US3559963A

US3559963A - Atomization and fuel cutoff carburetor

Info

Publication number: US3559963A
Application number: US780860A
Authority: US
Inventors: Oscar R Cedarholm
Original assignee: Individual
Current assignee: Individual
Priority date: 1968-12-03
Filing date: 1968-12-03
Publication date: 1971-02-02
Anticipated expiration: 1988-02-02

Abstract

A vehicle carburetor includes a mixing chamber for finely atomizing fuel charges and a pressure responsive pneumatic relay valve for automatically terminating the flow of fuel to the air and fuel-mixing chamber in response to vehicle deceleration. The relay valve is physically separated from the mixing chamber and operates to quickly cut off the supply of fuel when there is a temporary lack of demand for the fuel in order to minimize air pollution and smog effects. Fuel droplets trapped in corrugations on the mixing chamber wall are blasted by an inducted air stream to atomize the fuel.

Description

United States Patent [72] lnvcntor Oscar R. Cedarholm 2,762,615 9/ 1956 Cedarholm 261/69 4 Cedar Lane, Eureka, Calif. 95501 2,879,756 3/1959 Cornelius (261/Degassers) [21 1 Appl. No. 780,860 2,984,467 5/ 1961 Cedarholm.. 261/69 [22] Filed Dec. 3, 1968 3,235,236 2/1966 Kalert, Jr..... 261/69.1X [45] Patented Feb. 2, 1971 3,322,408 5/ 1967 Stoltman 261/44 3,372,912 3/1968 Benmore 261/72X FOREIGN PATENTS [54] ATOMIZATION AND FUEL CUTOFF CARBURETOR 859,564 6/1940 France 261/50 13 Claims, 7 Drawing Figs. Primary Examiner- Tim R. Miles 52 us. C1 261/50, AvvmeyPasmriza & Kelly 123/97, 123/141, 261/112,261/69, 261/72, 261/36, 251/368 [51] Int. Cl F02m 7/22 [50] Field Of Search 261/Film, ABSTRACT: A vehicle carburetor includes a mixing chamber g for finely atomizing fuel charges and a pressure responsive 2 2 141 pneumatic relay valve for automatically tenninatirlg the flow of fuel to the air and fuel-mixing chamber in response to vehi- Rderences cued cle deceleration. The relay valve is physically separated from UNITED STATES PAT the mixing chamber and operates to quickly cut 011 the supply 1,61 1,299 12/1926 Wilka 123/ 1 41 of fuel when there is a temporary lack of demand for the f l 2,274,587 2/1942 Burton 261/50 in order to minimize air pollution and smog effects. Fuel 2,639,230 5/1953 Lefebre 123/141X droplets trapped in corrugations on the mixing chamber wall 2,653,804 9/ l 953 Cedarholm 261 /69X are blasted by an inducted air stream to atomize the fuel.

l l7 60 is 66 68 1| k I fl by I I l5 3 1 e9 7 I I m PATENTED FEB 2 l97| I 3559363 sum 2 [IF 2 INVENTOR- OSCAR' R CEDARHOLM A TTOP/VEKS' ATOMIZATION AND FUEL CUTOFF CARBURETOR The present invention relates to vehicle carburetors and more specifically to carburetors constructed to finely atomize fuel charges and automatically cut off the supply of fuel charges in response to vehicle deceleration conditions.

BACKGROUND OF THE INVENTION The present invention is an improvement over the carburetor systems disclosed in my prior US. Pat. Nos 2,653,804, and 2.762.615 and especially 2.984.467. The last mentioned patent discloses a carburetor for completely cutting off the fuel flow during deceleration periods so that fuel may be conserved and prevented from becoming discharged into the atmosphere and contributing to offensive air pollution and smog conditions.

BRIEF SUMMARY OF THE INVENTION Briefly stated the present invention comprehends a carburetor having an atomization structure defining a mixing chamber for substantially completely atomizing fuel and a pressure responsive pneumatic relay valve for automatically terminating the flow of fuel into the mixing chamber upon vehicle deceleration. The carburetor has an air inlet structure defining an air inlet which constitutes a continuous flow passageway with the mixing chamber. A throttle valve positioned in the continuous flow passageway operates to regulate the quantity of air flowable into the mixing chamber. The atomization structure slidably mounts a fuel injector coupled to a metering valve that projects into the mixing chamber. The metering valve and throttle valve are interconnected by a bracket that serves to synchronize a proportion of fuel and air admissible into the mixing chamber.

An inner wall portion of the mixing chamber is corrugated with its grooves aligned substantially perpendicular to the air inlet structure axis. Airborne droplets of fuel, carried by the airstream inducted through the air inlet, become deposited in the corrugation grooves. A continuous airstream blasts the droplets trapped in the grooves as a film until they are finely atomized for achieving substantially complete combustion. A baffle plate connected to the atomization structure base forms a constricted or narrow throat with the corrugated inner wall portion in order to increase the velocity and miscibility of air and fuel mixtures. A top portion of the atomization structure mounts a fuel injector. Both are permanently joined together with a double-walled reserve fuel container that surrounds the fuel injector. A strip of heat reflective material is positioned between the fuel container double walls to insulate the fuel chamber from external heat sources. The metering valve is preferably an elongated metallic pin having a longitudinally extending recess that retains a molded plastic insert formed with a channel that conducts fuel into the mixing chamber.

