US1666296A

US1666296A - Carburetor

Info

Publication number: US1666296A
Application number: US602032A
Authority: US
Inventors: Clayton E Monosmith; David J Monosmith
Original assignee: GEORGE W SAYWELL
Current assignee: GEORGE W SAYWELL
Priority date: 1922-11-20
Filing date: 1922-11-20
Publication date: 1928-04-17
Anticipated expiration: 1945-04-17

Description

April 17, 1926 1,666,296

C. E. MONOSMITH ET AL CARBURETOR Filed Nov. 20. 1922 3 Sheets-Sheet 2 Jmwfy.

Patented Apr. 17, 1928.

UNITED STATES PATENT OFFICE.

CLAYTON E. MONOSMITH AND DAVID J. HONOSMITH, OF SPENCER, AND OLNEY B.

MONOSMITH, OF LORAIN, OHIO, ASSIGNOBS OF ONE-FOURTH T0 GEORGE W. BAY- WELL, OF CLEVELAND, OHIO.

CARBURETOB.

Application led November 20, 1922. Serial No. 602,032.

Our invention relates to carburetors for internal combustion engines, and particularly to the proportional-flow type of carburetor. More particularly, our invention relates to that type of carburetor in which the air valve is suction-controlled. Other features of our improved carburetor relate to a two-movement fuel valve, this movement being in different dimensions; and means whereby the movements of the fuel valve in one d1mension are produced by and proportionate to the movements of the automatic air valve, the openin of the fuel valve during its movements in t is dimension being, throughout the entire rangel of in oyement, in an amount having a constant ratio to the openingr of the air valve, the movement of the fuel valve in the other dimension being adapted continuously to change the value of the constant ratio.

The means controlling the air supply are held closed, preferably spring-loaded, so as to permit the admission of air only above a certain predetermined minimum vacuum in the casing immediately within the air opening, thereby obviating undesirable effects because of fluctuating fuel levels and because of the surface tension of the liquid fuel also, obviating the change of the fuel flow from the turbulent to the streamline flow. On the other hand, in order that the power of the engine may not be limited at full load, the restraint by which the air opening cover is held closed does not exceed a certain predetermined maximum. Therefore, the vacuum chosen for the casing chamber into which the air and fuel both primarily feed lies between certain upper and lower limits.

The annexed drawings and the following description set forth in detail certain means embodying our invention, such means disclosing. however, but two of the various forms in which the principle of the invention may be applied.

ln said annexed drawings:

Figure 1 represents a longitudinal section of one form our our improved carburetor, taken in the planes indicated by the line I-I, Figure 2;

Figure 2 represents a longitudinal section, partially in plan, taken in the planes indi- Cated by the line II--II,` Figure 1;

Figure 3 represents a transverse section, taken 1n the planes indicated by the line III-IIL Figures 1 and 2;

Figure 4 represents a fragmentary longitudinal section, upon an enlarged scale, takenin the plane indicated by the line IV-IV, Figure 3;

Figure 5 represents a perspective view, upon an enlarged scale, of the two-movement fuel valve;

Figure 6 represents a fragmentary longitudinal section of the lower end of the carburetor casing and showing a type of carpuretor having a modified form of air in- Figure 7 represents a longitudinal section of a type of carburetor in which the twomovement fuel valve is operated in a somewhat different manner from that shown in Figures 1 to 6 inclusive, the structure being modified to show one way of effecting this manner of operation; i

Figure 8 represents a fragmentary longitudinal section, taken in the plane indicated by the line VIII--VIII, Figure 7 Figure 9 represents a transverse section, taken in the plane indicated by the line IX-lX, Figure 7;

Figure 1() represents a fragmentary transverse section, taken in the. plane indicated by the line X-X, Figure 7;

Figure 11 represents a fragmentary longitudinal section, upon an enlarged scale, taken in the plane indicated by the line XI--XL Figure 7;

' Figures 12 and 13 represent, upon an enlarged scale, two parts forming the twomovement fuel valve of this type of carburetor; and

Figure 14 represents a bottom plan of said fuel valve parts when assembled, thus showingr the resultant fuel port.

