US1207134A - Carbureter. - Google Patents

Description

W, C. CARTER.

CARBURETER.

APPLICATION FILED MAR. 16.!9M.

Patented Dec. 5, 1916.

2 SHEETS-SHEET I.

W. C. CARTER.

'CARBUHETER.

APPLICATION man MAR. 16. 1914.

Patented Dec. 5,1916.

2 SHEETS-SHEET 2 fivmr;

- sears aau WILLIAM C. CARTER, OF ST. LOUIS, MISSOURI, ASSIGNOR T0 CARTER CARBURETOR COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI.

CARBURETER.

Patented Dec. 5, 1916.

' Application filed March 16, 1914. Serial No. 825,129.

To all whom it may concern:

Be it known that 1, WILLIAM C. CARTER,

a citizen of the United States, residing atinternal combustion engines, and particularly to carbureters of the type that are not equipped with a spring-actuated air valve which opens automatically when the engine is in operation so as to admit variable quantities of air to the carbureting chamber as the speed of the engine varies.

One object of my present invention is to provide a carbureter of simple construction that is economical in the consumption of fuel, and which will produce an eflicient mixture for starting and for all speeds of the engine.

Another object is to provide a carbureter of novel design in which the throttle valve serves as a regulating valve for a port or ports from which liquid fuel is drawn into the intake pipe of the engine at a point in proximity to the throttle valve when the engine is first started and when it is running idle, and at low engine speeds.

Another object is to provide a carbureter which is so designed that a quantity of liquid fuel cannot collect in such a position when the throttle valve is wide open that it will be sucked into the intake pipe and thus strangle the engine, due to an excessively rich charge when the throttle valve is thereafter moved toward its closed position so as to decrease the speed of the engine.

Another object is to provide a carbureter which is so designed that a hot air supply pipe of any preferred length can be combined with the air intake of the carbureter without removing or changing the adjustment of. the liquid-fuel-supplying device. And still another object is to provide a carbureter which is equipped with an air-choking device of novel design that facilitates easy starting and which can also be used to govern or regulate the quantity of air that is drawn into the mixing chamber when the engine is in operation.

Other objects and desirable features of my invention will be hereinafter pointed out.

Flgure l of the drawings is a vertical sectional view of a carbureter constructed in accordance with my invention; Fig. 2 is a horizontal sectional view taken on the line 2-2 of Fig. 1; and Fig. 3 is a vertical sectional view illustrating. a slight modification of my invention.

-Referring to Fig. 1 of the drawings which illustrate the preferred form of my invention, A designates, the float chamber, B designates the liquid-fuel-supplying nozzle, C designates the air inlet to the air cha n ber or passageway D of the carbureter, and E designates the throttle valve, which is preferably arranged inside of an open-ended tubular-shaped member: 1 that forms a mixa lower end of same which communicates with' a-duct 5 that leads from the float tank, as shown clearly in Fig. 1. Air ports 6 are formed in theupper portion of the accelerating reservoir F so as to establish communication between said accelerating'reservoir and the air chamber D of the carbureter, and the reduced upper end portion of the nozzle B, in which the jet or orifice 2 is formed, projects upwardly into a tubularshaped air passageway G that is preferably formed by a member open at its upper end and arranged in axial alinement with the mixing chamber of the carbureter, said air passageway G being provided adjacent its lower end with side air inlet ports 7 that establish communication between the lower end of said passageway and the air chamat one side of the accelerating reservoir F,

