US1809108A - Carburetor - Google Patents

Description

4.Rlune 9, 1931. J.. l.. CHESNUTT 1,809,108

CARBURETOR Filed Aug. 29, 1927 2 sheets-sham 2 J L CHESJYUTT abtozmq Patented June 9, 1931 UNlTE STATES PATENT OFFICE CARB''RETOR Application filed August 29, 1927. Serial No. 216,156.

The primary object of this invention is to provide an improved construction for a carburetor in which means isprovided for m1X- ing the liquid fuel with a small quantity of air, subsequently mixing such mixture with a further quantity of airand still later, mixing the last mixture with the main body of air; all of these mixing operations taking place while the elements are passing` at right angles to each other and at high speed whereby the fuel elements are thoroughly vaporized and an intimate and efficient mixture is secured.

Another object of the invention is to provide an improved carburetor in which the fuel elements such as gasoline and air are caused to iiow in thin streams upon metal surfaces of considerable extent, whereby they are spread out in thin sheets in order to secure a high degree of vaporization and then are picked up in vapor formed by streams of passing air, to secure a further mixture.

A further object of the invention is to provide a carburetor having an improved floating and automatically adjusting nozzle and spray device for effecting the mixture of air with other fuel elements.

Still another object is to provide a carburetor in which the quantity of air introduced to the fuel mixture is automatically proportioned to the speed and load of the enengine at all times whether under conditions of idling, slow speed, medium speed or high speed, or slow and medium speeds under heavy load.

A further object of the invention is to provide in carburetor, an improved kspiral entrance passage so designed as tocause a rapid travel of fuel elements through a narron7 and minimize the amount of condensation and inc inparatively long passageway in order tov moisture to the air supply before the main quantity of air is mixed with the liquid fuel.

Another and further object of this invention is to insure a supply of gasoline or other liquid fuel for easy and quick starting under all conditions by permitting the entrance of a limited amount of gasoline to the entrance passages even when the engine is not running.

A further object of the invention is to provide an improved carburetor in which the richness of the mixture is automatically adj usted at all times to the speed and load conditions in such manner as tosecure the highest possible economy of fuel and the greatest efieiency in operation.

Another object is to provide a carburetor capable of smoothness of operation at all speeds without the use of several separate adjusting needles, jets, feeds and the like, a single adjusting needle serving for all speeds and all conditions of operation.

Still another object of this invention is to attain the greatest possible economy and efficiency by combining in a practical and inexpensive form, means for thoroughly breaking, vaporizing and mixing the liquid fuel with the air by the most efficient methods adapted to ordinary use in connection with internal combustion motors; namely by utilizing a large area of metal surface upon which gasoline or other volatile fuel element is spread out in a very thin sheet or lilm in relation to the quantity and speed of air passing in contact therewith and to do this in the smallest practical space and by simple means; and further by providing a contact between fuel elements and air at the point of mixture when traveling at high speeds and substantially at right anglesV to each other. c

With these and other objects in View, my invention consists in the construction, arrangement and combination of elements hereinafter set forth, pointed out in the claims and indicated by the accompanying drawings in which- Fig. l is a plan view of my improvedcarburetor.

Fig. 2 is a vertical section substantially on the line 2-2 of Fig. l.

Fig. 3 is a vertical section on the line 3-3 CII of Fig. 1 showing the means for automatically controlling the level of liquid fuel in the float chamber.

Fig. 4 is a side elevation of the carburetor partly in section on the line 4 4 of Fig. 1, to show particularly the means for admitting moisture to the main air supply.

Fig. 5 is a horizontal section on the line 5 5 of Fig. 2 and illustrating the spiral entrance passageway for the liquid fuel.

