DEVICE FOR THE CARBURATION OF LIQUID FUEL AND MIXING IT WITH AIR,IN PARTICULAR FOR GASOLINE(OTTO-CYCLE)ENGINES

Abstract: A device for the carburation of a fluid fuel, in particular petrol and for mixing with air. The device can be well used as a carburettor for gasoline engines. The essence of the carburettor according to the invention lies in that it has a charging pipe and one end thereof penetrating into the inside of the jet pipe is provided with slots, while the other end is connected to the moving organ of the linear motor, at the same time it is connected to the working space of the linear motor via a throttle organ and said working space communicates via a further throttle organ with the environment. The charging pipe is connected to a mixing channel, the lower part of which is communicating with the tank via a throttle organ, while the mixing pipe having been arranged therein and provided with the side-bores is communicating with the ambient atmosphere.

Description: Device for the cαrburαtion of liquid fuel and mixing it with air , in particular for gasoline ( Otto-cycle engines Technical fields The invention relates to a device, well suitable for gasoline (Otto-cycle) engines, for the car uratioπ of σ liquid fuel, - in paxticular petrol — and. for forming a mixture with air. By using the device according to the invention a Homogeneous mist may be cr-ateά and introduced into the air stream being sucked-in by the motor. By the utmost uπifcm distribution of the liquid, fuel a most cdvaπtcgeous- mixture may be obtained, which can be burnt almost comple ely in the cylinders of the mo- tors. 3y the almost complete combustion the fuel economy of the engines provided with the carburetter according to the invention " can- be considerably increased. Background art I ' is σ well known fact: that the fuel in the gasoline (Otto-cycle engines can be burnt, in σ most advantageous -cπ-.er, when the fuel and the air are mixed, in a proper proportion and the mixture contains well distributed particles of the fuel, i.. e. when the particles of the air and the fuel forr; c hocoge-"Oυs and atomised mixture. For the technicians it is a well known -^cc that carburatiorr of the -el is mostly advantageous, -." the mechanical energy of the carbureting medium is tne pcs^ibls' Hirhest, in the- case of gasoline ( Otto -cycle ^ engines tnat -ΪCΓS, that the higher the velocity o tne air on the pjece of -~rr' ration, the higher efficiency of carburation and cc- ustioπ -~y be achieved. 3y the place of car u ratio- the cross-se-. 4 -.ioπ Q? t e carburettor veπturi tube is. rascnt, wHe -- -n cir ' ocrεs i c vo-i act wi h the liquid fuel. BAD ORK With the majority of the known carburettors the size of the carburettor vβnturϊ tube is constant. Consequently the velocity of air in the carburettor veπturi tube depends on the air quantity having been exhausted through the carburettor. It is obvious that with such carburettors the velocity of air changes within wide units in dependence of the mcmeπtσry output of the motor,. It happens quite often that, in the carburettor yenturi tube the velocity of the air corresponds to the 30- 0-folσ of the air velocity of the Idle run of th ' e πotor when the motor is running with a full outputs That means that at the place of carburctlon the air velocity may change within a range, the upper limit of which is 30-40 times higher then the lowest limit value. With a carburettor venturi tube of constant dimension, by low-load operat¬ ion- the air velocity in the carburettor is rather low, accordingly it has a corresponding low mechanical energy Gnd it is unable to vaporiz the luid fuel into fine rops t nd the distribution is also uneven.. An other reason for the poor rrixture preparation is that in the known carburettors the petrol arrives in one or more dense jets at the place of carburatlorr into, the veπturi tube. The specific surface of that fuel jets coπrlπg into con ect with the air is small, the impulse effect of the air is unable to become effective to the required extent at the place of carburctlon. Due to the circumstances outlined, lcrger petrol drops arc clso introduced to the air- stream.. The Ints eπ air is unable to decompose the larger air-borne petrol drσps r sines th& difference between the velocities of the air and the previously mentioned drops is Inconsi erable or even zero.. Ho ev r, the mass— inertia of the petrol drops having been carried hy the σir Is relatively