for routing the air-fuel flow forwardly into the streams of air issuing from between the lowermost guide plates.

5. The structure according to claim 4 wherein:

the U-shaped channel is larger and extends more rearwardly than the pockets.

6. The structure according to claim 1 wherein:

the divider is a horizontally extending plate, the

major portion of which is disposed within the U- shaped channel. 1

7. The structure according to claim 6 wherein:

the divider is positioned centrally within the U- shaped channel.

8. The structure according toclaim 1 wherein:

a. the fins are aligned with corresponding guide plates so that the fuel temporarily trappedin the pockets can be directly blasted by the streams of air issuing from between the guide plates;

b. the U-shaped channel includes an upper conduit segment in communication with the lowermost pocket for routing the air-fuel flow rearwardly, a bend conduit segment for reversing the direction of the air-fuel flow, and, a lower conduit segment for routing the air-fuel flow forwardly into the streams of air issuing from betweenthe lowermost guide plates; and,-

c. the divider is a horizontally extending plate, the

Claims

1. A vehicle fuel injector and carburetor unit for atomizing fuel, comprising: a. an atomization housing having a back wall and defining a mixing chamber for accepting and mixing charges of air and fuel; b. an air inleT structure having an air inlet in communication with the mixing chamber, the mixing chamber and air inlet defining a generally continuous flow passageway; c. a throttle valve positioned in the continuous flow passageway to regulate the flow of air into the mixing chamber; d. a fuel injector coupled to the atomization housing; e. a metering valve connected to the fuel injector and projecting into the continuous flow passageway; f. vertically spaced guide plates coupled to the housing and extending horizontally across the continuous flow passageway, the guide plates being arranged adjacent the metering valve to split incoming air into separate streams of air; g. spaced fins coupled to an upper section of the housing back wall at a location downstream of the guide plates, the fins being arranged to define plural pockets that project inwardly towards the guide plates - wherein, the fins serve to break up and atomize the fuel while the pockets temporarily hold fuel for being successively blasted and further atomized by the streams of air issuing from between the guide plates; h. a divider coupled to the housing; i. a U-shaped channel defined by the divider and a middle section of the housing back wall; j. means defining a contraflow collision zone generally beneath the divider where at least a stream of air from between the guide plates encounters the air-fuel flow issuing generally in the opposite direction from the U-shaped channel; and, k. a flow outlet opening defined by the housing and located downstream of the contraflow collision zone, wherein, the combined effects and coaction of the guide plates, the fins and pockets, divider, and U-shaped channel aid in atomizing fuel to improve combustion.

2. The structure according to claim 1 wherein: the fins are aligned with corresponding guide plates so that fuel temporarily trapped in the pockets can be directly blasted by the streams of air issuing from between the guide plates.

3. The structure according to claim 2 wherein: the fins terminate in inwardly projecting tips which are spaced, from top to bottom, by ever-widening gaps from the downstream ends of the guide plates, and, turbulence is caused in these gaps between the air-fuel flows being forced out of their pockets and the streams of air issuing from between the guide plates.

4. The structure according to claim 1 wherein the U-shaped channel includes: a. an upper conduit segment in communication with the lowermost pocket for routing the air-fuel flow rearwardly; b. a bend conduit for reversing the direction of the air-fuel flow; and, c. a lower conduit segment for routing the air-fuel flow forwardly into the streams of air issuing from between the lowermost guide plates.

5. The structure according to claim 4 wherein: the U-shaped channel is larger and extends more rearwardly than the pockets.

6. The structure according to claim 1 wherein: the divider is a horizontally extending plate, the major portion of which is disposed within the U-shaped channel.

7. The structure according to claim 6 wherein: the divider is positioned centrally within the U-shaped channel.

8. The structure according to claim 1 wherein: a. the fins are aligned with corresponding guide plates so that the fuel temporarily trapped in the pockets can be directly blasted by the streams of air issuing from between the guide plates; b. the U-shaped channel includes an upper conduit segment in communication with the lowermost pocket for routing the air-fuel flow rearwardly, a bend conduit segment for reversing the direction of the air-fuel flow, and, a lower conduit segment for routing the air-fuel flow forwardly into the streams of air issuing from between the lowermost guide plates; and, c. the divider is a horizontally extending plate, the major portion of which is disposed within the U-shaped channel.

9. The structure according to claim 8 wherein: a. the U-shaped channel is larger and extends more rearwardly than the pockets; and, b. the divider is positioned centrally within the U-shaped channel. U-shaped channel.