Temperature compensated fluid flow metering system

Abstract: A temperature compensated carburetor having a fuel metering system including a variable restriction needle gate valve (42) for varying the effective flow cross-sectional area of the main and/or idle fuel supply duct to modulate the flow rate of fuel to the carburetor venturi mixing passage (16). The needle gate valve (42) is made of plastic material having a much greater coefficient of expansion than the aluminum carburetor body (12) in which it is adjustably mounted such that differential linear expansion and contraction of the needle valve (42) relative to the carburetor body (12) in response to ambient temperature changes varies the flow-controlling cross-sectional area of the fuel duct inversely relative to ambient temperature changes. The needle valve (42) is a rod-like body with a threaded cylindrical mounting portion (60) at one end threadably secured in a threaded bore in the carburetor body (12). A reduced diameter extension of the needle body extends axially away from the mounting end of the needle body and has cylindrical stem portion (70) slidable in another bore (52) of the carburetor body (12). The needle body is unrestrained linearly from the free end of the stem portion (70) to the needle body mounting portion. The free end of the stem is movable in a jet fuel feeding passageway (28, 30) of the fuel duct to thus vary the flow controlling cross-section thereof.

Description: This invention relates to a carburetor, in particular of the type that is used in chain saw and other small internal combustion engines. It has been a problem with carburetors since they were first used to maintain the fuel to air ratio delivered from the carburetor to the engine as constant as possible under wide variations in load and engine RPM when the engines are to be employed in outdoor environments where ambient temperatures may range from -40° C up to 50° C. Typically with uncompensated prior art small engine carburetors, when the ambient temperatures increases or decreases, the fuel to air ratio changes. This ratio change is due to the change in air density and the change in fuel density and viscosity with temperature change. It can be shown both theoretically and in the laboratory that this fuel to air ratio change is such that with an ambient temperature decrease, the fuel/air ratio becomes lean. The amount lean depends on whether we are examining idle or wide open throttle conditions, and whether the fuel flow through the fuel jet or nozzle (metering orifice) is laminar or turbulent. With increasing ambient temperature, the mixture becomes rich. It would, therefore, be beneficial to have some means for compensating for temperature dependent fuel-air ratio changes in order to better maintain a constant fuel-air ratio regardless of ambient temperature conditions, even under substantially constant altitude operating conditions. In the field of internal combustion aircraft piston engines much work has been done over at least the last fifty years in developing carburetors and fuel injection systems which will vary the mixture ratio with the speed of the engine and also with altitude. Some examples of such prior art are disclosed in US-A-2,126,709; 2,297,231; 2,367,542; and 2,495,299. However, the complexity and cost of such systems makes them impractical for use in most applications involving small single or two cylinder piston engines developing say less than 10 horsepower. In present day high cost, sophiscated internal combustion engines, such as provided in automobiles, the aforementioned problem of fuel-air mixture ratio variations has been largely overcome due to the relatively recent developments in electronic fuel injection systems. Typically, such automotive fuel systems employ a solenoid-type electrically controlled and actuated fuel metering valve which is computer operated in accordance with a complex system wherein many parameters of engine operation and ambient conditions are sensed continuously, and these monitored parameters are fed to an electronic processing system to control the fuel metering valve in accordance with the resultant matrix of such parameters. Some examples of such prior art are disclosed in US-A-4,184,465 and 4,579,097. Again, however, the cost, complexity, bulk and reliability of such fuel injection systems is such to make the same highly impractical for use in the field of small single or dual cylinder engines such as used on chain saws, lawn mowers and other small lawn and garden appliances. In addition, small carburetors that are used in chain saws and other small engines have been decreasing in size because of the demands for smaller units to fit within small hand-held chain saws. There has also been pressure on the manufacturers of carburetors to reduce the cost of these carburetors because of the keen competition in the field. It is also desirable that servicing of the carburetors be accomplished in as expedient a manner as possible and that the number of parts in the carburetors be reduced. These factors further mitigate against use of such known prior art solutions. Accordingly, carburetors still remain the only practical choice for gasoline fuel feeding to such small engines wherein the fuel flow to the fuel supply