receives liquid fuel from said accelerating reservoir through one OKIIIIODB ports 8, the upper end of said starting reservoir being open and in direct communication with the air chamber D of the carbureter. A conduit orpipe 9 whose lower end projects into the starting reservoir and terminates above the bottom of same, leads to an annular chamber 10 that surrounds the open-ended, tubular-shaped member 1 in which the throttle valve is arranged, and said member 1 is provided with one or more ports 11 a which are so arranged that the throttle valve E will act as a controlling valve which regulates the flow of the liquid fuel from the port or ports 11, as hereinafter described. In the carbureter herein shown a single port 11 is formed in the member 1 at such a point that the throttle valve E will extend transversely across said ,port intermediate the top and bottom edges of same when the throttle valve is in its closed position, as shown in Fig. 1, said port 11 being of greater cross-sectional area than the thickness of the throttle valve and preferably so positioned that only a very slight portion of same extends above the throttle valve when the throttle valve is closed, there by causing the major portion of said port to be subjected to atmospheric pressure. In practice the port 11 is so proportioned that just enough fuel will be drawn into the chamber 10 when the throttle valve is closed to start the engine and keep it in operation when it is running idle. The suction that is created above the throttle valve when the engine is cranked with the throttle valve in the position shown in Fig. 1 causes liquid fuel to be sucked up out of the start ing reservoir H through the pipe 9 into the annular chamber 10, and thence through the upper edge portionof the port 11 into the intake pipe of the engine. ln view of the fact that the lower edge portion of the port 11 is uncovered or subjected to atmospheric pressure at this time air will flow from the mixing chamber through the lower edge portion of the port 11 into the annular chamber 10 when the engine is cranked, and thus combine with the liquid fuel in said chamber to form a rich starting charge that is drawn into the intake pipe above the throttle valve. Opening the throttle valve E increases the area of the port 11 that is subjected to the direct suction in the intake pipe and thusautomatically increases the supply of fuel that is drawn into the chamber 10 from the starting reservoir H, the

carbureter being preferably so designed that the port 11 constitutes the sole fuel supply up to about one-third of the maximum speed of the engine. The port 11 is preferably arranged comparatively close to the axis of oscilation of the throttle valve E so that the area of said port which is subjected to the action of the suction in the women group of cylinders of the engine.

When the throttle valve E has been opened to such a point that the port 11 is entirely uncovered the suction in the vertically-disposed air passageway G is .sufiicient to suck liquid fuel out of the orifice 2 at the upper end of the fuel nozzle B, the side ports Tat the lower end of the air passageway G causing the air in the air chamber D'of the carburetor to rush into the lower end of the air passageway G at a number of points in proximity to the upper end of the fuel nozzle, as shown in Fig. 1, .and thus create sufiicient suction on the orifice 20f said nozzle to lower the level of the liquid fuel in the accelerating reservoir F, When the engine has attained sufiicient speed to consume all of the liquid fuel in the accelerating reservoir; or, in other words, after the accelerating reservoir has been sucked dry, the air in'the air chamber D of the carburetor is sucked down into said ing the suction on the fuel'supply port at the lower end of the nozzle and preventing the excessive flow of fuel from the discharge orifice 2 at the upper end of the nozzle B. When the speed of the engine decreases, due to an excessive load or partial closing of the throttle valve E, the suction on the nozzle, of course, becomes less and consequently the liquid fuel'will start to flow into the accelerating reservoir F and cut oil the supply of air through the ports 3 in the lower end of the nozzle, the fuel continuing to rise in the accelerating reservoir and eventually filling the starting reservoir H, thereby maintaining a sufficient supply of fuel for the tube 9 when the throttle valve E has been returned to such a position that it partly closes the port 11.

The port 4, through which the liquid fuel is supplied to the nozzle B, is so designed that it will supply a relatively great quantity of fuel at slow engine speeds, and in order to prevent the supply of fuel from the nozzle from increasing proportionately with the speed of the engine, I have designed the carbureter in such a manner that the nozzle will not supply proportionately the same quantity of liquid fuel at high speeds that it does at slow speeds of the engine.

