US1053145A - Carbureter. - Google Patents

Description

F. H. & F. 0. BALL.

CARBURETBR.

APPLIOATION FILED 00T, 5, 1910.

1,053,145. Patented Feb 18,1913.

3 SHEETS--SHSE'I'I F, H. & 'F'. O, BALL.

CAHBUHTEH APPLICATION Pimm our. w10

Patented Feb. 18, 1913.

3 SHKETSWSHEEI 2 Fusi.

F. H l P. 0. BALL. CRBURETER.

APPLICAIGN FILED OUT. 1910` ,053,145. Patented Feb. 18,1913

3 SHEETS-SHEET 3y @noauto @valine/aoco 77m 4 /lgf u v [l A m4, 63M MMM/V V/ MLM @ma 'throtte openings.

heretofore formed, in order to increase the UNITED STATES vPATENT OFFICE.

FBANXJH. BALL ANI) FREDERICK O. 4BA1-dfi, 0F PLAINFIELD, NEW JERSEY.

cannumman. i

To all whom it may concern.'

Be it knoivnthat wel FRANK H. BALL and FREDERICK O. BALL, citizens of the United States, residin at Plainfield in the county of Union and gtate of New jersey, have invented new and useful Im rovemehts in Caibureters, of which the` ollowing is a. specification. I v

This invention' relates to carbureters, and consists in certain im rovementsin the'construction thereof as wlll be hereina fte;` fully described and pointed out. in the claims.

In the common form of carbureters using liquid combustible fluids of 'carbureting volatility with air and uid at ordina temperatures such as gasolene, the air` an gaso- `ne are drawn into the carbureter by sucl tion, and the uantity of liquid has been controlled by re ucing the cro'ss sectional arca of the passage through which the liquid is delivered, usuall by a. needle valve. As the 'throttle is opene ,lor the speed of the engine increased, so as to increase the suction and conseqiientlyincrease the volume of air, this increased suction [will also increase the inbureter that the ropoi'tions of gasolene and air be maintaine within well defined limits throu h all speeds of the engine, and all With the carburetor as inflow of gasoleiie in proportion to the increase in.the inflow of. air with a greater opening of the throttle 0r greater speed o f the engine, it has been necessary to so iniA pode the inflow ofvair as to greatly increase the` suction so as to maintain the proportions of'fgasolcne and air within workable limits. The difficulty in this arises lar ely from the method of control of the gaso ene. It will be observed that where the control of the giisolcne is -accomplished by reducing the .passage as by a needle valve or by various sized openings in removable plugs that the controlof the flow of gasolcne is subject, al-

` most wholly. to the laws govemiiig the acceleration offliquids, and, according to theselaws, the resistance or retarding c'ect of the restriction in thel passage increases as the square of the velocity, or in other words, increases as the s iiare of the uantity of liquid delivered. qlly reason ofl crease in the resistance to thedelivery of specification o: naar. hun

animation nica october 5,1910, semi no. samoof- .tle openin 'the passage of Patented Feb. 18,

gasolene, if the proportion of air and, gasolene ismaintained within proper'liin'itsfthe deliver'y'of air must be so'im eded as to acrioiisly affect the working of t e engine, bqth. by reason of the inability to get a siitiicient uantity of mixture and the atmospheric resistance to the movement of the piston when the pressure of the working side is so reduced. Not only this but it is im ractica\. ble, using the acceleration of the gquid as the controlling factor, to maintain the proper proportions of gasolene and air with all openings ofl throttle and allspeeds. This ditliculty )ust hereinbefore noted seems to have been recognized in that various means have been employed to augment the liquid passage as the throttle is-opened but the desired effect of this is disturbed bydi'erent speeds of the engine with the same-throttle opening. This is especially'true of automobiles where the load of the engine varies and the speed of the engine does not even remotely follow the throttle openings. Where devices are used for augmenting the liquid discharge with the increase inisuction, the laiv of acceleration is still utilized as the controlling factor of the passage of the liquid, and the throwing injof auxiliary pas-` sages or enlarging of a single passage veiniplv makes a fresh starting point. The result is that the mixture is in properproportions only under certain conditions'of throtand engine speed.

The lea ing object of this invention is to oliviate the difficulties incident to this method of controlling the gasolene, and consists, broadly speaking. iii substituting the retard-4 ing effect of friction on the moving Vliquid as the dominant factor of control for the control by acceleration as heretofore used. This change in the scheme of controlling the 'gasolene makes it possible to supply the right quantity of gasolene with very slight resistance to the passage of air and to control gasolene .without moving the parts or varying the adjustments to all couritions of speed `and throttle opening. The reason for this is tli'at the resistance to the movement of liquidat low velocities by reason of friction varios-'directly as the velocity insti-ad 'of as the square of the velocity, as iii the case of the controlwhere acceleration is the d'omiiiantfactoi` lInutilizing the friction controlfa` passage of cross sectional arca which would flood the -carbureter if of slight extent, may be used, and then by extending this passage, and referably so forming it n s to increase the riction area of 'the'moving' .liqiiid, the disturbing factor of acceleration may be almost entirely eliminated in the control of the movement of liquid, and the control by the friction of the moving li uid secured.