opening in the carburetor throat is controlled by a needle valve. Typically such carburetors are provided with a main adjustment orifice to control fuel supply to the main fuel jet, and an idle adjustment orifice and associated needle valve to control supply of fuel to the idle fuel jets located downstream of the main fuel jet in the vicinity of the throttle valve of the carburetor. In order to overcome the change in fuel/air ratio with ambient temperature changes, US-A-4,360,481 proposes a carburetor as defined in the preamble of claim 1. In this prior art carburetor the fuel passageway includes a restricted region which closely fits a notched cylindrical portion of the valve member. The generally tapering V-shaped notch extends substantially the entire axial length of the cylindrical portion of the valve member. Said cylindrical portion slopes at about 30° to the horizontal so that fuel flow direction in the zone of the flow controlling cross-sectional area extends at about 30° to the direction of movement of the valve member. It is a primary object of the present invention to improve a carburetor of the above type so as to provide for a reduction in overall size and cost and for greater simplicity and reliability. To this end a carburetor of the above identified type includes the features of the characterizing clause of claim 1. It has been found that by creating tubulant flow rather than laminar flow much less differential movement between the valve member and its associated body passageway is required in order to achieve the same degree of temperature compensation. With laminar flow arrangements the mass fuel flow rate is greatly dependent upon changes in fuel viscosity as well as in density with temperature, thereby requiring a much greater change in flow controlling cross-sectional area to achieve the same change in mass flow rate as compared to a compensating valve construction wherein turbulant flow is produced past the flow controlling cross-section zone. In other words, in the carburetor of the present invention the effect of temperature-induced viscosity changes is essentially nullified so that only temperature-induced changes in fuel density need be considered in designing the variation in size of the flow controlling cross-section of the passageway. The carburetor of the present invention is particularly suited for small engines and the like, and is responsive to changes in ambient temperature to reduce or eliminate changes in the fuel/air ratio output of the carburetor induced by such ambient temperature changes. The carburetor is simple and low-cost in construction, rugged and reliable in operation, capable of replacing the conventional idle and high speed fuel adjustment needles, factory adjustbale and then sealable against tampering or misadjustment in the field, readily installable in a carburetor, requires a minimum of design changes in the carburetor fuel passages and does not increase the overall dimensions of the carburetor. Moreover, a carburetor provided with a temperature compensating fluid flow metering system of the present invention need not to be mounted on the engine in a location where the carburetor is in a hot air stream downstream of the engine cooling fins, which is a location hitherto often chosen in order to compensate for low ambient temperatures. The engine designer thus has greater latitude in engine design in this respect. Additionally, a carburetor equipped with the present invention eliminates the prior need to mount the fuel tank in a location relative to the engine as to enhance conduction heating of the fuel tank in order to compensate for low ambient temperatures. Instead, the engine designer can mount these engine parts in the coolest available locations to better protect the same against adverse effects for extreme high ambient temperatures. Likewise, when the engine is equipped with a carburetor provided with the temperature compensation system of the invention, many of the other prior art devices and systems presently employed to heat the fuel and/or engine intake air may be eliminated. Other objects, advantages and features of the invention will become apparent from the following detailed description, appended claims and accompanying drawings, wherein the principles of the invention are set forth together with the details of construction and operation in connection with the best mode presently contemplated for the practice of the invention. Drawings accompanying the disclosure and the various views therefor may be briefly described as: FIG. 1 is a top plan view of a small engine carburetor incorporating an exemplary but preferred embodiment of the present invention. FIG. 2 is a vertical cross sectional view taken on the line 2-2 of FIG. 1. FIG. 3 is a vertical cross sectional view taken on the lines 3-3 of FIG. 1. FIG. 4 is a fragmentary end elevational view looking in the direction of the arrow A of FIG. 1. FIG. 5 is a side elevational view of the high speed needle of the invention shown by itself and enlarged in scale over the showing thereof in FIG. 2. FIG. 6 is an end elevational view of the high speed needle of FIG. 5. FIG. 7 is an end elevational view of the end of the high speed needle opposite to that of FIG. 6. FIG. 8 is a simplified semi-schematic