I have employed the numeral to designate a bowl for the reception of gasoline or other liquid fuel, said bowl being provided with a cover 11 held in place by a central bolt 12. A float 13 is arranged for vertical movement in the bowl 10 and is slidable en the bolt 12. The bowl 10 is formed with an L-shaped extension 14 at one side and in saitL extension is pivoted a lever 15 which extends within the bowl and engages the top of the float 13. A nozzle plug 16 is mounted in the vertical part of the L-shaped extension 14 and is formed with a valve seat with which is associated a needle valve 17 engaging the lever 15. rlhe nozzle plug is provided with entrance ports 18 at its upper end communicating with the valve seat. Gasoline or the like is supplied to the device through a tube 19 and an annular screen 2O preferably is interposed between the mouth of said pipe and the entrance ports 18 of the valve device.

At one side of the bowl 10 is a cylindrical chamber 21 of small diameter and a passage 22 leads from the bottom of said bowl to the lower end of said chamber. The bowl 10 may be provided with a screen 23 extending over the mouth of the passage 22. A valve seat 24 'is threaded into the lower end of the chamber 21 and has a passageway therethrough communicating between the passage 22 and the interior of said chamber. In the top of the chamber 21 is threaded a bushing` 25 and an air tube 26 is threaded inte said bushing and i extends within the chamber 21. T he air tube 26 has integrally formed on its lower end, a

needle valve 27 which engages the seat 24 and controls the passage of liquid to the chamber 21. The airtube 26 is formed with a relatively large air inlet `port 28 at its upper end, through which it receives atmosphericair and isa-lso formed with a small port or ports 29 in its lower end through which the air passes to the interior of the chamber 21. he air tube is formed at its upper end with a milled or knurled head 30 for manual adjustment of the valve 27 and a lock nutV 31 is threaded on said tube for engagementI with the upper en d of the lbushing 25 to maintain the desired adjustment.

`An air chamber 32 of substantially ,-cylindrical form is located at oneside of the bowl '10 and chamber 21 and said air chamber is surmounted by a generally dome-shaped mixing chamber 33 which forms a continuation thereof and a cover therefor. The mixing chamber and air chamber are held together by means of bolts 34 and a gasket 35 preferably is interposed between them. A fuel tube 36 extends vertically through the center of the air chamber 32 and mixing chamber 33. A fuel passage 37 extends laterally from the lower end portion of the cylindrical chamber 21 and communicates with the outer end of a narrow elongated spiral channel 33, which in turn communicates at its inner end with the lower end of the fuel tube 36. The spiral channel 38 preferably is formed in the upper portion of a separate casting 39 which is secured to the bottom of the air chamber 32 by neans of bolts or cap screws 40.

Mounted for vertical sliding adjustment in the air chamber 32 and mixing chamber 33 is an automatically adjusting nozzle and spray device which at times is lifted by the rush of air through the chamber 32, caused by the suction of the engine. The nozzle and spray device is composed of a substantially cylindricalmember 41 having a bear- 42 for sliding movement on the tube 36 and also substantially conical member 43 mounted above the member 41 and having a slide bearing on the upper end portion of said tube. rlhe cylindrical member 41 is formed at its upper end with a horizontal lflange 45 which normally rests at its outer edge on an internal shoulder 46 of the chamber 32. The conical member 43 is formed at its lower end with a horizontal flange 47 which is arranged parallel with and slightly spaced from the flange 45 to form a narrow circumferential opening 48 between them, directed horizontally. The members 41 and 44 are held together by screws or the like 49 passing through their flanges. The cylindrical member 41 of the nozzle and spray device is formed at its lower end with openings 50 by means of which air may enter it from the air chamber 32.

Mounted within the cylindrical member 41 is a. plate 51 which is horizontally arranged on the tube 36 and secured thereto as by a pin 52. Also mounted on the tube 36 and secured thereto as by a. pin 53, is a. substantially conical member 54 which has its lower wider end spaced slightly above the top of the plate 51 and extends upwardly within the conical member 43 of the nozzle and spray device. rlhe outer edges of the plate member 51 and conical member 54 are spaced slightly from the inner wall of the cylindrical member 41 and the space between said members 51 and 54 provide .a narrow outlet directed horizontally toward the wall of said member 41 and designated by the numeral 55. A port 56 is formed in the tube 36 within the space between the plate 51 and conical member 54 for the passage of liquid fuel from said tube.