The pressure responsive pneumatic relay valve is physically separated from the atomization structure which is spaced from the fuel container by a vacuum chamber. Conduit means place the relay valve in fluid communication with the mixing chamber and vacuum chamber in such a way that upon vehicle deceleration the injector becomes shifted to a location where communication is blocked between the metering valve and fuel injector, thereby cutting off fuel. A flexible diaphragm is snap fitted over a portion of the vacuum chamber wall and can be quickly removed without dismantling adjacent structural components.

BRIEF DESCRIPTION OF THE DRAWINGS 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 drawings in which:

FIG. 1 is a perspective view of a vehicle carburetor incorporating a pressure responsive pneumatic relay valve for fuel cutoff constructed in accordance with the present invention;

FIG. 2 is a vertical sectional view through a portion of the carburetor showing important details of the mixing chamber, vacuum chamber and fuel injector;

FIG. 3 is a perspective sectional view of a flexible diaphragm employed to seal a portion of the vacuum chamber shown in FIG. 2;

FIG. 4 is a longitudinal sectional view showing portions of the fuel injector and the metering valve;

FIG. 5 is a cross-sectional view of the metering valve taken along line 5-5 of FIG. 4;

FIG. 6 is a longitudinal sectional view of the relay valve controlling fuel cutoff showing its arrangement during vehicle nondeceleration conditions; and,

FIG. 7 is a sectional fragmentary view similar to that of FIG. 6, showing the relay valve arrangement during vehicle deceleration conditions.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to FIG. I, an atomization and fuel cutoff carburetor 10 is shown constructed to finely atomize fuel charges prior to combustion and automatically terminate the flow of fuel during vehicle deceleration. Carburetor 10 incorporates a fuel injector and atomizer housing II and a pressure responsive pneumatic relay valve component 12 for fuel cutoff control. Valve component 12 is located physically externally of housing 11 so that quick access can be gained to either of them without interfering with the other. In the related system disclosed in my US. Pat. No. 2,984,467, a cutoff valve is physically incorporated within the injector and atomizer housing so that in order to correct malfunctions in the cutoff valve, segments of the housing must be dismantled. The vehicle must be stopped from running while the problem is investigated and/or fixed.

Fuel injector and atomizer housing 11 includes an atomization structure 13 that defines a semiglobe-shaped top section 13a and an enlarged annular bottom section 13b. Atornization structure I3, as shall be fully explained, is shaped to achieve optimum atomization and has a base section shaped for securement over the intake manifold of a vehicle internal combustion engine (not shown). Extending laterally from atomization structure 13 is an air inlet structure 15 defining an air inlet 16 through which ambient air may be admitted, as indicated by the arrow. Journaled within a bearing formed by air inlet structure 15 is a rotatable control shaft 17 suitably connected through a conventional linkage to the vehicle accelerator pedal (not shown). Depression of the accelerator pedal by the vehicle driver will cause shaft 17 to rotate in a direction indicated by the arrow. This action will open a butterfly valve (best shown in FIG. 2) and gradually admit increased charges of air.

Atornization structure 13 is formed at its top with a neck 18 terminating in a radially outwardly extending flange 19. Flange 19 is firmly fixed by conventional bolt fasteners 20 to a corresponding flange portion 22 of an intermediate annular wall 23. Radial slots 21 in flange 22 permit radial adjustment to vary the biasing force of a spring (i.e., spring 45 of FIG. 2)

g to be fully described. As shall also be explained, intermediate annular wall 23 partially defines a vacuum chamber which coacts with valve component 12 to automatically cut off the fuel supply during vehicle deceleration. A pressure sensitive diaphragm 24 includes a depending skirt portion 25 shaped to snap-fit in sealing engagement over the top lip of annular wall 23 (this coacting shall be more fully described in conjunction with FIGS. 2 and 3).

Positioned centrally of diaphragm 24 is a double-walled reserve fuel container 26. Fuel container 26 mounts a nipple 27 that operates to conduct fuel from an external supply source. Another nipple 28 mounted to container 26 serves as a return conduit for fuel and formed vapors to the main supply line. After the fuel vapors escape through nipple 28, rather than being diffused into the atmosphere where they could cause smog, they are condensed and routed back into the main fuel supply line (not shown) through which fuel is fed to nipple 27. A fuel and air mixing chamber (best shown in FIG. 2) defined by an inner wall portion of atomization structure 13 is arranged in communication with valve component 12 through a flexible tube 29. Another flexible tube places valve component 12 and the previously mentioned vacuum chamber in communication. Valve component 12 has a conventional filter 31 through which interior valve locations are constantly exposed to atmospheric pressure.

Referring to FIG. 2, reserve fuel container 26 has an outer wall 32 and an inner wall 33. The double walls which may be constructed from suitable plastic material are separated by a narrow space for retaining an intermediate insulating strip 34. Strip 34 may be fabricated from thin heat reflecting material such as aluminum foil. A charge of reserve fuel in a fuel chamber 35 defined primarily by inner wall 33 is protected by insulating strip 34 from harmful thermal effects generated by external heat sources such as the vehicle engine. The phantom line representing outer wall 32 shows its relative position during vehicle deceleration situations.