high, accordingly,, when the direction of strecring- is cnaπged, they are unable to follow the cir str?ar- cr.d thus they precipitate onto " -the wall of the inlet rcnlfold. Tne precipitated petrol droplets form a liquid fuel fiL— on the r.oπifcid w * all and they do not arrive at the coτ.busticπ chc- er in t e c.e time. The un- burnt particles of the fuel or the products of incomplete combustio as carbon moπoxyde and hydrocarbons are discharged into the at¬ mosphere. Owing to the imper ections previously mentioned, in the multicyliπd engines fuel maldistribution between cylinders also occurs. In order to reduce that, as well as to achieve the output power required, in general, the most known carburettors supply overrich mixture. There have been- long ago endeavours to develop a solution for eliminating the imperf ectness of the most widely used carburettors, first of all by increasing the carbureting air velocity in the low-load operation range. As a result variable jet carburettors have been developed in which the size of the veπturi tube and fuel jet nozzle are variable. However, the increase in velocity having been- obtained by the narrowed carburettor veπturi by using the sleeve- valve or the tilting- body is considerably restricted by the- throttle, i^ e„ by the air resistance and can therefore be effective in part-load operation. Carburettors are widely used, In which there axe two veπturi- tubes with identical or different: sizes. With these type of carburettors the increase of velocity related to the complete crass-section area amounts irr general to the double or- only a. little more, than that.. Accordingly,, with these solutions the velocity of the combustion air cannot: be altered ta the required extent, in the carburettor ventur tube, at the place of carburctlon. The other limiting factor in Increasing the air velocity co es from- the "Solex" principle of operation of the fuel flow control which operates until σ United vacuum, i. e. limited velocity. Disclosure of Invention However, by using- the device according to the invention, the imperf ectness and deficiencies of the known carburettors can BAD ORIGINAL be well eliminated.- The proposed device creates an evenly distribute mist like, almost fully vaporised fuel σt a required constant air/fue ratio. The efficiency and specific fuel consumption of the engines having been provided with the carburettors according to the inveπt- ion may be considerably improved, at the some tine the air pollution is also significantly reduced.. The aim of the invention has been, at any momentary output of the engine, accordingly, even at. the lowest output, the combustion air ta be accelerated to a velocity fihich is sufficient for the car- buration with the proper fineness, ho ever / in a way,, that the resistance of the carburettor venturi tube should not considerably increase. In addition, a further aim has been, thctthe liquid fuel should, arrive at the place of carburation with a high velocity and in a jet: with a large specific surface. The aiπ set is achieved by mecπs of the device according to the invention -..in such a way that in the cir duct a charging pips is coaxially arranged, which can be displaced in axiσl direction by ' means of a linear motor, in compliance with the pressure conditions having been formed within the structure in relation to the ambient atmosphere and In such a manner, thcfc through the slot of the jet pipe- having been formed at the lower part of the charging pipe, always as much liquid fuel is red into the combustion air, as it is needed for the proper mixture proportion (cir/ υel rate) coira:-- ponding to the actual load of the engine, further n, by the axxcl displacement of the charging tube in- the inside of the j t pipe. In every mode of operation t:i~ cir velocity wi l he the possibly highest:. As a se ue e r the combl'stioπ cir hc~ the sufficient quantity of kinetic energy portly for performing proper carburation, partly for forming a πc^cgeπc-us ri:;ture. Tne u. p≤r end of the charging tube is connected tc tne m ving organ - the linear rotor, while the Inner space thereof is ccr-unlcctiπ with the wor inrr spece of the linear .rotor vie a a_~→r . τ→ the saτε CITS said working space is connecte vie a furt.iεr throttle or cπ wit.