US1048518A - Priming device for carbureters. - Google Patents

Description

J. L. FRITZ. 'PRIMING DEVICE FOR GARBUBBTEHS. APPLICATION FILED PER. 16. 1912.

1,048,518, v y Patented Dec.31,1912. 4/ 264/ A? 15' -91 WITNESSES ATTORNEYS 1 mam s.

JULIus .L.

PATENT ora ion.

FBITZOF PHILADELPHIA, riamvsznvam,assmnon CE ONEEALI" TO ANIOS HHOMA N, OF'PHILADELPBIA, PENNSYLVANIA.

PRIMING ,DEVIGE FOR CARB'URETERS.

To (1 whom it may concern Be itknown that- I, J Hat's L. Form. a

citizen of thc United States, residing in the.

city and county of Philadelphia, State of Pennsvlvania, have invented a new and uscful Priming Device for Carburetors, of which tliefollowing is a specification.

My present invention relates to an automatic priming device which is-dcsigncd to be located hetwcen the carburetor and the intake manifold of an internal combustion engine, and-is adapted to be employed in conjunction with any of tho usual or conventional type of carburetors, and for purposesof illustration, I have shown the same as employed in con nnctlon'witha carlnp reter' such as is. disclosed and ln'oadly claimed in my prior Patent, No. 993.770.

granted to met on thcBOth clay of hlay, ltlll although, as is evident. the same'is-not l'united to use with the type of carburetor illustrated, but may be emplo ed to advantagc in coninnction with any eaircd or convontional type of carburctcr.

considorahlc difliculty has-arisen, especially in extreme cold \vcatliclyin tarting an intcrual ('ultilnlstlml. cnglnc. such as. for exaulplc. the types cmp'loycd in conjunction with motor" vchiclcs. and although in some inslanrcs it has llttll proposed to employ a I v-pom for admitting an additional supply ul" fin-l to thc manilohhjhc desired results lumnot horn obtained. since proper nit-chanism has not lltt'll' provided to automatically conjunction with any desired type of carliurcler.

It further consists of a novel construction of an automatic priming dcvicc. \vhcl'cin novel lllOllllS arc providcd for introducing additional furl into the intake loading to tho manifold, and novel means for controlling: the admisnion of such additional luol.

ltfurthcr consists of a naval construction of an automatic priming device wherein a Specification 0t Letters 2min. Application filed February 15.1912. serial No. e17, 1 2..

Paton ted Dec. 3L 1912.

i inovel construction of valve mechanism is emplovcd to automatically control admission of additional fuel and air into the manifold vwhen it is desired to start the. engine.

It further consists of a novel construction of a valve which is counterbalanced in such a manner as to normally remain closed, but adapttT-d to be opened by the suction of the engine. novel means being provided for limiting the movement of said valve and also -for securing: said valve in its open position so that when the valve is in open position, the supply of fuel is automatically cut down so that a compensating mixture is continuoualy maintained in accordance with the speed of the motor.

7 It further consists of other novel features of construction, all as will be hereinafter fully sct forth.

For the purpose of illustrating my invention, I have shown in tha accon'ipanying drawings one form thereof which is at proscnt prcfcrrqd ll}: me, since the same has been found in practice to givosatisfactonv and reliable rc'snlts, although it is to be understood that the various instrumont'a-litics of which my invention consists-van be variously tion is not. limited to the )rccise arrangcmcnt and organizational tieso instrumentalitios as herein shown and -tl0: (l'll)ttl.

Figure 1 represents a side elevation partly Broken away, of a carhurctcr, in conjunction with which an automatic pi-imingjdcvicc cinhodying uiy invcntion, is employed. Fig. 2' represents a sectional elevation of a portion of' Fig. 1. Fig. 3 represents a plan view partly'in scction of Fig. l Fig. l l't'pr05tl1t. a side elevation partly in sot-lion of thc tncl valve. Fig. 5 represents a 'icrspcctivc vii-w of a portion of the air valvc control-ling lnci'hnuisni. Fig. (l row-yach s a pclspcclivc view of tho compounding valvc. Fig. roprvsents a sidc clcvation ot' a portion ofthe casing ll showing thc interlockinggroovcs. Fig. S rcprcs'cnis a rear elevation-0t the locking washer 'and the valve on which it mounted. the latter lacing sltuwt't in soct'ion.

Similar numerals of rul'='-i'c:\c im'licatc oorrsponding parts in the: figures.

Referring to tho draningsz lhir purpose arrangd and organized andlhat. my invcn since the construction and operation of the same are well known to those skilled in this art, a deteiled description thereof is un' necessary.

