US1292053A - Method of carbureting mixtures. - Google Patents

Description

H. M. REICHENB'ACH.

METHOD FOR CARBURETING MIXTURES.

APPLICATION FILED MAR- H. I913.

Patented Jan. 21, 1919.

6 SHEETS-SHEET I.

H. M. REICHENBACH. METHOD FOR CARBURETING MIXTURES. 'Az PucATlou fILED MAR. II, 1913.

witnesses H. M. REICHENBACH.

METHOD FOR GARBURETING MIXTURES.

APPLICATION FILED MAR.- ll. I9I3.

Patented 'Jali. 21, 1919.

6 SHEETSSHEET 3.

, witnesses El g a/iz Myww M I I I I flflomau n.

H. M. REICHIZNBACH.v

METHOD FOR CARBURETING MIXTURES. APPLICATION HL ED MAR- ll. i913.

11,292,053. I Patented Jan. 21, 1919.

6 SHEETS-SHEET 4.

gwuemtbi q/vdmeooeo HLM. REICHENBACH. METHOD FOR CARBURETING MIXTURES.

APPLICATION FILED MAR. Ll. I9I3.

1 ,292,053 Patented Jan. 21, 1919.

6 SHEETS-SHEET 5- IIIIIII IIIIIIIIIIIIIIIIIII::m::I:

I I [III ELI-Egan '7 ImnmI Q/Vitweooeo I in:

H. M. REICHENBACH. METHOD FOR CARBURETING MIXTURES. APPLICATION men MAR. n. ma.

Patented Jan. 21, l9l9.-

6 SHEETSSHEET 6.

wi/bmeooeo a ED s'raras raras'r FFTQ.

HENRY M. REICHENTBACH, OF ROCHESTER, NEW YORK M ETHOD FOR CARIBURETING MIXTURES.

To all whom it may concern:

Be it known that I, HENRY M. REICHEN- BACH, a citizen of'the United States, residing at Rochester, in the county of Monroe and State of New :York, have mvented certain new and useful Improvements in Methods for Carbureting Mixtures; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention is an atomizing carbureting system and relates to improvements in methods and apparatus for carbureting or mixing a fuel in a gaseous medium, such as air, for the purpose of producing a combustible mixture for use in internal combustion motors.

Lighting and heating systems may also be operated in conjunction therewith, especially such as require gas under pressure for their operation.

It is often desirable and necessary to have a supply of compressed air or gas for the operation'of variousdevices in conjunction with internal combustion motors. Heretofore an auxiliary air pump has been installed to produce the compressed gas. My device makes the auxiliary air pump unnecessary, as the gas or gases under pressure are educted from the combustion chamber of the motor either during compression, or during or after explosion, or both. It is possible therefore to control to a nicety the character of the compressed gases. In the first instance, duringcompression the mixaure is explosive and consists of oxygen, nitrogen and fuel; in the second case the products of combustion of these and therefore a non-combustible residuum; Or in the .ast instance, a mixture of both is obtained.

Of the carbureting systems in use-jet :arbureters discharging a jet of .fuel into ;he intake of the motor, do not provide neans for the minute subdivision of the fuel required for theintimate and uniform nixture necessary in obtaining the highest hermal efiiciency of the fuelused.

Specification of Letters Patent.

Surface carbureters, delivering the fuel it a gaseous state, (themost minute subdi- VlSlOIl) show the highest thermal efliciency of the fuel.

Patented Jan. 21, 1Q19, Application filed March 11, 1918. Serial No. 753,601.

By means of my devices the fuel is supplied in very minute state for division means of the compressed gases, that Is atomized.

Combustible matter of many kinds in a sufficiently fine state of division and yet not 1n the gaseous state will explode when suspended in the atmosphere in proper proportion, Flour mill and some coal mine explOSlOIlS are due to this fact.