ή the ambient atmosphere. BAD ORIGINAL With the device according to- the invention between the charging pipe being movable in the axial direction end ths_ tcnK belonging to the arrangement there is a mixing chenei iπterp Cid, the lower part of which is connected to said tank vie -a throttle organ, while - 5 into the mixing chcnel G mixing p * p is immersed, w ich is provided, with side-bo esjclose to the lover end, whereas its upper end communicates with the ambient atmosphere via a πorzle. Accordingly, the essence of the device according to the invention lies, in that it Is provided with a charging pipe end the end there¬ ' s 0 of penetrating Into the inside of the jet -pipe is provided with- slots, while the other end is connected to the moving organ of the linear motor, at the same ics it is connected to the working space of the linear motor via a throttle organ end said working space is. communicating vie a further throttle organ with the environ 15 merit; said charging pipe is connected to the mixing chane_. f the lower part of which is communicating with the tank via an organ, while- the- mixing pipe having been arrcήged therein and provided w th side-bores, is communicating with the ambient atmosp ' nere. With a preferred embodiment of the device according to the invention 20 there is further pipe provided, one end of which being connected to the working space of the linear motor, while the other end communicates, with- the eπvircm ' ent of the choke of the air duct and said pipe is also- -provided with a throttle orgen. An- other preferred, embodiment of the Invention is provided with 25 a guide sleeve enclosing at least on ' section of the charging tube and with one or more coaxlσily arranged adjustable stop rings. It seems to be cdvantageous, if at least one of the stop rings is connected to the throttle organ having been interposed between t mixing chan l and the tan'Λ, .0 A further preferred embodiment of the invention contains a unit for air enriching with Gn enriching end sensing space, respectively, BAD ORIGINAL being confined by α differential membrane disc and the connected membranes / out of which the enriching space is connected to the space between the charging pipe and the mixing chanel, while the sensing space Is connected to the pipe having been crrcnged after the butterfly valve, in addition to these, between the ambient atmosphere and the enriching space there is a controlled air-valve inserted. Brief Description of Drawings The invention will be described in details by means of some preferred embodiments, by the aid of the accompanying drawings , wherein figure 1 Is showing the scheπre cf the device according to the invention-, figure 2 is the section of the detail of the embodiment according to figure 1, however, showing a modified version thereof, figure 3- ' is showing the scheme of a further embodiment of the device according to the invention.. Best Mode of Cσrryiππ- out the invention The air needed for the coπzbustion taking piece in the engine arrives on the path having been- indicated by the a rov 1 at the- device according to the invention.. Tne air having been led into the carburettor is streaming downwards In the air duct 2 (veπturi tube). The jet: pipe 3 is also arranged: in the air duct 2, the lower throa-t of which is- lying at th -restrict d cross-section f_> of the venturi air duct 2. In the direction of the air stream the jet pipe 3- forms σ tapered, narrowing and a diverging section. It's large cross-section fy at the entrance of the- cir is reduced to the cross- section -~ °? ^ β most restricted part, therecfter it is growing wider until reaching "* the cross-section f~ o„. Due to the location of the j t pipe 3, the air streaming in the direction having been indicated by the arrow ] is cis ' idεd Into two BAD ORIGINAL ■ p-αrtiαl streams, one of them is formed on the inner wall of the jet pipe 3 (arrow ), while the other partial ' stream is streaming outside the jet pipe 3, The velocity of th air streaming on the path having been indicated by the arrows 4 is formed of the equi- libriu between the partial streams within the jot pipe 3 and in the enrivoment thereof; the velocity depends decisively on the proportion between the surfaces belonging to the streaming cross- sections in the cross-section f , in the inside of the jet pipe 3 and in the enviroment thereof, furtheroπ on the resistance of lo . The charging pipe 5 penetrates into the tapered narrowing section of the jet pipe 3. At the lower end of the charging pipe 5 the buffer surface 6 of the shape of a double-cone is arranged. Betwee the lower rim of the charging pipe 5 and the upper conical surface of the buffer- body ό there is a narrow slot 7 for the liquid fuel. The upper part of the charging pipe 5 is connected to the linear motor 3, i. e..