mouse tion of 'the float chamber A so as to retard the flow of the liquid fuel from the float chamber through the fuel-supply port 4. In the form of my invention shown in Fig. 3 this is accomplished by providing the nozzle of the carbureter with means whereby the rise and fall of the fuel in the accelerating reservoir cause more or less air to be drawn into the nozzle so as to diminish the suction on the fuel supply port 4 of the nozzle progressively as the speed of the engine increases. In the carbureter shown in Fig. 1 the float chamber A is not provided with an air vent so as to establish direct communication between the float chamber and the atmosphere; but, on the contrary, said float chamber is closed to the atmosphere and a breather-pipe or air duct I is provided for establishing communication between the air chamber D of the carbureter and the upper portion of the float chamber A. By connecting the upper portion of the float chamber directly with the air chamber D of the carbureter the fuel in the float chamber will be subjected to a suction of the same intensity as that of the suction in'the air chamber of the carbureter. When there is a high suction in the air chamber D of the carbureter there will be the same suction in the upper portion of the float chamber, and when the suction in the air chamber D of the carbureter is diminished the suction in the upper portion of the float chamber will be diminished. The suction in the float chamber, of course, tends to retard the flow of the fuel from the float chamber, and as this suction varies automatically according to the speed of the engine, it will be obvious that the fuel supply port 4 to the nozzle will supply a proportionately lesser quantity of. fuel at high speeds than it does at low speeds. In other words, the variable suction created in the upper portion of the float chamber A, due to variations in the speedof the engine, accurately regulates the supply of fuel to the nozzle or fuel-supplying device of the carbureter at high engine speeds. At slow engine speeds, or when there is a comparatively low suction in the air chamber D of the carbureter and in the upper portion of the float chamber A, the fuel flows freely from the fuel-supply port 4 that establishes communication between the fuel nozzle and the float chamber. By constructing the carbureter in this manner, namely, providing it with a. breather-pipe I for creating a variable suction in the upper portion of the float chamber, I am able to attach a hot air supply pipe of any desired length to the air intake C of the carbureter without changing the adjustment of the fuel-supplying device of the carbureter. If

the carbureter were not provided with a, breather-pipe or other air passageway for establishing communication between the upper portion of the float chamber and the air chamber D of the carbureter it would be necessary to substitute a. nozzle provided with a different-sized fuel supply port if a hot air supply pipe were attached to the air inlet C of the carbureter on account of the fact that greater suction would be required to draw air through such a pipe than if the carbureter were not provided with same. Likewise, if the length of this hot air supply pipe should be varied it would be necessary tovary the size of the fuel supply port of the nozzle so as to insure the proper supply of fuel from the nozzle according to the suction in the carbureter. In the carbureter shown in Fig. 1, however, it is not necessary to change the nozzle when a hot air supply is attached to the air intake of the carbureter or when the length of the hot air supply pipe is varied, owing to the fact that any increase in the suction in the air chamber D of the carbureter produces a corresponding increasein the suction in the float chamber A, and consequently retards the flow of the fuel through the supply port 4:, more or less, according to the intensity of the suction above the level of the fuel in the float chamber. Another desirable feature that results from such a construction is that the fumes from the float chamber pass directly into the carbureter and are thus utilized instead of being wasted as in the carbureters now in general use in which the float chamber has an air vent through which the fumes escape to the atmosphere.

In the form of my invention shown in Fig. 3 the breather-pipe or air passageway I between the upper portion of the float chamber and the air chamber of the carbureter is omitted, and the nozzle 13 is provided with a number of ports 3* located at different horizontal levels so that more or less air will be drawn into the nozzle'according to the level of the fuel in the accelerating reservoir F. The quantity of air that enters the nozzle through the ports 3 increases progressively as the level of the fuel in the accelerating reservoir drops or as the suction in the air passageway G of the carbureter increases so that by the time the engine is running fast enough to suck the fuel directly out of the supply port 4 and up through the nozzle B air will be rushing into the nozzle through all of the side ports 3 in same and consequently will prevent an excessive flow of fuel from the supply port at of the nozzle. When the speed of the engine diminishes the fuel starts erating reservoir will be completely filled, thus cutting 05 the supply of air to the interior of the nozzle.

