Fig. 52.—Diagrams Explaining Action of Baverey Compound Nozzle Used in Zenith Carburetor.
Now, if we have a jet which grows richer as the suction increases, the opposite type of jet is one which would grow leaner under similar conditions. Baverey, the inventor of the Zenith, discovered the principle of the constant flow device which is shown in [Fig. 52], C. Here a certain fixed amount of gasoline determined by the opening I is permitted to flow by gravity into the well J open to the air. The suction at jet H has no effect upon the gravity compensator I because the suction is destroyed by the open well J. The compensator, then, delivers a steady rate of flow per unit of time, and as the motor suction increases more air is drawn up, while the amount of gasoline remains the same and the mixture grows poorer and poorer. [Fig. 52], D, shows this curve.
By combining these two types of rich and poor mixture carburetors the Zenith compound nozzle was evolved. In [Fig. 52], E, we have both the direct suction or richer type leading through pipe E and nozzle G and the “constant flow” device of Baverey shown at J, I, K and nozzle H. One counteracts the defects of the other, so that from the cranking of the motor to its highest speed there is a constant ratio of air and gasoline to supply efficient combustion.
In addition to the compound nozzle the Zenith is equipped with a starting and idling well, shown in the [cut] of Model L carburetor at P and J. This terminates in a priming hole at the edge of the butterfly valve, where the suction is greatest when this valve is slightly open. The gasoline is drawn up by the suction at the priming hole and, mixed with the air rushing by the butterfly, gives an ideal slow speed mixture. At higher speeds with the butterfly valve opened further the priming well ceases to operate and the compound nozzle drains the well and compensates correctly for any motor speed.
Fig. 53.—The Zenith Duplex Carburetor for Airplane Motors of the V Type.
With the coming of the double motor containing eight or twelve cylinders arranged in two V blocks, the question of good carburetion has been a problem requiring much study. The single carburetor has given only indifferent results due to the strong cross suction in the inlet manifold from one set of cylinders to the other. This naturally led to the adoption of two carburetors in which each set of cylinders was independently fed by a separate carburetor. Results from this system were very good when the two carburetors were working exactly in unison, but as it was extremely difficult to accomplish this co-operation, especially where the adjustable type was employed, this system never gained in favor. The next logical step was the Zenith Duplex, shown at [Fig. 53]. This consists of two separate and distinct carburetors joined together so that a common gasoline float chamber and air inlet could be used by both. It does away with cross suction in the manifold because each set of cylinders has a separate intake of its own. It does away with two carburetors and makes for simplicity. The practical application of the Zenith carburetor to the Curtiss 90 horse-power OX-2 motor used on the JN-4 standard training machine is shown at [Fig. 54], which outlines a rear view of the engine in question. The carburetor is carried low to permit of fuel supply from a gravity tank carried back of the motor.
