US1239442A

US1239442A - Carbureter.

Info

Publication number: US1239442A
Application number: US5960415A
Authority: US
Inventors: Bernhard C J Anderson
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-11-04
Filing date: 1915-11-04
Publication date: 1917-09-11
Anticipated expiration: 1934-09-11

Description

B. 0.1. ANDERSON. CARBURETER.

APPucATfoN FILED Nov. 4. 1915- www@ 3 SHEETssHl-:Er 1.

' memdsm. 11,191?.

B. 0.1. ANDERSON.

CARBURETER. APPLICATION FILED NOV. 4.1915.

l 923994142.. Patented Sept. 11, 1917.

3 SHEETS-SHEET 2.

m 'Qq u@ n O 55s' 7 il' i Wwgy 5i n.2 ,h/11111111111117111111@ mrt- .miumJii-il 3 B.C. `J. ANDERSON. CARBURETER; V APPLICATIN FILED NOV. 41 |915.

3L "f 39,42. Patented Sept. 1l, 191?.

3 SHEETS-SHEET 3. v

BERNHARD C. J. `AIVDERSON, OF CHICAGO, ILLINOIS.

CARBURETER.

Specification of Letters Patent.

Patented Sept. lll, 19d?.

Application filed November 4, 1915. Serial No. 59,604.

To all whom t may concern: i

Be it known that I, BERNHARD C. J. AN- nnnsoN, a citizen of the United States, residing in Chicago,in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Carbureters, of which the following is a specification. i

Many carbureters as heretofore constructed have means for admitting what is called an auxiliary supply of air, being a supply of atmospheric air admitted to the explosive mixture, after this mixture is made, for the purpose of diluting it 4but the objection to carbureters of this type is that the auxiliary air is not thoroughly divided and mixed with the hydrocarbon to form the explosive mixture, so that all of the auxiliary air is not thoroughly carbureted and therefore a part of the Huid drawn into the cylinder is insuificiently carbureted or in other words the hydrocarbon is not sufficiently subdivided.

One object of the present invention is to provide a carbureter in which the entire volume of air passing through the carbureter will be brought into intimate contact with the liquid fuel and bethereby thoroughly carbureted, leaving the richness of the mixture largely dependent upon the velocity with which the air passes the discharge mouth of the passage through which the liquid fuel is supplied.

. Another object ofthe invention is to automatically proportion the capacity of the throat through which the air passes the mouth of the liquid-fuel discharge passage with relation to the then existing passage through which the explosive mixture is being drawn into the cylinder.

Another object of the invention is to provide improved means for forming the discharge passage for the liquid fuel.

Another object of the invention is to provide means for supplying the discharge passage for the liquid fuel by capillary attraction. rather than by the entrainment of the liquid fuel under the infiuence of the suction produced by the engine.

@ther objects of the invention will appear from the `description which follows.

With these objects in view the invention ""sts in the features of novelty that are be anaiiter described with. reference to the which they occupy when the engine is at rest or running on throttle.

Fig. 2 is a vertical section on the line :Q -2, Fig. l, with the parts in normal positions.

Fig. 3 is a vertical central section thereof on the line 3-S, Fig. 2, looking in the direction of the arrows, with the parts in normal positions.

Fig. 4 is a similar vertical section with the parts in the positions which they occupy when the carbureter is open to its maximum capacity.

Fig. 5 is an enlarged horizontal section on the line 5 5, Fig. 3, looking in the direction of the arrows.

Fig. 6 is an underside view of the improved carbureter with the parts in normal positions. i

Fig. 7 is a similar view with the parts in the positions in which they are shown by Fig. 4;

Figs. S, 9 and 10 are horizontal sections on the lines 8 8, 99 and 10-10, respectively, Fig. 3, looking in the direction'of the arrows.