A choking-valve J is preferably provided for cutting off direct communication between the mixing chamber and the air chamber 1) of the carbureter when the engine is cranked, and in the preferred form of my invention as herein shown, said chokingvalve consists of a horizontally-disposed flange on the upper end of 'a sleeve 12 that is adjustably mounted in the "ertical passageway G of the carbureter into which the upper end of the nozzle B projects. Said sleeve 12 is adapted to be moved upwardly prior to cranking the engine so as to force the choking-valve J against the lower end of the member 1 and thus cut ofl? direct communication between the mixing chamber and the air chamber D of the carbureter. 1n the embodiment of my invention herein shown the means for. raising and lowering the sleeve 12 consists of a horizontally-disposed f to / stationary or at rest while the engine conand low cost of manufacture.

pinion shaft 13 that meshes with rack teeth 14 on the sleeve 12, said pinion shaft being provided with an adjusting arm 15 which is operatively connected to an adjusting mechanism, not shown, such, for example, as is usually employed on the dashor steering column of an automobile for regulating the carbureter. The choking-valve J not only serves to choke the supply of air to the mixing chamber of the carbureter when the engine is being started, but it also serves to regulate the supply of air to the mixing chamber when the engine is in operation, owing to the fact that the air that is drawn directly into the mixing chamber from the air chamber of the carbureter passes between the lower edge of the tubular member 1 and the chohng-valve J. llt will, of .course, be understood that when the engine is in oper ation the -choking-valve J is spaced away from the lower end of the member 1 that constitutes the mixing chamber of the carbureter, and that said choking-valve remains tinues in operation. If, on account of atmospheric conditions, it is desirable to vary the supply of air to the mixing chamber,

this can be accomplished by merely shifting the choking-valve J slightly so as to vary the size of the space between said valve at the lower edge of the member 1 through which the air passes directlyinto the mixing chamber.

The specific details of construction of the carb'ureter are immaterial so far as my broad idea 1s concerned, but I prefer to construct the carbureter in the manner herein illustrated on account of its simplicity It consists of a casting as provided at its upper end with a fla e 16 for connecting the carbureter to the intake pipe of the ene and a castaemating 3 that forms the bottom of the float chamber A and which is secured to the casting a: by a nut 17 that bears against-the under side of the casting y and which is screwed into the lower end of the casting a; so as to clamp a shoulder 18 on the casting m tightly against the top face of the casting 3 said nut and the portion of the casting w into which said nut is screwed being provided with alining ports 5 through which the fuel flows from the duct 5 of the float chamber to the supply port a of the nozzle. The tubular-shaped member that forms the air passageway G, fits snugly in a tubular-shaped portion 19 of the casting w and is permanently connected thereto in some suitable manner as, for example, by expanding or pressing the part 20 of the member Gr outwardly into a recess in the inner face of the tubular-shaped part 19 of the casting or, as shown in Fig. 1. The

reservoir into the air passageway G. The

sleeve 12 which carries the choking-valve J is telescoped in the upper end portion of the member G and the horizontally-disposed pinion shaft 13 which forms part of the mechanism for adjusting the choking-valve, is journaled in the casting w. The float chamber A can be provided with any suitable kind of mechanism for maintaining a constant level of liquid fuel in said float chamber, and said float chamber may be formed in various ways without departing from the spirit of myinvention, but in the form of my invention shown in Fig. 1 it is essential that the float chamber be provided at its upper end with an opening 22 that "11111031383 with the breather-pipe l or that it be designed in such a manner that direct n unication is established between the upper portion of the float chamber and the air chamber D of the carbureter.

