Patent Application
20060237862
This application claims priority from British Application Ser. No. 0508106.2 filed Apr. 22, 2005.
The present invention relates to carburetors and in particular carburetors with a throttle control valve in the form of a disc which can be rotated to control the flow of air/fuel mixture into an internal combustion engine and where the fuel jet is situated upstream of the throttle valve.
The invention offers a solution to the phenomenon known as carburetor icing associated with this type of carburetor. Carburetor icing has been a problem for many decades but the mechanism for ice formation in a throttle plate carburetor does not seem to have been fully understood. The inventor believes the mechanism for ice formation to be as described below.
In this type of carburetor, a fuel mist issues from the jet. Normally the fuel is atomised by means of a venturi and the air flow through the carburetor, to set up the required fuel-air ratio for correct running of the engine.
Due to the pressure drop developed across the throttle plate a partial vacuum is formed around the throttle plate disc, thus causing the atomised fuel to turn to vapour, thereby cooling the fuel air mixture by the latent heat of vaporisation.
The cooling effect of the vaporisation of the fuel is instantaneous and significant. It sets up a temperature gradient of 20-30° C. around the throttle plate and under certain relative humidity conditions and intermediate throttle angles, and hence air flow rates, ice will rapidly form on the throttle plate and associated metal parts of the carburetor. This partial obstruction of the airflow, due to ice formation, can lead to the fuel/air ratio altering to such an extent that the mixture becomes too rich and the engine will stop in a matter of seconds. This is a highly undesirable situation, especially for single engine aircraft. Hitherto, this problem has been addressed by either heating the carburetor body or heating the air before it enters the carburetor. These methods are a compromise and will not prevent icing under all conditions. These methods furthermore require large amounts of heat to effectively prevent icing, demanding a compromise between engine power and effective ice prevention. For this reason most designs require the system to be manually engaged by the pilot, as stated in the aircraft flight manual, and are susceptible to pilot error. Both of these methods can reduce the engine power by as much as 15-20% and as such are only engaged when maximum power from the engine is not essential.
The present invention provides, a carburetor including a throttle valve in the form of a disc which can be rotated to control flow of an air/fuel mixture through a duct, the throttle disc having a heating element and a temperature sensor formed on at least one surface of said throttle disc; and an electric power source, the electric power source being controlled by the temperature sensor, to maintain the temperature of the throttle disc above a predetermined minimum temperature.
In this manner, the throttle disc is heated directly thereby avoiding heat losses associated with the methods used hitherto. Moreover, the temperature sensor continuously monitors the temperature of the throttle disc, so that the heating element is only energised when required. Consequently, when the circuit is quiescant, when icing is not a problem, the power consumption is minute and the system can be left permanently connected to the aircraft electrical supply so that pilot intervention is not required.
Furthermore, the heat required and hence power consumed to keep the throttle plate ice free is a fraction of that required to heat either the carburetor body or the fuel/air mixture, thereby allowing maximum engine power to be achieved under any likely icing conditions.
According to a preferred embodiment of the invention, the heating element is a thick film element which is deposited on the surface of the metal throttle disc. This type of heating element provides a very rapid response which may be in excess of 20° C. per second.
The temperature sensor is preferably a planar diode giving a voltage linear proportional to temperature, a response time of the order of 10 ms and resolution of the order of 0.01° C.
A pulsed DC power supply is preferably used to energise the heating element, the width of the pulses being controlled to decrease proportionally as the temperature of the throttle disc rises from the predetermined minimum value to a second predetermined value.
The invention is now described by way of example only, with reference to the accompanying drawings, in which:—
As illustrated in
A throttle valve 20 is located intermediate of the duct 14, the throttle valve 20 comprising a stainless steel disc 22 mounted on a hollow spindle 24, for rotation through 90°, about an axis diametrical of the duct 14. In this manner, the disc 22 can be rotated between a position in which it is disposed substantially perpendicular to the longitudinal axis of the duct 14 and substantially closes the duct 14; and a position in which it lies parallel to the axis of the duct 14, and causes minimal obstruction to flow of air/fuel mixture through the duct 14.
A fuel jet 30 is located intermediate of the throttle valve 20 and the end 18 of duct 14 open to the air supply. The fuel jet 30 opens at one end into the venturi 16 and at the other end to a fuel chamber 32 defined by the body 12 of the carburetor 10, so that air flowing over the jet 30 will draw fuel from the chamber 32 atomising the fuel so that it mixes with the flow of air.
As illustrated in
As illustrated in
A reverse polarity protection device 52 which consists of a low forward volt drop blocking diode, is provided in the DC supply, to prevent damage to the controller in the event of incorrect connections during installation.
The signal from the temperature sensor 42, the voltage of which is proportional to the temperature of the throttle disc 14, is compared with a 2.5 volt reference signal, by means of a differential amplifier 54. The differential amplifier 54 generates an error signal, which increases as the throttle disc 14 cools. The error signal of the differential amplifier 54 controls a pulse width modulator 56. The pulse width modulator 56 produces pulses at a frequency of the order of 100 pulses per second. The width of the pulses, that is the on time, increases with the error signal so that at the predetermined minimum temperature, typically 2° C., the pulse width will be at a maximum, while at a second predetermined temperature, typically 10° C. the pulse width will be zero.
The pulses from the pulse width modulator 56 control the mosfet transistor 50, switching on the mosfet transistor 50 and connecting the heater element 40 to the 28 volt DC supply. In this manner, the heat produced by the heating element 40 will be at a maximum (fully on) when the temperature of a plate is at the predetermined minimum value and will reduce proportionally as the temperature rises, until at the second predetermined temperature the heating element 40 will be turned off.
A power up detector 60 is also provided in the circuit which will switch the mosfet transistor 50 on for a period of two seconds after power up of the system to connect the heating element 40 to the DC supply. During this period a differentiator and threshold detector 62 monitors the error signal from the differential amplifier 54 and when the rate of change of the throttle plate temperature exceeds 10° C./second, turns switch 64 on to illuminate a cockpit LED self test indicator 68.
The circuit also includes a display logger 70 which is connected to the differential amplifier 54 to provide a digital readout and log of the throttle disc temperature. A cockpit power supply LED indicator 72 also provides an indication that the system is correctly connected to the DC supply.
Various modifications may be made without departing from the invention. For example, the characteristics of the heating element and temperature sensor are provided by way of example only and other heating elements and temperature sensors may be used which will provide sufficient heat and a sufficient response time to prevent icing of the carburetor.
A second temperature sensor, for example planar diode may be provided on the throttle disc, to check proper functioning of planar diode 42 and provide an indication to the pilot, if there is a malfunction.
| Number | Date | Country | Kind |
|---|---|---|---|
| 0508106.2 | Apr 2005 | GB | national |