fragmentary center cross-sectional view of a second embodiment of the invention. FIG. 9 is a simplified semi-schematic fragmentary center cross-sectional view of a third embodiment of the invention. FIG. 10 is a fragmentary plan view of a portion of the structure of the embodiment of FIG. 9. FIG. 11 is a fragmentary plan view of a modification of the structure shown in FIG. 10. DESCRIPTION Referring in more detail to the accompanying drawings, in FIG. 1 a carburetor 10 is shown incorporating the present invention having a die cast and machined aluminum body 12 provided with a mixing passage 14 extending through body 12 and open at the opposite ends thereof. Mixing passage 14 includes the usual venturi section 16 which may be provided with the usual throttle and choke valve plates (not shown). Referring to FIG. 2 a diaphragm chamber 20 at one surface of the carburetor body. i.e., bottom surface as shown in FIG. 2, is formed by the body face 21 of body 12 and a diaphragm 22 held in place by a cover plate 24. In accordance with conventional practice, diaphragm 22 controls a springed biased lever (not shown) which in turn controls an inlet valve (not shown) for admitting fuel to chamber 20. Carburetor 10 may be of the type shown in US-A-3,758,084 as well as US-A-4,001,354, the same being modified in accordance with the principles and details of the present invention as described hereinafter. Thus, liquid fuel (gasoline) is fed from a fuel tank (not shown), usually engine or appliance mounted, to the diaphragm chamber 20 from a pumping system (not shown), which may be a built-in diaphragm-type as shown in the aforementioned patents or from a separate fuel pump. Such fuel is then fed from diaphragm chamber 20 to a main nozzle outlet 26 in venturi 16 via an interconnected series of communicating passages 28, 30, 32, and 34. Passage 34 is provided with the usual anti-back bleed screen 36 held by a retainer ring 38, and the bottom of passage 34 opening to chamber 20 is closed by a press fit cap 40. In accordance with one principle feature of the present invention, fuel flow between diaphragm chamber 20 and main nozzle 26 is controlled by a high speed needle of the invention, which as shown is in the form of a temperature compensating gate valve 42, the same being shown installed in body 12 in FIGS. 2 and 4 and by itself in FIGS. 5, 6 and 7. Body 12 is provided with an integral boss 44 which is drilled and tapped to provide a series of coaxial cylindrical bores of progressively reduced diameter, comprising a threaded bore 46 open at its outer end at the exterior face 48 of boss 44, and opening its other end to a slightly reduced diameter counterbore 50. Counterbore 50 in turn opens to a relatively narrow diameter bore 52 which extends across fuel passage bore 30 such that the axes of these bores intersect perpendicularly. In one working example the diameter of bore 30 is 0.66mm (.026 inches) and the diameter of bore 52 is 1.01mm (.040 inches). Needle 42 has a main body portion 60 (FIGS. 2 and 5-7) which is provided with external threads 62 which are adapted to threadably engage internal threads 64 provided in bore 46. A screw driver slot 66 is provided at the outer end of needle 42 to facilitate screwing needle 42 into boss 44 and for operational adjustment of the same. Needle 42 has a reduced diameter shank 68 which extends from body portion 60 into counter bore 50 with a relatively large clearence therebetween. Shank 68 terminates at its inner end in a cylindrical stem 70 which slides with a close fit in bore 52. Preferably, the end face 72 of stem 70 is positioned by threaded adjustment of needle 42 so as to be disposed flush with the central axis of bore 30 at a standard ambient adjustment temperature, which for example, and convenience, may be room temperature, such as 20° C. In accordance with a further feature of the present invention, carburetor 10 is also provided with a low speed needle which as shown is in the form of temperature compensating fuel regulating needle gate valve 80 shown installed in FIGS. 3 and 4 to control fuel flow from chamber 20 to the idle nozzle outlets of the carburetor (not shown) via interconnected fuel passages 82, 84 and 86. Needle 80 is also mounted in boss 44 adjacent needle 42 and preferably is identical in construction to needle 42, except for the length between face 72' and body portion 60', i.e. the combined length of shank 68' and stem 70', versus the length of the corresponding portions of needle 42. This "free length" difference is provided to accommodate the smaller diameter of idle passage 84 as compared to main passage 30 while still maintaining the same percentage change in the flow controlling cross section of the respective passages. Needle 80 is threadably inserted into the exterior open end of a threaded bore 90 which connects at its inner end to a slightly reduced diameter counterbore 92, which in turn connects to a small diameter bore 94 which crosses fuel passage bore 84, the axes of these bores also intersecting perpendicuarly. The stem 70' of needle 80 has a close sliding fit in bore 94 and its end face 72' is disposed flush with, or close to, the axis of bore 84 at the aforementioned standard adjustment temperature. In accordance with yet another feature of the present