A carbureter of the construction abovedescribed is economical in the consumption of fuel and produces an eficient-mixture for starting and for all speeds of the engine, owing to the fact that the throttle valve accurately regulates and varies the quantity of. fuel that is supplied to the intake pipe ofthe engine above the throttlevalve when the engineis started and when it is running idle and at slow engine speeds, the movement of the throttle valve toward its open position causing the supply of fuel from the port 11 to be increased automatically, and the movement of said valve toward its closed position causing the supply from said diminishes.

port to be decreased automatically. The choln'ng-valve J not only facilitates easy starting of the engine but it also enables the direct supply of air to the mixing chamber to be varied according to atmospheric conditions. By arranging the accelerating reservoir and the fuel supply ports 3 and 4 of the nozzle below the normal level of the liquid fuel in the float chamber and making said ports of sufficient capacity or size to supply a relativel great quantity of fuel at slow engine spee s, gravity causes the fuel to build up in the accelerating reservoir automatically when the speed of the engine The variable suction that is created in theupper portion of the float chamber by thebreather-pipe I prevents the port 4 from supplying proportionately the same quantity of liquid fuel at high speed that it does at slow speeds of the engine, and furthermore, enables a hot air supply pipe of any desired length to be attached to the air intake C of the carbureter without changing the adjustment of the fuel-supplying device of the carbureter or substituting a nozzle provided with a different-sized supply port.

As previously pointed out, the starting reservoir of the carbureter herein described is supplied from the accelerating reservoir instead of from the float chamber of the carbureter. The advantage of such a construction is that a quantity of liquid fuel cannot collect in the starting reservoir or in the pipe 9 when the throttle valve is wide open, or in such a position that there is not sufficient suction in the chamber 10 to lift fuel through the tube 9. Various carbureters have been designed in which a bypass or fuel-supply tube leads around the throttle valve from a source of liquid fuel supply so as to supply fuel to the intakepipe above the throttle valve when the throttle valve is closed, but in all of the prior carbureters of this type with which I am familiar the bypass leads directly from the float chamber. Consequently, when the throttle valve is wide open or in such a position that no suction is exerted on the bypass the liquid fuel builds up in the bypass or rises in same to the normal level of the liquid in the float chamber, and when the throttle valve is thereafter moved toward its closed position the charge of liquid fuel in the bypass rushes into the intake pipe and strangles the engine. In my improved carbureter the bypass or tube 9 receives its supply of liquid fuel from the accelerating reservoir, and as said accelerating reservoir is sucked dry when the throttle valve is wide open it is not possible for liquid fuel to collect in the pipe or bypass 9 when the throttle valve is Wide open and thus strangle the engine when the throttle valve is thereafter moved toward its'closed position. The carbureter comprises comparatively few parts; it is of such simple design that it can be manufactured at a low cost and is not apt to get out of order when in use; and it is provided with only one air inlet, namely, the air inlet 0.

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

1. A carbureter provided with a mixture passageway through which the mixture travels to the intake of the motor, a fuel supply port in the wall of said passageway, and a throttle valve arranged in said passageway in such a manner that one portion of said port will be subjected to atmospheric pressure and the remainder of said port will be subjected to a high suction created by the motor when the throttle valve is nearly closed,'or, in other words, set in such a position that only sufficient mixture to keep the motor in operation will travel through said passageway.

2. A carbureter provided with a mixture passageway through which the mixture travels to the'intake of the motor, a main air passageway, an accelerating reservoir that communicates with said main air passageway, a starting reservoir that receives its supply of liquid fuel from said accelerating reservoir, a liquid fuel supply duct leading from said starting reservoir and discharging into said mixture passageway, and a throttle valve arranged in said mixture passageway in such a position that one portion of the discharge end of said fuel duct will be subjected to atmospheric pressure and the remainder will be subjected to a high suction when only sufiicient mixture to keep the motor in operation is traveling through the mixture passageway.

3. A carbureter provided with a passageway through which the mixture travels to the intake of the engine, a throttle valve for said passageway, and a fuel-supply port extending transversely through the side wall of said passageway adjacent the axis of oscillation of the throttle valve and at such a point that the throttle valve will vary the effective area of said port which is subj ected to the suction above the throttle valve when said-valve is closed and partly closed.

