US1270626A - Primer for internal-combustion engines. - Google Patents

Description

H. KOCOUREK.

PRIMER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 17. I917- m. m j 17 .OE 0v um 1 m mm w 0 1 1 n .w 1% e2 47 K m P F H. KOCOUREK.

PRIMER FOR INTERNAL COMBUSTION ENGtNES.

' APPLICATION r1151) MAR. 17, 1911..

Patented J 11110 25, 1918 2 SHEETS-SHEET 2- UNITED STATES PATENT OFFICE.

HENRY KOCOUREK, OF JERSEY CITY, NEW JERSEY, ASSIGNOR TO LEANDER H. LA CHANGE AND MARTIN TAYLOR, ADMINISTRATORS OF JOHN K. STEWART,

DECEASED.

To all whom it may concern:

Be it known that I, HENRY KocoUnEK, the above-named petitioner, a citizen of the United States, residing at Jersey City in the county of Hudson and State of ew Jersey, have invented a new and useful Improvement in Primers for Internal-Combustion Engines, of which the following is a specification.

The purpose of this invention is to provide an improved construction of a device for priming an internal combustion engine to insure its prompt starting. It consists in the elements and features of construction shown and described. as indicated in the claims.

In the drawings:

Figure 1 is a side elevation showing a portion of an automobile engine includ: ing the intake manifold and carburetor, equipped with this invention.

Fig. 9. is an axial section of a pipe-fitting in the liquid fuel .line from the fuel containcr to the manifold.

Fig. 3 is a section at the line 3-3 on Fig. 2.

Fig. 4 is an axial section of a pipe-fitting by which the fuel supply line is connected with the manifold.

Fig. 5 is a view similar to Fig. 1 showing a modification consisting in employing an independent container for the liquid fuel supply for priming.

Fig. 6 is a partly sectional view of a further modified form, section being made vertically at the axis of the container.

Figs. 7 and 8 are sections at parallel trans-axial planes of a two-duct turn-cock valve, for shifting the connection of the primer supply line from the low-level main tank to the auxiliary container positioned for supplying by gravity.

Fig. 9 is a detail axial section of the discharge end portion of the air force pump which injects the priming charge.

The drawings show the engine intake manifold, A, and the carbureter, B. C is a low-level liquid fuel container from which the liquid fuel is lifted by a familiar form of vacuum feed device so called, shown at O to a level for supplying the carburetor by gravity. A pipe line connects the liquid fuel container C of the vacuum feed device with the manifold, A. Said pipe line comprising a pipe D, and plural-branched pipe PRIMER FOR IN TERNAL-COMBUSTION ENGINES.

Specification of Letters Patent. Patented June 25, 1918 Application filed March 17. 1917.

Serial No. 155,389.

fitting E, and a second pipe F. G is a pipe fitting for connecting the pipe F with the manifold. In said liquid fuel pipe line there is a check valve H, which opens for flow from the container, 0 toward the manifold, and is seated by reverse flow or pressure. This check valve H is conveniently located in the pipe fitting E. From said liquid fuel pipe line and most conveniently from the pipe fitting E, there is an off-take E leading to the carbureter, this off-take being anterior to the check valve II, that is between the container C and said check valve. In said off-take E there is a check valve J opening for flow into the carbureter and seating by reverse flow or pressure. K is a force pump mounted Within convenient reach of the driver on his seat, and, most desirably,as shownupon the dash board L. M is a pipe line from the pump K, leading to the pipe line which connects the fuel container C with the manifold, and communicating with said pipe line at a point between the check valve H and the manifold, said communication being most conveniently effected at the branch E of said fitting E; and for compactly providing for seating the valve H in said fitting anterior to the connection of the pipe F with said fitting, and adapting said valve to seat by gravity in the proper direction, and to be positioned anterior also to the pump connection by the pipe M, said fitting E is made of the form shown in Fig. 2, having the branch for connecting the pipe D, and the branch for connecting pipe F, off-set vertically from each other, with the seat for the valve I-I between them, and the branch E extending up vertically from said seat. In the fitting G, which connects pipe F with the manifold, there is provided a check valve N, which opens for flow into the manifold, and serves incidentally to prevent back firing in the priming duct.

As shown in Fig. 3 this valve would also be opened by adequate suction from the manifold, but such opening is resisted by a coiled spring P, which is designed to be strong enough to hold the valve seated against any suction liable to arise in the manifold. I