`T he body of the carbureter comprises anouter tubular wall or shell, l, which is preferably cylindrical and of equal diameter from top to bottom, although this latter is not essential. This shell, before the parts are assembled, is entirely open at its upper end, and at its lower end it joins and rises from a web, 2, having through it openings, 3, of ample capacity for admitting the maximum volume of air required. Within the shell, l, and concentric therewith is a cylindrical tubular wall or partition, 4, of less external diameter than the interior of the shell, 1, so as to leave between them an annular space or fuel chamber which is filled from top almost to the bottom with a wick or body, 5, of any suitable capillary substance. The bottom ofthie partition, or wall, joins and is preferfbly integral with the web, and its upper end terminates flush with the upper end of the shell, 1. The adjoining portions of the tcp and outer surfaces of the wall, et, are cut away as at 6, to form a sort of annular reservoir in which a small body of free liquid fuel may accumulate. The bottom of the annular wick chamber communicates with a duct'or passage, 7, which in turn communicates with a duct or passage, S, formed through a hollow nipple, 9, which is externally screw threaded for attachment to a connectionl extending to a supply source ofA liquid fuel (notshown).

-trolledvl by a` valve, 10, carrledby a= stem,

The duct or passage, 7, is con- 11, threaded at,`12, for engagement with complementary threads on the interior of a'ftubular nipple, 13 that isrigidly carried by the shell,1, being preferably integral witlifit, so that byturning the stem, 11, the valve, 10,'is moved relatively to itslseat which is formed around the lower= end of theduct, 7, whereby the flow of liquid fuel tothe annular wick chamber is controlled'. To prevent leakage past the valve stem, 12` itis 'surrounded by a stalling box, 14, the

' cap of which is4 screwed onto the lower end ofthe nipple, 13; A

Originally the valve, 10, is set a slight distance from Vits seat-just'far enough away to permit the passage Vof just the quantlty of liquid'that is necessary forrunning on throttle,and this original setting" ofthe valve yis accomplished by turning the valve stem,` 11, manually, but thereafter, in order to meetthe requirements for greater' speeds tli'e valve is moved automatically by conneetions hereinafter described between the valve stem and the throttle lever.

At its Vtop the wall, l, has an inwardly exte1idi11g=-fla1ige which is undercut, so as to reduce it to a knife-edge annular lip, 15.

The shell, 1, vis surmounted 'by aspacing ring`,'16, which is held down by a clamping member,l which in theforin of 'the invention shownin the drawings consists of a ring 17, having at 'its outer edge a downwardly presented annular flange, 13, which snugly embraces a radial flange, 19, with which the *upper portion ofthe shell, 1, is provided, and lan upwardly presentedannular flange, 20,"which snugly embracesa radial flange, 21, on'the bottom of the cap; or dome, 22, of the carbureter. The annular flanges, 18 andy20', are for the solepurpose ofcentering the/'parts and' thereby facilitating fthe work of assembling them. For holding the spacing ring in -placewhen' the dome or cap 22, isremoved for any" purpose the clamping ring-f1?, maybesecured "to the shell', 1, by one* or 'moref screws, 23, the heads of which are countersunk so as to be flush with' the topsurface of lthe clamping ring. For permanently securing the clamping ring. in place, and holding thev dome or cap ofthe carbureter in place, anumber of screws, 211;

are passed through the flange, 21, clamping ring, 17 and spacing ring, 16, and screwed into the flange, 19.

The holding' of the spacing ring in place when the cap or dome is removed, is the only object in using a separate clamping ring interpbsed between the'spacing ring and the cap or dome. Otherwise the bottom of the flange, 21, might contact directly with the spacing ring and the separate clamping ring might be' dispensed with altogether.

rlhe inner edge of the clamping ring is chamfered or cut away on its top side so as to reduce it to a knife-edge lip, 25, which is of the same diameter as the knife-edge lip, 15, already-described and these lips are separated by a space equal to the thickness-of the spacing ring, 16, which is very thin. For a one-inch carbureter for instance it is only Vabcutone one thousandth of anv inch and preferably is made-from a sheet of thin paper, which being frail makes the use of the separate clamping ring desirable; This manner' of formingthe discharge passage for the liquid fuel is far superior to forming it by a milling or lmachining 'process which is-intended to provide two fiat surfaces, one of which is iny a plane only a small fraction of Aan inch away from the plane of the' other. By this latter process accuracyfor even one measurement is next to impossible and variation or adjustment for different measurements is wholly impossible without'further milling. But by the use of a spacing ring or rings, between flat milled surfaces, all adjustments are made possible.'

As thus far 4described the operation of the device is as follows.