4. A carbureter provided with a main air passageway, an accelerating reservoir in which the liquid fuel collects at slow engine speeds, said accelerating reservoir communicating with the main air passageway of the carbureter, a starting reservoir formed by a recess or chamber separate and distinct from that constituting the accelerating reservoir and receiving its supply of fuel from said accelerating reservoir, a fuelsupply duct through which the fuel is drawn from said starting reservoir at slow engine speeds, and a nozzle through which the fuel is drawn from said accelerating reservoir at intermediate engine speeds.

5. A carbureter provided with an accelerating reservoir in which the liquid fuel collects at slow engine speeds, a starting reservoir which receives its supply of fuel from said accelerating reservoir, a fuel-supply duct through which the fuel is drawn from said starting reservoir at slow engine speeds, a nozzle through which the fuel is drawn from said accelerating reservoir at intermediate engine speeds, a liquid fuelsupply port for said nozzle of 'sutficient capacity to supply a relatively great quantity of fuel at slow engine speeds, and means for creating a variable restraining force on the liquid fuel being admitted to said port so as to prevent said port from supplying proportionately the same quantity of fuel at high engine speeds that it does at slow engine speeds.

6. A carbureter provided with an accelerating reservoir in which the liquid fuel collects at slow engine speeds, a starting reservoir which receives its supply of fuel from said accelerating reservoir, a fuel-supply duct through which the fuel is drawn from said starting reservoir at slow engine, speeds. a nozzle through which the fuel 1s drawn from said accelerating reservoir at intermediate engine speeds, a float chamber, a supply port through which the fuel flows from said float chamber to said nozzle, and means for creating a variable suction in the upper portion of said float chamber so as to regulate the flow of fuel from said supply )ort.

1 7. A carbureter provided with a main air passageway, an accelerating reservoir communicating with said air passageway, a hollow nozzle in said accelerating reservoir provided at its upper end with a discharge port, means for supplying liquid fuel to said nozzle, means for establishing comi'nunication between the interior of said nozzle and said 7 accelerating reservoir, a starting reservoir that receives its supply of fuel from said accelerating reservoir, and means for conducting the fuel from said starting reservoir to the intake pipe of the engine at a point above the throttle valve when the throttle valve is closed or partly closed.

8. A carbureter provided with a main air passageway, an accelerating reservoir communicating with said air passageway, a hollow nozzle in said accelerating reservoir provided at its upper end with a discharge port, means for supplying liquid fuel to said nozzle, means for establishing communication between the interior of said nozzle and said accelerating reservoir, a starting reservoir that receives its supply of fuel from said accelerating reservoir, means for conducting the fuel from said starting reservoir to the intake pipe of the'engine at a point above the throttle valve when the throttle valve is closed or partly closed, said means comprising a port in the throttle valve passageway of the carbureter whose eflective area is controlled by the throttle valve, and means for preventing the nozzle from being supplied with proportionately the same quantity of fuel at high engine speeds that it is supplied with at slow engine speeds.

9. A carbureter provided with an air chamber, a vertically-disposed air passageway in said chamber which is open at its upper end, a fuel-supply nozzle at the lower end of said passageway, side ports in the lower end portion of said air passageway through which the air rushes into said passageway and thus exerts suction on said nozzle, and an accelerating reservoir that supplies fuel to said nozzle and whose upper end communicates with the air chamber of the carbureter.

10. A carbureter provided with an air chamber, a vertically-disposed air passageway in said chamber which is open at its upper end, a fuel-supply nozzle at the lower end of said passageway, side ports in the lower end portion of said air passageway through which the air rushes into said passageway and thus exerts suctionon said nozzle, an annular accelerating reservoir surrounding the lower portion of said nozzle and provided with an opening that establishes communication between said reservoir and the air chamber of the carbureter, a fuel-supply port at the lower end of said nozzle, and means for'establishing communication between the interior of said nozzle and said accelerating reservoir.

