US1998887A - Automatic fuel regulator - Google Patents

Description

-pril 23, 1935.- c. L. sToKEs AUTO'MATIC FUEL REGULATOR Original Filed March 22, 1923 Patented Apr. 23, 1935 PATENT OFFICE AUTOMATIC FUEL REGULATOR` Charles Lawrence Stokes, Los Angeles, Calif., assignor, by mesne assignments, to Lynn A. Williams, Evanston, Ill., and Clifford C. Bradbury, Glencoe, Ill., successor trustees i Original application March 22, 1923, Serial No.

626,990, now Patent No. 1,694,801, dated December 11, 1928. Divided and this application September 21, 1928, Serial No. 307,401

s claims.

.My invention relates to improvements in automatic priming and carburetting devices forl internal combustion engines.

The principal object of my invention is to provide means for automatically feeding a prelimi nary rich charge in order to start an internal combustion engine, and thereafter automatically reducing the richness .of the charge.

I am enabled to do this by utilizing the heat of the engine itself for the purpose of actuating suitable heat responsive mechanism.

The ordinary means of priming an engine for starting, generally consists of what is known as a choke whereby, by cutting oi the supply of air i5 to the carburetor, a quantity of raw gasoline is drawn into the engine by its suction. Various other devices are in use .for the same purpose, but in many cases the engine becomes flooded by an overly rich mixture and will not therefore start, and in other cases the mixture is too lean and the Y engine will not start.

By my invention I am enabled to provide a rich mixture for starting an engine, and thereafter as'soon'as the charge is fired, I am enabled to automatically cut off the overly rich mixture for Starting and thereafter feed a less rich mixture for running the engine until an operative temperature is attained whereby the engine will function without excess fuel for that temperature.

This is principally accomplished by supplyinga Very rich mixture and suddenly cutting this very rich mixture down to a rich mixture and from thence reducing the richness to normal strength as the engine warms up.

This application is a divisional part of my copending application for patent on Automatic fuel regulators, Serial No. 626,990, led March '22, 1923, now Patent No. 1,694,801 issued December l1, 1928.

Referring to the drawing in whichlike num- 40 bers indicate the same parts,

Fig. 1 is a view of a device embodying my invention attached` to an internal combustion engine.

Fig. 2 is a vertical sectional view of part of the apparatus shown in Fig. 1.

Fig. 3 is a vertical sectional view of another part of the apparatus shown in Fig. 1, and

Fig, 3A is a vertical sectional view of an alternative for the device shown in Fig. 3. I,

Referring to the drawing, Fig. 1 shows an internal combustion engine having an exhaust pipe 2, an inlet manifold 3 to which is attached a carburetor 4, the carburetor being controlled j by the usual throttle valve 5. A vacuum tank 6 55 isattached to the engine for the purpose of feed- (Cl. 12S-119) ing liquid fuel to the carburetor 4 by gravity through a pipe I'I, the liquid fuel being drawn from a lower level through a pipe I 6 by means of the engine suction which is applied to the vacuum tank from manifold 3 through pipes 'l and I5.

The vacuum vtank is of well-known construction, such as is known as a Stewart Warner vacuum tank, and this construction need not be described beyond the statement that it contains an inner suction chamber I9 and a liquid reservoir 20, the reservoir 20 being continuously open to atmosphere through a vent 2i Inserted in the exhaust pipe 2 is an air bulb I3, connected to a Bourdon tube 9 held firmly in a casing 8. y

The end of Bourdon tube 9 is formed as tact adapted to engage an insulated contact 636 carried by the casing 8. The Contact 40 is connected by a wire 4l to a solenoid 48 placed ina fitting 69 which is connected through 'l and I5 to the intake 3.

A fuel supply pipe 24 dips below the liquid level A-I-A in reservoir 20, the fitting i9 and pipe 26 being threaded on to a nipple 50 through which a hollow valve 5I is adapted to slide. Y The valve 5I4 has at its upper end a disc 52 and a nozzle 53.