An annular flange portion 36 of a confined shuttle 37 forms a retaining groove that seats the lower end of inner wall 33. Shuttle 37 has four stiffening webs 37a and is integrally formed with an upright positioning lip 38 connected between the base portions of

walls

32 and 33. A clamping recess 39 formed between wall 32 and the outer margin of flange 36 receives, in tight sealing engagement, an inner ring portion 40 of diaphragm 24. A thin, flexible, pressure sensitive strip 41 joins ring 40 with a diaphragm depending skirt portion L5. I he upper section of the interior periphery of skirt portion 25 defines a clamping recess 42 shaped for accomplishing snapfitting engagement over a beaded section of lip 43. The beaded section constitutes a radially outwardly directed projeetion.

Annular wall 23, which remains stationary at all times, includes a shoulder 44 upon which rests the outer margin of a disc spring 45. A shuttle base section 46, which may be in the form of a plurality of legs, bears downwardly against the top surface of disc spring 45 urging it to exert a downward force on shoulder 44. A stationary shoulder screw 47 anchored in the top wall of atomization structure 13 extends through an opening in disc spring 45. Shoulder screw 47 serves to properly locate disc spring 45 and guide its vertical movement which shall be fully described.

Various components of housing 11 cooperate to define a vacuum chamber 48 which, as previously explained, is placed in communication with the pressure responsive relay valve component through a flexible tube 30. Aligned centrally within housing 11 is a fuel injector 49 which is rigidly fixed to shuttle 37 so that both can simultaneously move upwardly or downwardly. The upper fuel injector end 50 projects into and is surrounded by fuel chamber 35. A central fuel passageway 51 formed in fuel injector 49 is placed in communication with fuel chamber 35 by a plurality of circularly aligned fuel ports 52. The lower fuel injector end 53 is internally threaded to receive an externally threaded valve seat 54 formed centrally with a bore or guideway 55. Compressed within fuel passageway 51 is a coiled spring 56 whose lower end constantly bears against the upper end 57 of an elongated metering valve 58.

Metering valve 58 includes a fuel channel 59 for conducting fuel from central fuel passageway 51. The lower end 60 of metering valve 58 serves as a cam follower which is constantly biased by spring 56 against a roller or cam compor nt 61 of a bracket 62. Bracket 62 interconnects metering val 53 and a throttle plate or valve 63. When throttle valve 63 i: ened by rotation of control shaft 17, cam 61 forces metering valve 51 upwardly to increase the charge of fuel flowing through channel 59. Bracket 62 synchronizes the proportions of fuel and air admissible into the mixing chamber 64 to be describe Atomization structure 13 defines a mixing chamber 64 in which charges of fuel and air are intermingled pr. r to being routed to the vehicle combustion zone. The inducted air is divided by valve plate 63 into upper and lower air streams. Mixing chamber 64 is partially defined by an inner wall portion 65 of atomization structure I3. An upper corrugated wall 66 defined by the interior periphery of semiglobe-shaped top section 13a has a series of alternating recesses and corrugations or ribs 66a. The ribs extend horizontally and are aligned generally perpendicularly to the axis of air inlet structure I5 and direction of the air stream. Fuel issuing from metering valve 58 is picked up by the continuous upper air stream and cast as droplets against corrugated wall 66. The droplets are spread into a thin film and constantly blasted by the continuous air stream and eventually become atomized to a degree not possible if corrugated wall 66 was merely smooth as is the customary construction. The lowermost rib'66b of corrugated wall 66 extends inwardly to a greater distance than the other ribs 66a. Rib 66b constitutes a small shelf which forms a narrow throat 660 with valve plate 63 when it is approximately three-quarters fully opened as illustrated by the broken line. Increased velocity of the still relatively rich air and fuel mixture through throat 66c accomplishes further atomization.

After passing throat 660, the mixture is driven by the upper air stream into the lower airstream and against a lower corrugated wall 67. Corrugated wall 67 is defined by the interior periphery of enlarged annular bottom section 13b. Corrugated wall 67 also has corrugations or ribs 67a that are aligned generally perpendicular to the axis of air inlet structure I5 and the direction of movement of the airstream.

Connected to a bottom section 13b of atomization structure 13 is a baffle plate 68 that terminates in a free end 69. Free end 69 is spaced from corrugated wall 67 to define another narrow throat 70. Throats 66c and 70 constitute a dual throat arrangement. Throat 70, whose size may be determined empirically, is located in a continuous flow passageway 71 defined basically by air inlet 16 and mixing chamber 64. Since charges of commingled fuel and air are forced through narrow throat 70 at an increased velocity, the resulting kinetic energy aids to enhance further atomization. Flow passageway 71 has a reverse bend segment 72 defined by baffle plate 68 and lower corrugated wall 67. This arrangement causes partially atomized fuel droplets to strike or encounter the individual corrugations 67a of lower wall 67 in order to become more atomized than otherwise would be possible. Reverse bend segment 72 is vertically aligned and the corrugations extend beneath the free end 69 undersurface 73 of baffle plate 68. By arranging the ribs or corrugations 66a and 67a perpendicular to the axis of air inlet structure 15, atomization of the fuel is improved. A hot water jacket 73a is formed in atomization structure 13.