Referring to the annexed drawings in which the several elements are indicated in the different views by the same ordinals respectively, we indicate thek main casing of our improved carburetor by the ordinal 1, the same being provided with laterally-extended flanges 2 (Figures 1, 2 and 3) covered by a plate 3 to form an auxiliary chamber hereinafter fully described. A rectangular air inlet valve 4 and a. rectangular throttle valve 5, the latter being actuated from any convenient point through the medium of a rod 5', are rovided as indicated. The main casing is thus divided into several chambers indicated by the

ordinals

7, 8 and 9, the same being hereinafter designated as chambers which are subject to atmospheric pressure, low vacuum, and hi'gh vacuum, respectively. The chamber formed by the

auxiliary casing portions

2 and 3 is indicated by the ordinal 8 and is subject to the same low vacuum as the chamber 8, these two chambers being in free communication through the medium of the opening 6, as plainly indicated in Figure 1.

Rotatably mounted in one wall 2 of the auxiliary chamber 8 is a cylindrical, tubular member 10 communicating with a conduit 11 which in turn communicates with any suitable desired type of fuel float chamber not shown. As a matter of detail we have shown the connection between the cylinder 10 and the conduit 11 to consist in an enlarged chambered end 12 formed upon the latter and within which the outer open end of the cylinder 10 is fitted, the two members -10 and 11 being retained in proper position by means of a plate 13 which is held by means of two screws 14 engaging in to a wall 2 of the auxiliary chamber 8. Within the chamber Sthe cylinder 10 is formed with a rectangular opening 15 forming a fuel aperture adapted to re ister more or less, in a manner hereinafter ully described, with a corresponding fuel a erture 18 formed in an outer sleeve mem er 16 surrounding and mounted upon the tubular member 10, thus forming a fuel port adapted to discharge into a channel 19 (Figure 4) formed between an arcuate boss 1 upon the casing 1 and the peripheral surface of the s1ee\e 16, this passage 19 communicating through the medium of a port 2O with the chamber 9 or the high vacuum side of the throttle valve 5. The sleeve 16 is mounted to be longitudinally movable on the cylinder 10 by means of an adjusting screw 25 threaded through a wall 2 of the chamber 8 and acting upon the sleeve 16 to move the same against the tension of a spring 17 which encircles the c liuder 10 and abuts at one end on wall 2 o the chamber 8' and at the other end the opposite face of the sleeve 16, all as plainly shown in Figures 2 and 3. We indicate the fuel ort formed by the overlapping areas of

t e openings

15 and 18 by the ordinal 26, Figure 4, and we indicate the port ed e of the opening 18 by the ordinal 31 and t ie port edge of the opening 15 by the ordinal 32, Figure 5.

Secured to theair vvalve 4 is an arm 21 and secured to the sleeve 16 i'san arm 23, these two arms being connected by a rod 22. The air valve 4 is normally maintained in closed position through the medium of a spring 24. Also, the cylindrical tubular member 10 can be rotated through the medium of an arm 27 inte rally secured thereto and positioned exterior y of the chamber 8', Figure 3, this arm 27 being actuated by means not shown. 'We may now Well men- 70 tion that this arm 27 introduces means for especially actuating the fuel valve for the idling condition of the engine.

It is evident from the foregoing descrip tion that, the spring 24 beinu placed under 75 valve 5 and the Speed 0f the motor, will 80 maintain this differential within the required limits, and this vacuum ot' the chamber 8 produced by this differential will be termed the low tension vacuum. By the phrase low vacuum, as applied to chamber 8, we refer to a vacuum that is, preferably, kept to about one pound or less; whereas, in practice, the vacuum in chamber 9 ma at times be as high as eight pounds; an of course, the pressure in chamber 7 is atmos- 90 plieric. Sprin 24 attached to air valve 4 will maintain t e vacuum in chamber 8 within sufficiently close limits to revent any material change in the relative ow of air to the liquid fuel, due to variations of vacuum 05 in said chamber 8. This low vacuum will also be maintained in the chamber 8. During the manufacture ofthe carburetor a suitable tension would be determined for the spring 24, according to the character of the IUU carburetor, the service for which the same is designed, and the stresses to which sprin s are subjected according to standard pulished works on springs. It is evident that the fuel port 26 discharges into this low 105 vacuum maintained in the chamber 8. Therefore, the air and the fuel will each. discharge into a low vacuum and this vacuum will be the same. Now, further, the

