US1069502A - Priming device for internal-combustion engines. - Google Patents

Description

WADSWORTH PEIMING DEVICE EoR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 8, 1911.

Patented Aug. 5, 1913.

t (g WM i Ma Wj/M l; "2 l'a l iai g GEORGE R. WADSWORTH, OE CLEVELAND, OHIO, ASSIGNOR To THE rEERLEss MOTOR CAR COMPANY, or CLEVELAND, OHIO, A CORPORATION OE OHIO.

PRIMING-DEVICE FOR INTERNAL-COMBUSTION ENGINES.

incasea Specification of Letters Patent.

fia-atenten Aug. 5,1913.

' Application led November 8, 191i. SeriallNO. 659,099.

To all 'whom t may concern:

4Be it known'that I, GEORGE R. WADs- WORTH, a citizen of the United States, ,.re-

siding at Cleveland, in the county of Cuya-g boga and State of Ohio, have invented a'"' certain new and useful Improvement in Priming. Devices for Internal-Combustion Engines, of which the following is a full, clear, and exact description.

This invention` relates to internal combustion engines and particularly to certain improvenients which concern the priming of the cylinders for starting purposes.

(lne of the objects of my invention is to conduct the priming mixture to the cylinders from a source of supply without the necessity for a complicated system of piping which would add materially to the number of external parts.

Further, the invention aimsv to provide a means for conducting or conveyingthe.

priming'mixture to the cylinders in a very effective manner by way of the main intake manifold but without having the priming mixture diluted by mixing with the contents of the manifold which may not be suiiciently rich in gasolene to ignite.

A further object is to provide a carbureter having an auxiliary vaporizer which is employed for starting purposes and has associated with it means for causing the mixture to be of constant richness in gasolene, regardless of the rate atlwhichthe engine is cranked.

The above and other objects. are accomvplished by my' invention, which may be briefly summarized as consisting in certain novel details ofconstructionv and combinations and arrangements of parts, which will be described in they specification and set forth in the appended claims.

In the drawings, Figure 1 is a side view of a portion-of an internal Combustion engine equipped with my invention, parts be- `ing broken away and omitted, and other parts being shown in section; Fig. 2 is a partial transverse sectional view substantially along the line of Fig'. 1, looking' in the direction indicated by the arrows;

Fig. Sis a sectional viewthroughlpthe aux-. iliaryvaporizer, substantially along the line g 3-3 of Fig. 1, looking in the di'rection'indicated by the arrows.

The internal combustion engine 10 may be of any suitable construction and may have any number of cylinders, a portion of a six-cylinder engine being here shown, the cylinders being cast in pairs. The engine is provided with a carbureter 11, which is connected to thecylinders of the engine by a main intake manifold 12, which'may be of any suitable form or construction. The carbureter includes a throttle valve 13, a main mixing chamber '14, and a main gasolene jet tube l5, which is connected in the usual manner with the float controlled gaso- Y lene chamber 16. In addition to the above parts, I provide means for priming the cylinders lof the engine, or supplying thereto independently of the main parts of the carbureter, a mixture for starting purposes. While it is immaterial, as far as certain features of my invention are concerned, as

` to the particular character of the source of the priming mixture, Iv here Ashow the source of the prlming mixture in the form of an auxiliary vaporizer designated as a which constitutes in efect an auxiliary mixing chamber and inc'loses an auxiliary jet tube 19 which iscOnneOted to the float controlled ga'solene chamber 16. The .chamber 18 has lnear its lower end, air inlet Openings 18a, so arranged that the air drawn therewhole by the reference character 17. This auxiliary vaporizer includes a chamber 18' through will pass in part at least about the y vaporiseparate pipe to the upper part of the carbureter, o-r to the lower part of the intake manifold Vdirectly above the throttle valve. n

In any event, the mixture lproduced by the auxiliary vaporizer enters the intakemani.-

fold and. is drawn up into the cylinders therethrough. -T his is not satisfactory .for starting purposes, for the reason that this mixture at viirst maybe of suitable richness in gasolene for ignition but before it enters the cylinders', it. is more or less diluted by -the contents of the main manifold. It is deextensive with and follows thu branches of 'the main manifold, `as indicated in Figs. 1 land 2, and the branches 4of theauxiliary 'manifold discharge the mixture into the cylpoint to the cylinders, a small auxiliary lintake manifold 2l, which is located within the'main manifold, as shown in the drawings. This inner auxiliary manifold is coinder castings, or at the points where the mixture lis normally discharged vfrom the branches of the main manifold. In this manner, they mixture for starting purposes is conveyed directly to the cylinder by way of the main manifold, but without having the mixture diluted by the contents of the main manifold, and without a complicated system of exterior piping, vwhich is obviously objectionable. It will be apparent also that this same arrangement of one intake manifold within the other might be employed as well with a different form of sourcey for the priming mixture, such fo-r example, as a priming pump-the discharge 'cranking or otherwise turning side of which might very well be extended to thelower end of the-intake manifold, and connected to the lower end of the inner in- 7take, the same as I here connect the pipe 20.