The fuel supply device (which is not shown because devices for this purpose'of many different constructions are well `known to those skilled in the art) will maintain free liquid fuel in the annular wick chamber at a certain level. The wick, 5, dipping into this liquid will, by capillary attraction, carry it up to the .thin annulardischarge passage, 26, in which 'itlis spread Yout in a very thin film and as the suction produced by the engine draws in air and causes it to flow past the knife-edge lips, in the manner hereinafter described7 the liquid fuel iwill be thoroughly vaporized yandtheair thoroughly carbureted and drawn into the interior of the dome or cap, which constitutes or has a mixing chamber, 27, from which it passes through the outlet port, f 2S, and thence on tothe engine cylinder.

The outlet, 28, is cylindrical and is controlled by a diskvalve, 29, which, `for the sake of distinction will hereinafter be called the choke-valve, although it has the function of a7 throttle valve.V This chokevalve is approximately of the same diameter as the outlet port which it occupies, so as to be easily slidablelinto and-out ofit with a piston lit. This choke-valve is carried by a tubular stem, 30, which has near its lower end perforations located diametrically opposite each other, into which perforations extend the unthreaded ends of screws, 8l, which screws occupy correspondingly threaded perforations formed through the opposite sides of a sleeve, 3Q, hereinafter called the camsleeve. These screws connect the tubular valve stem, 30, and the cam sleeve, 32, so that they are incapable of any movement independently of each other. The cam sleeve surrounds loosely so as to be capable of turning freely thereon a tube, 33, hereinafter called the stop tube, which projects downward from the web, 2. The i interior of the cam-sleeve is of two diameters, resulting in an internal shoulder, 34, near its lower end, which is adapted under some conditions to contact with the lower end of the stop-tube, thereby forming a stop for limiting the upward movement of the cam-sleeve, 82, and consequently of the tubular valve stem, 30, and the choke-valve, Q9, which it carries.

The interior of the tubular valve-stem, 30, has near its lower end internal screw threads for engagement with a correspondingly threaded portion, 85, of a stem, 36, which passes completely through the tubular valve-stem, 30, and projects therefrom at both its upper and lower ends. The projecting lower end of the stem, 36, is adapted to be grasped or to receive an implement for turning it and thereby adjusting it lengthwise relatively to the tubular valve-stein, 30, for the purpose of regulating the tension of a coil spring, 37, which surrounds the upper projecting end of the stem, 36, and exerts its pressure in one direction against said stem, through the medium of a collar, 3S, carried by it and in the other direction against a valve, 39, with a tendency to hold it closed or seated. rllhis valve, 39, normally bears upon the top of the choke-valve, 29, and closes one or more ports or passages, 40, formed through it.

In order to prevent the stem, 36, from -turning at random under the influence of vibration, the stem, 36, is made of square or other non-circular shape as at, 41, and a spring clamp, 42, is seated in openings, 43, formed in opposite sides of the tubular valvestem, 30. rlhis clamp has delicate spring arms which engage thenoncircular portion, 4l, of the stem, 36, with sufficient force to prevent it from turning at random but not with sufficient force to prevent it from being turned easily for the purposevof adjusting the tension. of thespring, 37. i

46 is a valve which may approximately be called the throttle or throttle valve.7 Its purpose is to control and regulate the volume and 4velocity of the current of air iiowing past the lips, 15 and 25, of the mouth of the thin annular fuel-discharge passage, 26, and it is so shaped that the capacity of the annular passage or throat through which the air flows past the mouth of the annular fuel-discharge passage will depend upon the position of the throttle itself. Its exterior is of taperingpreferably conicalushapc and the angle of its taper corresponds approximately with the angle or taper of the downwardly flaring internal surface, 45, of the mixing chamher, 27, with which the choke-valve, 2., cooperates, the surfaces of the mixing chamber and the throttle being at all times approximately parallel.

