US2023817A - Supplementary fuel supply apparatus for internal combustion engines - Google Patents

Description

Dec. l@, 135. A, MOORE; Z,@23,817

SUPPLEMENTARY FUEL SUPPLY APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed March 18, 1927 2 Sheets-Sheet l INVENTOR ATTORNEYS A. MOORE Des. M1), 135.

SUPPLEMENTARY FUEL SUPPLY APPARATUS FOR INTERNAL COMBUSTION ENGINES Filed March 18, 1927 2 Sheets-Sheet 2 ATTORNEYS Patented Dec. 10, 1935 UNETED STATES PATENT OFFICE SUPPLEMENTARY FUEL SUPPLY APPARA- TUS FOR GINES INTERNAL COMBUSTION Application March 18, 1927, Serial No. 176,410

31 Claims.

My invention relates to internal combustion engines consuming volatile liquid fuel, and particularly to an apparatus and process for fuel supply therefor for engine starting and at periods of acceleration, supplementary to fuel delivery through the carburetor.

The invention of the present application is a further extension and development of the invention of my application Serial #164,349, filed Jan. 28, 1927.

A feature of the present invention'consists in the breaking up of the fuel by admixture of air therewith prior to deliveryto the engine intake.

Another feature consists in the delivery of such broken up mixture of fuel and air to the intake conduit through a delivery nozzle adapted to further subdivide the fuel into a state of subdivision amounting to substantially a foggy or vapor state well adapted for thorough admixture with the other charge components prior to delivcry to the engine cylinders.

Another important feature of the invention is that the fuel is delivered by my improved apparatus under a gravity head, so that substantially immediate delivery of the supplementary fuel is obtained upon mere release thereof, supplementary to intake depression or suction.

Without the provision of supplementary apparatus such as I have devised, carburetors of internal combustion engines require a fairly rich and uneconomical adjustment of the carburetor. With the use of my invention, by which fuel under gravity head is supplied at certain times above the throttle, the carburetor adjustment may be as lean as is consistent with obtaining good power with economy, and further the carburetors and intake manifold passages may be enlarged, thereby cutting down the intake manifold depression and reducing pumping losses.

The fuel for the supplementary fuel feeding apparatus of my invention is preferably taken from the same source as fuel supplied to the carburetor. In the case of an automobile engine, for example, both are supplied from a main fuel tank, and when the fuel tank is located low down in the machine and fuel is lifted by devices such as a vacuum tank, this vacuum tank is made to serve as the immediate source of supply for both the carburetor and the auxiliary fuel feed.

When the vacuum tank is located at a sufiiciently high level as is common in automobile ractice, it is a convenience to connect my auxiliary fuel feeding apparatus thereto so that the fuel will rise therein to the fuel level maintained in the vacuum tank, thereby dispensing with separate level control for the supplemental fuel supply. Thus the fuel supply is available for the supplemental fuel feeding apparatus, from the same source and in the same manner as the main fuel feed to the carburetor.

The auxiliary fuel feeding apparatus of my invention is automatically operated adjunctively to throttling, as for example, the control means therefor may be inter-linked with the throttle so that same are automatically operated adjunctively to throttling and without requiring manual manipulation or special attention on the part of the operator.

With a carburetor adjusted for obtaining lean, economical mixtures, and particularly where the intake manifold and carburetor are of extra large size, difficulties will frequently be encountered in starting, but with the use of the apparatus of my invention, which provides for gravity release into the intake manifold of a limited quantity or slug of fuel at starting, the engine can be readily started and run with sumcient fuel supply during a period suiiicient for warming up after which it can be operated on the regular mixture supplied by the carburetor and economical operation can be obtained; the usual choke valve and manual control mechanism therefor can be dispensed with, together with the indraft of large quantities of raw fuel at starting, which is a prevalent cause of crank case oil dilution.

With the use of the ordinary carburetor depending upon intake depression or suction for fuel supply and particularly when the carburetor is set for a lean adjustment, when the throttle is opened for accelerating the engine speed, a period of charge supply will ensue in which the mixture will be excessively lean by reason of the excess of inertia of liquid fuel over that of the air component of the charge, and if this period is passed without the engine stopping, the fuel supply will gradually catch up with the air supply so that the engine will operate with the proper mixture at the wider throttle opening,but the expected acceleration will have been delayed until the induced flow of fuel begins to come through.

It is customary to set carburetors for a somewhat richer mixture than for best and most economical running, in order to get the necessary supply of fuel with the air and prevent fuel starving during acceleration.

With the use of my invention, difiiculties of this sort are avoided. Upon opening the throttle for acceleration a supply of auxiliary fuel is introduced by gravity and there is no delay or lag in the fuel supply relative to the air supply. The additional supply of fuel so obtained is cut off as soon as the acceleration is complete. This eliminates any need for rich carburetor adjustment with its resulting lack of economy, enabling the engine to be operated on desirably lean mixtures.

Provision is made according to my invention so that the feeding of the supplemental fuel takes place only upon the advance or opening-up movements of the throttle, and the return or closing movement of the throttle is not productive of feeding supplemental fuel. For this purpose I preferably make use of a mechanical movement of my invention including a rotating member with raised camming surfaces cooperating with a roller running in an inclined slot formed in the member to be actuated, whereby the member actuated by the roller is operated when the rotating or camming member pushes or thrusts the roller toward the lower end of the slot in which it rides, and it is not actuated when the roller is pushed in the opposite direction, the roller merely riding freely to the upper end of the slot at such times without producing any actuating 'movement of the member in which that slot is formed.