An outlet 57 for fuel mixture leads laterally from the dome-shaped member 33 of the housing and is provided with a throttle valve 58 arranged for manual actuation by means of a rod 59 leading to the instrument board or steerinf wheel of the vehicle on which the carburetor is used.

Atmospheric air is admitted to the air chamber 32 through a substantially L-shaped member 60 ha 'ing a butterfly valve 6l therein which is controlled by a wire 62 leading to a suitable place adjacent the drivers seat.

ln the operation of the device as thus far described, the float controlled valve 17 operates in the usual manner to keep a fairly constant level of gasoline or similar` liquid in the bowl 10. The parts are so arranged that even when the engine is not in operation, a quantity of gasoline from the bowl l0 will flow through the passage 22 and valve seat 24 and fill the passage 3'? and the spiral channel 38 l and also extend part way up the fuel tube 36,

but not as high therein as the level of the port 56. This supply of gasoline in the passageways makes for easy starting of the motor because a sufficient quantity of unmixed gasoline is at hand for such starting operation and ready to be drawn at once into the cylinder, the suction at the port 56 causing gasoline to be drawn from the tube 86, spiral channel 38, passage 37 and chamber1 2l during the first few revolutions of the engine. rlhe gasoline is sucked out much more rapidly than additional gasoline can flow through the seat 24 and past the needle 27, and consequently the chamber 2l is soon emptied of gasoline with the exception of the small quantity which is passing through and being used by the engine. lVhen the engine is started, the gasoline continues to flow at considerable speed through the passage 22 and valve seat 24 as controlled by the position of the needle valve 27 and over flows the upper end of the valve seat 24, being there mixed with a small quantity of air which enters from the air tube 26 through the port 29 to the chamber 21 within which it passes downwardly and strikes the stream of gasoline at right angles. Gasoline from the passage 22 overflows the valve seat 24 and laterally therefrom and is then diverted downwardly to the passage 37, but the laterally flowing annular sheet of gasoline is impinged at considerable speed and substantially at right angles by the downwardly flowing air surrounding the needle, so that the two substances are intimately mixed. The gasoline, with this small quantity of air, continues through the passage 37 and spiral channel 38 to the fuel tube 36 from which it passes by means of the port 56 to the space. between the plate 5l and conical member 54 The gasoline with small quantity of air mixed therewith, then passes laterally through the nar- 'row slit or annular opening 55 toward the wall of the cylindrical member 4l where it encounters a vertically ascending annular stream of air passing from the chamber 82 through the openings 50. By this means, a

larger quantity of air is intimately mixed with the gasoline and small quantity of air previously mixed therewith and the mixture so formed passes laterally through the slit or narrow annular passage 48 between the flanges 45 and 47 of the nozzle and spray device. Then the engine is idling or running` at slow speed, the flange 45 of the nozzle and spray device rests on the shoulder 46 and the relatively rich fuel mixture issuing from the annular slit 48 is drawn directly into the manifolds and engine cylinders through the fuel passage 57 under control of the throttle valve 58.

When the throttle is opened wider to attain a higher speed or to pull a heavy load, there is a greater suction in the mixing chamloer 33 and more air is drawn into the air chamber 32 and has the tendency to raise the slidably mounted nozzle and spray device by pressure against the annular fla-nge 45, thus opening a narrow annular passage between said flange and the shoulder 46, which opening is immediately below the annular opening 48 and permits a greater quantity of air to pass upwardly around said slit 48 and substantially at right angles to the stream of relatively rich fuel mixture issuing therefrom. By this means, a greater quantity of air is supplied to and intimately mixed with the relatively rich fuel mixture passing through the nozzle and spray device and such greater quantity of air is proportionate to the speed and load of the engine because of the increased suction thereof. This action is automatically determined by and through the speed and load of the engine without the use, either by manual or automatic operation or re-a-djustment, of valves, jets, 0r the like other than the operation of the throttle valve controlling the speed and power of the engine.