- to the membrane disc 9 thereof, wnile between them the throttle organ Is arranged. In such a manner the fuel duct having been formed in the inside of the charging pipe 5 communicat A with the working space 11 of the linear motor S via the throttle valve KA-,. at: th same tine the working space 11 communicates with the ambient atmosphere via the throttle argon K Λ - (the value of which can- be- eventually adjusted).. The mid-part of the charging pipe 5 is . encircled by the guide ' sleeve T2 r which enables the displacement of the charging pipe in an axial direction.. The guide sleeve 12 encircling the charging pipe- 5 Is coupled with the connecting pipe 13. Feeing the mouth of th connecting pipe 13 leading to the'guide sleeve 12 there is the cutout 14 on the mantle of the charging pipe 5. In such a manner the fuel duct lC communicates with the tank.17. via the connecting pipe 13, the pre-hecting section 15, the mixing c aπel \ as. well as the. throttle organs f^ end R-, . (in dependence o . f the design the throttle organ ή.ι or si may be omitted.; In the tank 17 BAD ORIGINA - - the fluid level of the fuel is always constant. The mixing chanel 16 is connected to the ambient σtr.ospπere via the mixing pi s 13 being incorporated in the mixing chanel, throug the side-bores 19 formed on said mixing pipe, the air pre-heater 2 having been connected to the mixing pipe 1S end the throttle organ The partial air stream (being symbolized by the arrows 4) in the restricted section of the jet pipe 3 Is accelerated to a high speed beside the slots 7, i, e^ in the momentary carburation cross section f , as σ consequence, suction is quasi exerted through the slot 7 onto the fuel chanel 10 and thereby, onto the working space 11 of the linear motor 3. Owing to the ratio between the partial vacuum thus generated and the atmospherical pressure, a force exerts, on the membrane 21 and of course, on the remhrσne disc 9. The membrane- disc 9 - being displaced under the influence of said force - actuates the connected charging pipe 5 as long as the equilibrium between the fores resulting fro.- the pressure difference- and the. spring force of the spring 22 loading the membrane disc 9 is restored. Accordingly, by means of the linear motor 3 the charging pipe 5 Is σiwσys brought in a position - arrd togetrrer with the slot 7, i.. e. the momentary cross-section f π between- the cross-sections f-, end τ~ — in which irr the momentary cross-section f the σl_r velocity of the partial air stream having been- indicated by the arrows 4 Is always the possible highe within the υsuσl loading range of the motor and is in accordance with the required, σir/fuel ratio of the mixture,, Tn the working space 11 of the linear motor 3, under the influence of th partial vacuum having been produced, as previously describe air is. streaming through the throttle' organ R^ r front where it stream into the charging pipe 5 via the throttle organ R^. In course of the streaming outlined here, the working space 11 is lying between the throttle organs -i end R * beinr connected in series. The pressure prevailing in the working space 11 and thereb the coefficient of proportionality- needed for the proper actuation BAD ORIGINAL of the charging pipe 5 may be controlled by the cdjust eπt of the throttle organ ^. The partial vacuum prevailing in the fuel duct 10 of the charging pipe 5 exerts an influence on the mixing chanel 1ό too. According through the throttle organs R-> and H- ~ n ' e uel begins to stream from the tank 17, at the some time suction of the cir through the side-bores 19 of the mixing pipe 13, the air pre-hecter 20 and th throttle organ ' Re also begins.. The liquid fuel is mixed with air in the cross-section τ, of the mixing chanel lό and the mixture thus obtained is streaming through the pre- eating section 15, after having been heated In said section it arrives at the chargin pipe 5». In the fuel duct 10 having been formed- in the inside of the charging pipe 5, it is mixed with the air co ing through the throttle organ ft, and passing through the slot 7 it is arriving at the air stream having been indicated by the arrows 4. Taking into consideration thσt due to the controlled motion of the charging tube 5 the air velocity is changing less in the