The jet and surface carbureters are adaptable only where the fuel used is of low boiling point and readily volatile, such as gasolene, ether, etc.

My system makes easily possible the use of fuels of higher boiling point, such as kerosene, alcohol, etc., as Well as those of greater volatility, on account of the minute subdivision of the fuel and the intimate admixture therewith of air, whether the fuel 1s in a. completely gasified condition or not.

In my system, the fuel is minutely subdiv1ded by means of the gases under pressure obtained from the cylinder or cylinders supplied with the fuel; or the liquid fuel is supplied to the motor minutely subdivided by means of the gas pressure developed in the cylinder or a contiguous cylinder and in this state injected into the engine intake.

The compressed gases may be further carbureted by means of the device shown and then used for lighting as is shown. They would also, be available for heating, with suitable burner, such as a Bunsen burner.

My invention relates to devices for and methods of proportioning charges for explosion motors. Theproportioning relates not only to the proportioning of the fuel to the oxygen or the supply of air but also to the proportioning ofthe easily volatile constituent 0f the fuel to that of theless volatile constituents, and relates also to the evenness of distribution of these so proportioned fuels throughout the air current or blast.

The supply of easily volatile hydrocarbons ing, hydrocarbons,

' stricted. The demand becoming more reis, in fact, much greater than the supply, and the producers of petroleum distillates have been trying for years, in many ways, to meet this demand. Many attempts have been made to reduce by the operation known as crackthat is, paraflins, of more complex type and consequently of comparatively high boiling point, to those of low boiling point. These attempts have not always been successful. As the supply of the lighter hydrocarbons grows less, the standard or gage of such materials supplied to the market has changed. Any given product does not consist of a single hydrocarbon but in general of several hydrocarbons of the paraffin series, of which, of course, some are more volatile than others. The tendency has been in recent years to cut down the proportion of easily boiling constituents. This has an effect upon the ready ignition and explodability of the others. I have found by repeated experiment that the even distribution of any burning fluid in the air is a matter of the utmost importance.

My present invention relates to means for for power purposes is and a method of effecting such distribution,

and also of proportioning the quantity of fluid so distributed correctly to the quantity of air supplied, and also in direct proportion to the suction power of the engine, and

plied in the "hydrocarbon and.

a very efficient way of effectinghence to the powerneed oi the machine.

find that using a part of the gases in the cylinder of the engine when they are under cylinder pressure, both to distribute the also to carry it into the ngine, is pro-per distribution. Of course these gases are used up and the oxygen must be supusual way from the outside air.

The operation of my apparatus and the eifectual carrying out of my process are disclosed in the accompanying description and drawing.

With the object stated above in view, my invention consists in the construction and combinations of parts as hereinafternde scribed and claimed.

In the accompanying drawing- Figure 1 is a side view, partly in section, showing my invention;

Fig. 2- is a longit dinal section of the same;

Fig. 3 is an end elevation of the same, the fuel tank being omitted;

Fig. 4 is a cross section through the eductor piston and connected parts;

Fig. 5 is a vertical section through the air supply cylinder and valve, on the line 5 of Fig. 2;

Fig. 6 is a horizontal section of one form check valve naeaosa of the eductor piston, showing the guide pins;

Fig. 7 is a side view of the same piston;

Fig. 8 is a, vertical. section on. the lme 8-8 of Fig. 9 r

Fig. 9 is a vertical section through a modified form of air inlet valve;

v Fig. 10 is a side view of one of the fuel inlet pistons shown in Fig. 8;

Fig. 11 represents a top plan view of my system, the cylinder vice;

Figs. 14, 15, 16 and 17 show modified forms of the eductor piston; and

Fig. 18 is a cross sectional view, on a larger scale,

valve shown view of an equalizing deby the eductor piston may be used as an air. compressor.