It will understood that in the ow of liquids through any oritice,`friction will be a factor in the resistance, but with a restricted surface in contact with the movin liquid this -ia `negligible as compared with the resistance incident to.a necessary acceleration of the liquid to deliver the desired supply. On the other hand, with a passage having an extended surface in contact with the moving liquid, thus making .friction the dominant. actor. of control the resistance incident to facceleration is aiso a factor but inasmuch iis the acceleration is slight it is comparatively negligible. In one case,h ow ever, the resistance to the vflow of the liquid approximates the theoretical, resistance to acceleration and in the otlter`case the resistance approximates the theoretical resistance incident to friction alone. This invention is directed to the control of combustible liquids of volatility readily carbureting with the air and liquid at ordinary temperatures, such as gasolene at ("0 gravit Baume scale and at a temperature of 60 ahrenheit. It will be understood that visposity changes the tiuid characteristics of liquids to a very great extent and' varies the factors in thecontrol .of the [low ofliquid -through passages. It will he understood also that practically all liquids :it certain temperatures losetheir volatility or iit least'the carbureting volatility with air at ordinar \v temperature.. 'e have found that a passage' ivin the liquid a tubular form and exten ing orI adistance approximating the dimension'aahown in the 'drawings and with thejcross dimension between the walls of the passage between .005 and .O08 of an inch will operate upon a liquid having thetluid characteristics of ordinary gasolene at` ir'carbureting temperature as 60 Fahrenheit when acted upon b ordinary carbureting suction so as to maite frictionthe dominant factor in the control of the flow of li uid through such passage. By ao forming t e passage as to spread the liquid outl in the orm of 'a' thin film, the film being engaged on both surfaces by the walls of the passage, such a liquid may be readily aub'ected to sufficient 'frictional surface wit the structural limits of the ordinary carburetor.' Th'e dominantcharucteriatics in 'the controlfof the liquid through a passage may beireadily' ascertained at any time by plotting the'quaiitities delivered under va ingpressurea 'and comparing them with t e 65 theoretical lineiindic'ating a control entirely by friction and a line indicating a control entirely by acceleration. In order to eliminate as far as possible factors disturbing the gine, and the slow speed at which -it is started requires a very rich mixture, and as the speed increases, the richness of the mix ture should be reduced quite rapidly, much more so than with a warm engine. Furthermore most liquid fuels vary greatly-in viscosity at different temperatures and this variation in viscosity disturbs the control propcrly adjusted for a normal temperature, that is, :i temperature to which the carbureter rind gasolene are subjected from the heat of the engine. The viscosity of the colder Huid is greater than when it is of higher temperature. Consequently with the normal opening of the controlling passa e there .is a smaller proportion of liquid fguel delivered. For this reason, therefore, it is desirable to augment 'the normal oontrollin assage when starting the en e to whic tie car- 100 bureter is attached. t is referable, therefore, to arrange the norma gasolene control wholly with relation to the normal requirements of the engine and to suppl momentarily the ad(l rl. gasolene needed fiir starting. 106 In this way, che friction control used for the normal operationof the engine maybe nicely adjusted to get the greatest possibleetiiciency for all speeds and throttle openings, leaving out of consideration entirel the re- 110 quirements incident to starting. hen for starting the 'engine when cold anauxiliary supply having acceleration as ita dominant factorA of control operates to advantage because an ad uate amount of gasolene can be supplied initially for the cold engine and for the slow speed incident to starting, and as the speed of the engine .picks up the increase in resistance incident to the acceleration is so rapid that the added supply f `asolene 12o from this source at the higher, of the engine is negligible. In consequence just the right roportionsfor starting a (pld engine and t e proper amounts for the various speeds ordinarily used in warming up the engine can thus be readily supplied. It is preferable-to have this auxiliary supply controlled so that it can be thrown in for starting the engine and thrown out after the engino is warmed up.

