US1699324A - Starting carburetor for internal-combustion engines - Google Patents

Description

Jan. 15, 1929. 1,699,324

R. F. BRACKE STARTING CARBURETOR FOR INTERNAL COMBUSTION ENGINES Filed April 25, 1924 2 Shae bs-Sheet 1 Jan. 15, 1929. 4 1,699,324

R. F. BRA'CKE STARTING CAHBURETORFOR INTERNAL COMBUSTION ENGINES Filed April 25, 1924 4 2 Sheets-Sheet 2 15 tionary Pumas Jan. 15, 1929.

UNITED STATES 1,699,324 PATENT OFFICE.

ROBERT F. IBBAGKE, OF CIHICAGO, ILLINOIS, ASSIGNOR T CUBTISB. CLIP, TRUSTEE,

01' OAK PARK, ILLINOIS.

STARTING GARBURETOR FOR INTERNAL-COMBUSTION ENGINES.

Application filed April 25, 1984. Serial No. 708,861.

My invention relates to starting carburetors for internal combustion engines and particularly automobile engines, and has for its general object the provision of improved means for supplying an explosive mixture for quick and easy starting.

In the accompanying drawings,

Figure 1 is a sectional view of an automobile equipped with the improvement of my invention;

Figure 2 and Figure 3 show vertical crosssectional views of two forms of starting carburetors;

Figure 4 is a front elevational view of a stakerosene engine equipped with my starting carburetor, and a Figure 5 is a sectional view of a standard carburetor embodying my improved starting arrangement.

Similar characters of reference refer to similar parts throughout the several views.

In Figure 1, 6 designates a standard engine, 7 a gasoline tank mounted on the rear end of the automobile frame, 8 the conventional 2 form of vacuum feed tank, and 9 and 10 the intake and exhaust manifolds of the engine.

A standard carburetor is shown at 11, secured to the intake manifold in the usual manner, and connected with the vacuum feed tank 30 through the fuel supply tube shown at 12. The carburetor throttle valve is shown at 13. The vacuum feed tank 8 has communication with the main tank 7 through the tube 14, and with the intake manifold 9, through the tube 15.

' In the operation of the well known arrangement thus far described the tube communicates manifold de ression to the vacuum tank 8. Fuel in tank subjected to atmospheric 40 pressure is caused to flow through the tube 14,

' into the vacuum tank 8 and then by gravity through the tube 12 into the carburetor.

The starting carburetor of the present invention is shown at 16 screw threaded into the intake manifold on the engine side of the. carburetor throttle 13 and preferably in the horizontal section of the manifold as shown In the preferred form of my invention the starting carburetor is constructed as shown in Figure 3 in which 17 designates the starting carburetor bod having an air passage 18 extending theret rough. Forming a part of the air passage is a venturi 19 having a stepped fuel delivery throat 20 and the fuel orifice 21 emptying into the throat. Fitting in the body 17 is a tapered shut-01f valve 22, containing the holes 22 and 22' arranged for alignment with the fuel orifice 21 and airpassa e 18 res ectively. The tapered valve 22 is eld fi against its seat by the spring 24 and carries tli e lever 21, arranged for operation from the automobile dash as shown in Figure 1. The boss 25 of the body 17 cooperates with the pin 26 to form stops for the open and closed positions of the shut-off valve 22. The carburetor body is externally threaded as shown at 27, for attachment to the intake manifold, and the jam nut 28 used for locking the carburetor in place.

In the installation of the starting carburetor the intake manifold is drilled and tapped,

and the carburetor mounted as shown. The fuel supply tube 29 is then installed between the connection 30 (Figure 3 and any part of the fuel supply line. In igure 1 I have shown the connection made at a T under the vacuum tank and in the fuel line 12. The lever 21 is then connected for operation from the dash. In Figure 1 I show a rod 31 extending through the instrument board and attached to the shut-off valve lever.