invention, needles 42 and 80 are threadably adjusted by using a screw driver or the like such that the associated stems 70 and 70' variably protrude into passages 30 and 84 respectively to function as fuel-flow-controlling gate valves in these passages. In this respect, needles 42 and 80 are operated in much the same manner as conventional carburetor needle valves, and hence their installation and adjustment procedure, as well as their position in the carburetor, will be readily understood by engine operators and service personnel familiar with prior art small engine carburetors. However, in accordance with still another feature of the present invention, needles 42 and 80 are made in one piece from a selected plastic material having a co-efficient of linear expansion several orders of magnitude greater than that of the metal, usually aluminum or an aluminum alloy, from which body 12 in the carburetor is constructed. Thus, in one working example, body 12 is constructed of an aluminum alloy having a co-efficient of expansion 14.44 x 10 ⁻ ³ mm/mm/°C (22.39 x 10 ⁻ ⁶ inch/inch/°C), and needles 42 and 80 were injection molded and machined from Delrin brand acetyl plastic having a co-efficient of expansion of 64.51 x 10 ⁻ ³ mm/mm/°C (100 x 10 ⁻ ⁶ inch/inch/°C). The length of stem 70, 70' and shank 68, 68' is designed so as to produce a predetermined finite range of movement of face 72, 72' in passages 30, 84 through the usual or expected range of ambient operating temperatures, usually -40° to +50°C. The diameters of bores 30 and 84 are selected to match the fuel flow requirements of the carburetor application. Thus, in the aforementioned working example, the diameter of idle passage 84 was .3962mm (.0156") as compared to the aforementioned diameter of main fuel control passage 30, but the diameter of passage 94 is again 1.016mm (.040 inches). At the standard set up temperature the high and low speed needles 42 and 80 are rotatably threadably adjusted to provide the proper air-fuel ratio during various engine operating conditions at the standard ambient set up temperature. Faces 72 and 72' are thus suitably positioned in passages 30 and 84 respectively such that stems 70 and 70' provide the proper amount of obstruction to fuel flow therethrough in much the same manner as initial set-up engine tuning adjustment is accomplsihed with conventional prior art needle valves. However, once carburetor 10 is thus adjusted, a hardenable sealant material, such as epoxy adhesive, is placed in the screw driver slots 66 and 66' as well as across the outer end faces of needles 42 and 80 to prevent further screw driver adjustment of the same. In operation of the carburetor 10, the temperature of needles 42 and 80 will generally closely track with, or be substantially the same as the temperature of the liquid fuel filling chamber 20 and flowing through the main and idle passages to the main and idle fuel nozzles of carburetor 10. The fuel temperature in turn will be primiarly determined by the fuel tank temperature which, in most instances, will be essentially at or representative of outdoor ambient air temperature. Since the needles 42 and 80 have approximately five times the expansion co-efficient of the aluminum material of body 12, and since the needles are locked in place along their threaded end portions 60 and 60' by the threaded engagement thereof with bores 46 and 90, differential expansion and contraction will occur between the needle acetyl plastic material (Delrin) and the carburetor body aluminum material, resulting in elongation and contraction linearly or axially of shanks 68, 68' and stems 70 and 70' relative to their associated mounting bores in body 12. Thus, the positions of end faces 72 and 72' in passages 30 and 84 respectively will vary as a function as the temperature of the needles 42 and 80, which in turn is a direct function of the temperature of the fuel being fed to the carburetor mixing passage 14,and thus as an indirect function of outdoor ambient temperature. Thus, as outdoor ambient air temperature drops and the air flowing through the carburetor becomes denser, and likewise fuel density and viscosity increase, the resulting contraction of needles 42 and 80 will move stem faces 72 and 70' to the right as viewed in FIGS. 2 and 3, reducing the obstruction of the gate valve stems 70 and 70' to fuel flow through passages 30 and 84 respectively. Hence, the fuel flow rate in the passage tends to increase to match the increase in air density to maintain a constant fuel-to-air mass ratio even though the fuel becomes denser and more viscous. On the other hand, an increase in temperature of the needles over their standard ambient set-up temperature will cause the lineal expansion of shanks 68, 68' and stems 70 and 70' relative to their mounting bores in body 12, moving end faces 72 and 72' to the left as viewed in FIGS. 2 and 3, thereby increasing the obstruction of the gate valve stems 70 and 70' to fuel flow in passages 30 and 84 respectively. Again this tends to maintain a constant fuel-to-air mass ratio in the output of carburetor 10 despite the fuel becoming less dense and lower in viscosity, and the ambient air also becoming less dense. It thus will now be understood that the parameters determining fuel flow