gine-and an auxiliary sup One' olf-*the features of the resent invention'relates to mechanism com ining the two methods of control and utilizing a. friction 'Il control. -In order that the air pressure at :lii'gh speeds may not be reduced beyond what is necessary A-to induce the requisite flow of liquid fuel, it is desirable to vary the size -of'th'e air in the carbureter at tie highof the air opening as the speed of the engine increases ant the pressure in the car- ".h'iireter is reduced so that there shall be but iijcomparatively small reduction of ressure eeds ofthe engine. It will be understood l .si

that with a fixed air oie'ning accelerationl 2B will be the controlling actor of the resistmice to the flow of air and such an openin will not harmonize with a friction contro of the liquid where friction is dominant. The control of the air so as to give the greater volume necessary for the high speeds and full throttle o ening at such reduction of pressure as wili)induce a corresponding flow of liquid'subjected to friction control can be readily attained by varying the: air opening so as to make the resistance to the air conform to the resistance to the flow of liquid. In this wa the quality of the mixturc can be -eontrol ed as desired.

It is desirable in order that tlie'proper proportions of air and gasolene under the varying conditions encountered by different engines may be uickly adjusted, that the initial deliveryo .air may be varied so as to makcthe proper mixture for the slow speeds or slivht openings of throttle without varying ,conditions of the maximum throttle openings and engine speeds. Where the carbui'eter is so arranged the pro er proportions of gasolene und air for t e maxi- A:so

moin' 'opening of throttle and en 'ne speed is provided for by varying the elivery of gasolene. If with this adjustment a slight variation in' the'mixture isl desired for the slow speeds this can be accomplished by adjusting the initial' air supply and as this does not affect the proportions with a maximuin throttle opening just the right proportions for all openings and speeds may be obtained. l

In thepresent invention the air supply for each carbureter pressure can be regul lated and varied as desired, in that it is con-- t olled by a valve, the opening past which iigaged by the distance between the edge of the valve and the walls of the carbureter abreast of. the valve. As the pressure in the carbureter varies, the valve assumes different positions varying as the pressure varies. By shaping the walls of thatpart of the carbureter traversed by the valves, any air opening desired may be had for any carbureter pressure. Inasmuch as the flow of gasolene olllows inversely the carbureter pressure, it is only necessary with the present invention to shape these walls so as to get the proper opening for each osition of the air valve (the sition of tiie air valve is also controllesoby the carbureter pressure) to exactly proportion the air to the gasolene for all carburetor pressures, or in other words, for all throttle openings and engine speeds.

Other objects of the invention will appear from the specification and claims.

The invention is illustrated in the accompanying drawings as follows:

Figure 1 is aplan view of the carburetor; Fig. 2 is a section on tlie line 2 2 in Fig. 3; Fig. 3 is a section on the line?) in Figs. 1, 2 and (5; Fig. 4 is a section on the line 4 4 in Fig. 3; Fig. 5 is a section on the line 5--5 in Fig. 3; Fig. 6 is a section on the line 6-6 in Figs.3 and 7; Fig. 7 is an elevation of the throttle body; Fig. 8 is a fragment of a gasolene carrying and spreading device.

1 marks the carbureter body; .2 the air valve body; 3 the throttle body. The throttle body is secured to the carbitret'er by screws 3. The air body is similarly secured to the carbureter by screws not shown. The carbureter body l has the annular receptacle 4 in which is arranged the annular'float' 5, the rece tacle surroundin the air passavo 6, and eing separated t erefrom by th walls 7.

The float is carried by the lever 8 pivotally mounted on the bearing pins 9 supported bythe walls of the body 1. A pin 8 is arranged in the end of the lever S, and engages the shoulder 10 on the stein 1l, on the supply valve 12. The supply valve operates in t ie guides 13 and upon a seat 14 and controls the supply passage 15. lhe usual titting 1G is arranged for connecting the supply pipe 16 with the gasolene supply (not shown). A flanged nut 17 is secured to the body 1` and surrounds the upper end of the. stem 11. A spring` 18 is arranged around the stem 11, and is compressed upon the .shoulder 10 and the u iper end ofthe nut 1T. The weight of the flloat is of course sntlicient to overcome this spring. so as to open the valve. 12 :is the level of the gasolcne falls; on the other hand the spring is suflicient to close the valve when the float reaches its normal level. The upper end of the stem 11 is knurled at 19 .so that the carbureter may be flooded manually if desired.

A convenient means for draining the receptacle 4 is provided by the drain passage 'noted that the entrance end of the 4 controlled by the needle valvef. The needle valve extends through the upper wall o'f the receptacle and the stem is screwz-..thieaded at 4, and operates in the screw threaded -opening 44 in the top ofthe receptacle. The top ofthe valve is provided with a slot 4' so that it may be conveniently voperated by a screw driver or similar implement.