In starting the engine, the driver closes the throttle, pulls on the rod 31 to place the shutoff valve in the position shown in Figure 3, closes the ignition circuit and steps on the starter. Because of the closed or nearly closed throttle position, a high vacuum is formed in the intake manifold causing a high velocity air stream to pass through the venturi 19. This high velocity air steam produces a high vacuum at the throat of the venturi, causing gasoline to flow through the fuel orifice 21 and into the stream Where it is broken up and vaporized. The cold cylinders are thereby ulckly supplied with an explosive mixture t us assuring quick starting. After starting the throttle is opened and the rod 31 pushed back to normal position where the shut-off valve closes both the air and gasoline com munications. If the temperature is extreme- 1y low it may be necessary to hold the shut-off valve 0 nor artly open until the motor has warme up suEciently to run on the main c'arburetor. -Since part closure of the shut-off valve restricts both the flow of gasoline and air through the starting carburetor it is possible to regulate to a certain degree the amount of mixture supplied by the starting carburetor. For this reason the device may be used as a dash adjustment or enriching device 110 a4 is a venturi 19 the throat of which until the engine is warm enough to function properly without it.

Although my device is intended for use only as a starter and enriching device immediately after starting, I have found that the engine can be run solely by the mixture delivered through the starting carburetor. Should the main carburetor become inoperative or the vacuum feed tank be rendered inoperative through any one of many causes, the car may be driven with the starting carburetor. If the vacuum tank fails to function the starting carburetor may be connected with the main fuel tube 14 and the fuel lifted from the main tank.

In Figure 2 I have shown a modified form of starting carburetor which may be used where the fuel supply is located below the carburetor. In this case no gasoline shutoil is necessary. The air shut-off valve 211, is interposed between the venturi 19 and the outlet of the carburetor. lVhcn this device is installed on the car, it is necessary to tap the starting carburetor feed line into the floatbowl of the main carburetor as shown by the dotted lines in Figure 1.

Figure 4 shows a kerosene driven stationary engine in which 32 is the engine base and 33 a kerosene tank connected through the tube 34 with the carburetor 35. The carburetor is mounted on the intake pipe or manifold 36 in the usual way. Extending into the 1nanifold at 37 is the starting carburetor shown in detail in Figure 2. 38 is the gasoline tank arranged for supplying fuel to the starting carburetor. In starting this engine the throttle 39 or the choke 40 is closed and the starting carburetor valve opened. The engine is then cranked causing gasoline to rise through the tube 41 into the carburetor whereit is vaporized and delivered to the engine. After the engine has warmed up sufliciently the starting carburetor is shut off and the engine run by the kerosene carburetor.

In Figure 5 I show my device incorporated in the main carburetor. In this view 42 is the carburetor body having the usual mixing chamber 43", throttle valve 44, manifold flanges 45, jet 46 and float chamber 47. Formed in the body 42 and emptying into the mixing chamber 43 above the throttle has communication with the float bowl. The shut-off valve 21*, is interposed between the venturi and the mixing chamber. The operation is as described above.

From the foregoing description it will be observed that by my invention 1 have provided a quick and positive starting means, which may be applied to any type of internal combustion engine and which is simple in construction and easily installed. Attention is also directed to the fact that no raw unvaporized gasoline is delivered to the cylinders as is the case when the ordinary carburetor choke is used or when the ordinary gasoline injector primer is employed. The mixture delivered is highly vaporized, thereby eliminating crank case pollution and insuring quick starting.

\Vhile I have shown but this particular embodiment. of my invention, it is to be understood-that changes may be made thereinwithout departing from the spirit or scope of my invention.

Having thus described my invention, I claim 1. A starting carburetor for internal combustion engines for disposition posterior to the throttle of the ordinary type of carburetor therefor, comprising a Venturi air passage having its mouth portion arranged for disposition through and within the manifold of an internal combustion engine, a fuel passage communicating with the throat of the Venturi passage, and a shut-off valve adapted to close the fuel passage and to shut off the admission of air to the inlet orifice of the Venturi passage.

2. A starting carburetor for internal combustion engines for disposition posterior to the throttle of the ordinary type of carburetor therefor, comprising a Venturi air passage having its mouth portion arranged for disposition through the manifold of an internal combustion engine, a fuel passage communicating with the throat of the Venturi passage, and shut-off valve adapted to close the fuel passage and to shut oil the admission of air to the inlet orifice of the Venturi passage, said shut-off valve comprising a valve member aranged for oscillation upon its axis, having an opening therethrough for registration with the inlet orifice of the Venturi passage, and a second opening therethrough for registration with the fuel passage, said second opening being of greater diameter than the fuel passage.

In witness whereof, I hereunto subscribe my name this 21st day of April, 1924.

ROBERT F. BRACKE.

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