1 represents apart of the power cylinder of an internal combustion motor, it being understod that according to my system a number of such cylinders are preferably employed. 2 indicates an intake pipe for said cylinder, and 3 the valve of said intake, mounted on the valve stem 4, which perferably has a coil spring (not shown) to hold it normally in position.

The valve stem passes through a bearing 5 formed as a part of the intake 2. In the form shown, the ordinary cylinder cock is removed from the valve cap 6 and a tube 7 provided with a cock 8 is substituted therefor. The bore of the tube 7 communicates with the bore of a pipe 9, which delivers into the bottom of a cylinder 10. Within this cylinder is located a freely piston 11, having its lower end open and its upper end closed, and rovided with a discharge opening 12 and with guide slots 13 in which pins 14 engage, said pins being carried on the inner face of the cylinder 10. The slots 13 being diamond-shaped, thepisten 11 is partially rotated as it rises and falls. -45 represents an extension leading from the side of the'cylinder 10,, provided with a central perforation 17 is adapted to engage. A spring 18 normally holds this valve closed. The check valve is inclosed in a casing 19 communicating with a branched pipe 20, which leads to another cylinder; it being understood that in this system all the power cylinders of an engine are connected up in series. The pipe 20 delivers into a receiver 21. Within this receiver is located a casing 22, open at both ends, as shown at 23 and 2 1, and the pipe 20 registers directly with movable, hollow" 16, with which 'a coned showing a construction wherethe opening 24. Surrounding the opening 23 are a pair of concentric cones, the inner one of which, 25, is made of perforated metal, the size of the perforations not exceeding three-sixty-fourths of an inch, and

the outer cone 26 is made of brass or cop according to one phase of my invention pass directly from the engine cylinderinto the receiver 21 A pipe 27 leads from the receiver 21 to a union joint 28 connected to three other pipes 29, 30 and 31; the pipe 29 leading to the atomizer, the pipe 30 leading to the fuel tank. and the pipe 31 being provided with a valve 32 and leading to a carbureter.

33 represents a carbureter casing having therein a number of absorbent pads 34, each of them perforated as shown at 35, the perforations registering with each other and affordin passages theretrhrough. The pipe 31 is bent and passes, as shown at 36, downwardly through the casing 33 nearly to the bottom thereof. 37 represents a movable cap which may be taken off for the purpose of pouring a carbureting fluid into the casing 33, and 38 represents a discharge cock at the bottom of the casing 33, through which the excess of carbureting fluidmay be allowed to flow out when it is desired to remove it from the porous pads 34. Connected to the top of the carbureter casing is a pipe 39, which conducts the carbureted gas oil, and said gas may be used either for heating or lighting purposes.

The pipe 30 delivers into the top of a. fuel tank 40, having a removable plug 41, through which the fuel, preferably liquid, is introduced into said'tank. To the lower end of the tank 40 is connected a pipe41, which is bent as shown at 42 and connected to the atomizer. Just below the lower end of the bent portion, the pipe 41 is provided with a valve casing, such as 43, in which is located a valve having an opening therein, the size of which opening can be regulated by the screw 44, having a milled head, thus varying the amount of fuel delivered through the pipe 41 into the atomizer.

Similarly the pipe 29 is provided with a bent portion, as shown at 45, which delivers to the rearpart 0f the atomizer and this pipe, just below the bent portion, is provided with an adjustable valve 45*, similar to that described in connection with the fuel pipe 41.

it consists of an outer tube 46, having a coned inner end perforated at the apex,

which tube is screwed into an extension of i the intake pipe 2. Into the outer end of the tube 46 is screwed another tube 47, also having a coned inner end provided with a per foration near its apex. The'inner part of this tube is reduced so as to provide an anfrom the pipe 41. Into the outer end of the tube 47 is screwed another tube 48, the inner part thereof reduced, as shown at 49, to provide a space, within the tube 47, through which gases may be delivered to the front end of the atomizer. The tube 47 is provided with a series of elongated slots 50 and must be adjusted so that one of the'said slidably mounted a rod 51, provided with a handle 52, and adapted to be shifted for the purpose of cleaning out the atomizer nozzles and regulating the amount of gas forced therethrough. The tubes 46, 47 and Bare also adjustable for the same purpose. 53 represents a stufiingbox attached to the tube 48 and surrounding the rod 51, and 54 represents a double stufiing box surrounding the tube 47.