opening and closing of the fuel port 26, due

to the mechanical assembling hereinbefore described and shown in the accompanying drawings, will be proportional to the opening and closing of the air valve 4. The aperture 3() through which the air enters the ll chamber 8 is rectangular, as plainly shown in Figure 3, and, as mentioned above, the

openings

15 and 18 forming the fuel nozzle are rectangular so that any increment of air valve and fuel valve openings will admit a 12" corresponding increment of air and fuel. The ratio between the openings of the air and fuel valves being once determined. this ratio remains constant throughout the whole range of operation of the air valve. In order that the turbulent flow of the fuel may be preserved throughout the entire range of operation, despite the fluctuations in vacuum encountered in practice, we load the air valve 4 by a spring 24 between certain lower .13u

and u per limits of vacuum, preferably a lower limit of about 2 ounces and an upper limit of about 1 pound below atmosphere, i. e., between the inside of chamber 8 and the atmosphere. The reasons for these 'practical limits are: If the suction in chamber 8 is much more than one poundthe power of the engine is limited at full load. If the suction is much less than 2 ounces, there is an undesired veii'ect from fluctuating fuel levels and from the surface tension of the liquid fuel; also, the fuel flow may change from the turbulent tothe streamline ow, which causes variations in the fuel flow very disproportionate to the variations in the air How. Although, as above stated, practical operation presents certain fluctuations of the vacuum, still the tension of the spring 24 is determined for any one carburetor so as provide a fixed vacuum in the chamber 8 at some point between two ounces and one pound, as deemed desirable, and in theory this vacuum is considered to be maintained constant, although in practice it actually varies, this variation bein well withinf the above limits under usua operating conditions and not affecting the constant ratio between the effective areas of the fuel and air openings. In our improved type of carburetor, a considerable friction in the air and fuel valve mechanism, or a wider fluct'uaf` tion in the differential pressure between chamber 8 andthe air intake 7, has no effect on the relative How of air to fuel either in theory or practice. The port 20 by means of which the fuel enters the chamber 9 is made just larg enough to pass the vfuel at the maximu opening of the throttle valve'5 without any restrictive or choking effect. This determination of the size of the port 20 is obtained by experiments and tests of the type of carburetor for the particular service required. It will be noted that the length of the port 20 is equal only to the thickness of the wall of the casing 1, so that the transfer of the fuel or mixture from the low vacuum chamber 8 to the high vacuum chamber 9 is through a conduit which both in length and cross-sec tional area obviates the segregated feeding of fuel and air lobules and obviats any restrictive or cho ing effect, so that the uniformity of the mixture fed to the engine is not impaired by any conditions attaching to the ley-pass 20.

It will be noted that the air and gas are mixed upon the high vacuum side of the throttle valve 5 and that, therefore, all of the fue] is by-passed from the low vacuum of the chamber 8 to the high vacuum of the mixing chamber 9. The advantages of this particular operation reside in the facts that the pro ortioning of the fuel is easier to accom lisli in the low vacuum chamber; whereas, t e mixing of the fuel with the air in the high vacuum chamber provides an unobstructed passage for the mixture into the engine manifold. Inasmuch as in carburetor ractice it is desirable to atomize and vaporlze the fuel to as great an extent as possible, this effect is partially nullified if the mixing takes place on the low vacuum side of the throttle because the Spray condenses on the throttle and feeds off 1n relatively lar e drops. Also, our mixing upon the hi vacuum side of the throttle results in t ie flow of a homogeneous mixture to the engine manifold; whereas, the feeding of the fuel VOff the throttle in relatively large drops, when the mixing has taken place on the atmospheric side of the throttle, results in a more or less irregular mixture flowing to the engine manifold. Also, the atomlzation is best accom lished at the point of highest velocity. This point is on the high vacuum side and close tothe throttle margin, and our construction permits by-passing all the fuel to this point.