The gasolene is delivered through a vertical passage 20. This communicates witha horizontal passage 21 which opens at one end into the receptacle 4. A portion .ofthis passage 22 is preferably slightly tapered and a similarl tapered plu 23 is arranged in this tape 'passage T e inner end of the passage has a reduced stem or portion 24 which is connected with an enlar ement 24* forming a bearing for the end o the plug the enlargemenhopera'tingvin the passage' 21. The outer end of 'the plugis provided with a stem 25, the end of which haa the screw thread 26 operating in the screw threads 27 in the walls of the body. The outer end of the stem 26 has a smooth surface 28 which operates in the land 29. A

pin 30 is arranged in the end o the stem by adjusted. This plug 23 presents an exten ed friction surface to the liquid formin thin film or layer of liquid between the p ug and the walls o f the assa e. Thus there is resistance on both sides, th the interior and the exterior of this`..tube of liquid. I In this way, a very large surface is provided in a comparatively short distance, and the len th` of the passage may thus be kept witin conveient, limits. The of the cross sectional area of t e passage formed betweenthe plug23 and the passage 22 to the surface resisting the movement of liquid may be varied by adjusting the plug 23 in and out by means of screw 26. The cross sectional area of this passage so great that but for the frictional resistance it would flood the carbureter. While, of course, the liquid is accelerated to some exmeans of which the plug 23 may be readily Y tent in this passage, it is minimized so as to present but vlittle practical influence on the delivery of liquid,n the dominant factor in the control o'f the liquid` being the frictional resistance of the walls of the assa e to the movement of .the liquid. lt wil be lu 23 is reduced and the wall of the plug ceding to the friction surface is' so tapered as to 've a nozzle effect to the entrance to the gil-iction annulus. this way,the entry head to the friction control pa is largely eliminated. In Fi 7 there is sillowu an alternative form of a juetmeut of this frictional control. In this, the plug 28 is cylindrical, and its effect on the liqid'is varied by mov-ing'it into and out of passage 21, the portion 22 of the pa'salge in proportion this instance being c lindrical. In this instance, the extent o the frictional surface may be varied while the crosslsectional area remains constant. The variation may also be effected by using various sized plugs with the construction of the passage shown in Fig. 7. This is preferable in some instances because with it passages of predetermined size may be provided` As is well known, gasolene has a `tendency to adhereto and spread out on a metal surface, from which it-can readily taken up by the passing`air. .In order tothoroug y disintegrate and break up the gasof lene, and insure its perfect mixture-with the air, the following v-scheme of gasolene spreadingdevice and throttle mechanism is used: Immediately above the passage 20 -there is arranged a point 31 extending downwardly from the bar 32 extending across the throttle (passage 6. A rojection 33 extends upwar y from this ar opposite the point 31, and a spread`er`34 is arranged on thisprojection, the spreader being preferably formed in the formof a spur Wheel, and struck up from sheet metal, and being of conical shape in general outline. Throttle valves 35 and'36 are arranged inv openings 37"'in the throttle body, portions o the openings 37 being cylindrical, so as 95 to forni bearingsfor the valves, and portions of thevalves 35 and 36 being cut away at V38 forming the throttle opening '39. Gear segments 40 are` arranged.` at the ends of the valves 35 and 36 and are in mesh so thatA the -two parts of the valve swin tt gether. The openings 37 are-'closed iy a plate 4l and the valve 35 is provided with a stem 42, on which is arranged an operating lever 43. A sleeve 46 is fixed on the stem 42 and the stop screws .48 and 49. are arranged in this sleeve. By adiusting theseA screws, the throw of the throttle valves may be adjusted. i I Gasolene entering through the passage 20, engages the point 3l and is carried up by the air along the bai' 32 to the projection 33, and follows out on the spreader 34 so as to form a perfect mixture. The initial opening the throttle is alonz` the'bar 32 so that the air with its high velocity dae-to'a'partially closed throttle` sweeps along this bar and by thespreader` thus assuring a v{ulhtnking up of the liquid with a slight throttle opei`iing. Aa the throttle continues to open` this central location of the passage is maintained, so that with a'll throttle openings there is a movement of air adjacent to and through the spreader.4 -While it is desirable to'take up the gasolenepby -a retaining surface adjacent to the delivery nozzle, and sub'cct the gasoleue to the direct action of t e air, at its highest velocity on this surface, the nozzle itself munt be within the carbureter or at the opposite side of' the throttle from the pas-A 130 A60 above the initial position of the valve 61.

ing -the spreader above the throttle, a

spreader of Vample size and shape may be utilized, and be located. with relation to the nozzle-so that the gasolene may be readily spread along the surface of the spreader, and thus prevent the gasolene from .reaching the engine except in the form of mixture. The throttle body is provided with a heating chamber having the outlet and inlet passages 51 and 52 through which the chainber may bel connected with some supply of heatingmedium. The -usual flanged connec tion 53 is arranged et the top of the throttle opening by means of screws 54 and the pipe 55 leading tothe manifoldzis arranged 1n this flanged plate. Y

. It is usual in carbureters of this type to have the initial air deliveredthrough an u'nobstructed passage of small capacity, and to augment -this through an auxiliary passage controlled by a valve, the resistance being determined by the adjustment of this valve.,

Surrounding the passage 20 is an air passage 56, formed by the fitting 57 set in a socket 58 carried by the walls of the passage 21.