lVhen the carbureter is working on throttle and the choke-valve closed the total capacity of the passage for the flow of the explosive mixture to the engine will be represented by the capacity of the port or ports, 40, through the choke-valve, 29, but when the outer-port, 28, is more or loss opened by moving the choke-valve away from it, in the manner hereinafter described, the capacity of the passage for the explosive mixture to the engine will be represented by the capacity of'the annular space, or passage or throat between the periphery of the choke-valve and the flaring inner surface, 45, of the mixing chamber', plus the capacity of the port or ports, 40, to the extent that these latter are uncovered by the lifting of the valve, 39, under the influence of the suction of the engine. The farther the choke-valve is moved away from the port, 28, the greater will be the capacity of this annular passage or throat around it. By means hereinafter described the choke valve and throttle, 4G, are indirectly connected so that while they may, when desired, be adjusted relatiif'ely to each other, still normally they are compelled to move together during the normal operation of the carbureter, so that as the choke valve is moved away from the port, 28, and the annular passage around it thereby increased, the throttle will be moved away from the discharge mouth of the thin annular fueldischarge passage, 2G, between the annular lips, 15 and thereby increasing` the one at a ratio corresponding with the increase of the other.

The throttle, 46, is secured to the upper end of a tubular stem, 47, which passes down through a tubular guide-post, 48, rising from the web,2, and also through the web. 2, and through the stop tube, 33, whereby it is guided and held against lateral movement. The throttle is normally held yieldingly in elevated position by a coil spring, 49,which surrounds the guide post, 48, and bears upward against the under side of the throttle and downward against the web, 2.

The lower end of the tubular valve stem,

47,isexternallyscrew threaded as at 50, and onto this threaded portion is turned an adjusting nut, 5l, the top side of which bears against the lower end of the camsleeve, 32, whereby the upward movement of the valve-stem, 47, and consequently the throttle, 46, under the influence of the spring, 49, is ultimately limited. By turningthis nut, 5l, the position of the throttle with relation to the lip, 15, and the position ofthe choke valve with relation to the port, 2S, may be adjusted, but the adjustment should'be such that the throttle never contacts with the lip, 15.' rEhe purpose of this adjustment is to regulate the capacity of the annular throats around the throttle and chokevalve, under any given position of the throttle lever; The-cam sleeve, 32, has a slot, 52, which occupies an approximately helical course and into this slot projects a rigid pin, 53, projecting radially from the fixed stop tube, 33,` so that when the cani sleeve is turned in the direction of the arrow placed upon itin Figs. 1 and 2, the pin 53 will cause the cam-sleeve to move downward' and thelower end of this sleeve being in contact with the nut, 5l, the latter will be forced downward thereby drawing the val-vestem, 47, downward and in turn moving"thethrottle and choke valve downward increasing-the throats around them. A stop pin, 54,"carried by the cam sleeve projects into the cam slot, 52, in position to engage the fixed pin, 53, and limit the movement of the cam-sleeve in the direction of the arrow in Figs. l and 2, but of course the same result could be attained by terminating the slot, '52, 'in the position of the pin, 54.

By making the cam of the cam sleeve in the form of a' slotthe edge of that portion, 55,*of the metal ofthe sleevetwhich forms the top wall of the slot will coperatie with the fixed pin, 53, and prevent any strictly endwise movement of the cam sleeve. This has the advantage of preventing back firing from forcing' the choke-valve and throttle downwardand consequently in somepositions of the parts lessening the liability to the ignition and explosion of the contents of the carbureter.

The cam sleeve, 32, carries a radially projecting arm, 56, that is secured to it by means of "a splittring, 57, formed integrally with it and provided with a perforation, 5S, or other feature by which it is jointed to 'a connection with the throttle lever (not shown).

ThisV construction' is such that by moving the 'throttle arm, 56, forward in the direction of the arrow, m, inFig. 6, the tubulaistem, 47, and with it the stem, 30,is drawn downward in opposition to the force of the spring, 49, thereby increasing the capacity of the annular throat around the throttle for the' flow of air past the mouth of the annular discharge passage, 26, andalso the throat around the choke valve, 29, and by moving said throttle arm in the opposite direction or backward `as indicated by the ar row, y, the spring, 49, will move thestem, 47, and throttle, 46, upward, as indicated by dotted lines in Fig. 3, as far as permitted by the pin, 53, depending upon the angular position of the cam sleeve, 32, orultimately by the contact of the shoulder, 34, of the cam sleeve with the lower end of the stop tube, 33.