From the construction described, it is evident that both gas and fuel will be forced under substantially the same pressure through. the atomizer nozzle, thus thoroughly and efliciently atomizing the fuel.

Just below the delivery end of the atomizer is located means for admitting air into ,the intake pipe 2 and for automatlcally varying the amount of air so admitted, that at the same time governs the quantity of compressed gas and fuel under pressure delivered through the atomizer. To the lower part of the intake tube 2, and passing around an opening therein, 'isa cylinder 55, open at the upper end and closed at the lower end either by a plate 56, or a spider may be used instead, if desired. The opening between the top of the cylinder and the intake tube 2 is governed by a butterfly valve 57, mounted on pins 58, which are adapted to turn in bearings 59 supported on the intake tube 2. 60 is a lever for operating the butterfly valve. Rigidly connected to each pin 58 is a crank arm 61, on the end of which is pivotally mounted a lever 62, having a long slot .63 near its lower end.

In passing it may be said that the construction of levers, intake valves, etc., is precisely thesame on both sides of the projecting end of the intake pipe, and that therefore only one side will be described.

Within the cylinder 55 is slidably 1110mm ed a cylindrical piston'or valve 64, the upper end of which is open and the lower end nular passage 48 for the fuel delivered its stroke.

provided with air The slot 63 of each lever 62 engages a pin 68, projecting outwardly fromthe valve 64,

said pin being adapted to reciprocate in a i or lever 70, one end of carried on the c slot 69 in the casing 55. Obviously, a downward movement of the lever 62 will push downthe valve 64, cutting off the air supply from the intake 2.

On each pin 68 is pivoted a vibrating arm which is pivotally attached at 71 to a link 7 2,'the upper end of which is pivotally attached to a bracket 73,

linder casing 55. This is for the purpose of allowing the pin 68 to travel in a straight line and the lever 70 to travel therewith without interfering with the reciprocation ofthe pin 68.

"To the other end of each lever 70 is pivotally attached a link 74, and the upper end of this link is pivotally attached to a lever 75, which lever is adjustably connected by means of a nut 7 6 to the head of the valve in the casing 43. By adjusting the lever 7 5, the throw of the valve in the fuel and compressed gas pipe can be regulated, and furthermore the closing of the butterfly valve 57, which takes place when the valve 64 falls, also insures the closure ofthe'fuel and I compressed gas valves.

As shown in Fig; 11, the pipeico nmunieating-with the casing of the check valve17 is branched, one part leading to the receiver 21, and the other part communicating with another cylinder, not shown, to regulate the supply of fuel to a multiple cylinder en-- When the eductor piston 11 is of the form shown in Fig. 7 and in the position shown in Fig. 2, nothing can enter the pipe 20 except a part of the compressed charge, as the opening 12 does not register with the passage 16 as the piston descends.

Figs. 14 and 15 illustrate a modification, in which a hollow piston 11 is provided with an annular passage ll and an outlet 11. Figs. 16 and 17 illustrate a further modification, in which a hollow piston 11 is provided with a central cut-away portion and orifices communicating with the hollow interior and also provided with pacln'ng rings 11. In case the pistons shown in Figs. 14 to 17 are used, the gases fromthe engine cylinderwill pass through the piston as follows 1 On the compression stroke of the engine, a portion of the compressed ward by municating at 149 with said screw cap 82 andopen at the bottom.

and unburned Y 1 naeaees gases will pass therethrough. During the explosion or power stroke of the engine, the loose piston will be at the top of its cylinder, and therefore the opening leading out .of said cylinder Would'be closed.