11. A carbureter providedv with an air chamber, a vertically-disposed air passage way in said chamber which is open at its upper end, a fuel-supply nozzle at the lower end of said passageway, side ports in the lower end portion of said air passageway through which the air rushes into said passageway and thus exerts suction on said nozzle, an annular accelerating reservoir surrounding the lower portion of said nozzle and provided with an opening that establishes communication between said reservoir and the air chamber of the carbureter, a fuel-supply port at the lower end of said nozzle, means for establishing communication between the interior of said nozzle and said accelerating reservoir, a starting reservoir in which the liquid fuel collects when the engine is running idle, and a conduit leading from said starting reservoir to a point above the throttle valve of the carbureter.

12. A carbureter provided with an air chamber, a mixing chamber that is normally in direct communication with said air chamher, a throttle valve for governing the flour of the mixture from said mixing chamber.

and a choking-valve separate and distinct from the throttle valve for cutting off direct communication between said air chamber and mixing chamber to facilitate easy starting of the engine, said choking-valve being stationary or at rest when the engine is in operation.

13. A carbureter provided with an air chamber, a mixing chamber that is normally in direct communication with said air chamber, a throttle valve for controlling the flow of the mixture from said mixing chamber, and an adjustable device separate and distinct from the throttle valve that serves as a choking-valve for said mixing chamber and which can also be used to govern the supply of air from the air chamber to said mixing chamber.

14-. A carbureter provided with an air chamber having a fixed air inlet, a mixing chamber communicating with said air chamber, a vertically-disposed air passageway in said air chamber whose upper end is open and normally in direct communication with said air chamber, a choking device separate and distinct from the throttle valve for cutting 01f direct communication between the air chamber and said air passageway and mixing chamber, and restricted passageways for establishing indirect communication between said air chamber and mixing chamber when said choking device is operative.

15. A carbureter provided with an air chamber having a fixed air inlet, a mixing chamber communicating with said air chamber, a vertically-disposed air passageway in said air chamber whose upper end is open and normally in direct communication with said air chamber, a choking device for cutting off direct communication between the air chamber and said'air passageway and mixing chamber, a fuel-supplying device at the lower end of said air passageway, and side ports in said air passageway adjacent said fuel-supplying device, through which the air passes from said air chamber into said air passageway when said choking device is in position to cut off direct communication between said chamber and passageway.

16. A carbureter provided with an air chamber, a tubular-shaped member having its lower end terminating inside of said air chamber and provided with a throttle valve,

and an adjustable device in said air chamber cooperating with the lower end of said tubular shaped member to regulate the flow of the air from said air chamber into said member.

17. A carbureter provided with an air chamber, a mixing chamber formed by a tubularshaped member whose lower end terminates inside of said air chamber, a vertically-disposed adjustable .sleeve arranged inside of said air chamber and provided at its upper end with a horizontally-disposed flange constituting a choking portion for varying the flow of air into said mixing chamber, a fuel-supplying device terminating inside of said sleeve, and means for causing air to travel upwardly through said sleeve and thus exert suction on said fuelsupplying device.

18. A carbureter provided with an air chamber, a mixing chamber formed by a tubular-shaped member that terminates inside of said air chamber, a vertically-disposed. adjustable sleeve arranged inside of starting reservoir to a point above the throttle valve of the carbureter.

19. In a carbureter for internal combustion engines, the combination of a mixing chamber, a fuel jet therein, means to supply fuel to the jet, an auxiliary fuel tube for conveying fuel to themixing chamber, an auxiliary fuel container having means for the supply of fuel thereto, an additional fuel container having restricted connection with said auxiliary fuel container and from which additional fuel container the said auxiliary fuel tube sucks, means for varying the air pressure in both of the said fuel containers during the operation of the carbureter.

In testimony whereof I hereunto aflix my signature in the presence oftwo witnesses, this thirteenth day of March, 1914.

WILLIAM C. CARTER.

Witnesses:

WELLS L. Carmen, GEORGE BAKEwnnL.

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