` The passage 56 is connected with the passage threaded passage 67, this 59 which extends around the walls of the passage 21- and opens into a downwardly extending tube 60. The air valve 61 has al center .tube l62 operating on the tube 60 and thus continues the opening from the tube 60. Passages 63 open from the tube 62 to the air,

jthe valvebeing supported by a spider 64 surroundingthe main air passage 65. T h-us;I

the carbureter chamber is at all times in Iunobstructed connection with the outer air through the passages 56, 59, tubes and 62, and opening 63.

.As heretofore stated, the vadjustmentA of the carburetor to difieren-t conditions may be more readilyaccomplished if it is possible to adjust'ior vary`the size of this initial or unobstructed passage, and it is desirable'that this variation be accomplished without varying theiextreme resistance to the introduction of air. This is accomplished in the present-construction by an adjustable initial air valve as follows: An auxiliary initial passage 66 leads to the main air passage 65 This passage has the'screw threads' 67 with Screw threaded lvalve '69 is arranged inthe screw valve being prol vided with a knurled handle 70 by means of which it may be operated. As the valve is screwed in or-out, it opens the lateral openings 68 and tliiisvaries the amount of air which will enter through the passage 66. The valve is preferably provided with slots 71. A yielding pawl 72 is arranged to operate in these slots. The pawl is carried in a socket 73 and is provided with :i stem 74 which Ais surrounded by the spring 75, the spring 75 being compressed so as to crowd the yielding awl into the-slots 71. This paivl has su cient engagement with the valve toloclc it in adjustment. On the other hand, the pawl readily yields to permit the valve being turned to adjust the carbureter to the engine for slow speeds, and slight throttle openings. This valve 69 is so adjusted as to give the ,proper mixture with a maximum supply. he passage 66 opens into the main passage above the initial p osition of the valve 61. As the valve 61 is lifted it reaches a position above the passage 66 so that in the extreme position of the valve'61 the aixfrom the passage 66 does n ot afi'ect the maximum amount of air delivered in the least This is desirable because in adjusting the carbureter the gaso lene supply is adjusted to the maximum engine speed and throttle opening, and this is not disturbed by adjustment afterward of the initial supply of air or vice vea. Carbureters are ordinarily'arranged so that there is an inflow of asoleneonly with a reduction of pressure 1n the carbureter chamber. It would be difficult to so perfectly balance an air valve because it is usual to hold somelof the air supply b an air valve. The difficulty in so-controlling the action of this valve, so that it will'deliver air )ust at the point where gasolene is admitted, makes it expedient to have a small initial sup ly of air from an unobstructed or practica ly unobstructed passage, so that the gasolene'discharges into a moving column of air. In thepresent construction, the passage 56y satisfies this requirement. The valve 61 controlling the openin 65, reaches a position opposite the`top o the cylindrical part of the opening 65, ap roximately at the moment the gasolene iegins to discharge. The resisting spring 83 is preferably of sli htlv less length when fully expanded than the stance between its seat on the valve and the seat of-the end 60. The valve is preferably formed of aluminum so as to give the least possible resistance to the lift of the valve for a distance equal to the overlap of the valve within the cylindrical part of the opening 65 and the spring bei'ng fully expanded, starts at zero 1n its resisting action.

The main air passage is controlled by the valve and is between the edge of the valve and the walls of the carbureter. By shapin these walls, any', intermediate o ni miigyA .bel reduced., so -as to maintaiii 'dii proper mixturelof air -and gas at all, the intermediate stages.v l. .This relation, that is',the valve traversing adjacentwalls-shaped to control the-tlow of air with different valve position to satisfy the di'erent speeds and .throttle openings lends itself to any varialine of the motion of the valve so that after A.us

tbe initial openingl the increase in the area of the passage is ess abrupt. In the continued opening of the valve other factors of resistance are effective in creating resistance, so that in the extreme movement of the valve, it is vnecessary to make the increase in the area of the passage abrupt as at 79. The path over which the valve moves, may be said to describe 4in general outline an O. G. curve 76 in cross section.