The eductor piston which is forced upthe pressure in the engine cylinder during the power stroke is returned to its normal position by the following means:

The top of the7piSton has resting upon its center a rod which passes through an opening in thetop of upwar y the head of the cylinder 10 and is pivotally secured I, both ends of said arm being attached to springs 7 9, which are connected to bolts 80, passing through projections onthe bottom of the cylinder 10. By adjusting the bolts 80, the tension of the spring 7 9 can, of course, be regulated, thus regulating the amount of the charge passing through the eductor piston.

In Fig. i and regulating device, which can be used in any line of the system to control pressures. This constitutes a well known type ofreducing and equalizing valve, in which the admission of gas under .pressure at the nip ple 143 to the pipe 144 iscontrolled by a valve 145. The spindle 146 of said valve carries a piston 147 in a cylinder 148 comto an arm 78;

spring 150 engaging said piston for shifting the valve to open POSltlOlL' In this construction, the valve 145 will be maintained open 13 is shown a pressure equalizing pipe 144; a

by the spring 150 for permitting flow of the v gas through the pipe 144 until the gaseous pressure within said pipe is suficient to shift the piston 147 against the tension of said spring 150 and close the valve.

2, the bottom.

Referring especially to Fig. 65 of the piston 64, is provided with an upwardly extending tube 81, 'ClOSBClVgY a 1thin this tube telescopes another tube 83, centrally mounted on the part 56, the tube 83 being closed by a plug 84having an opening therethrough, this opening being regulated by the set screw 85, the whole arrangement constituting a dash-pot to prevent the fluttering of the piston 64.

Figs. 8, 9 and 10' for admitting air and gases to the intake pipe; said figures being on a larger scale thanvFigs. 1 and 2. 86 represents a cylindrical casing communicating with the lower part of the intake pipe 2.

The lower part of the casing 86 is err.

secured a cylinder 91, having slots. in the show a modified means upper part of its sides and provided on its lower end with a seat for the valve 89; said valve being provided with a cylindrical extension havin slots 90. To the lower end of the part 8 is secured another cylinder 91, slotted as shown at 91. The cylinders 91 and 91 may be made in one piece, if desired.

' Within the slots 91 play arms 116 which are connected to a yoke 115. A tube 95 is connected to the valve 89 and to the yoke 115 and this tube 95 telescopes over a tube 94, which is mounted on a centrally perforated spider 93, the whole constituting a dash-pot. The spider 93 is provided with spider arms 92 carried by the lower open end of the cylinder 91*, but, if desired, the lower end of the cylinder 91 might be closed.

In operation, as the valve 89 rises, air is drawn in through the slots 91 and the bot tom of the cylinder 91 and passes through the slots in the cylinder 91 into the expanded portion 100, from whence it passes into the upper part of the casing 86 and thence into the cylinder intake 2.

96 represents a butterfly valve mounted on the top of the casing 86 by a spindle 97, which is provided with an operating lever 98, having a handle 99.

On each side of the casing 87 is bolted a cylinder such as 101, which governs the supply of fuel in the following manner: Each cylinder is provided with a perforated extension 101, into which fuel may enter, and with a similar perforated extension 102, leading to the atomizer; and within the cylinder 101 is located the valve governing the passages of fuel therethrough. The cylinder 101 is provided with an inwardly extending annular portion 103, coned, as shown in Fig. 8, to provide a seat for the valve- This valve is shown detached in Fig. 10, and it'consists of an upper cylindrical portion 104, provided with grooves, such as 105, into which guide pins 106, threaded through the cylinder 101, enter. The lower part of the valve includes the part 107, which is cylindrical in its main outline, and which is smaller than the part 104, the connecting portion 108 being coned to fit against the portion 103 of the cylinder 101. The part 107 has a lower open end and is hollow and provided with a slot. 109. Pivoted to the part 107, near the upper part of the opening 109, is a blade-110, adapted to be forced outwardly into said opening 109 so as to fill a greater or less portion of the latter, forming a wedge shape passage, a spring 111- normally tending to force the blade 110 away from the opening 109. The blade 110 is adjusted in the following manner: The upper part of the cylinder 104 is open, as