rate and the desired fuel-air ratio of the carburetor output can be determined in accordance with known engineering principles and practice and co-related with the amount of movement of the stems 70 and 70' as required to modulate fuel flow throughout the range of temperature conditions expected. Preferably, the obstruction to fuel flow is normally varied only enough to vary the effective flow-controlling cross-sectional area of fuel passages 30 and 84 by about 1% per 10°C temperature change, i.e., about a total of 6% in a temperature range of -20°C to +40°C, in direct response to temperature modulated movement of the gate valve stems 70 and 70'. However, the designer has available a selection of materials and dimensional relationships with respect to the needles and flow passage controlled thereby which can be tailored to effect greater or less fuel flow rate modulation as may be required to satisfy the expected operating environment for a given carburetor. It is also to be understood that the clearance between the stems 70 and 70' and their respective bores 52 and 94 is established to provide a sliding clearance even at the maximum operating temperature. Hence at coldest operating conditions, there is a leakage clearance between these stems and their bores 52 and 94. Nevertheless, the chambers defined by bores 50 and 46 surrounding shank 68, and by bores 92 and 90 surrounding shank 68', are respectively closed by the threaded engagement of body portions 60 and 60' of the needles, as well as by the sealant installed after initial set up as described above, and hence such leakage does not effect the operation of the carburetor. The dimensions and materials of the specific working embodiment disclosed herein, in addition to those specified previously hereinabove, and including the actual travel distance of the control faces 72 and 72' in the associated fuel ducts, and the range of temperature of needles 42 and 80, is as follows: 60 and 60' 7.62mm (.300 inches) 68 6.35mm (.250 inches) 68' 4.31mm (.170 inches) 70 and 70' 3.81mm (.150 inches) Relative Movement of Face 72 versus Bore 30 from -40°C to 50°C (90°C range) .0711mm (.00280 inches) Relative movement of face 72'in bore 84 from -40°C to 50°C (90°C range) .0570mm (.002245 inches) Total flow area ratio change over 90°C range 9.08% Change in flow area per 10°C temperature change 1.01% It is to be further understood that bore 52 may intersect bore 30 at an angle other than a right angle, and the same is true with respect to the angle of intersection of bore 94 with bore 84. Moreover, the respective axes of these intersecting bores may, if desired, be offset from one another to a slight extent rather than being coincident as set forth in the foregoing preferred example of FIGS. 1 through 7. Moreover, the shanks 68 and 68' of needles 42 and 80 may be manufactured to the same diameter as the associated stems 70 and 70' of these needles, since the diameter of the needle material is not a factor in the linear or axial expansion and contraction of the same with temperature changes. Hence, diameter is chosen as a function of manufacturing economy factors as well as strength and size considerations. Moreover, if a different relationship is desired between the percentage change in flow controlling area between the idle and main fuel passages, this can be readily accomplished merely by varying the length dimension of the stem-shank portions 70-68 and 70' -68' of needles 42 and 80 respectively. Other variations encompassed by the present invention are illustrated in FIGS. 8, 9, 10 and 11. Referring to FIG. 8, a modified form of fuel metering valve is shown embodied in the body 12 for controlling the flow cross sectional area of passage 30. In this embodiment a gate-type valve 90 having a piston head 92 slidable in a bore 94 is substituted for needle 42 of the previous embodiment. Valve 90 has a stem 96 corresponding to stem 70 slidable with a relatively close fit in bore 52. A compression coil spring 98 abuts at one end against the blind end of bore 94 and at the opposite end against piston 92 to bias valve 90 to the right as viewed in FIG. 8. A body of suitable material having a relatively high coefficient of expansion, such as silicone, is provided in a form of a cylindrical slug 100 which abuts at its inner end against piston 92 and is captured at its outer end by a suitable end plug 102 suitably affixed to body 12. In this embodiment, the greater increment of linear expansion in the direction of the axis of stem 96 resulting from expansion of slug 100 for a given increment of temperature change enables the overall axial length of the valve 90 and slug 100 to be considerably foreshortened relative to needle 42 to produce the same change in flow controlling cross-sectional area via movement of the end face 97 of stem 96 in passage 30 as compared to needle 42. When slug 100 contracts with reduction in temperature, spring 98 insures retractile movement of valve 90 (to the right) to a corresponding extent. The fuel metering compensating construction of the embodiment of FIG. 8 is thus advantageous in situations requiring overall axial compactness. Referring to the further modified embodiment illustrated schematically in FIG. 9, a temperature compensating fluid flow metering