FIG. 3 shows the relative shape of diaphragm 24 when a vehicle incorporating the carburetor system of the present invention is cruising under normal conditions. Thin, flexible strip 41 which joins and bridges the gap between skirt 25 and ring 40 will be flexed to its lowest extent. During vehicle deceleration conditions, a pressure differential, to be subsequently described in detail, forces strip 41 to flex upwardly to a configuration where it and ring 40 are described by the phantom lines. The coaction between diaphragm 24 and the pressure responsive relay valve components shall be fully described.

Referring now to FIG. 4, the metering valve upper end 57 has an integral reduced diameter section or peg 74 shaped for firm attachment to the lower end of coil spring 56. As previously mentioned, spring 56 constantly biases metering valve 58 into engagement with the bracket (not shown) that interconnects metering valve 58 with the throttle valve (not shown). An O-ring seal 75 surrounds upper end 57. Metering valve 58 includes an elongated metallic pin 76 having a recess for retaining a molded plastic insert 77. Plastic insert 77 is formed with fuel flow channel 59 that is gradually enlarged from its upper end over a sufficient distance to constitute desired variable flow characteristics. Another O-ring'seal 78 surrounds a portion of valve seat 54. The phantom lines indicate the relative positions between valve seat 54 and metering valve 58 during vehicle deceleration conditions. It can be seen that fuel flow channel 59 will be blocked from communicating with the fuel supply in the central fuel passageway shown in FIG 2. As a result. fuel will be cut off and prevented from entering the mixing chamber. The manner in which this is accomplished shall be fully described.

FIG 5 shows a cross-sectional view of metallic pin 76. plastic insert 77. and, flow channel 59. The sides of plastic insert 77 converge inwardly at angles of approximately 60 and terminate in a substantially flat bottom.

Referring now to FIG. 6 the various important details of the relay valve 12 are illustrated. Relay valve 12 has a hollow housing 79 that defines an elongated spring chamber 80 at one end and a variable pressure chamber 81 at the other end. Spring chamber 80 is always in communication with the ambient or atmospheric air through a port in which filter 31 is secured. Variable pressure chamber 81 is always in communication with the mixing chamber (shown in FIG. 3) through flexible tube 29.

Between spring chamber 80 and variable pressure chamber 81 is a longitudinally slidable sleeve valve having a first radial port that can be moved to communicate with spring chamber 80, a second or intermediate radial port 84 in constant communication with flexible tube 30 through a socket fitting 85, and a third radial port 86 that may be moved to communicate with the variable pressure chamber 81. As shall be fully explained, port 86 remains in communication with variable pressure chamber 81 during vehicle nondeceleration conditions. A longitudinal opening 87 in sleeve valve 82 permits the three radial ports to communicate with one another.

Disposed in spring chamber 80 is a coiled spring 88 mounted in freely floating relationship between a pair of dished

washers

88 and 90. All potentially harmful friction between spring 88 and adjacent portions of housing 79 is prevented. Washer 89 has a concave external face for receiving the rounded tip of an adjustment screw 91. Adjustment screw 91 may be easily positioned to correct errors that may arise in the fuel cutoff control circuit. Washer 90 has a similarly contoured region that serves as a bearing surface for receiving the rounded head of a cap 92. Cap 92 is formed with a socket that is press fitted over one end of sleeve valve 82.

Housing end 93 has an opening 94 for admitting atmospheric air into a shallow pressure chamber 95. A sleeve-actuated diaphragm 96 is mounted in Ieakproof relationship between housing end 93 and the adjacent portion of housing 79. Diaphragm 96 is secured to a disc portion 97 that is socketed to receive the other end of sleeve valve 82. Atmospheric pressure in shallow chamber 95 is constantly exerted upon outer face 98 of diaphragm 96. Simultaneously pressure of fluid from variable pressure chamber 81, which fluid is routed from the mixing chamber through flexible tube 29, is constantly ex erted upon the diaphragm inner face 99 and disc 97. As shall be fully described when the vehicle incorporating the atomization and fuel cutofi carburetor of the present invention experiences deceleration, sleeve valve 82 is longitudinally slid from its position illustrated in FIG. 6 to its position illustrated in FIG. 7.

FIG. 7 shows that during vehicle deceleration conditions, port 86 is closed or covered by a stationary bushing 100 and radial port 83 becomes opened so that atmospheric air in spring chamber 80 may enter flexible tube 30 and become conducted to the vacuum chamber best shown in FIG. 3.

OPERATION Keeping the above construction in mind, it can be understood how many of the disadvantages of prior art carburetors are overcome or substantially eliminated by the present invention.

As the driver of a vehicle gradually depresses the conventional accelerator, control shaft 17 will rotate throttle plate or valve 63 to an opened position as shown by the dash-dot lines in FIG. 2. Air inducted through inlet 16 is divided by throttle plate 63 into an upper stream directed towards corrugated wall 66 and a lower stream directed towards corrugated wall 67. As throttle plate 63 is opened. bracket 62 will cause roller cam 61 to thrust metering valve 58 upwardly through guideway 55 of fuel injector 49. Fuel channel 59 will become aligned in fluid communication with the charge of fuel stored in central fuel passageway 51.