When it is desired to start the engine by the engine over, the throttle valve 13 w l preferably be closed so that the suction created by ,the movement of the pistons is all directed through the inner manifold 21, pipe 20, and 4 5 auxiliary' yaporizer. After the engine is u 'to speed, there will be little suction throug the auxiliaryv intake manifold and pipe 20,

the throttle valve then of course being opened and-the vaporization for normal engine operation taking place in the main portionJof the carbureter, which then functlons in the Vusual manner; In fact, I prefer to provide in the pipe 20 between the manifold and auxiliary vaporizer, a valve 22, by whlch .the auxiliary vaporizer may be put out o'f'scrvice entirely after the engine is started. This valve will be operated from any suitable point. Another'feature of my invention resides 1n an improvement which I have effected. in the auxiliary vaporizer, to cause a mix# tureof constant or uniform richness in gaso* lene, regardless of the rate at vwhich theL7 -englne ,1s cranked. This is of no little iinportance' when it is considered that the mixture which is supplied t0 the engine for priming purposes, should havea certain de' `floating sleeve 23 having a substantiallyc-4 s lindrical lower portion, 'which surroun and slides on the jet tube 19, and a flaring upper portion, the top of which 'has' a fairly close working fit within the inner cylindrical Wall of the chamber 18. The jet tube is substantially square in cross section, as indicated in the cross sectional view of Fig'.

3, the sleeve beamg on the corners which are slightly rounded. This construct-ion provides between the sleeve and tube passageways 221. The sleeve is provided near its lower end with openings 25 through which air may pass into the passageways between the tube and sleeve, or directly into the chamber above these passageways.

When the engine is `being cranked, the suction causes the sleeve to rise a` certain amount, depending upon the rate at which the engine is cranked. The greater the suction, the more the sleeve rises. However, the positionl of the sleeve determines partially-the velocity anddirection of the air which passes -upwardly about the gasolene orifice. When the sleeve is in substantially its lowermost position, practically all of the air passes through the rather restricted passageways 24, between the sleeve and the jet tube. The higher lthe position2 of the sleeve, the less the percentage of air which passes through the restricted passageways 24, and

the greater the percentage which passes d1- rectly through the larger openings 18a. and

25 over the orifice. tends to regulate the velocity of the air which passes about the orice by controlling the course of the air and the effective size Hence, this sleeve. 1

`of the air opening or openings which sur- I' round the orifice. In this manner, the velocity of air about the orifice is substantially constant, and the richness of the mixture. is substantially uniform regardless of the rate at which the engine is cranked. u

Having described mylinvention, I claim: 1. In combination in an v internal combustion enginehaving one or more cylinders,

a main source of explosive mixture, a main manifoldconnecting the same to the cylinder or cylinders, an auxiliary 4source of mixture,.and a second intake manifold. within the main manifold and connecting said auxiliary source to the cylinder-or cylinders.

2.- In combination in an internal combusltionengine having a plurality of cylinders,

a main source of explosive mixture, a main ders, a valve between the main source and the cylinders, an auxiliary source of fuel, a pipe connecting the sameito the manifold above the valve, an auxiliary intake manifold located within the main manifold and connected to said pipe.

3. In combination in an internal combustion engine having one or more cylinders, a carbureter provided with a main gasolene jet tube and a main mixing chamber, and with an auxiliary jet tube and auxiliary mixing chamber, a main intake manifold connecting the main mixing chamber with the cylinders, andy a second intake manifold located within the main intake manifold and connecting the auxiliary mixing chamber with the cylinders.

4. In combination in an internal combus'- vtion engine, one or more cylinders, a earbure'ter having a throttle Valve, a main jet tube and a main mixing chamber, an auxiliary jet tube, and an auxiliary mixing chamber, a main intake manifold connecting the main mixing chamber with the cylinders, a passageway extending from the auxiliary mixing chamber to the intake manifold just above the throttle valve and an auxiliary intake manifold located within the main manifold for conveying mixture from the upper end of said passageway to the cylin-h ders independently of the contents of the main manifold.

In testimony whereof, I hereunto aiix my signature in the presence of two witnesses.

. GEORGE R. WADSVVORTH. Witnesses:

f IIR. SULLIVAN,

A. F. Kwis.

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