momentary carburation cross-s ction f ,. than in the carburettor veπturi choke f~, the partial vacuum produced in the charging pipe ill also change to a smaller extent, within the usucl output range of the engine,. Under the influs n e of that partial vacuum liquid fuel and air is streaming through the throttle organ Ri and R~, thus in controlled quantity,. This way the controlled motion of the charging tube determines the quantity of fuel to be carburet-ted,. and provides an air/flue I weight ratio of mixture as required.. A way of that is, that the linear motor S is controlling the resistance of the throttle organ ri,. by its motion in such c manner that with the rise of the membrcne disc ? the resistance of the throttle organ R~ should be reduced, as σ .τo sequence, the quantity of the fuel s rsc iπg through the throttle ergen k, vs.il be always σs much, as it is needed to cbtciπ the cptirrci composition cf the fuel-air mixture being in compliance with the momentary operational state of the engine. BAD ORIGINAL ■ • • - - 10 - . ' In the mixing chanel 16 air is admixed to the' fuel in such a quantity, that the optimal velocity and partly the proper mixing proportion could be ensured for the mixture strεoming through the pre-heating section 15, t e charging pipe 5 end the slot 7. It may be seen, that the fuel arrives with a high velocity at the momentary * carburctlon cross-section f n in the carburettor Gccordin to the invention and forms a- jet of the shape of the mantle of the cone; while the thickness of that jet is smell, accordingly, it has a large surface and is vaporized into a very fine mist by he air, streaming with a high velocity in an approximately per- peπdicυlcr direction (arrows 4) tc the scid fuel jet. Tne pre¬ heated fuel with the small drop size end with a large evaporating surface evaporates in the σir stream of the inist manifold of the engin and approximates the equilibrium of vcpour tension, as a consequence, a well inflammable, rcpic'Iy combustible homogenous gas- mixture will be Injected into the cylinders of the engine, which, can be mostly compared tc an atomised, equally distributed fuel vapour * The detail shown- in figure 2 is forming a pert of a further embodiment according to the. invention, which — when compared to the embodiment shown- in figure 1 - has a different pre-n eating ystem and different, elements in t .eπviromeπt thereof. With this embodiment the throttle organ i ' i- Is formed by the valve needle 25 and the belonging valve seat, Said valve needle 25 is moved by the motion of the. linear motor Z_ Tne lowest ie si "h" in the pre-heating section 15 havin been connected tc the mixing chanel as well as the adjustment of the lowest position of the charging pipe 5 by means of the stop- ring 24 ensure, that in trre arrangemen according to the- invention the fuel should begin to stream only at a higher r. * m ÷r than that, of the idle run of the engine. The fuel/air mixing ratio can be cd justed by t e proper selection of the size of the throttle organ «" Gπd by the displacement of the- valve needle 25 in relation to the charginσ oiσe 5. The minim BAD ORIGINAL velocity of the combustion air depends on the spring force of the spring 22 - which can be altered optionally by the aid of the pre-stressing bolt 23 -, while the maximal cir velocity depend - in addition to the said - on th size of the throttle organ Λ , The throttle organ f can be designed with a variable cross-sectio The resistance of the throttle orgcπs & and ~ σrδ synchronized, in so far as, in the lower output ranges of the motor the resistan of the throttle organ F predominates, while in case of a higher output range the resistance of the throttle organ R-, prevails, accordingly, the characteristic curve of petrol charging can be adjusted by changing the dimensions of the throttle organs and by the proper profile of the valve needle 25, respectively. In the pre- eating section 15 the level of the fuel and thereby the effective heating surface and the heating ccpccity are changing in dependence of the quantity of the. streaming fuel. The momentary height of the level in the pre-heating section 15 will be determine by the joint, resistance of the bores 27 of the heating pipe 26 lyin beneath the fuel level. Compared to the embodiments described, In respect to certain details,, there may be some differences, however, these -deviations do not change the essence of the invention; so e. g. in