Let this be carefully noted, that when the choke valve, 29, and the throttle, 46, are approXimately closed, or near their respective cooperating parts, (which parts can not appropriately be called seats foi-'the valves as neither of these valvesI comes in direct contact with its coperating part) if the stems, 39 and 47, be moved downward the throats or passages aforesaid are enlarged because while being of the same cross sectional area, they, nevertheless, differ in 'diameter and therefore in capacityv or total cross sectional area, the throat between the throttle and the discharge mouth of the annular fuel discharge passage, 26, being greater (preferably say two to one) than the throat between the choke valvefand `the coperating part` of the 'outlet port, 28, of the carburetor. j

The engine, by its suction is bound to drawin its complementof fluid, although this fluid will be more or less rarelied, dei pending upon the-resistance to the flow of the entering fluid and the freedom (or conversely the resistance) to the inflow of the fluid will depend uponthe` capacity of the inlet passages which in turn depend upon the capacity of the inlet passages which in turn depend upon the positions of the several valves.

In the regular operation of the' engine these valves are manipulated for the purpose of changing the capacity of the fluid passages, `(or in other words for different speeds) and this manipulationl will now be described, but these movementsof the valves should not be confounded or confused Awith theiradjustments for? meeting special conditions.

Theioperation ofthe device is as follows:

Whatever may be the liquid lfuel admitted through the duct orpassage, 8, in starting the engine ay richer mixture is required than when'ithe" engine has attained a running speed. To'f'this end `it is desirable to'admit througlithe duct, 7, an increased'quantity of liquid fuel'when the engine is to be started. To this endthe` valve stem, l1, is provided with an arm, 59, that projects from it at such an angle that when thethrottle'lever is in normal position, the valve, 10, will. be held a slight di'stancefrom its seat, so astoadnntto the annular` wick cham and its seat and thereby admit an increaesd volume of iiuid to the annular wick chamber. This same backward movement of the throttle lever will move the choke valve, 29, and the throttle, 46, from the positions shown by full lines in Fig. 3, to the posiftions shown by dotted lines in the same figure, or rather' permits the spring. 49, to do so. will reduce the capacity of the throat around it so that the air will pass through this throat at a greater velocity than when the throttle is in a lower position. The `effect of this increase in the velocity of the air is to increase the suction at the mouth of the annular discharge passage, 26, and thereby draw from said annular passage a greater quantity of liquid fuel. This same operation will move the choke valve farther into the outlet port, 28, and there maintain it so as to practically close the outlet port so far asany space around the choke valve is concerned, so that thereafter the only fluid drawn in by the suction of the engine will be that which is drawn in. through the port, or ports, 10, and this in turn will depend upon the lifting of the valve. 39, under the influence of the suction. In order to still further facilitate the starting of the engine, assuming that the liquid fuel supplied through the duct,

7, is of low volatility, I provide means4 under the control of the operator for admitting to the annular passage, 26, a supply of liquid fuel of higher volatility. This may consist of a tube, or pipe, 60, which leads from a source of liquid fuel, say gasolene, and has a valve, 61, located within convenient reach of the operator so that at the instant of starting it mav be opened to admit a supply of gasolene, or other fuel of high volatility to the annular passage, 26. The duct through which this liquid fuel passes is controlled by a manually adinstable needle valve, 62, which is intended to be set so that it will regulate and control the supply of fuel when the valve, 61, is open. The engine having been started, the throttle lever is moved in the direction op posite that last above described, t'. e., forward and this, through the medium of a link, 63, jointed at one end to the arm, 59, andat the other end to an arm, 64C, projecting from the ring, 57 moves the valve,

10, away from its seat and at the same time opens the choke valve, 29, and throttle, 46,

This movement of the throttle. #16,

so as to increase the capacity of the annular throats, or passages around them. It will be observed that the link connections between the ring, 57, and the lever arm, 59, are universal, that is to say they have Uerpendicularly arranged joints. which permit the ring, 57, to rise and fall relativelv to the arm, 59, and at the same time permit the ring, 57, and arm, 59, to move in circular paths concentric with the parts to which they are respectively secured.

It has heretofore been intimated that the nut, 51, is for the purpose of adjusting the position of the throttle, 46, relatively to the mouth of the annular fuel discharge passage, 26. This nut, 51, which is of non-circular shape is engaged by a sector arm, 65, having a slot, 66, which is concentric with the nut, 51, and through which passes a binding screw, 67, tapped into the lever, 56, for securing the sector arm in any position relatively to the arm, 56, to which it may be adjusted. In order to fully explain the purpose of this sector arm, let it be supposed that with the throttle arm, 56, in any given position, the space or throat around the throttle, L16, is greater or less than desired. If so, by loosening the binding screw, 67 and turning the sector arm, 65, the nut, 51, will be turned and in turn will move endwise the hollow stem, 417, carrying the throttle and thus adjust the position of the throttle relatively to the mouth of the annular passage, 26.