shown in Fig. 8, and the lower part thereof is closed at 112 and rovided with a central opening, through w ich a rod 113 is adjustably fixed a yoke 115, having two arms 116, and to the outer end of each of these arms is fastened a fiat bar 117, the upper part of which is curved outwardly and terminates in a yoke 118 having a rectangular opening, as is shown in Fig. 12, for receiving a nut 119. The rod 113 has a milled head 120 and a screw-threaded portion, which enters the nut 119. By means of the nut 119 and the screw-threaded connection between the rod 113 and the piston, the rod 113 may obviously be adjusted up and down to ad just 'the blade 110 without disturbing the relation of the yoke 118 and the valve shown in Fig. 10; the screw threads in said yoke and valve being of equal pitch.

The yoke 118 has an extension 122, provided with a perforated bracket 123. Through this bracket 123 passes a shouldered rod 124, the upper end of which is pivotally attached, as at 125, to a crank arm 126, rigidly secured on the spindle 97. In the position-shown in Fig. 8, the valve 89 is prevented from rising because the bracket 123 strikes against the shoulder on the rod 124, the opening in the bracket being of such a size as to freely permit the passage thirethrough of the lower part of the rod 12 When the butterfly valve 96 is opened, the rod 124 is raised, permitting the upward movement of the bracket123.

The rod 113 passes through a stufling box 127, on the top of the cylinder 101, in order to make a tight joint, the heads of cylinder being screwed thereon, as shown in Fig. 8.

By means of this arrangement and also that shown in Fig. 2, thefuel is supplied to the intake of the engine in direct proportion to the amount of air drawn. into the intake. When the parts are properly adjusted, they are as shown in Figs. 8 and 9,

a cock to prevent the action of the eductor piston. 130is a cylinder in which the piston 131 works. This piston is in the form of a hollow cylinder having an open bottom and a discharge opening 133, and provided with mitted to the piston or valve 64 (see Fig. 2

packing rings 132. The construction is substantially similar to that already described, except that on the top of the eductor cylinder an air compression apparatus is used.

-The top 134 of the cylinder 132 has a central opening 135, through which a rod 136 plays freely, this being used to return, by spring action, the eductor piston to its original position. Connected centrally to the head 134 is a cylindrical extension 137,

, provided with a stufiing box, through which,

the rod 136 works.

This extension is hollowed out just below the stuffing box, forming a small chamber with whlch an inlet pipe-138, provided with a spring operated check valve 139, is .connected. To. this chamber is also connected an outlet pipe 140, provided with a springactuated check valve 141, and an extension 142 of the pipe 140' conducts the compressed air to a suitable receiver. As the piston 131 falls it draws in air through the pipe 138, and as it rises it expels air through the ipe 142.

There is a greater egree of motion per than is required to open or close the an inlet opening 66. Th1s is for the purpose of completely closing the cooks in the valvg casings 43 and for the purpose of giving the proper range of adjustments. Any number of cylinders may be connected with my system, each cylinder being provided with educting mechanism.

Instead of using the ed-uctor piston as a valve, I may remove this piston and use a simple check valve without departing from the spirit of my invention.

It should be noted that-the higher the valve 64 is raised, the more, air enters the usually retains some gases under pressure in the receiver 21, but if not, the cranking of the-motor will necessarily be continued I until. sufiicient pressure is developed. After the engine has once started, the operation is automatic.

On closing the throttle valve 57, the rod 62 will force down the valve 64, closing the air inlets 66, and also closing the valves in the oasinglsl 43, which valves govern the flow of the 'el and gases supplied to the atomizer.

i The proportions of the mixture are adjusted by adjusting the various parts of the atomizer and also by the'adjustable levers 7 5.