'1 designates a carburetor of any desired or conventional type having' a. float Cll2ll1l her 2.

3 desi nates a passage leading from the mixing c lumber of the carburetor to the intake manifold, said passage being provided with a. throttle valve l, which is constructed and operates in the maxmer well known in this art. p

5 designates u port communicating with the float chamber 2 and with 11 nipple 6, which latter is secured in fluid tight condition with respect to n conduit 7 by means of a coupling nut 8, said conduit 7 communieating with a nipple 9 and being secured with respect thereto by means of a coupling 10, said nipplel) being in threaded engagement with a. casing or second manifold ll, having u port 12 therein communicating with the nipple 9. d

It will of course be apparent that while in the present instance the by-puss 7 and its adjuncts and the second manifold 11 are shown as being separate from the carburetor cusing, that in practice such'by-pzrss would preferably extend tluough the carbureber casing, a'nd thc second nnlnifold 11 would also be preferably constructed integral with the carburetor casing. The cusing or munifold 11 is provided with a passage 13 therethrough, which (QlllllllllllCRl'QSrWll'h n passage 14 extending through said casing 11 and communicating withthe passage 3, leading from the mixing chamber and also communicating with the intake manifold of the I on ne,

- Z3 designates a valve whichis preferably conicul or'tnpered at one end and rotatably mounted in the pzlssage l The valve 15 is faced off as indicated at 16- iifordcitthat .u lockingnvusher 17 may interlock therewith, since the aperture 18 in said washer conforms-to the contour of the end (if-tho valve The washer-1T on its: under face is provided with a rib or lug 19, which is adopted to seat in a groove 2'20 or in a groove 21, as will be understood by reference to Figs. 3, 7 and 8, the casing ll being flattened as at 22 in order to provide a seat forthe locking washer 17.

Qidesigriutes a spring interposed between the locking washer l7 and a was er 4, which latter is maintainedin assembled-position with respect to the valve 15 by means of a pin 25 passing through the valve 15.

The valve 15 is provided with a port. 26 adapted at certain times to register .(vith the counter-ha port 12 and communicate with a. passage 27,

which latter communicates by means of a port-28 with the passage 14. lhe body portion of the valve 15 is preferably rounded, see Fig; 4:, thereby forming a journal for a compensating valve 29, provided with the apertured lugs or ears 30,through which the valve 15 passes. One side of the valve is armed or weighted, as indicated at 31 and the movement of this valve may be limited in any desired manner, and in the present instance I have shown the same as being accomplished by providin a, pin 32, which serves as a stop to mainla n the compensating valve 29 normally in a closed po sition. In order to limit the rotation of the valve 29 in a reverse direction, provide any desired means, such as, for example, a pin 33, which serves as a. stop to prevent the valve '29 pufiing beyond its extreme open position. The valve 29 in the present instance is laterally recessed as at 34 to form a bearing for a portion of the valve 15. The

valve 29 is ulso recessed as at 35 in order that the shaft may pass through the sleeve 2-36 of the arm 37, which latter is provided with a set screw 38, whereby the'zirm 3.7 is fixedly secured to the valve 15, it being understood that the valve 29 is loosely'mounted on the valve-15. T he under face of the arm :37 is shown -for purposes of illustrution as being radial, as indicated at 39 in order that the same will engage with the upper face of the valve 29 and cause the some to be rotuted on the rotation in the proper direc tion of the val e 15. which latter has secured then-Lo in any desired umnnor, an arm 40, which is adapted to have secured thereto a suitable operating connection, not shown which extends to a position accessible to the operator.

In the present instance, I have shown the casing 1 1 as secured in assembled position by means of bolts or; studs 41, passing. throughtlanges 42 and 43.

44 designates one or more ports through the valve .29, in order to provide for the easy openim of the some. provision of thc apertures 4t, the valve is unbalanced and it thereby rendered pos- .sible for. the air acting on thewsame to cause the tilting movement.

'In the operation, if the is actuuted to bring the port 26 in the valve out of register with the ort. I2, then-the arm 37 hearing against t e unweighted end of the valve 29 will cause the latter to revolve with the valve 15 untiLthe sinneengages Owing to the the'stop 33, and since the by-pass 7 is now cut out, the carbureterwill operate in its usual manner. If, however, the valve 15 is actuated 'to'bring the some into working positiomthen the port 26 will register with the ort 12, and it direct communication will be ormed between the float chamber and the intake to the manifold. This will bring the parts into the position seen in Fig. 3. Assuming now that the engine is turned over or started, the suction will cause a supply of rich fuel to be drawn from the float chamber 2 through the by-pass 7 and through the ports 26 and 28 into the passage 14 communicating with the intake of the manifold, and the suction of the motor will cause the compensating valve 29 to automatically open, thereby providing for the admission of additional a1r to keep the engine running, and if the valve 29 is moved to its wide-open position, then it will close either wholly or in part the port 28, and thus automatically cut down the supply of additional fuel, and a compensating mixture of fuel and air is thus constantly maintained in accordance with the speed of the engine.