It will be evident that the o eration thus far described relates only to t e automatic operation occasioned by the suction-actuated air valve. Now, by means of the adjusting screw 25, the sleeve 16 can be moved longitudinally to provide different longitudinalopenings for the fuel ort 26. It is evident, therefore, that any esirable range of fuel feed for motor operation, from idling to full throttle, may be chosenthrough the medium of the proper setting of the adjusting screw 25 and then,under the action of the throttle and the ull of the. engine, the fuel valve through t e medium of the air valve will move throuvh this chosen range of openings. Inasmucll-as the fuel port 26 is rectangular, the area of said port 26 will vary in direct proportion as the distance between the port edges 31 and 32 varies, illustrated by the distance A-B, Fi ure 5. Therefore, any adjustment effected y the screw25 will be pro ortional for all automatic movements of t e fuel valve and hence for all openings of the throttle and all speeds of the motor. We have provided, then, two movements of the fuel valve, at an angle to each other, one movement feeding the fuel proportionately to the flow of air and the other movement varying this proportion. It will be noted that the automatic control of the fuel and air valves maintains a constant ratio between the effective arcas of the fuel valve and air valve openings for all automatic movements; further, that the manual control of the fuel valve provides for changing this ratio of effective areas of the fuel valve and air valve openings from one con stantA ratio value to another constant ratio value.

We form the carburetor wall 1 with an offset 35 at the point where the air valve 4 touches the wall 1 when said air valve is in closed position, The function 'of this offlll set 35 is to aid in making the air opening 30 proportional to each degree of angular opening of the valve 4, the opening of the fuel valve 18 being proportional to each degree of angular opening, thus insuring the constant ratio of fuel to air at all demands on the carburetor, the

arms

21 and 23 being of the same length and parallel.

We also provide means for aiding in drawing the mixture through the port 20 and for atomizing and vaporizing the fuel. These means reside in an atomizing lug 28 secured to the casing wall adjacent the mixing-chamberend of the port 2() and upon the air inlet side of the port 20. Furthermore, in the construction shown, for instance, Figure 4, this lug intersects the projection of the port 20 so that the mixture actually impinges upon the overhanging portion 282 of the lug 28 which has a marked nebulizing effect, thus aiding in obtaining the desired vaporization of the fuel. The main effects of the lug 28, whether or not the same overhan s the port 20, viz, the aiding in drawing the t(fuel through the port 2O and the atomizing and vaporizing of the fuel are occasioned as follows: First, as regards the drawing of the fuel through the port 20: lVhen the throttle 5 is in its closed or nearly closed position, the vacuum in the mixing chamber 9 is relatively high and the fuel is drawn through the port 20 rapidly by said high vacuum, but as the throttle 5 is opened` the vacuum in the mixing chamber 9 drops until at full open throttle the vacuum in said chamber 9 is relatively low. However, the air at full throttle opening passes at high velocity over the lug 28 and produces a partial vacuum immediately forward of Said lug or at the port 20, thus aiding in drawing the fuel through said port into the mixing chamber 9. Second, as regards the atomizing and vaporizing effect of the lug 28: When the throttle 5 is in its idling or nearly closed position, the high vacuum in the mixing chamber 9 draws the air at high velocity over` the lug 28, and as the throttle 5 opens, the velocity of the air through the combined passage 7-8-9 of the carburetor casing increases, thus maintaining a high velocity of air over the lug 28 at all times. The air thus passing over the edge 28' of the lug 28 at high velocity has a very strong atomizing effect on the fuel entering through the port 20. As before mentioned, inasmuch as the mixing of the fuel and air takes place upon the high vacuum side of the throttle, this atomizing and vaporizing effect of the lug 28 upon the fue] is not later neutralized by the fuel condensing in drops upon the throttle.

In one slightly modified type of carburetor shown in Figure 6, We provide independent means for regulating the initial position ofthe fuel valve. These means consist in the provision in the atmospheric chamber 7 of a pivoted platform 33 capable of adjustment through the medium of an adjusting screw 34, whereby it is apparent that the closed position of the air valve 4 can be regulated and hence through the members connecting the air valve and the fuel valve the closing or initial position of the latter can be regulated.