The pump, K, has an air inlet check valve 72 which is designed to allow the pump cylinder to fill with air on the withdrawing stroke of the piston, which, but for such air inlet would be a suction stroke. When the pump is to operate for suction, this check valve-is made movable over a limited portion of the length of the pump cylinder near its discharge end. This is efiected by mounting the check valve 72 on a sleeve K which is telescoped on the outside of the pump cylinder the latter being perforated at 70 at a strip of its area extending longitudinally a small portion of the length of the cylinder,

and as wide as the diameter of the inlet port of the check valve 70 The sleeve has a stem K which extends along the pump cylinder and under a guide loop I0 and at the end is hooked at 70 for manipulation to slide the sleeve on the cylinder. When the sleeve is at the extreme position toward the discharge end of the cylinder the valve port is registered with the extreme perforations k which are uncovered at the first withdrawing movement of the piston, so that the pump produces substantially no suction; but when the sleeve is withdrawn toward the end of the cylinder so that the valve port registers with perforations farther removed from the discharge end, the withdrawing movement of the piston produces suction until the piston passes the perforations which are registered with the valve port through the sleeve; and thus the portion of the pistons withdrawing stroke which operates for produc-' fold connection of said pipe, and also higher than the highest possible level of the liquid in the container, that isto say, higher than the liquid can rise by gravity-supply from the container. Similarly, for the. purpose of the air charge to follow the liquid fuel charge, the pipe M, together with the fitting E, and part of the pipe F, form a loop drooping lower than thecontainer. It will be seen that the amount of the liquid fuel charge is the amount contained at the commen'cenient'of the forcing "stroke in this depending loop, and this amount willfbe the entire capacity of'said loop below the liquid level of the container C from which said a loop will be filled by gravity; 'and' this quantity will therefore vary according to the height of the liquid supply in the container G Any considerable variation "is undesirable and such variation may, be substantially prevented if the pump is adapted ;to draw, in "its retracting stroke by suction from the container to an extent corresponding properly to the depression of the liquid level in the container G below the maximum height; for the liquid thus drawn will be added on the forcing stroke of the-pump, to the liquid which said loop of the conduit Will have'received by gravity from the con tain'er. Therefore when the container is substantially full the sleeve K will be adjusted so that the pump will produce no suction; but when the level in the container is low, the sleeve may be pulled up, and the pump thereby caused to suck out of the container enough liquid to supply the deficiency in the loop.

In any event, when the pump piston is retracted back of the air inlet port, the pump cylinder, becomes air-filled, and on the succeeding forcing stroke the air which is trapped behind the liquid insaid loop will be compressed to a tension sufficient to overcome the resistance of the spring P, which holds the valve N closed until that tension is reached; and thereupon, the spring yielding and the valve opening, the air -which has been trapped ahead of the liquid in the loop, and which has been compressed toithe same tension as the air trapped behind the liquid charge, and which is furthermore highly charged with gasolene vapor, will be discharged forcibly into the manifold, followed by the liquid fuel'charge. The diameter of the pipes M and F being quite small usually not more than 5, and the pipe with all loops and bends being of considerable length, the gasolene will be delayed by the friction and by its inertia, with the result that the compressed airbehind the gasolene will be injected into and through the gasolene, thoroughly aerating the latter, so that it will be injected into the manifold in a finely subdivided condition, that is substantially as an explosive mixture.

In view of the adaptation ofthe pump: by

means of theadjustability of the air inlet valve, to produce suction for a substantial portion of the retracting stroke, the device iscapable of taking the priming supply from the usual low level main supply tank 0, and the-priming device may serve, in any emergency which may arise fromany failure in the operation of the vacuum device, or o'f the pressure on the main tank, when that is mode of feed employed, not only to start the engine, but to operate'it indefinitely by repeatingvthe impulses of the pump'by hand. To facilitate "supplying the primer from the main low level tank, the pipe 0 which leads from main low tank C to the vacuum feed device, is provided with a connec'tion with the pipe 1), by which the vacuum device as a whole including the container. C may be cutout, leaving the 'primin'gdevice in direct connection with the main low level tank. This connection consists of a ill double-duct turn-cock valve whose body C is connected with the pipe member 0 and with the two members 03 and d of the pipe D, which pipe members lead respectively from the container C toward the manifold. At one position of turn cock spindle or plug C the liquid passage is open from the pipe (Z, through the port-way c of the plug to the pipe member 0 leading to the vacuum de vice, and from the pipe member I), through the port-way 0 to the pipe al By a quarter-turn of plug C the port-way 0" registers at one end with the pipe 03 and at the other end with the port way a in the body C of the turn cock, which portway 0 connects at the other end with the pipe (Z and by same quarter turn of the plug the portway 0 becomes closed at one end, so that communication out of the container C is cut off.

In Fig. 5 the same priming means is shown, provided with a container for the priming liquid entirely separate from and independent of the container which supplies the carbureter. This independent container C is designed to be filled from time to time in any convenient manner, as by pouring through the filling mouth 0, which is closed by a plug the plug being provided with a small air vent 0 In all essentials this structure operates in precisely the same manner as that already described, and the corresponding parts are similarly lettered.

In Fig. 6, showing a further modified form, the independent container is illustrated as having a glass body, S, bound between a metal cap, S and a base S The pipe ill, from the pump (not shown in this figure but understood to be the same as in Fig. 5) extends into a stuffing box S in the top of the cap S and has a continuation M, extending from the nipple or body 8 of the stuffing box through the chamber of the container into the base 8*, where it connects with a duct and check valve chamber 8 at the lower part of which there is a seat for the check valve H, corresponding to the similarly indicated check valve of the form shown in the other figures. Below this check valve the duct 8 connects with the duct 8, also formed in the base S and leading from the bottom of the container cavity; and above the check valve said duct connects with duct 8 also formed in said base, and leading out through a nipple S, which terminates the base and to which is connected the pipe F, corresponding to the similarly indicated pipe of the other figures, and leading similarly to the manifold or engine cylinder intake, where its discharge is controlled by the spring resisted valve N (not shown in this Fig. 6 but understood to be the same as in the figures where it is shown). The closure S for the filling mouth 8 in the cap S has a small air vent 8 to permit the container to empty by gravity; the pipe N has a like air vent n to relieve the conduit extending thence to the manifold of the pressure therein after each discharge under pressure of the pump into the manifold. This air vent n is not large enough to affect appreciably the air forcing capacity of the pump.