In order to steady the valve it is able to have the'valve provided with thc dash pot, and this is conveniently done by the following means which not only serve as a dash pot, but also as a guide for the valve: The plun er of the dash pot 80 extends' upwardly rom the spider 64 and the cfvl'linder 81 operating on itis arranged in t e lower end of the tube 62. This is made an easy fit so that through the leakage of air through the joint thus formed the pressure within the cylinder 81 gradually assumes atmos heric pressure at whatever positionthe va ve may take. This, while rmitting the valve to readily icld to di erent conditions, stops the vi ration which would otherwise be incident .to each pulsa.-

tion of the engine.

As heretofore indicated, a supply of liquid suitable for slow speeds under ordinary running conditions is not suicient for starting atlow temperature. With the friction control the frictional resistanceto the fiow increases in directv ratio to the decrease in velocity `-in other words the resistance de-A cr-ases in direct ratio to the quantit of liquid d tlivered, whereas in the control av- -ing acceleration as the. dominant factor, the

resistance due to acceleration decreases as the sguare o f the decrease in velocity of the liqui so that with lsuch reductions in pressure in the carbureter chamber as will properly supply the-li uid for the higher speeds can not lpractical y be control ed at the slower speeds so as to result; otherwise than in an excess of gasolene. As this is just referthe passage 20.

what is desired for starting at low temperatures, such a means of control is supplied in connection with the friction controlA b means, manually operated, for throwing it in and out of action.

The passage 21 is continued through the wall-of the carbureter and the enlargement 24* on the stem 24 has the grooves 85 as a means of connection between the extension 84 on the carbureter and the main passage of the assage 21 and the central portion of th'e sai passage. The walls of the outer end' of the extension 84 extend outwardly bcyond the walls of the carburetor forming a cylindrical projection 86. Aswiveled-needle valve fitting 87 is journaled on the projection 86. The fitting is held in` lace by a screw 88 which is screwed into t. ie projection 80, the interior of tlieiprojet'tion 86 heilig screw threaded for this purpose. The screw has an ehlarged head 89 which engages the outer end of the swiveled fitting and clamps the same, against a finished surface S6* on the carbureter surrounding the projection 8G, and thus niiikesla close joint. The inner end of the fitting hasan annular groove 90 which extends from and connects with a passage 91 extending from the chamber 4 through the walls of the carburetor. A passage 92 (see Fig. 3) connects the groove 90 with a valve passage 93. The passage 93 opens into an annu ar chamber 94 between the walls of the swivcled fittin 87 and the screwf88, the swiveled fitting eing somewhat lon er than the projection 86. The annular c amber 94 is ,connected tliroii h passagesBS and 88" and a screw 89 with t ie extension 84. The swivelcd nccdle valve fitting has the screw threaded extension 95 on the valve passage 93 in which the screw threaded portion 96 of the needle valve v9'( operates. The needle valve controls the passage 93. The needle valve is provided with the stem 98 which extends outwardly through the land 99 and the stem is provided with tic handle 100V by means of which the needle valve may be operated from any convenient position. It will be noted that h v the usc-of the swivcled needle valve fitting. thc .stem of the 4needle valve and its controlling lever may be swung around to any angle that may-be most convenient for operating the controlling lever. lene for this control b v acoelerationpasses through the chamber 4 through the passage 91, to the annular groove 90, and from this annular groove by the passages 92 and 98 past the needle valve 97 to the chamber 94, and from the chamber 94 through the passages within the screw to the extension 84, and f rom the-extension by way ofthe grooves 85 to the 1passage 21, and thence to n nant factor resisting -the flow of liquid occurs in the restricte portion of the passage The gasothis control the domi- 1 amie, 14s

directly` at the needle Yaire. Il'ere, the resistaiire to aii'releration, (a inaiiifeitation of inertial, inereaees as the ,square ofthe velocity, andzfrietii'in has hut slight influence 5 upon this ren'istaiiie. When. therefore, itis `desired to increase the {tow to the earhureter under the conditioiienained. the needle valve i 9T is manually operated connecting theigasolene receptacle by way ot' thisI valve with 10 the paasage 2l, the passage haring the restricted opening at the needle valve. rWith' the Starting of the engine, the ieloeitjy even of such a quantity of gasolene :is wil fined the earhureter is verir slight, and` conse quently the resistance to iiioveniei'it of the gasoleiie through the passage is veri/slight.' 'l`lie result is 'that the amount of gasoleue le-- livered past the needle valve 9T if; greatly in excess of that which ie desirable iii the iiormal operation of the engine, or which will be delivered through the pase-age 22, although the erese eotional'area oi' the passage 2l is larger than that of the restricted opening'controlled by the valve 97. It is often desirable to leave this aiixiliai)v passage open until the engiiiegets warmed Aup or normally operating. and this means of iiicreasing the llow of fluid to the earhureter initially is very desirable iii this respect hecause so long as there is slow Speed or a small throttle opening, it will eontiiiue to ush'the earbureier, but when the engine 'reaches its normal speed, so that a large quantity 0f mixture ie being reeeivedgthis increase in resistanre is eo rapid that the quantity of the mixture is not proportionally enriched aS the quaiitit)7 increases. In other words, the proportionate eti'eet is auto` inatieallv rediufed a5 the speed iu'fi'eaeee. It 40 can he entirely thrown out manuali)v aa soon desired. W'hat is claimed as new ist: 1. In a Carlini-eter, the combination ofa carbure-.ting chamber; devices for delivering by suction air and combustible liquid to the earhureting chamber; means for controlling the delivery of eombuatihle liquid Comprising a passage the Walls of which are extended relativel7 to the erosa sertional area .50 of the passage to make the friction of a conibustible liquid of the fluid eliararti'iristiea of 6() 'gravity gasolene at 60O Fahrenheit with the said Walls the dominant fai'tor in resisting the flow of liquid through the passage and to the earhureting chamber.