Referring to the type of carburetor shown in Figures 7 to 14 inclusive, the modifications over and above the type shown in Figures 1 to 6 consist largely in a structural arrangement whereby the automatic adjustment of the fuel valve, proportionate to the movements of the air valve,are due to a relatively longitudinal movement of registering openings, and the manual adjustment of said openings so as to set the fuel nozzle in any desired range of fuel feeds is accomplished by a relative rotary movement of said openings. Referring to the detail of this construction, the rod 22 which, through the medium of the movements of the suctionactuated air valve 4', controlling the air opening 30', longitudinally moves a cylindrical rod 16' relativel to a cylindrical tubular member` 10 is plvoted intermediate its ends through the medium of a pin 38 upon a member 40 intersectin the wall 36 of the auxiliary chamber 37 an screwed into finger piece 41. Therefore through the medium of finger piece 41 and the action of the forked end 43 of the rod 22' upon member 44 secured to rod 16', the rod 16 can be moved longitudinally, thereby effecting the desired initial opening of the fuel port 26', or idling adjustment. The member 43 actually engages a collar 44s loosely mounted upon the rod 16. The spring 24 encircles rod 16' and bears at onexend against a floating washer 442 disposed adjacent said member 44 and at the other end against the wall 36 of said chamber 37, and is assembled in the carburetor under compression and is under compression at all times performing several functions, viz, to give a differential pressure between

chambers

7 and 8 by tending to close valve 4'; to automatically take up all slack in moving joints in the inkage; also, to overcome any binding` or sticking of the fuel-valve rod 16'. A lock nut 42 is rovided adjacent the finger piece 41, as plainly shown in Figure 7. It is also evident that the ivotal point of the rod 22' upon the mem er 40 is disposed nearer the forked endv 43 of said rod than it is to that end of the rod 22' which is secured to the arm 2l'.' Furthermore; as plainly indicated by the ordinals 22, we provide a further adjustment for the movements of the rod 16 by the provision of a plurality of points at which the arm 21' and the rod 22 may be secured to ether.

A cylin rical tubular member 10' is secured to a casing member 12 which is fastened to the main casing 1 a spaced distance from the latter so as to form a passage 19' communicating with the chamber 8 through the medium of an opening 82 in the wall of the casing 1, the outer end of said cylindrical member 10 communicating with a fuel conduit 11 and the inner end of meinber 10' passing through opening 82, as plainly shown in the enlarged section in Figure 11. This opening 82 forms an auxiliary chamber having the same vacuum as the chamber 8 which latter vacuum is maintained within the required limits by the movements of the suction-actuated air valve 4'. The tubular member 10' is formed at one end with an open-ended rectangular opening 15' and is ada ted to receive at this end the adjacent end o the cylindrical member 16', substantially one-half of the latter being cut away to form an opening 18 adapted to register more or less with the o ening 15', to form a fuel port 26', as p ainly shown in Figure 14, according to the ongitudinal position of the cylindrical member 16'. As before explained, this longitudinal position of the cylindrical member 16' is automatically determined by the movements of the suction-actuated air valve 4. It is evident that, if means be providedfor relatively rotatably moving the members 10' and 16', different ranges of fuel feed may be provided, each of which ranges will be covered by the automatic longitudinal movement of the cylindrical member 16' and its fuel o ening portion 18. This relative rotatab e movement is effected by means for manually adjusting the rotative position of the cylindrical member 16. These means consist in the member 44 which is clamped to the member 16' and which is provided with an extended tongue 44' to which is secured a pin 46 adapted to engage a slot 48 formed in a follower 47 engaging a screw 49 rotatably mounted in the walls 36 of the auxiliary casing 37 and provided with a linger piece 50, as plainly shown in Figures 8 and 10. Inasinuch as the pin 49 is longitudinally fixed. it is evident that a turning movementof the finger piece 50 will cause the follower 47 to travel longitudinally upon the pin 49 thereby turning the clamp 44 through the medium of the pin 46 and thus thereby turning the cylindrical member 16', to which the clamp 44 is secured, and thus relatively rotatably adjusting the position of the openings 15' and 18' forming the fuel port 26. A'-B', Fig. 14, denotes the adjustable distance between the port edges 31' and 32'. A guide and support for the free end of the follower 47 is provided through the medium of a pin 52 mounted in the casing 36 and which intersects a slot 51 formed in said follower 47, as plainly shown in Figures 7 and 10. In this type of carburetor the fuel dischar es from the port 26' into the chamber 82 w iich is maintained at the same vacuum as the chamber 8 and thence the fuel by-passes the throttle 5, through the medium of the channel 19' and port 20', to the mixing chamber 9.