case of a proper construction the throttle organ R-t r.aγ be omitted. In additi to the jet pipe 3 further pipes of similar design may be .inserted in a well known manner * So e. g the arrangement, may contain- a further piece of pipe, enclosing at least a part of the jet pipe 3, e. g. the lower end thereof, which can be located axially in different height in relati to the je-fc pipe 3 and which- — similarly to the jet pipe 3 - has a tapered part followed by a widened section. In figure 3 an embodiment with improved chcrcct eristics is illustra with which between the choke f„ of the air duct 2 and the wor inq s BAD ORIGINAL space 11 of the linear motor 3 a communication has been established. With this embodiment the task of the cir stream - streaming through the ppe 39 and the throttle organ R f om the carburettor choke into the working space 11 - lies in to compensate the throttling effect exerted on the stream (arrow 4) during the motion of the charging pipe 5. 3σid throttling effect is changing πc ely the state of equilibrium between the strec s in the inside of the jet pipe 3 and in the enviro eπt thereof end in such a menner, that in the inside of the pipe the stream - and thereby the velocity - is reduced, and at the same time outside it will be increased. In the vicinity of the cross-section f- the pipe is connected to the external stream; due to the throttle effect previously mentioned and to the increase in velocity of the external stream, in the pipe 39 the pressure- drops, as a consequence, the quantity of the air streaming into e: working space 11 via the pipe 3? and the throttle organ R, is also reduced; in such a manner the pressure prevailing in t working space 11 is further decreased, the charging pipe 5 tends to rise upwards, as a consequence, the throttling effect may be also reduced .. Figure 3 is showing a further possible embodiment. With this version the unit 23 for enriching the air has been used. Essentially, the uni 23 is a case, having been divided into the enriching space 29 and the sensing space 30 by means of the membrane disc 31 and the connected membranes 32, 33. The enriching space 29 communicat with the pre-heating section 15 and the charging pipe 5 via the pipe 37 incorporating a throttle organ. The sensing space 30 commu¬ nicates with- the- inside of the: inlet manifold on the section following the butterfly valve 36, via the pipe 33.. T e membrane disc 31 — being essentially a differential membrane disc - is loaded by the spring 35 from the direction of the sensing space 30. At the embodiment serving as an example in the membrane disc 31 an air-duct is formed, leading partly into the ambient atmosphere, partly into the enriching space 29, while this latter opening is provided with the air valve 34. BAD ORIGINAL • " - .13 - The embodiment having been outlined above operates, cs follows: when the motor is running under a high load, with a certain number of revolutions - so e. g. in course ' of acceleration - the butterfly valve 36 controlling the grade of filling of the engine is in a more opened position, accordingly, the resistance is lower, than at the same number of revolutions, but under a smaller load. Due to the layout previously described, the air enriching unit 23 is sensing the resistance of the butterfly valve 3ό from the pressure difference having been exerted on the membrane disc 31 and the membranes 32 and 33, respectively, the momentary load of the engine and the intention of the operator, i. e * . the driver of the vehicle. 3y exerting an influence on the membrane disc 31, the spring 35 is maintaining the closed state of the air valve 34 as long as the force resulting from the pressur difference is less, than the pre-s tress of t e spring 35. At σ higher number of revolutions of the engine end under a relatively smaller load, owing to the higher pressure difference resulting from the position of the butterfly valve 3d, the pressure condition ensuring the state of equilibrium of the membrane disc 31 may cease, as a consequence, the membrane disc 31 will be displaced so, as to open the air valve 34, w ereby air may strec into the charging pipe 5 from the ambient atmosphere,. 