2i In a earhuieter, the combination of a l earbureting chamber; devices for delivering by suction air and combustible liquid to the eaihureting chamber; mechanism eontroiling the surtion in approximately direct.

ratio to the quantity of air delivered; and means for eoiitriiliirngy the deiii'ei)vv of comn hiistible lioiiid winprising a paesage the walls of whieh are extended relativelv to the cross sertional area' of Saidggssgge tomke thefrictional en agement of a eembnstihe liquid of the ttui eharaeterisiies of 60 graviiy gasolene at. 60 Fahrenheit with tlf Walls of the passage the dominant faor in re Sisting the tlow of liquid through the pas .sage and to the carbureting chamber and eee-entially in directy ratio with the velocity of the combustible liquid in the passage.

3. In a carburetei, the combination of a earhureting chamber; devieee; for delivering byy Suction air and combustible iiquid to the earhureting chamber; nieana for eontroiling the flow of eomhustible liquid comprising a {maa-(fe the nails oif'- which are extended rel atii'ely to the ermee seetionai area of the pas.`- sage making the 'trietionai engagement of a eoinhustihle liquid of the fiuid characteristics of (it) gravity ga aoene at G()O Fahrenheit with the wall`v of the, pafesage the dominant i'aetor in resisting;F the How of combustible .iquid through the pasage and lo the eai' hui-etnie; chamber; and mechanism for vary ing the cross sectional area of the. pan-finge.

4. In a earifuireter, the combination of :i eaihureting ehaiiibei; -fleiiees ,for delivering hy Suction air and eonihutilzile iquid to the rai'biii'eting chamber: meehanieni controllingr the suction in approximately direet ratioio the quantity of air delivered; n'ieaiie for controlling the deiiveiy ot' combustible iiqiiid Acomprisiiig a paseage the walls of which are extended yrelatively to the Cross sectional area of the passage to make the fiietional engagement, of e fomhi ti ijid of the fluid wuiitifneiieire of A t gasolene at titi I`aln-enlieit with the Walle oT the Dass-ae the dominent taeter in res 't' the flow of liquid ti nigh it" hiirotiii` rhaiiihwr and el ratio 'with the vehx'iif.' liquid in the passag: t varying` the piopoitioney i. faire area of the Walle i'eiatiiely to the from .Sectional area of the passage.

5. Iii :i mrhuretei'i the wniiination of a earhuretiiie'ieliamherg derives for delivering hy suction :fiir :ind igoiiiiiiistilsle liquid to the earbureing rhanilfei': and means ,for eoiiti'olliiii!l the flow of" ioinliustilile liquid our prisinga passage thiwziiis oi' u hirli ari` fui;- tended i'elati.el to the eros wa'tioiial area of the passage to i'nalie the fi'ietional engagement ol 'a combustible liquid ot' the tluid characteristics oi' (Strgraiy gaaolene at 30 I `alirenlieit with the walls of the paesaggi ihe dominantfavier iii ree 'n g the flow of liq uid through the passage and if the i'arhiiieiin.;r eliainhr-i, Hiid passage having interior and exterior l'rirtiou Sui-fares extending the liquid in a thin filin between aid surfaiee (i. In a earhureter.y the combination of a rai'huretingf ohaniher: derives for delivering liv slit-tion air and'eoinhusitihle liquid to the wirhnreting ehiimlier: means for Controlling the delivery of .combustible liquid comprise frati-ii smi" liti gravity giisolene :it G00 Fahrenheitv willi the mills of thv passngrf ilu* domimi'ui, iuflor iu resisting the` How of liquid through the 1m; age :md to tho onrhuriftiujg rhuu'iher: zuid an nir vulve ogivuiug to thu carburetor with a rm'luctioii of presSuru iu the our huriter.