XVe do not propose that one of the movements of our two-movement fuel valve should necessarily be manually controlled, since an automatic actuation would be within the principle of our invention. Furthermore, this particular movement could be automatically controlled by a thermostat to compensate for temperature variations which require a variation of the ratio of area of the fuel port to the area of the air valve opening in order to keep the proportion of fuel and air constant. It is well known that the viscosities of liquid fuels vary with the temperature and that the rate of iow of the fuel through a given orifice varies with the viscosity, hence, it is essent'al to compensate for the temperature variation if t e ratio of fuel to air is to be kept constant. In aeronautic practice, the movenient which we have shown and described as manually controlled could be operated by an aneroid bellows to compensate for the variation in richness of mixture resulting from varyin altitudes. Our construction of carburetr also acts as an automatic tire-trap. The air valve 4 would automatically close due to the back pressure of the air, and the re would be trapped by this closing of the air valve. Inasmuch as tire requires at least 1/32-iiich opening to pass, and we have no opening in our carburetor more than 1/64-inch, the fire would be effectivel trap ed.

We have illustrated t e carliuretor in the accompanying drawings for use in horizontal position. In this position, as plainly shown in Figure '4, the channel 19 serves to aid in feeding the fuel by conducting the same by gravity to the port 20, after it has been proportioned through the fuel port 26.

What we claim is:

1. In carburetors, the combination of a casing having an air inlet, a fuel port, and a mixture outlet; a throttle valve mounted in said casin" and dividing said casing into an air chamber and a m chamber; a suction-actuated valve contro ling said air inlet; a two-movement valve controlling said fuel ort, said fuel valve being connected to said air valve and moved automatically in one direction by the movements of said air valve so as to var the area of the fuel valve opening, throng iout the entire range of movement, in an amount having a constant ratio to the area of the opening of the air valve, Said fuel valve being movable in the other direction to change the constant ratio from one value to another;

llo

and means providing for the admission of fuel under the same amount of vacuum as that under which the air is admitted.

2. In carburetors, the combination of a casing having an air inlet, a fuel port, and a mixture outlet; a throttle valve mounted in said casin and dividing said casing into an air cham er and a mixin chamber; a suction-actuated air valve, sai air valve being loaded to maintain a vacuum within vacuum limits which preserve the turbulent flow of the fuel; a two-movement valve controlling said fuel port, said fuel valve being connected to said air valve and moved automatically in one direction by the movement of said air valve so as to vary the area of the fuel valve opening, throughout the entire range of movement, in an amount having a constant ratio to the area of the opening of the air valve, said fuel valve being movable in the other direction to change the constant ratio from one value to another; and means providing for theadmission of fuel under the same amount of vacuum as that under which the air` is admitted.

3. In carburetors, the combination of a. casing having an air inlet, a fuel port, and a mixture outlet; a throttle valve mounted in said casin and dividing said casing into an air cham r and a mixin chamber; a suction-actuated air valve, sai air valve being loaded so as to maintain a vacuum substantially between two ounces and one pound; a two-movement valve controlling said fuel port, said l:fuel valve being connected to said air valve and moved automatically in one direction by the movements of said air valve so as to vary the area of the fuel valve opening, throughout the entire range of movement, in an amount having a constant ratio to the area of the opening of the air valve, said fuel valve being movable in the other direction to change the constant ratio from one value to another; and means providing for the admission of fuel under the same amount of vacuum as that under which the air is admitted.

4. In carburetors, the combination of a casing having an air inlet, a fuel port, and a mixture outlet; a throttle valve mounted in said casing and dividing said casing into an air chamber and a high vacuum chamber, the latter chamber serving as a mixing chamber closely adjacent the throttle valve edge when the latter is in its closed position; a suctionactuated air valve, said air valve being loaded So as to maintain a vacuum between certain predetermined upper and lower vacuum limits; means forming an auxiliary chamber subject to the same vacuum as the air chamber; means admitting air to said auxiliary chamber; a two-movement fuel valve communicating with said auxiliary chamber and controlling said fuel port, said fuel valve being connected to said air valve and moved automatically in one direction by the action of said air valve so as to vary the area of the fuel valve opening, throughout the entire range of movement, in an amount having a constant ratio to the variation in area of the air opening, said fuel valve being movable in the other direction to change the constant ratio `from one value to another; and means formin a passage communicating with said auxiliary chamber and said mixing chamber.