3y the activity of the air enriching unit 23 the composition of the mixture streaming into, the motor is also affected; under a lower load a lean mixture is produced/ in case of c vehicle motor, ■ under traffic circumstances, in a transitional operative state the consumption is considerably reduced without the deterioration of the dynamical characteristics of the engine. As σlrecdy mentioned before, the most importcnt cd vent age cf the carburettor according to the invention lies in the most favourable effect being exerted on the operation of the engine end fuel consumption. A further advantage lies in that botn the geometrical shape and arrangement of the device cccording to the invention are utmost similar to that of the dσwπdraucht carburettors widely used. BAD ORIGINAL Accordingly, the device according to the invention may be cdvanta eously adapted to th e base and space requirement of the traditional carburettors , so it is not necessary to re¬ shape th e engine and th e directly connected components for the use of the carburettor according to the invention . BAD ORIGINAL

Claims: Claims ; 1. Device for the carburation of a liquid fuel and for mixing it with air for gasoline engines, with an air duct having been connected to the inlet manifold of the engine and provided 5 with a butterfly valve, haying a jet pipe arranged in said air- duct and an organ supplying the liquid fuel into the jet pipe from the tank belonging to the device, c h a r a c t e r i z e d in that it has a charging pipe (5) and one end thereof penetrating into the inside of the jet- pipe (3) is provided with slots (7), 10 while the other end is connected to the moving organ of the linear motor (S), at the same time it is connected to the working space (11) of the linear motor (3) via a throttle organ (it ) and said working space (11) communicates via a further throttle organ (R A ) with the:- eπviroment; said charging pipe (5) is connected to a ^5 mixing chanel (16), the lower part of which is commuπicctiπg with the tank (17) Yiσ an adjustable throttle organ ( ) w hile -the mixing pipe (13) having been arranged therein and provided with the side-bores (19) is communicating with the ambient atmosphere. 2. Device as claimed in claim 1 y c h a r a c t e r i z e d 0 in that the linear motor (3) is formed cs a casing having been divided into two spaces by a membrane (21), while the charging pipe (5) is connected either to the membrane (21) or to the supporting membrane disc (9).. 3.. Device as claimed in claim 1 or 2, c h a r a c t e r i 5 e d in that it has a pipe (39) being provided with a throttle organ- ( ) , which is- connected by one end to the working space (IT) of the linear motor (3), while the other end thereof commu¬ nicates with the choke part of the air duct. 4„ Device as claimed In any of the clcims 1 to 3, c h a - 0 r a c t e r i z e d in that the end of the charging pipe (5) penetrating into the jet pipe (3) is formed by a buffer surface (6) of the shape o -a double cone and between one of the conical surfaces and the wall of the charging pipe (5) a slot (7) is formed 5.. Device as clcimed in any of the claims 1 to 4, c h a - BAD ORIGINAL ~ lό - ' r α c t e r i z e'd in thai: it is provided with a guide sleeve (12) 'circling at least one section of the charging pipe (5) , furtheron there are one or more adjustable stop rings (24) having been arranged coaxiaily with said guide sleeve. 6. Device as claimed in claim 5, c h a r a c t e r i z e in that one of the stop rings (24) communicates with the throttle organ (&>) interposed between the mixing chanel (lό) and the tank 07). 7. Device as claimed in any of the claims I to ό, c h σ - r a c t e r i r e d in tha it is provided with an air enriching unit. (28), which has an enriching space (29) and a sensing space (30), respectively, being confined by the differential membrane disc (31) and the connected membranes (32, 33), out. of which the enriching space (29) is connected to the space between the charg- ing pipe (5) and the mixing chanel (lό), while the sensing space (30) is. connected, to the pipe following the butterfly valve .(36), furtheron, between the ambient , atmosphere and the en iching- space (29) a controlled air-valve (34.) is inserted.. 8.. Device as- claimed in any of the claims 1 to ' 7, c h a - r a c t e r i z e d in that, it is provided with a piece of pipe enclosing at least partially the j t pipe (3) end being coaxiaily arranged therewith, and said piece of pipe is first tapered, then widened, in the direction of stream » BAD ORIGINAL O H

Inventors: CSIKOS JANOS
Applicants: CSIKOS JANOS, NOVEX FOREIGN TRADE CO LTD
Application year: 1981
Main classification: F02M23
IPC codes: F02M7, F02M9, F02M17, F02M19