lt will be noted that there are three separate and distinct locations at which gasoline or a mixture of gasoline and air is caused to encounter a further stream of air and that at each of these locations, the advent of the new quantity of air is at right angles to the travel of the gasoline or the fuel mixture with which such new quantity of air is to be mixed. These bodies of vapor and liquid fuel passing at right angles to each other and at high speed because of the suction eifect of the engine are thus caused to be thoroughly and completely mixed to produce an efficient fuel mixture for the use of the engine at any given time, whether under conditions of idling, slow speed, heavy load at medium speed, or high speed. rlhe three locations `just referred to are: first, the place where 'the soline issues from the valve seat 24 and is mixed with av small quantity of air passing downwardly through the chamber 21; second, the place where the gasoline with small quantity of air issues from the narrow horizontal slit 55 and encounters an upwardly traveling thin annular body of air passing through the cylindricalmember 4l; and third, the place where this mixture of gasoline and air passes from the narrow horizontal slit 48 and encount rs an upwardlytraveling annular body of air passing upwardly between the shoulder 46 and flange 45. It will be noted that the latter admission of air to the mixture depends upon the suction within the carburetor and the quantity of air and mixture passing through it, so as to lift the nozzle. and spray device against the force of gravity and the quantity of air admitted is proportionate to the speed and load of the engine. It is well known that when an internal combustion engine is traveling at high speed, it is capable of using a fuel mixture having a greater content of air than when traveling at slower speed or when under heavy loa-d. It is thus apparent, that the arrangement I have provided, insures the most efficient as well as economical fuel mixture under all conditions.

It is desirable to provide means for supplying moisture to the fuel mixture and it isalso highly desirable to admit this moisture to the air before the main body of air is .taken intothe fuel mixture. For this purpose, I have provided a pipe 63 leading from v'any suitable source of water supply and entering a boss 64 formed on one side of the initial end of the main air passage 60. The boss 64 is provided with a. passage 65 which communicates with an annular groove 66 formed in the wall of the air passage 60. The entrance of water through the passage is controlled by a needle valve 67 having a wire 68 attached thereto and .leading to asuitable place adjacent the drivers seat. A sleeve 69 isV mounted in the main air passage 60 and forms the inner wall Vforthe annular groove 66, said sleeve being formed with a narrow slit 7() communicating with said groove. After the engine is warmed up to a point of efficient running, the valve 67 may be opened so that a supply of water will be drawn by suction through the pipe 63, passage 65, groove 66 and slit 70 into the air passing through the sleeve 69 and be mixed with said air and carried by it through the carburetor and into the engine. Experiments indicate that moisture thus mixed with the air previous to the mixing of air with gasoline corresponds more closely to the mixture obtained while the engine is operated when the air is naturally laden with moisture as during a fog or drizzle and that therefore, a smoother running of the engine may be obtained by thus introducing moisture to the carburetor. It should be noted further, that the turning on of the moisture at this point does not affect the suction within the carburetor as it is affected when such moisture or an additional quantity of air is turned on between the carburetor mixing chamber and the engine as is customary in many devices designed to be attached t0 carburetors.

The introduction of moisture as I have provided, also tends to prevent the formation of carbon deposits in the engine, under some conditions, or to remove such deposits, if previously formed; and it also tends to prevent the engine from becoming over heated.

Under heavy load or high speed. when the engine reaches a temperature higher than necessary for efficient operation, the surplus heat is-utilized by converting the moisture introduced, into steam. It is thought that the action of this expanding steam produces a smoother action of the engine under the con-- ditions mentioned.