Any desired means may be employed to prevent improper movement of the parts when the valve 15 is rotated, it being understood that when the parts are in their normal position, as indicated in Fig. 3, the rib 19 of the locking washer 17 will be seated in the groove 20, while when the compensating valve 29 is in its wide-open ositicn, seen in Fig. 2, the rib 19 of the loc ng washer 17, will be seated in the groove 21, and thereby prevent any accidental displacement of the valve 15 when once adjusted, it being understood that such a construction illustrates but one of many ways of accomplishing this result. The washer 17 and its adjuncts provides means for visibly indicating the position of the valve 15.

Special attention is directed to the novel construction of the valve 15 and the novel manner in which the valve 29 and the arm 37 cooperates therewith. I have found in practice it is advantageous to employ in conjunction with a by-pass communicating with a float chamber and a passage leading from the mixing chamber of the carbureter to the intake manifold, means automatically controlled by the suction of the engine for controlling such by-pass and also admission of additional air, and devices for rendering said means operative or inoperative.

It will be apparent that by varying the amount of rotation imparted to the valve 15, or by varying the location of the pin 33, or by varying the location of the coacting grooves 20 and 21 and the rib 19 and the washer 17, that the port 28 may be entirely closed when the valve 29 is in its wideopen position. or the opening of the port increased or diminished in accordance with the requirements met with in practice.

The operation of the carbureter per se is the same as that disclosed in my prior Patent #993170, granted to me on the 30th day of May, 1911, and since the same is well known to those skilled in this art, a detailed description of the construction and operation thereof is unnecessary, it being apparent that my device may be employed in conjunction with any desired type of a carbureter.

It will now be apparent that I have devised a novel and useful construction of a priming device for carbureters, which embodies the features of advantage enumerated as desirable in the statement of the invention and the above description, and while I have, in the present instance, shown and described a preferred embodiment thereof which has'been found in practice to give satisfactory and reliable results, it is to be understood that the same is susceptible of modification in various particulars without departing from the spirit or scope of the invention or sacrificing any of its advantages.

Having thus descrlbed my invention, what I claim as new and desire to secure by Letters Patent, is

1. In an automatic priming device, the combination with a carbureter having a fuel sup ly in direct connection with a passage lea ing to the intake manifold of an internal combustion engine, of a valve controlling passage of fuel from the supply to said passage, and devices controlling passage of fluid through said passage adapted to be opened by the engine suction and to auto matically close on a predetermined increase of the suction and the amount of opening of said devices proportionately varying the amount of fuel passing from the fuel supply to said passage.

2. In an automatic priming device, the combination with a carbureter having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a conduit communicating with said chamher and said passage, a valve controlling said conduit, and a second valve controllin the passage of air through said conduit and adapted to be opened by the engine suction and to automatically close when said suction ceases or at a predetermined increase of the suction.

3. In an automatic priming device, the

combination with a carburcter having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a conduit communicating with said chamher and said passage, a valve controlling said conduit, and a second valve controllin the passage of air through said conduit an adapted to be opened by the en ine suction and to automatically close wdlen said suction ceases, and devices for limiting the movement of said second valve or at a predetermined increase of the suction.

4. In an automatic priming device, the combination with a carburetor having a float chamber and a passage leading to the intake manifold of an internal combustion tion of said first valve.

. tably mounted and having a port opening 15. In an automatic priming de\-'ice,a,carbureter having a fuel supply and a passage leading from the mixing chamber to an internal combustion engine, a-valve rotainto said passage, a by-pass communicating withsaid port and with said fuel supply, a compensating valve loose! mounted on said first valveand contr'o ling the port therein and operated by engine suction, a connection for manually actuating said first valve, and a throttle valve in said y'ssag anterior to said valves.

16. 'In an automatic priming device, a carburcter having a fuel supply and a passage leading from the mixing chamber to an internal combustion engine, a valve rotata'hly mounted and having a port opening into said passage, a bypass communicating with said port and witlrsaid fuel supply, an apertured compensating valve loosely t mounted on said first valve and controlling the port therein and operated 'by engine suction, an arm adjustable on said firstvalve and engaging said compensating valve, and a connection for manually actuating said first valve."

' JULIUS L. FRITZ.

Witnesses:

H. S. FAIRBANKS, A. H. Oman.

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