construction also in accordance with the present invention is shown fragmentarily and somewhat schematically in the form of a slide valve construction. In this embodiment, the fuel flow passage 30 is bisected by a control orifice plate 110 affixed to body 12 and having a flow passage 112 aligned with bore 30. The flow controlling cross sectional area of passage 112 is modified in accordance with temperature changes by a slide valve 114 of generally planar shape adapted to lie against the underside of plate 110. A suitable cavity 116 is provided in body 12 to receive valve 114 for movement therein. Valve 114 has a downward protrusion 118 disposed in an offset cavity 120 in body 12, and a compression coil spring 122 abuts at its opposite ends respectively against a shoulder 124 of cavity 120 and protrusion 118 to bias valve 114 to the right as viewed in FIG. 9. A set screw 126 is threaded into body 112 to abut the end 128 of valve body 114 for adjustably positioning valve 114 in cavity 116. The free end face 130 of valve 114 is adapted to move in the plane of the drawing in response to temperature changes of the fuel flowing in bore 30 in the manner of end face 72 of needle 42. If desired, sealing ribs 132 and 134 may be provided across the opposite flat faces of valve body 114 to limit or prevent liquid seepage into cavity 120. Valve body 114 may be constructed of the aforementioned Delrin acetyl plastic material to provide a differential coefficient of expansion relative to the aluminum material of body 12. As best seen in FIG. 10, which is a fragmentary view of valve plate 110 and the associated valve body 114 in plan view, passage 112 of the valve plate may have a square configuration with two opposed corners aligned with the direction of movement of valve body 114 and the other two opposed corners arranged perpendicular to this direction of motion. The end face 130 of valve body 114 in the region thereof registering with opening 112 may have a V-shaped notch 136 adapted for limited movement within the projected area of opening 112 to partially obstruct the same to a varying degree depending upon the temperature of the fuel in bore 30. The effective flow controlling cross-sectional area of passage 112 thus will retain a square configuration that will vary in size depending on the position of end face 130 and the associated notch 136 relative to opening 112. FIG. 11 illustrates a further modification of the embodiment of FIGS. 9 and 10 wherein corresponding elements are given the same reference numerals raised by a prime suffix. In this embodiment the valve plate 110' is provided with a rectangular passage 112' having its relatively narrow width dimension aligned with the direction of travel of the end face 130' of valve body 114'. The free end face 130' of valve body 114' has a straight line configuration perpendicular to its direction of travel. The width of opening 112' is correlated with the range of motion of face 130' so as to slightly exceed the same. With this configuration, the rate of change of the flow controlling cross-sectional area of 112' is maximized relative to the incremental changes in length of valve body 114' with fuel temperature changes. It will thus be understood that from the embodiments of FIGS. 9-11 that other shapes may be employed for openings 112 and 112', as well as for the associated cooperative end faces 130 and 130', such as curved edges converging at a closed end and diverging at an open end. The particular geometry of such cooperative flow controlling-opening defining faces may thus be selected as may be desired for a given application to provide a non-linear change in the flow controlling cross section as a function of the linear incremental change in the length of the valve body 114 or 114'. In the preferred embodiments of FIGS. 1-7, as well as in the variations thereof shown in FIGS. 8-11 and 12-13, the valve construction is such as to create turbulant flow at the valve stems 70, 70' and 96 and valve plates 114 and 114'. Turbulant flow at discs 208 and 306 of the embodiments of FIGS. 14 and 15 respectively can also be produced by suitably dimensioning the disc, i.e., making the same very thin axially as compared to their diameter and/or reverse tapering (beveling) the outer peripheral surface of the disc. Thus, it will be appreciated that the preferred embodiments of the fuel metering devices for internal combustion engines described and illustrated herein amply fulfills the aforementioned objects of the invention. The invention is applicable to float carburetors as well as diaphragm carburetors. It will also be understood that in some applications a pair of needles 42 may be employed with the same mounted in coaxial alignment with their flow-controlling faces 72 juxtaposed in a mutual facing relationship in duct 30. With such an arrangement, the differential movement of the pair of end faces toward and away from one another will double the variation in flow controlling cross-sectional area for a given temperature change increment. Alternatively, with such a juxtaposed tandem arrangement, the length of each of the needles in their free floating portions 68, 70 may be half that of needle 42 to produce the same effective flow controlling relationship relative to passage 30.