lll. lu :i rarliurrter, ihr couihiiuiiou of;

:i (carhuretiug Cluuuuor: dcvirm for dalwi m5! by HUP-*wn air :uid roiuhuf'rlhle liquid lo ille (5urliurvtirig Cluuuhor; uwnus for wir i lid i trolling" the delivery of roluhurstild to the vurburrtor rouu'irigiug i walls of which iiri f-xr-uiu/i rtuiiiwlfr lo the cross Sectional iii-0:1 of tho i); lo

luuk@ the frirliouul vngugmurnl of :i rouihuslihlo liquid of thi` tiuid rhiirurlorif of tt() gravity gnsoleue :it lille: "nhrrrihuii with thil mills of the passage tlurv doiuiiuiul furior iu irdsliiig: the flow of liquid through tho l'iiissngjv :uid to the carhuretiug chmulfrr; zuid devices routrolliiigr lhv delivirv of' :iir Comprisingr n passage und au :iir miro oporutiiig in rQuid :tir pnszige, the uren ol' thr-y opruiug of ihr vulvi through :i puri ol itu l trawl hiiug coutrollrd hy the distuuev he (iombustihle liquid pusago, tho wullv4 oil Vwhich are extruded relatively to thi, from sectional uren of `@nid combusltihlvy liquid pus- .Qilgo to make the friction of :i f-omh-i .fhle liquid of the fluid clmrnotmidics of (l0 gravity gasoli-uo :it (3()3 Fahrenheit, with tho walls ol' lh(- i'mslig ihr dominant fzutor iu rouistiug' lhs) l'low of liquid through 'lhc passage und to the ourhurcling Chamber and an air vulve controlling tho umili. zxir passage.

16. In li c tirhureter, thev comhiimtiou of a irarhureting chamber; devices 'for delivering hy suction nir :md comhurtihlel liquid to the Carburl'infr chamber, said devious, .compri; 111g im iultml :ur opening and :i mum air pasage; moans for coiitrolling th@` delivory l of Combustible liquid comprising n, cozuhusextended relatively lo the frl'is- Sectioiuxl aren of said combustible liquid gmsflugo to quake the 'friction of a Comhutlblfy liquid of 17. In a rmihuretm, the Qmii'oiimlion :if devilou for ylrliv'frim: air :uid Combustible liquid thermo. the ilovioeu lii' delivering roiulurdihlr liquid miiipriwiu a nozzle: mail imirrviuf; surizil i; trrmiiifitiug iidii'icmit lo illu uozzr. :tud fffftri'ililiu iut@` liu diwigrgr o o v flow of liquid lhiuugl il :slid

l l l sof-tir xml :iron :h he cxtvudod puri gc: und uurlmuisui roulroiluig Suid devices; for wryrluiiiil :r if viii-v ihr iumidilv o? uir di liwrvd :is ilul ilvlivorv ol foiuhustihle liquid varios.

:20. lu :i mrhui'otrix. tho ooiuhinziiiou oi' u rurhurcliugr rluuullor: lovitefs for drliveriug '-tiou nir :md f-i'uiihuuihlo liquid lo lhe uuvi'iugz i'lhuuluir: :i rwr-fxlaudo liroiu v uhirh lie; ioiuhudlldiliquid i` dr vrfi: lud umani" forruiilroliiug lli@ drlivoijy of vom humilllo liquid roiuprihiug .fi pusago the willl ol ul'ivli :irc ovloudrd rclulivrly iu the '11y wf'tiuliztl nrrii oi' ilu im# -f io mfflo liu' friffliou oi' :i ruiuluuiildo .l lluid 'huriulrrhdirs ol' lill Lijf-ult@ Gasolina ul till lfzilirliihrii viril il iid dominant lucior iu riesisliuLr lh liquid to lh@ [L fe zuid to uw w lchiiniher, said gamigo having u dira;

gazvburetng chamber; devices for delivering by Sncn nix' and combustible liquid to the l curbureting chamber; mecl'aanism cfmmllng the snctcn'in approxmaely dwvt ratio to the quwtt-y of airdelivere; and means for conti-@lling the delivery Jl cumbnstible l lqufl sompt'sng a passaggg lh@ Walla of which are axllfnded relatively m tlw @1505s l sacmal area of the puasagn n) mali(-y llne ruliunal engagement of a @nm-'Hille 'i ll'gilal of ille fluid churalescs nl' (3G Inwltja' gv'fsolsna ut 6 Faln'enln lvl ln iff dwessentially in dirent mn with lle vfllf

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