It is also desirable to provide means for applying heat to the fuel mixture at times, particularly when it is desired to use kerosene or distillate as a fuel or when gasoline is used in very cold weather. For this purpose, the casting' 39 is formed with a heating chamber 71 immediately below the spiral channel 38. rllhe heating chamber is provided with an entrance opening 72 through which it may receive heated products of combustion from the engine in any suitable manner and is also provided with an exit opening 7 3. Near the entrance opening the heating chamber 7l is provided with a butteriy valve or damper 74 having suitable means (not shown), for manually controlling the supply of heated currents to the chamber. It is obvious that any'other suitable heating means may be employed Vfor the heating chamber 71 or to supply heat to and immediately below the spiral channel 38. This location of the heating device is advantageous in that it tends to prevent condensation of 4fuel elements inthe bottom of the channel 38 and to materially faciliquantity of fuel mixture to travel a greaterl distance and therefore remain in contact with the heated-surface for the longest time possible in the available space. A narrow channel is provided in order to maintain a constant and uniform speed and richness of the mixture passing on through and to the other mixing, atomizing and vaporizing members of the carburetor. By not permitting a slow speed of fuel elements through the channel `38, I `avoid .the condensing of liquids, ,their separation from the air and settling on the floor of the channel, which would weaken the richness of the mixture and cause the mixture to vary too much for eciency during constant variations which occur in the speed of the engine. By applying heat to the floor of the channel 3S, I cause it to come into closer contact with the heavier or less broken up parts of the liquid fuel, which tend to travel low along the iioor and thus they receive a larger portion of heat and become more thoroughly vaporized and mixed with the air, thereby increasing the degree of combustibility, efficiency, and economy.

By causing the air and gasoline to pass in thin streams upon metal surfaces of considerable extent, I insure a thorough vaporization and mixing, especially when suoli elements are moving at high speed.

By using the automatically adjusting nozzle and spray device, I avoid the necessity for an idling jet, a low speed jet, or feed, and the constant readjustment of such members as is usual in the carburetors now generally in use.

The carburetor constructed according to my improvement, is capable of producing a high degree of smoothness in ruiming at all speeds and loads of the engine and it should be noted that the one adjustment of the needle 27 serves for all speeds.

The large diameter of the annular exit 55 is proportionate to the volume of mixture passing therethrough and the still larger diameter of the exit 48 and the greater metal surfaces with which the mixture contacts, have an advantage in thorough vaporization of the elements, in addition to producing the thinnest possible sheet of fuel elements, moving at the highest possible speed within a given space.

A light coil spring 7 5 preferably is coiled about the upper end of the fuel tube 36 and is adapted to be engaged by the bearing 44 in the upward movement of the floating nozzle and spray device so as to increase the resistance to such upward movement and limit the rise of said device, whereby to increase the flow of fuel element in relation to the quantity of air admitted. A wire 76 engages the upper end of the spring 7 5 and extends through a exible tube 77 to a position adj acent to the drivers seat. It is the function of the wire 76 to increase or diminish the tension of the spring 7 5 by a manual push or pull thereon at times. By increasing the tension of the spring and the resistance to upward movement of the floating nozzle and spray device in the operation of starting the engine and while it is being warmed up, a richer mixture is produced in a manner similar to the operation of the choker valve 61. After the engine warms up the tension may be decreased until the normal point is attained where the highest economy and elliciency are reached.

I attach considerable importance to the use of the slidably mounted or floating nozzle and spray device with the fuel issuing at its peripheral exit so as to maintain the speed of the passing air at the point of mixing at all conditions of higher speed or even load on the engine, whereby the force and mixing power is maintained. lV ith many devices a quick or sudden opening of the throttle for the purpose of rapid acceleration of the engine causes trouble, especially if the carburetor is adjusted for economy of fuel. In my carburetor, the floating nozzle and spray device controls or maintains the suction upon and the entrance of both air and fuel in proper proportions, while it is rising in response to the opening throttle, and so avoids the above mention trouble and facilitates rapid acceleration. This floating nozzle and spray device with peripheral exit of large diameter and acting as a hood in directing the air over the exit of the fuel tube facilitates the forcible mixture of the elements at that point and provides a vaporizing surface. and mixino' space on the inner sides of the flanges 45 and 47 while passing to the exit 48.