As fuel begins to flow in a steady metered stream through channel 51. it becomes broken by the upper airstream into fuel droplets that are driven with great force against corrugations 66a of wall 66. While some fuel droplets are quickly atomized when commingled with the airstream other droplets are spread into a thin film over wall 66. The airstream continuously blasts the trapped fuel film and pushes the partially atomized fuel downwardly along or over corrugations 66a. When the still relatively rich mixture of air and fuel is forced past shelf 66b, it becomes forced into the lower air stream and is then thrown against corrugation 67a of wall 67. The resulting turbulence further atomizes the fuel.

When throttle plate 63 is opened farther, approximately three-quarters or more, then the relatively rich air fuel mixture near corrugated wall 66 must pass through upper throat 66c. The constricted passageway defined by throat 66c promotes additional atomization before the mixture is injected into the lower airstream. Atomization is further enhanced when the mixture of fuel and air is routed through lower narrow throat 70 where increased kinetic energy makes the fuel and air more miscible.

The mixture is forced through reverse bend 72 and further atomized so that when the mixture is prepared to enter the vehicle intake manifold, the fuel will be atomized to an ideally high degree. The dual throat arrangement greatly enhances atomization.

During normal vehicle cruising conditions, vacuum chamber 48 will be exposed to the same partial vacuum pressure existing in mixing chamber 64. During acceleration or vehicle cruising conditions, the partial vacuum pressure communicated to variable pressure chamber 81 will be sufficient to maintain sleeve-actuating diaphragm 96 in the position as shown in FIG. 6. As a result the pressure is identical in

flexible tubes

29 and 30, tube 30 being in direct communication with vacuum chamber 48. The biasing force of disc spring 45, referring again to FIG. 2, is incapable of lifting shuttle 46 and injector 49 under these conditions.

Upon the occurrence of vehicle deceleration, the intake manifold pressure existing under the throttle valve 63 and hence the pressure in mixing chamber 64 will become diminished. Adjusting screw 91 will have been set so that when the resulting pressure in variable pressure chamber 81 drops below a predetermined level then the force on diaphragm 96 will be sufficient to overcome the biasing force of coiled spring 88. When the force tending to slide sleeve valve 82 toward the left, as viewed in FIGS. 6 and 7, exceeds the opposing biasing force of spring 88 sleeve valve 82 will automatically be shifted to its position illustrated in FIG. 7.

Since atmospheric pressure exists at all times in spring chamber 80, atmospheric pressurized air will then be permitted to enter radial port 83 and exit through intermediate radial port 84 to flexible tube 30. When atmospheric pressurized air enters vacuum chamber 48 through flexible tube 30, referring to FIG. 2, it will cause the flexible strip 41 of diaphragm 24 to assume a position shown in FIG. 3. The resulting air pressure and upward biasing force of disc spring 45 will force shuttle 46 and fuel injector 49 upwardly. Concomitantly metering valve 58 will remain stationary due to the downward biasing force of coil spring 56. The relative shifting of fuel injector 49 and metering valve 56 will block the entrance into fuel channel 59 as shown by the phantom lines in FIG. 4. At this time, fuel previously being supplied from fuel chamber 35 and fuel passage 51 will be cut off so that wastage is prevented. Smog producing impurities therefore will not be cast into the atmosphere during vehicle deceleration conditions. Fuel flow will be resumed when the driver again depresses the accelerator or when the vehicle slows down to its predetermined speed which may be above idling speed.

From the foregoing it will be evident that the present invention has provided a greatly improved carburetor in which all of the various advantages are fully realized l claim;

I. A carburetor for substantially completely atomizing fuel. the carburetor comprising:

a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel, the atomization structure having an inner wall portion formed with recesses;

b. air inlet structure defining an air inlet positioned in communication with the mixing chamber to constitute a continuous flow passageway;

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

a fuel injector coupled to the atomization structure;

a metering valve connected to one end of the fuel injector and projecting into the mixing chamber;

f. a double-walled reserve fuel container coupled to a top portion of the atomization structure, the fuel container defining a fuel chamber surrounding the fuel injector end not coupled to the metering valve;

g. means defining fuel ports in a fuel injector end surrounded by the fuel chamber;

h. a strip of heat reflective material located betweer' container double walls for insulating the fuel chamber from external heat sources; and,

. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber, wherein the inner wall portion recesses are aligned substantially perpendicular relative to the air inlet structure axis so that airborne droplets of fuel can become deposited in the recesses and thereafter blasted by an air stream to achieve fine atomization for efficient combustion.

2. The structure according to claim 1, including:

a first nipple connected to the fuel container for supplying fuel to the fuel chamber; and,

a second nipple connected to the fuel container top for bleeding off fuel vapors and minimizing interference with a smooth flow of fuel through the fuel ports.