Fluttering of the valve 64 is prevented by' the dash-pot below said valve, already described.

The operation of the valves shown in Figs. 8 to.10 is in the main similar. to that of the valve 64, and it is thought that a detailed description of the operation thereof is unnecessary.

The main features ofmyinvention are the selective and controlling mechanisms, but it also involves other points which,

though of less importance, still are of con-w siderable value.

Thus the protective shown in Fig. 2 prevents flame propagation under pressure, as I have proved by-a long and exhaustive course of experiments. The use of an adjustable valve, such as shown in the casing 43, cheapens the construction j cone construction essentially, as it dispenses with the use of the v expensive and easily clogged needle valves.

Still furthed advantages are the opera- 7 tion of a carbureting device by means of gases under pressure, educted from the cylinder or cylinders of a motor during the compression or power'stroke, or. both. A still further advantage is the production of a device in which the suction. of the motor mechanically and automatically controls the supply of fuel and regulates the supply of.

fuel and air proportionately and accurately. A still further advantage of my invention is the production of a supply of compressed air, by means of the device shown in Fig: 1 8, which may be used to pump u the tires, 1

apply brakes, etc. By my device, the supply of fuel is directly proportioned to the air drawn into the apparatus, and this is elfected by automatic means. The various adjustments provided render any feed possible. r

I claim 1. In a carbureter for internal combustion engines, the combination of a casing providing a motor intake, a throttle valve mounted in said casing at one end thereof, a fuel feeding device, a fuel feeding valve provided with an opening means for manually adjusting the size of said opening, a fuel passage from said valve to the interior of the casing between the motor intake and the throttle valve, and means within said cas-' ing operated by the suction of the motor to automatically control the fuel feeding valve.

2. In a device for controlling and distributing the feed of a liquid fuel" to an internal combustion engine, the combination of a cylinder, an explosion offtake therefrom, 'a device controlling by the pressure of the cylinder exit of gases from said explosion ofitake, a pipe leading from said exbranch leadsto a fuel distributing carbureter valve controlled communications from the fuel tank to said carbureter, said car-- bureter being arranged to discharge into the intake of an engine, a throttle valve arranged in the rear of said carbureter, a suction-controlled valve in operative relation to said carbureter and controllin connections between said suction control ed valve and the fuel supply valves, whereby the suction of the engine may determine the feed of the fuel to the carbureter.

3. In an explosion engine, the combination, with the engine intake conduit, of a fuel supplying. device means for forcin fuel by means of cylinder pressure, into an throu h said fuel supplying device, a throttle va ve behind the fuel supplying device, a suction moved feed controllm member behind the throttle valve, where ma control the position of the eed contro ling member, and means whereby such member may controlthe feed of fuel to a carbureter.

4. In an explosion engine, the combinasuction v tion with v a cylinder, an ofl'take for -said cylinder, a device connected with said. olftake into which device gaseous products of explosion may be forced, pressure controlled valves in said device for controlling the passage of such gases, a strainer into which such gases may be passed, a pipe leading from said strainer, branches leading from said pipe, one to a carbureter, one to a spraying device, and one to a fuel tank, said spraying device or atomizer being arranged to discharge into the intake of the engine in advance of a throttle valve, a suction-controlled piston behind the throttle valve, a pipeleading from the fuel tank to the atomizer or spraying device, a valve in said ipe, and link connections connectingsaid last named valve, the throttle valve,. and the suction-controlled valve, whereby the position of the throttle valve may control the position of the suction-operated valve' and also control the valve.

In testimony whereof, I afiix my signature, in presence of two witnesses.

I HENRY M. REIOHENBACH. Witnesses:

Onlumns H. HAESELER, CHARLES S. Aoxnnv.

position of the fuel

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