I claim as my invention:

l. In a carburetor, a casing, an air pipe leading thereto, a throttle controlled exit from said casing to an engine, a fuel tube vertically arranged in said casing, means for admitting a liquid fuel to said tube, a hollow nozzle and spray device rigidly mounted on said tube and having a. narrow peripheral exit to the interior of said casing, said tube having a fuel exit within said hollow nozzle and spray device, another hollow nozzle and spray device slidably mounted on said tube and inclosing the first nozzle and spray device, said casing being formed with means fo; normally supporting the slidable nozzle and spray device, the slidable nozzle and spray device being formed with air openings at its lower end to permit a thin sheet of air to pass upwardly across the peripheral exit of the rigidly mounted nozzle and spray device, the slidable nozzle and spray device also being formed with a narrow peripheral exit directed toward the wall of the casing, said slidable nozzle and spray device being designed to be lifted by the suction eect of the engine when traveling at higher speed to permit an additional quantity of air to pass in a thin stream across its peripheral exit to mingle with the mixture issuing therefrom.

2. In a carburetor, a casing, an air pipe leading thereto, means for admitting moisture to said air pipe prior to the entrance of the 'air to said casing, aI throttle controlled exit from said casing to an engine, a fuel tube vertically arranged in said casing, means for admitting a liquid fuel to said tube, a hollow nozzle and spray device rigidly mounted on said tube and having a narrow peripheral exit to the interior of said casing, said tube having a fuel exit withinsaid hollow nozzle and spray device, another hollow nozzle and spray device slidably mounted on said tube and inclosing the first nozzle and spray device, said casing being forined'with mea-ns for normally supporting the slidable nozzle and spray device, the slidable nozzle and spray device being formed with air openings at its lower end to permit a thin sheet of air to pass upwardly across the peripheral exit of the rigidly mounted nozzle and spray device, the slidable nozzle and spray device also being formed with a narrow peripheral exit directed toward the walllof the casing, said slidable nozzle and spray device being designed to be lifted by the suction effect of the engine when traveling at higher speed to permitan additional quantity of' air to pass in a thin stream across its peripheral exit to mingle with the mixture issuing th-erefrom.

3. In a carburetor, a casing, an air pipe leading thereto, a. throttle controlled exit from said casing to an engine, fuel tube vertically arranged in said casing, means for admitting a liquid fuel to said tube, a hollow nozzle andspray device rigidly mounted on said tube and having a narrow peripheral exit to the interior of said casing, saidtube having a fuel exit within said hollow nozzle and spray device, anotherV hollow nozzle and spray device slidably mounted on said tube and inclosing the first nozzle and spray device, said casing being formed with means for normally supporting the slidable nozzle and spray device, the slidable nozzle and spray device being formed with air openings at its lower end to permit a thin sheet of air to pass upwardly across the peripheral'exit of the rigidly mounted nozzle and spray device, the slidable nozzle and spray device also being formed with a narrow peripheral exit directed toward the wall of the casing, said slidable nozzle and spray device being designed to be lifted by the suction effect of the engine when traveling at higher speed to permit an additional quantity of air to pass in a thin stream across its'peripheral eXit to mingle with the mixture issuing there# from, and means for applying heat to the lower portion of said casing.