3. A carburetor for substantially completely atomizing fuel,

the carburetor comprising:

a throttle valve positioned in the continuous flow passageway to regulate the quantity of air flowable into the mixing chamber;

a fuel injector coupled to the atomization structure;

e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber, the metering valve including an elongated metallic pin formed with a longitudinally extending recess retaining a molded plastic insert formed with a channel for conducting "iel into the mixing chamber; and,

. a bracket interconnecting the metering valve valve for synchronizing the proportions of fuel and air admissible into the mixing chamber, wherein the inner wall portion recesses are aligned substantially perpendicular relative to the air inlet structure axis so th: 1 airborne droplets of fuel can thereafter blasted by an airstream to atomization for efficient combustion.

4. The structure according to claim 3, wherein the fuel in jector includes:

L, P l lust become deposited in the recesses and d throttle a central fuel passageway for conducting fuel supplied from a fuel source;

valve seat formed with a bore for slidably retaining the metering valve so that the central fuel passageway and metering valve can be selectively moved into mutual communication; and.

a spring positioned in the fuel central passageway and biased against the metering valve to constantly urge its bottom end against the bracket, the bracket and metering valve bottom end serving as cam and cam follower respectively.

5. A carburetor having a fuel cutoff means for automatically terminating the flow of fuel into an air and fuel mixing chamber upon vehicle deceleration. comprising;

a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel;

b. air inlet structure defining an air inlet positioned in communication with the mixing chamber;

a throttle valve connected to the air inlet structure for regulating the quantity of air flowable into the mixing chamber;

a fuel injector coupled to the atomization structure;

e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber;

. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber;

g. a pressure responsive pneumatic relay valvephysically separated from the atomization structure;

. conduit means connecting the relay valve and atomizing structure; a spring-biased shuttle responsively coupled to the relay valve through the conduit means so that when vehicle deceleration occurs the shuttle automatically shifts the injector to a location where communication is blocked between the metering valve and fuel injector;

j. a fuel container secured to the shuttle and defining a fuel chamber surrounding an upper end of the injector; and,

k. a vacuum chamber positioned between the fuel container and atomization structure, the conduit means including a first flexible tube interconnecting the mixing chamber and relay valve and a second flexible tube interconnecting the vacuum chamber and valve, the tubes and valve coacting to admit atmospheric air into the vacuum chamber upon vehicle deceleration to thereby shift the injector.

6. The structure according to claim 5 including:

an intermediate wall between the fuel container and atomization structure, the wall having an upper annular lip located radially outwardly of the fuel container base; and,

a diaphragm having a flexible annular strip extending between the annular lip and fuel container base, the strip being arranged to flex upwardly when atmospheric air occupies the vacuum chamber.

7. The structure according to claim 6 wherein the diaphragm includes a skirt portion depending from the radially outward edge of the annular strip, the skirt being sized to fit snugly over the annular lip of the intermediate wall.

8. The structure according to claim 7 wherein the intermediate wall lip is formed with a radially outwardly projecting head. and an inner wall portion of the diaphragm skirt is formed with a recess for accomplishing a snap fit over the bead, the diaphragm being generally shaped for quick removal without dismantling adjacent structural components.

9. The structure according to claim 5 wherein the pressure responsive pneumatic relay valve includes:

a housing defining a spring chamber always in communication with atmospheric air and a variable pressure chamber always in communication with the mixing chamber through said first flexible tube;

a longitudinally slidable sleeve valve disposed between the spring chamber and variable pressure chamber, the sleeve valve having a first radial port adjacent the spring chamber, a second radial port always in communication with said second flexible tube and a third radial port adjacent the variable pressure chamber;

a spring in the spring chamber for biasing the sleeve valve so that the first port is closed and the third port is opened during vehicle nondeceleration conditions and the first and second flexible tubes are in mutual communication; and,

a sleeve-actuating diaphragm having an inner face coupled to the housing adjacent the third port and exposed to the variable pressure chamber and an outer face always exposed to atmospheric pressure, whereby, upon vehicle deceleration and concomitant decreased pressure in the mixing chamber the atmospheric pressure on the diaphragm outer face overcomes the spring biasing force to close the third port and open the first port with the result that atmospheric pressure from the spring chamber is then pennitted to enter the vacuum chamber to shift the injector and cut off the fuel supply.

10. A carburetor having an atomization component for substantially completely atomizing fuel and a pressure responsive pneumatic relay valve component for automatically terminating the flow of fuel into an air and fuel mixing chamber upon vehicle deceleration, the carburetor comprising:

b. air inlet structure defining an air inlet positioned in communication with the mixing chamber to constitute a flow passageway;

d. a fuel injector coupled to the atomization structure;

e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber, the inner wall portion recesses being aligned with the air inlet and metering valve so that airborne droplets of fuel can become deposited in the recesses and thereafter blasted by airstreams to achieve fine atomization for efiicient combustion; v i

f. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber;

g. a pressure responsive pneumatic relay valve physically separated from the atomization structure;

h. conduit means connecting the relay valve and atomization structure;

i. a spring-biased shuttle responsively coupled to the relay valve through the conduit means so that when vehicle deceleration occurs the injector is automatically shifted to a location where communication is blocked between the metering valve and fuel injector, the atomization structure inner wall portion being corrugated so that said recesses are aligned substantially perpendicular relative to the air inlet structure axis, the structure including:

j. a baffle plate connected to the atomization structure ter minating at a free end at a point spaced from the inner wall portion to define a narrow throat sized to increase the velocity and miscibility of air and fuel mixtures;

k. a fuel container secured to the shuttle and defining a fuel chamber surrounding an upper end of the injector;

. an intermediate wall between the fuel container and atomization structure, the intermediate wall having an upper annular lip located radially outwardly of the fuel container base;

rn. a vacuum chamber positioned between the fuel container and atomization structure, the vacuum chamber being defined in part by the intermediate wall; and,

n. a diaphragm having a flexible annular strip extending between the annular lip and fuel container base, the strip being arranged to flex upwardly when atmospheric air occupies the vacuum chamber.