5. In carburetors, the combination of a casing having an air inlet, a fuel port, and a mixture outlet; a throttle valve mounted in said casing and dividing said casing into an air chamber and a mixing chamber; a suction-actuated valve controlling said air inlet; a two-movement valve having a fuel port adapted to register with said first-inentioned fuel port, the opposite limiting edges of the inlet opening formed by said fuel ports being parallel, said fuel valve being connected to said air valve and moved automatically in one direction by the movelnents of said air valve, whereb the area of the fuel valve opening varies in an amount having a constant ratio to the variation in area of the air valve opening, said fuel valve being movable in the other direction to change the constant ratio from one value to another: and means providin for the admission of fuel and air under t e same amount of vacuum.

6. In carburetors, the combination of a casing having an air inlet and a fuel port both of rectangular cross-section, said casing also having a mixture outlet; a throttle valve mounted in said casing and dividing said casin into an air chamber and a mixing cham er; a suction-actuated valve controlling said air inlet, said air valve maintaining a vacuum between predetermined minimum and maximum vacuum limits; a twomovement valve having a fuel port of rcctangular cross-section adapted to register with said first-mentioned fuel port and having an opening edge at right angles to thc sides of said first-mentioned fue] poi-t, said fuel valve being connected to said air valve and moved automatically in one direction by the movements of said air valve, whereby the area of the fuel valve opening will be varied in an amount having a constant ratio to the variations in area of the air valve opening, said fuel valve being movable in the other direction to change the constant ratio from one value to another; and means l s i s providing for the admission of fuel under the same amount of vacuum as that under which the air is admitted.

7. In a carburetor having a mixing passage and a throttle in said passage, means for discharging an initial mixture of fuel and air through the wall of said passage adjacent the edge of said throttle when the latter is in its closed position, means for passing fuel through the wall of said passage in all positions of the throttle, and means attached to the wall of said mixing passage adjacent said discharging means to receive the impact of the discharged mixture and facilitate the atomization of the liquid content.

8. In carburetors, the combination of a casing providing a motor intake and providing for the admission of air; a throttle valve mounted in said casing, the air being admitted on tlie'low vacuum side of said throttle valve; a suction-actuated valve controlling the admission of air; means permitting a main air stream to pass by the throttle valve; means permitting an auxiliary air stream to by-pass the-tlirottle valve; a conduit adapted to communicate with a source of fuel supply; a rotatable sleeve enclosing said conduit, said conduit and sleeve being formed with openings adapted increasingly to register upon the rotation of said sleeve; means for adjustinfr said sleeve longitudi-l nally; means providing communication he; tween said sleeve opening and the interior 'f said casing upon the high vacuum side of the throttle valve; means permitting the mixing of said auxiliar air with the fuel as the latter passes to t e high vacuum side; means connecting said suction-actuated valve and said sleeve to move the same roportionately; and a sprin tending to old said suction-actuated va ve closed.

9. In carburetors, the combination of a casing having an air inlet and a mixture outlet; a throttle valve mounted in said casing and dividing said casin into an air chamber and a high vacuum c amber; a fuel port and a valve therefor; a valve for said air inlet; means for operatin said air and fuel valves; means formin a low vacuum chamber into which said air and fuel valves provide entrance, the high vacuum chamber into which the air passes by the throttle valve forming a mixing chamber; means forming a passage communicating with said low vacuum chamber and said mixing chamber and permitting a mixture of fuel and air under the pull of the high vacuum to by-pass the throttle valve to said mixing chamber; and a vaporizing lug disposed on the air intake side of the mixing-chamber-end of said fuel passage, said lug also increasin ly aiding the high vacuum pull upon the fue as the throttle valve opens.

10. In carburetors, the combination of a casing provided with a throttle valve, said casing having a rectangular opening to the atmosphere; a suction-actuated valve controlling said opening; a member adapted to communicate with a source of fuel and having a rectangular wall opening; a second member communicating with the interior of said casing and having a rectangular opening adapted to register with said Wall opening; means connecting said suction-actuated valve and'one of said members to move the same proportionately; and means for relatively moving said members so as to vary the registering areas of their openings in a relation angular to that produced by said proportionate mbvements.