The above described backward movement of the cam sleeve, 32, under the influence of the throttle lever is limited by the contact of the inner end of the slot, 52, with the fixed pin, 53, but as soon as this backward movement commencesI a shoulder, 66, on the sleeve comes in contact with a pin, 69, carried by a ring, 70, that surrounds, so as to be capable of turning thereon, the stop tube, 33. This ring is held in normal position by coil springs, 71, each of which is connected 4 at one end to a pin, 72, projecting radially from the ring, 70, and at the other end to a pin, 73, projecting radially from a ring, 74, that is non-rotatively secured to the stop tube, 33, as by a screw, 75.

- It will be observed that a carbureter constructed as above described does not admit an auxiliary supply of air to the explosive mixture after it is formed, but on the contrary all air passing through the carbureter is brought into intimate contact with the thin film of liquid fuel that is discharged or exhausted from the mouth of the thin annular fuel passage, 26, and in consequence of this latter the entire volume of air is thoroughly carbureted.

lhat I claim as new is:

1. A carbureter having a fuel-discharge passage formed by two parts having opposing surfaces, a spacing ring interposed between said'opposing surfaces and leaving between them a film-'like passage for the liquid fuel, terminating in an annular mouth having knife-edge lips, a throttle of tapering or graduated lshape arranged opposite said mouth in close proximity to said lips and with its smaller end presented in thevdirection of the flow, and means for adj listing said throttle relatively to said mouth 2. A. carbureter having in combination a shell or casing having concentric `walls spacedapart to leave between vthem an annular fuel chamber, a clamping member surmounting said walls, a spacing ring interposed.between` the clamping member and the top of the outerwallwhereby a film-like fuel discharge passage is left between the clamping member and `the top of the-inner wall, means forrsecuring 'the parts together' in operative relation to eachother anda wick disposed in said annular vfuel chamber.

- 3, A carbureter having in combination a shell or ycasing having withinit an annular liquid-fuel chamber and an, annular-'lnr like fuel-discharge passage, having an annular rdischarge mouth having knife-edge lips, a body of capillary material occupying said chamber and extending to said annular passage, means-for supplyingliquid fuel to said chamber, and means for regulating the flow of air past the mouth of `.thedischarge passage.

14. -A carbureter having in combination a shell or casing having within it` an annular liquid-fuel chamber and an `annular -filmlikeufuehdischarge passage having an annular dischargemouth having knife-edge lips, a body of capillary material occupying said chamber, means'for supplying' liquid fuel to the bottom of. said fuel chamber, and means for causing andregulating the `flow ofV air past .the mouth of the discharge passage, apart of the. apparatus being shaped to forman annularauxiliaryfuel reservoir communicating with said annular' discharge passage.

A` carbureter having in combination a shell or casing having concentric walls spaced apart to leave between vthem an annular fuel chamber, a body of capillary material occupying Vsaid chamber, a clamping member, a spacing ring interposed between ythe clamping memberlandr the top of the outer lwall whereby a film-like discharge passage is left between .the clamping member andthe top ofthe inner wall and means for securing the parts together in operative relation to eachother. j

-6. -A carbureter having `in combination a shell or casing having concentric ,walls spaced apart to leave between them an annular fuel chamber, a body of capillary material occupying said chamber,- a clamping member,l a spacing ring interposed between the clamping member and the top of Athe 4shell or casing having concentric walls spaced apart to leave between them an annular fuel chamber, a clamping member surmounting said walls, a spacing ringy interposed between the clampingnmember and the top of :the outer wall. wherebya filmlike -dischargefpassage is left between the A `clamping member and -the top of the inner wall and adjacent portions of =the inner edges ofthe inner wall and clampingmember being reduced toknife-edge lips which form themouth of saiddischarge passage.