11. The structure according to claim 10, wherein the conduit means includes a first flexible tube interconnecting the mixing chamber and pressure responsive pneumatic relay valve and a second flexible tube interconnecting the vacuum chamber and relay valve, the tubes and relay valve coacting to adrm't atmospheric air into the vacuum chamber upon vehicle deceleration to thereby shift the fuel injector.

12. The structure according to claim 1 1 wherein:

the metering valve includes an elongated metallic pin formed with a longitudinally extending recess retaining a molded plastic insert formed with a channel for conducting fuel into the mixing chamber; and,

the fuel container has double walls between which is situated a strip of heat reflective material for insulating the fuel chamber froin external heat sources.

13. The structure according to claim 12, wherein the diaphragm includes:

a skirt portion depending from the radially outward'edge of the annular strip, an inner wall portion of the diaphragm skirt being formed with a recess; and,

the intermediate wall lip is formed with a radially outwardly projecting bead shaped to accomplish a snap fit with said diaphragm skirt recess so that the diaphragm can be quickly removed without dismantling the intermediate wall.

Claims

1. A carburetor for substantially completely atomizing fuel, the carburetor comprising: a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel, the atomization structure having an inner wall portion formed with recesses; b. air inlet structure defining an air inlet positioned in communication with the mixing chamber to constitute a continuous flow passageway; c. a throttle valve positioned in the continuous flow passageway to regulate the quantity of air flowable into the mixing chamber; d. a fuel injector coupled to the atomization structure; e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber; f. a double-walled reserve fuel container coupled to a top portion of the atomization structure, the fuel container defining a fuel chamber surrounding the fuel injector end not coupled to the metering valve; g. means defining fuel ports in a fuel injector end surrounded by the fuel chamber; h. a strip of heat reflective material located between the fuel container double walls for insulating the fuel chamber from external heat sources; and, i. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber, wherein the inner wall portion recesses aRe aligned substantially perpendicular relative to the air inlet structure axis so that airborne droplets of fuel can become deposited in the recesses and thereafter blasted by an air stream to achieve fine atomization for efficient combustion.

2. The structure according to claim 1, including: a first nipple connected to the fuel container for supplying fuel to the fuel chamber; and, a second nipple connected to the fuel container top for bleeding off fuel vapors and minimizing interference with a smooth flow of fuel through the fuel ports.

3. A carburetor for substantially completely atomizing fuel, the carburetor comprising: a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel, the atomization structure having an inner wall portion formed with recesses; b. air inlet structure defining an air inlet positioned in communication with the mixing chamber to constitute a continuous flow passageway; c. a throttle valve positioned in the continuous flow passageway to regulate the quantity of air flowable into the mixing chamber; d. a fuel injector coupled to the atomization structure; e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber, the metering valve including an elongated metallic pin formed with a longitudinally extending recess retaining a molded plastic insert formed with a channel for conducting fuel into the mixing chamber; and, f. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber, wherein the inner wall portion recesses are aligned substantially perpendicular relative to the air inlet structure axis so that airborne droplets of fuel can become deposited in the recesses and thereafter blasted by an airstream to achieve fine atomization for efficient combustion.

4. The structure according to claim 3, wherein the fuel injector includes: a central fuel passageway for conducting fuel supplied from a fuel source; a valve seat formed with a bore for slidably retaining the metering valve so that the central fuel passageway and metering valve can be selectively moved into mutual communication; and, a spring positioned in the fuel central passageway and biased against the metering valve to constantly urge its bottom end against the bracket, the bracket and metering valve bottom end serving as cam and cam follower respectively.

5. A carburetor having a fuel cutoff means for automatically terminating the flow of fuel into an air and fuel mixing chamber upon vehicle deceleration, comprising: a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel; b. air inlet structure defining an air inlet positioned in communication with the mixing chamber; c. a throttle valve connected to the air inlet structure for regulating the quantity of air flowable into the mixing chamber; d. a fuel injector coupled to the atomization structure; e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber; f. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel and air admissible into the mixing chamber; g. a pressure responsive pneumatic relay valve physically separated from the atomization structure; h. conduit means connecting the relay valve and atomizing structure; i. a spring-biased shuttle responsively coupled to the relay valve through the conduit means so that when vehicle deceleration occurs the shuttle automatically shifts the injector to a location where communication is blocked between the metering valve and fuel injector; j. a fuel container secured to the shuttle and defining a fuel chamber surrounding an upper end of the injector; and, k. a vacuum chamber positioned between the fuel container and atomization structure, the conduit means includiNg a first flexible tube interconnecting the mixing chamber and relay valve and a second flexible tube interconnecting the vacuum chamber and valve, the tubes and valve coacting to admit atmospheric air into the vacuum chamber upon vehicle deceleration to thereby shift the injector.