Claims: A carburetor having a mixing passage (16), a fuel supply chamber (20), fuel duct means (28, 30, 32, 34) to conduct fuel from the chamber to the mixing passage, and a fuel metering system (42) associated with said fuel duct means including variable restriction means for varying the effective flow cross-sectional area of said fuel duct means (28, 30, 32, 34) to modulate the mass flow rate of fuel to said mixing passage (16), said variable restriction means comprising support means (12) and fuel metering means defining said flow cross-sectional area and respectively having first and second different linear coefficients of expansion such that differential expansion and contraction of said support and fuel metering means relative to one another in response to fuel temperature changes varies the flow-controlling cross-sectional area of said fuel duct means inversely relative to such temperature changes to thereby modulate temperature-dependent fuel density changes to reduce resultant mass fuel flow rate variations, said fuel metering means being disposed in flow controlling relation with said fuel duct means and having mounting means (60; 100 ; 126) supported in fixed relation by and to said support means (12) and a valve member (42; 80; 90; 114; 114'), said mounting means being disposed at one end of said valve member and said fuel metering means comprising an extension (70; 70'; 96) of said valve member extending longitudinally of said valve member away from said one end of said valve member and terminating in a free end slidable in said support means (12), said valve member being unrestrained from said free end to one end thereof, said free end having a free edge (72; 72'; 97; 130; 130') received and movable in a fuel passageway of said fuel duct means to define therewith said flow controlling cross-sectional area such that the differential expansion and contraction of said valve member relative to said support means in response to fuel temperature changes causes movement of free end of said valve member in a direction to effect the variation in flow controlling cross-sectional area of said fuel duct means, characterized in that said passageway (30) in the area receiving said free edge (72; 72'; 97; 130; 130') has an axis generally perpendicular to the longitudinal extent of said extension (70; 70'; 96) so that longitudinal movement of said extension is in a direction transverse to the direction of fuel flow in said fuel passageway (30) in the zone of said flow controlling cross-sectional area, and said free end and free edge is configured relative to said valve member extension movement direction and to said fuel passageway to create turbulant flow of the fuel flowing past said flow-controlling cross-section zone whereby the effect of temperature-induced viscosity changes in said fuel is essentially nullified and essentially only temperature-induced changes in fuel density are compensated by said differential expansion and contraction variation of said flow-controlling cross-sectional area. The carburetor as set forth in claim 1 wherein said valve member (42) comprises a rod-like needle body with said mounting means comprising a cylindrical portion (60) at said one end of said needle body and sized for securement in a first bore (46) of said support means (12), said fuel metering means comprising a reduced diameter extension (70) of said needle body extending axially away from said one end and having a cylindrical stem portion slidable in a second bore (52) of said support means (12) and terminating at said free end, the free end face (72) of said stem portion defining said free edge, said second bore (52) intersecting said fuel passageway (30) in said zone with its axis oriented transverse to fuel flow direction in said zone. The carburetor as set forth in claim 2 wherein said needle body mounting portion (60) is externally threaded and said first bore (46) of said support means (12) is internally threaded, said needle body being axially insertable in said first bore and adjustably threadably secured therein to vary the position of said stem in said fuel passageway by rotation of said body relative to said first bore. The carburetor as set forth in claim 3 wherein said needle body material and dimensions are selected relative to the dimensions of said fuel passageway such that said differential expansion and contractions of said needle body moves the free end of said stem (70) through a range of movement corelated with the normal ambient range of temperatures in which said carburetor is operable so as to vary the cross-sectional flow controlling area in the order of about 1% per 10°C ambient temperature change