4f. In a carburetor, a casing, an air entrance thereto, a throttle controlled exit-from said casing to an engine, a fuel tube verti-L cally arranged in said casing, means for admitting liquid fuel to said tube, a hollow nozzle and spray device slidably supported on said tube between the air entrance and the throttle controlled exit and normally forming a partition therebetween, said tube being formed with a fuel exit within said slidable device, means for causing the fuel to pass laterally from said tube in a thin sheet, air ports arranged circumferentially at the bot- 5. ln a carburetor, a casing, an air entrancethereto, a throttle controlled exit from said casing to an engine, a fuel tube vertically arranged in said said casing, means for admitting liquid fuel to said tube, said casing being formed with an internal peripheral shoulder between the air entrance and the throttle controlled exit and being enlarged in diameter above said shoulder, a hollow nozzle and spray device slidably supported on said tube and having a peripheral portion normally resting on saidv shoulder and also being formed with a depending cylindrical portion concentric with said tube, said'tube being formed with a fuel exit within said slidable device, a member fixed to said tube in enclosing relation to the fuel exit thereof and having a narrow peripheral slit directed toward the cylindrical port-ion of said slidable member, air ports at the bottom of said slid able device to permit an annular column of air to move upwardly within its cylindrical portion and to impinge substantially at right angles upon a thin annular sheet of liquid fuel issuingfrom the peripheral slitof said rigid member, said slidable device being formed with a narrow peripheral slit directed toward the wall of the enlarged portion of the casing, said slidable device arranged to be lifted by suction effect of .the engine when traveling at higher speeds to permit an ad-y ditional quantity of air to impinge in' an annular stream substantially at right angles to the annular sheet of fuel mixtureiissuing from the last named peripheral slit.

6. A carburetor comprising a chamber, a fuel passage leading 'to said chamber, a valve controlled inlet forI admitting fuel to said passage and for causing it to pass laterally in all directions in a thin sheet, means for admitting a relatively small quantity of air traveling directly toward the thin sheet of liquid fuel'at the initial end ofthe said'fuel passage, means in said chamber for causing the mixture to pass laterally in all directions in a thin sheet, and means for admitting a further quantity of air traveling across said thin sheet of Yfuel mixture in said chamber, whereby each of said mixing means includes the passage of a thin annular sheet of air impinging substantially at right angles upon the liquid fuel for thoroughly v'aporizing the fuel and producing an intimate mixture of fuel elements.

7. A carburetor comprising a chamber, a second passage leading to said chamber, a valve controlled inlet for admitting liquid fuel to said passage and for causing it to pass laterally in all directions in a thin sheet, means for admitting a relatively small quantity of air traveling directly toward the thin sheet of liquid fuel at the initial end of said fuel passage, means in said chamber for causing the fuel to pass laterally in all directions in a thin sheet, means for admitting a further quant-ity of air traveling across said thin sheet of liquid fuel in said chamber, and means in said chamber for automatically admitting to the fuel mixture a still further quantity of air when the engine is traveling at higher speed, the amount of such further quantity of air being proportioned to the suction effect of the engine, each of said plurality of mixing means including provision for the passage of a thin annular stream of air impinging substantially at right angles upon a thin annular sheet of liquid fuel.

S. In a carburetor, a casing, an air pipe leading thereto, a throttle controlled exitfrom said casing to an engine, a fuel tube vertically arranged in said casing, valve controlled means for admitting liquid fuel to said tube, means to admit a small quantity of air to said valve controlled means so that a thin annular sheet of air impinges substantially at right angles upon a thin annular sheet of liquid fuel, a hollow nozzle and spray device rigidly mounted on said tube and having a narrow peripheral exit to the interior of said casing, said tube having a fuel exit within said hollow nozzle and spray device, and means for causing an annular stream of air to pass upwardly across and substantially at right angles tothe peripheral exit of said device whereby air is added at a multiple of points to break up, mix and vaporize the fuel mixture.

9. In a carburetor, an air chamber, a fuel Lube vertically arranged therein, means for admitting a fuel mixture to said tube, a hollow nozzle and spray device arranged entirely eXteriorly of and slidably engaging said tube at spaced points and formed intermediately with a narrow peripheral eXit directed toward the wall of said chamber, a throttle controlled fuel passage leading from said chamber above said slidable device to an engine, said fuel tube being formed with 'a constant level exit interiorly of said slidable device, said slidable device being formed with air openings at its lower end designed to permit air to travel upwardly past the fuel exit from said tube and being formed with a cylindrical wall spaced uniformly in all of its positions from said fuel exit, said slidable nozzle and spray device being designed to be lifted by the suction effect of JOHN LGUCIEN CHESNUTT.

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