6. The structure according to claim 5 including: an intermediate wall between the fuel container and atomization structure, the wall having an upper annular lip located radially outwardly of the fuel container base; and, a diaphragm having a flexible annular strip extending between the annular lip and fuel container base, the strip being arranged to flex upwardly when atmospheric air occupies the vacuum chamber.

8. The structure according to claim 7 wherein the intermediate wall lip is formed with a radially outwardly projecting bead, and, an inner wall portion of the diaphragm skirt is formed with a recess for accomplishing a snap fit over the bead, the diaphragm being generally shaped for quick removal without dismantling adjacent structural components.

9. The structure according to claim 5 wherein the pressure responsive pneumatic relay valve includes: a housing defining a spring chamber always in communication with atmospheric air and a variable pressure chamber always in communication with the mixing chamber through said first flexible tube; a longitudinally slidable sleeve valve disposed between the spring chamber and variable pressure chamber, the sleeve valve having a first radial port adjacent the spring chamber, a second radial port always in communication with said second flexible tube and a third radial port adjacent the variable pressure chamber; a spring in the spring chamber for biasing the sleeve valve so that the first port is closed and the third port is opened during vehicle nondeceleration conditions and the first and second flexible tubes are in mutual communication; and, a sleeve-actuating diaphragm having an inner face coupled to the housing adjacent the third port and exposed to the variable pressure chamber and an outer face always exposed to atmospheric pressure, whereby, upon vehicle deceleration and concomitant decreased pressure in the mixing chamber the atmospheric pressure on the diaphragm outer face overcomes the spring biasing force to close the third port and open the first port with the result that atmospheric pressure from the spring chamber is then permitted to enter the vacuum chamber to shift the injector and cut off the fuel supply.

10. A carburetor having an atomization component for substantially completely atomizing fuel and a pressure responsive pneumatic relay valve component for automatically terminating the flow of fuel into an air and fuel mixing chamber upon vehicle deceleration, the carburetor comprising: a. atomization structure defining a mixing chamber for accepting and mixing charges of air and fuel, the atomization structure having an inner wall portion formed with recesses; b. air inlet structure defining an air inlet positioned in communication with the mixing chamber to constitute a flow passageway; c. a throttle valve positioned in the continuous flow passageway to regulate the quantity of air flowable into the mixing chamber; d. a fuel injector coupled to the atomization structure; e. a metering valve connected to one end of the fuel injector and projecting into the mixing chamber, the inner wall portion recesses being aligned with the air inlet and metering valve so that airborne droplets of fuel can become deposited in the recesses and thereafter blasted by airstreams to achieve fine atomization for efficient combustion; f. a bracket interconnecting the metering valve and throttle valve for synchronizing the proportions of fuel And air admissible into the mixing chamber; g. a pressure responsive pneumatic relay valve physically separated from the atomization structure; h. conduit means connecting the relay valve and atomization structure; i. a spring-biased shuttle responsively coupled to the relay valve through the conduit means so that when vehicle deceleration occurs the injector is automatically shifted to a location where communication is blocked between the metering valve and fuel injector, the atomization structure inner wall portion being corrugated so that said recesses are aligned substantially perpendicular relative to the air inlet structure axis, the structure including; j. a baffle plate connected to the atomization structure terminating at a free end at a point spaced from the inner wall portion to define a narrow throat sized to increase the velocity and miscibility of air and fuel mixtures; k. a fuel container secured to the shuttle and defining a fuel chamber surrounding an upper end of the injector; l. an intermediate wall between the fuel container and atomization structure, the intermediate wall having an upper annular lip located radially outwardly of the fuel container base; m. a vacuum chamber positioned between the fuel container and atomization structure, the vacuum chamber being defined in part by the intermediate wall; and, n. a diaphragm having a flexible annular strip extending between the annular lip and fuel container base, the strip being arranged to flex upwardly when atmospheric air occupies the vacuum chamber.

11. The structure according to claim 10, wherein the conduit means includes a first flexible tube interconnecting the mixing chamber and pressure responsive pneumatic relay valve and a second flexible tube interconnecting the vacuum chamber and relay valve, the tubes and relay valve coacting to admit atmospheric air into the vacuum chamber upon vehicle deceleration to thereby shift the fuel injector.

12. The structure according to claim 11 wherein: the metering valve includes an elongated metallic pin formed with a longitudinally extending recess retaining a molded plastic insert formed with a channel for conducting fuel into the mixing chamber; and, the fuel container has double walls between which is situated a strip of heat reflective material for insulating the fuel chamber from external heat sources.

13. The structure according to claim 12, wherein the diaphragm includes: a skirt portion depending from the radially outward edge of the annular strip, an inner wall portion of the diaphragm skirt being formed with a recess and, the intermediate wall lip is formed with a radially outwardly projecting bead shaped to accomplish a snap fit with said diaphragm skirt recess so that the diaphragm can be quickly removed without dismantling the intermediate wall.