8. A carbureter having in combination, a shell or casing having concentric walls spaced-apart to` leave between Ithem an annular fuel chamber, a `clamping member surmounting said walls, a spacing ring interposed between the clamping member and the top of jthe outer wall whereby a-` film-like discharge passage is left between the clamping member and the top of Athe inner wall, the inner wall having at top an inwardly presented annular flange Vand the adjacent edges of said flanges ,and clamping member being reduced tol knife-edge lipswhichform the mouth'of said passage, and means for securing the parts Itogether inhoperative relation to qeach other. t

9. A carbureter having lin combination a r'shell or casing having concentric walls spaced apart to leavebetweenthem anannular fuel chamber,` a clamping member in the form of a ring surmounting said walls, a spacing ringinterposed between'the clamping :ringand the top ofthe outer wall whereby a-film-l'ike dischargepassage is leftV between `the lclamping `ring andthe topsofv 'the inner wall, means forsecuring the clamping ring to the shell and clamping the spacing ringbetween them, a hollow ldome surmounting 'the clamping ring and having an outlet port and means` for' securing together in operative relations to each other the shell, 4,the spacing ring, lthe clamping ring andthe hollowdome 10. A carbureter, havingin combination, a shellor casing having aliquid-fuel chamber, aiducty communicating therewith forv supplying 'it with liquid fuel, a-valve for controllingl said duct, said shell or casing' having a Ifilm-like annular fdi'scharge passage 'communicating with said Vfuel chamber and-havlng an` annular discharge;` mouth .having knife-edge lips, a tapering throttle arranged in operative relation to said i annular discharge mouth, means connecting said .throttle and the valve aforesaid, and means for operating said connecting means whereby said valve and throttle are operated simultaneously.

l1. A carbureter having in combination a shell or casing having a film-like annular liquid fuel discharge passage having an annular' discharge mouth, said shell having also a hollow dome providing a mixing chamber, the inner wall or surface of which flares, a throttle arranged opposite said annular discharge mouth, said throttle being tapered on its exterior substantially parallel with the inner' surface of the mixing chamber, a choke valve arranged in operative relation to and adapted to control said outlet port and means for simultaneously operating said choke valve, the throttle and annular mouth being of greater diameter than the outlet port.

12. A carbureter having in combination a shell or casing having a liquid-fuel chamber, having an annular discharge passage terminating in an annular mouth, said casing having also an outlet port adapted for communication with the engine cylinder, a choke valve arranged in operative relation to and adapted to control said outlet port, a throttle arranged opposite said annular mouth, concentric stems carrying said choke valve and throttle, respectively, and means for simultaneously moving said stems lengthwise for simultaneously operating said throttle and choke valve.

13. A carbureter having in combination a shell or casing having a liquid fuel chamber having an annular discharge mouth, said shell or casing having also an outlet port adapted for communication with the engine, a choke valve arranged in operative relation to said outlet port, said choke valve having through it a port or opening for the passage of the explosive mixture, a tubular stem carrying said choke valve, a spring seated valve arranged against the inner side of the choke yvalve and adapted to control said port or opening, a stem passing centrally through both of the valves aforesaid and through the tubular stem of the choke valve, a spring surrounding said central stein for holding the spring seated valveaforesaid to its seat, said central stein having threaded engagement with the tubular stem of the choke valve for adj usting the tension of said spring, and yielding means interposed between the central stem and the tubular stem for preventing said central stem from turn ing at random.

14. A carburetor having in combination a shell or casing having a liquid fuel chamber having an annular discharge passage terminating in an annular mouth, said casing having also an outlet port adapted for communication with the engine cylinder, a choke valve arranged in operative relation to and adapted to control said outlet port, a throttle arranged in operative relation to said annular mouth, concentric tubular stems carrying the choke valve and throttle, respecH tively, the tubular stem of the throttle having its lower end screw threaded, a nut turned onto said screw thread, a cam sleeve engaging said nut, means connecting the cam sleeve and the stem of the choke valve, said cam sleeve having a helically disposed cam surface, a iiXed stop pin operatively related to said cam surface whereby when the cam sleeve is rotated in one direction, it is moved endwise to correspondingly move the tubular stems of the choke valve, the throttle, and a spring normallytending to move the choke valve and throttle in the opposite direction.

BERNHARD C. J. ANDERSON. l/Vitnesses:

L. M. HOPKINS,

LLLLIAN F.. KINNUCAN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents Washington, D. C.