A light spring 53a serves to force the valve 5i downwardly when the solenoid 48 isv deenergized. 'I'he lower part of valve 5I is arranged to be al ways below the liquid level A-A and is provided with an 'air vent hole 54 arranged to be below and above the liquid level A-A upon the movement of valve 5I responsive to the action of solenoid 118. A gasket 55 is arranged between disc 52 and solenoid 48 in order to make an air tight seat therebetween.

In place of the Bourdon tube 9, a double `lower end of valve 5I ltherefore is a certain distance below the liquid level of A-A. Upon starting the engine a solid stream of gasoline is drawn through valve5I and nozzle 53 into the intake manifold 3 through pipe 'I whereby an overly rich mixture causes the engine to fire. The exhaust gases act quickly onbmb I3 whereby the end of the tube 9 causesa circuit to be made by touching contact' 46, whereon the-.so1enoid 48 55 E causes valve 5| to jump and seat the disc 52 on the bottom of solenoid 48, an air tight joint being made there by means of gasket 55. The bulb |3 and tube 9 provide an air-tight system which may be filled with air or other suitable gas.

The sudden upward jump of 5| causes air hole 54,' which has previously been submerged in the gasoline, to be open to atmosphere admitted to reservoir 20 through vent 2|, thereby reducing the amount of gasoline drawn through valve 5| to a rich mixture and at the same time withdraws the vapors of light fractions from 20 and passes them to the engine.

Thereafter, the reduction of the level A-A, caused by the consumption of fuel through carburetor 4, uncovers a further air port 54a whereby the amount of gasoline fed through valve 5| is reduced suflicient to` idle the engine, or the proportion may be co-ordin'ated with that supplied to carburetor 4 to vfeed a proportion of gasoline and air continuously through valve 5|.

In any event the same results are obtained in a diierent manner as already described, by first providing an overly rich mixture for starting the engine, then reducing the same quickly to a rich mixture and finally reducing the mixture to that required for the normal operation of the engine.

Further, the elements comprising my appara-,

tus are capable of automatic response to temperature, whereby the different proportions of mixture are continued for greater or less periods of time, the same being particularly illustrated -by 4the comparative expansion or contraction of the tube 9, or its equivalents, by heat or cold.

Further, it is to be noted that pipe 24 forms a bale which prevents liquid fuel from splashing on the end of pipe 5| and the air is admitted to the interior of pipe 24 from the vent 2| through -the reservoir 20 and holes 56 and 51 which may `be placed at varying levels above A-A.

therethrough, means'normally positioning said valve for delivering an overly rich mixture to the engine at cranking speeds upon starting it while cold, and thermally controlled electric means for positioning said valve for delivering a rich mixture to the engine when it fires, said means including an encased Bourdon tube having an air bulb responsive to engine generated heat, a solenoid connected to said valve, and an electric circuit, said Bourdon tube being ladapted to close said circuit upon firing of the engine, said solenoid being actuated by the closing of the circuit to position the valve for delivering a rich mixture to the engine.

2. In an internal combustion engine, the combination of a fuel reservoir, a passageway connecting the reservoir to the engine, a valve in said passageway for controlling the passage of fuel therethrough and being normally positioned for delivering an overly rich mixture to the engine at cranking speeds upon starting it while cold, a solenoid for adjusting the position of said valve, and thermal means for controlling the actuation of said solenoid, said valve comprising a vertically positioned hollow tube having one end normally positioned below the fuel level in said reservoir, and a plurality of apertures spaced along said submerged end, said solenoid upon actuation being adapted to lift said tube for positioning one of said apertures above the fuel level in said reservoir for delivering a rich mixture to the engine.

3. In combination, an internal combustion engine, a carburetor adapted to supply carbureted air thereto, conduit means for supplying a rich charge to said engine on stt .'ting, control means having two positions, the rst position being adapted to supply an overly-rich mixture for starting, and the second position being adapted to supply a rich mixture, electrical means-for changing said control means from the first position to the second position, and thermo-responsive means adapted to energize said electrical means upon the starting of the engine` v CHARLES L. STOKES.

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