to thereby modulate fuel flow in said passageway inversely in accordance with said temperature-induced changes in the density of the fuel flowing therethrough. The carburetor as set forth in claim 1, wherein said fuel duct means of said carburetor comprises main (82, 84, 86) and idle (28, 30, 32, 34) fuel duct means constructed and arranged to separately conduct fuel from said chamber (20) respectively to main and idle fuel nozzles in said mixing passage (16), said fuel metering system comprising a pair of said variable restriction means (42, 70; 80, 70') associated one with each of said main and idle duct means for varying the effective flow cross-sectional area of said main and idle fuel duct means to so modulate the flow rate of fuel therethrough respectively to said main and idle fuel nozzles in said mixing passage. The carburetor as set forth in claim 2 wherein said one end of said body (42) is fixed and encapsulated in said first bore (46) by adhesive sealant means disposed thereover and in said first bore. The carburetor as set forth in claim 1 wherein said support means (12) is a metallic material and said metering means (42, 70) is made from a plastic material. The carburetor as set forth in claim 7 wherein said metallic material comprises aluminum or an aluminum alloy and said plastic material comprises acetyl plastic (Delrin) or other plastic material resistant to hydrocarbon fuel adverse effects. The carburetor as set forth in claim 2 wherein said free end face (72) of said stem portion (70) is disposed generally flush with the central axis of said fuel passageway (30)in said zone at a selected standard ambient adjustment temperature. The carburetor as set forth in claim 9 wherein said fuel passageway comprises a cylindrical bore (30) in said zone having a diameter less than that of said stem portion (70) and said axes of said stem portion (70) and said fuel passageway bore (30) substantially intersect in said zone. The carburetor as set forth in claim 1 wherein said valve member mounting means comprises a piston (90) slidable in a bore (94) and having a stem (96) protruding therefrom defining said fluid metering means, and a body (100) of material having a relatively high coefficient of expansion, such as silicone, disposed in said bore (94) between said piston (90) and said support means (102) to generate the principal differential expansion and contraction of the restriction means relative to the support means. The carburetor as set forth in claim 11 wherein said piston (90) is spring (98) biased for movement in the direction of contraction of said body (100) of material of said restriction means. The carburetor as set forth in claim 1 wherein said variable restriction means comprises a slide valve element (114) having a transverse end face (130) at a free end thereof to define said fluid metering means of said restriction means, said support means including a valve plate (110) affixed thereto and juxtaposed in planar face-to-face relationship with said slide valve element (114), said valve plate (110) having a flow control opening (112) therethrough registering with said duct means (30), said slide valve element end face (130) being disposed for movement in variable registry with said valve plate opening (112) for varying the effective flow controlling cross-section of said valve plate opening. The carburetor as set forth in claim 13 wherein said valve plate opening (112) has a square configuration in plan view with a first pair of opposed corners of said square being aligned in the direction of movement of said slide valve element end face (130) and the second pair of opposed corners of said square opening (112) being disposed in perpendicular alignment to such movement, said end face (130) of said slide element having a V-shaped notch (136) with a 90° apex aligned with said first pair of opposed corners of said square opening (112) to thereby vary the cross-sectional area of said opening while maintaining a square configuration in said flow controlling cross-section. The carburetor as set forth in claim 13 wherein said opening (112) in said valve plate (114) is rectangular in configuration with the lenghtwise dimension extending perpendicular to the direction of movement of said slide valve element end face (130), said end face (130) being linear or straight so as to be disposed parallel to the lengthwise dimension of said valve plate opening (112).

Inventors: SWANSON MARK STEVEN, WOODY JOHN CLARK, SWANSON, MARK STEVEN, WOODY, JOHN CLARK
Applicants: WALBRO CORP, WALBRO CORPORATION (CORPORATION OF DELAWARE)
Application year: 1988
Main classification: F02M17
IPC codes: F02M1, F02M7, G05D7, F02M17