11. In carburetors, the combination of a casing having a chamber of rectangular cross-section and formed at one end with a motor intake and at the other end with an air-opening; a spring-loaded suction-actuated valve for said opening; a throttle valve; a port formed in the casing in the rear of said throttle valve; an auxiliary cas ing forming a chamber communicating with the main easing through said port and also communicating with the main chamber adjacently behind said air valve; means formlng a conduit adapted to communicate with a source of fuel supply and having a rectangular fuel port and a movable valve controlling said fuel port and haviner an opening edge at right an les to the sides of said port, said last-named valve permitting fuel discharge into said auxiliary chamber adjacently to said casing ort; means connecting said air valve and said fuel valve to move the latter proportionatelyto the movements of the former; and means for ad`usting said fuel valve relative to the port w ich it controls in a direction angular to that in which it is moved b said connecting means.

12. In car uretors, the combination of a casing formed at one end with a motor intake and at the other end with an airopenin a spring-loaded suction-actuated valve or said opening; a throttle valve; a 105 port formed in the casing in the rear of said throttle valve; a lu'g secured longitudinally of the casing and having its rearward end positioned adjacent the inner end of said port and formed with a bottom rearward 110 extension intersecting the projected axis of said ort; an auxiliary casing forming a cham r communicating with the maincasing through said port and also communicat- 1n be ind said air valve; means formlng a conduit adapted to communicate with a source of fue supply and having a movable valve, said last-named valve permitting fuel discharge into said auxiliary chamber adja- 120 cently to said port; and means connecting said air valve and said fuel valve to move the latter proportionately to the movements of the former.

13. In carburetors, the combination of a 125 casing formed at one end with a motor connection and at the other end with an air opening; a spring-loaded suction-actuated valve for said opening; a throttle valve; a port formed in t e casing 1n the rear of said 130 with the main chamber adjacently to throttle valve; a concave 4boss formed exteriorly of the casing, said port intersecting said boss; an auxillary casing forming a chamber communicating with the main casing through the said port and also communicating with the main casing adjacently behind said air valve means forming a conduit adapted to communicate with a source of fuel supply and having a fuel port and a movable valve controlling said fuel port, said last-named Valve permittin fuel discharge into said auxiliary cham r within said boss and adjacent said casing port; means connecting said air valve and said fuel valve to move the latter proportionately to the movements of the former; and means for regulating said pro ortion.

14. In carburetors, the com ination of a casing formed at one end with a motor intake and at the other end with an air opening; a spring-loaded suction-actuated valve for said opening; a throttle valve; a port formed in the casing in the rear of said throttle valve; a concave boss formed exteriorly of said casing, said port intersecting said boss; an auxi iary casing forming a chamber communicating with the mam casing through said port and also communicating with the main casing adjacently behind said air valve; means forming a conduit adapted to communicate with a source of fuel supply and havin a fuel ort and a movable valve, contro ling sai fuel port said last-named valve permitting fuel discharge into said auxiliary chamber within-said boss and adjacent said casing `ort; means connecting said air valve an said fuel valve to move the latter proportionately to the movements of the former; means for regulating said proportion; and an atomizing and suction lug forward within said main casing adjacently rearwardly of the inner end of said casing port.

Signed by us this 28 day of October, 1922.

CLAYTON E. MONOSMITH. DAVID J. MONOSMTH. OLNEY B. MONOSMITH.

CERTIFICATE 0F CORRECTIN.

Patent No. l, 666, 296.

Granted April 17, 1928, to

CLAYTN E. MONOSMITH ET AL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows:

Page 5, line 72, strike out the paragraph commencing with the word "We" and all to and including the word "altitudes" in line 95; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

signed and sealed this 19m day f June, A. n. 1928.

(Seal) M. J. Moore, Acting Commissioner of Patents.

throttle valve; a concave 4boss formed exteriorly of the casing, said port intersecting said boss; an auxillary casing forming a chamber communicating with the main casing through the said port and also communicating with the main casing adjacently behind said air valve means forming a conduit adapted to communicate with a source of fuel supply and having a fuel port and a movable valve controlling said fuel port, said last-named Valve permittin fuel discharge into said auxiliary cham r within said boss and adjacent said casing port; means connecting said air valve and said fuel valve to move the latter proportionately to the movements of the former; and means for regulating said pro ortion.