As an economy of construction the pipe, N, is made to serve as the clamping means for binding the cap and base tightly against the opposite ends of the glass body, S, with cork gaskets S S interposed. This is effected by threadin the lower end of the pipe into the duct, 2 of the base, and the upper end into the stuffing box nipple, 8 or otherwise making it rigid with said nipple so that the nut, S, on the outside of the nipple upon being screwed down onto the top of the cap will clamp the parts together.

I claim 1. In an internal combustion engine, in combination with the intake to the cylinder or cylinders, a liquid-fuel container, a duct therefrom to said intake; means for trapping a charge of liquid fuel in said duct between two charges of air in the duct; means be yond the air charge which is beyond the liquid fuel charge for resisting the discharge of the contents into said intake, adapted to yield to permit such discharge upon a predetermined pressure being reached, and means behind the other air charge for producing such pressure.

2. In an internal combustion engine, in combination with the cylinder intake, a liquid fuel container; a duct which receives liquid fuel from said container and which is connected for discharge into the cylinder intake; valve for controlling said discharge and a spring which holds it seated, adapted to be opened by predetermined pressure; an air force pump having its air inlet inde pendent of any liquid-fuel-holding cavity of the device; a pipe therefrom which discharges air into said duct behind the liquid fuel therein, and a check valve in said duct between the container and the pump discharge connection to the duct.

3. In an internal combustion engine, in combination with the intake to the cylinder or cylinders, a liquid fuel supply container, a conduit from said container to said intake; a check valve in said conduit seating against back flow toward the container; an air force pump discharging into the conduit between said check valve and said intake, said pump having a free air inlet independent of any liquid-fuel-holding cavity of the device for filling with air in its retracting stroke; said conduit extending beyond the pump connection therewith above the highest level to which it is filled with liquid fuel from the container, whereby an air space is obtained in said conduit beyond the liquid fuel supplied thereto; and means beyond said air space for resisting discharge from the conduit into the intake, adapted to yield upon a predetermined pressure.

4. In an internal combustion engine, in combination with the intake to the cylinder or cylinders, a liquid fuel container; a conduit therefrom to the intake comprising a part below and part above the level of the container; a duct discharging into the conduit at a point below low liquid level of the container in a direction for forcing the liquid therein toward said intake; means for applying air pressure through said duct, and means in the conduit beyond the high liquid level of the container for resisting said pressure, adapted to yield upon a predetermined pressure to permit the discharge into the intake at that predetermined pressure.

5. In an internal combustion engine, in combination with the intake to the cylinder or cylinders; a liquid fuel container; a conduit therefrom to the intake comprising a loop which droops below the container connection thereof, and a reverse loop or gooseneck which extends above the level of the in take connection; an air force pump which discharges into said drooping loop, and a check valve in said conduit back of said pump discharge therein seating against back flow toward the container.

6. In an internal combustion engine, in combination with the intake of the cylinder or cylinders thereof, a liquid fuel container, a conduit therefrom to said intake; a check valve in said conduit seating against backflow toward the container; an air force pump discharging into said conduit beyond the check valve, the container having in its base the communicating portions of said conduit and the pump discharge duct,including the check valve chamber and seat; the portion of the pump discharge duct antecedent to the check valve chamber being extended through the container for connection with base above the check valve.

7. In an internal combustion engine, in combination with the intake of the cylinder or cylinders thereof, a liquid fuel container; a conduit therefrom to said intake; a check ent to the check valve chamber being ex tended through the container for connection with base above the check valve, the portion of the pump duct within the'container hav ing a small air vent aperture near the top of the container cavity.

8. In an internal combustion engine, in

combination with the intake to the cylinder or cylinders and carbureter, a liquid fuel container which supplies the carbureter; a

conduit from the container to the intake, an off-take leading from said conduit to the carbureter a check valve between the conduit and the carbureter opening for discharge into the carbureter and adapted to be seated by suction operating in the main pipe line; a check valve in the conduit opening for flow toward the manifold and seated by reverse flow or pressure; an air force pump adapted for suction in the initial part of the retracting stroke; a conduit from the pump connected with the first mentioned conduit between said last mentioned check valve and the intake, and a valve in said first mentioned conduit between the pump connection herewith and the intake, said valve being adapted to be opened only by discharge pressure produced in the discharge stroke of the pump.

9. In an internal combustion engine, the

In testimony whereof I have hereunto set my hand at New York city, New York, this 10th day of March, 1917.

HENRY KOCOUREK.

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

Washington, D. 0.

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