This arrangement giving a limited supply of supplementary fuel during the advance throttle movement, and doing away therewith during the retractile throttle movement, is productive of conservation of fueland eliminates engine carbonizing and other evils customarily encountered in engine deceleration. In deceleration of the engine the reverse situation as to relative inertia of the heavy fuel and the light air is encountered, i. e., that notwithstanding the air supply is cut off on the partial closing of the throttle for obtaining engine deceleration, the heavier fuel with the relatively greater inertia comes through for a further interval without a corresponding reduction in quantity, thus producing a temporary condition of over-richness. Were the supplemental feeding apparatus to function for feeding of supplemental fuel during the return or deceleration movement of the throttle, this already temporary over-rich condition during deceleration throttle movement would be still further increased by the resulting additional supply of the supplementary fuel. With my invention, however, eliminating auxiliary fuel feeding during periods of deceleration, and with the described ability to operate the carburetor with a lean and economical adjustment, such temporary. over-richness during deceleration movements of the throttle is not sufiicient to produce substan tial flooding or loading up of liquid fuel on the manifold walls, and the engine provided with the invention and with the lean carburetor setting can be operated without the effects of engine carbonizing and crank case oil dilution, cylinder flooding, and loadin up of liquid fuel on the intake manifold walls, attendant upon excess fuel supply at deceleration.

For the purpose of affording an understanding of my invention and the principles of its operation I have illustrated an embodiment thereof in the accompanying drawings in whichi V Fig. 1 is an assembly view showing the intake system of an internal combustionengine equipped with a supplemental fuel feeding means in accordance with my invention; r

Fig. 2 is a view on an enlarged scale in vertical section of the supplemental fuel feeding 'apreadily understood from the foregoing.

paratus and the delivery nozzle therefor connected to the intake manifold, and

, Fig. 3 is a detail sectional view on line 33, Fig. 2.

Reference character I designates the intake 5 manifold of an internal combustion engine, l2 the carburetor, M- the vacuum tank, !6 the main fuel tank, and IS the supplemental fuel feeding device of the present invention having its operating crank 20 connected by link 22 with the throttle lever 24 which is operated through any convenient operating means such as a link 26. Any desired relation in extent of throw of crank 22 of the supplemental fuel feeding device l8 can be obtained by making the crank of suitable 15 length. The auxiliary fuel feeding device i8 is shown and described in my said copending application, and comprises a central housing 28, containing a fuel well or receptacle 3%, having a relatively small or constricted outlet duct 32, 2O controlled by a needle valve 34, which is normally held closed by a spring 36, introduced between the plug 38, apertured for the passage of needle as, and the shoulder 46 on the needle valve 34. 25

Supply of fuel to well is controlled by the pin or needle valve 42, which works in a tube 44 screwed into an extension 46 of the casing member 28 and controls flow of fuel supplied by the supply pipe 48 through the passage 59 com- 30 municating with the well 30. The needle 52 is lifted by a spring 52 working against a shoulder 56 on said needle, which spring, however, is more flexible than the spring 33 of needle valve 34. The well 39 is vented to the air as by means of duct 56 formed in the cap 53 which is screwed into the upper part of casing 28 and receives the plug 38. Needle valves 34 and 42 are so actuated that but one thereof can be opened at a time. In the form shown, the cross bar 69 is pivoted to 40 needle 42 at 62 and to needle 34 at 55 and also has a pivotal connection to the actuating plunger 55 at 88. The regulating lever 68 and the projecting heads of the plunger and levers are preferably covered by means of a cap l0 so 45 as to exclude access of foreign material to the working parts and to prevent injury thereof. The means for operating plunger 68 and thereby the needle valves 34 and 42 are preferably housed in a case 72 attached to the side of casing 28, and comprise a lever 74 pivotally supported in said case on pivot pin 16 and loosely pivoted to the plunger 66 at T8. The lever M preferably comprises a pair of separated side bars M, and inclined slots 89 are formed in said side bars 74 of lever 7 3. A roller 82 received in the slots 89 7 forms a contact member for coacting with cam 84, to the shaft 86 whereof the crank 26 above referred to is connected. Cam 83 is of circular outline except for the two projecting camming surfaces 88 and 90. Projection 88 is for eifecting the feeding of auxiliary fuel at starting and during low partial throttle opening and is relatively short, whereas the projecting cam portion 953 for effecting fuel supply uponsubstantially wide opening of the throttle for general acceleration purposes is relatively elongated as will be plain from the showing of Fig. 3. The direction of rotation of cam 84 corresponding to opening movement of the throttle s indicated by the arrow on Fig. 3.

The operation of the parts sr described will be Upon a slight opening of the throttle, the lever M is raised by the actuation thereof through the roller 82 by cam projection 88, roller 82 being forced to the lower end of slot 80 and so producing a lifting movement of lever 74 and of the plunger 66 to which said lever is attached. The upward movement of plunger 6% serves first to close the supply needle G2 against the light spring 52, thus shutting off the supply opening 50 of well 343, and as soon as the supply needle 42 is seated, the delivery needle 34 is raised, thereby discharging auxiliary fuel by gravity through the delivery passage .32. Upon reverse movement of the cam 84, assuming that it has not been turned so as to bring the cam projection 98] into operative relation, the roller 82 moves to the opposite end of the slot 83 and the cam 84 can be returned to its original position without raising the plunger 66 and without affecting fuel delivery. The same operation applies to the cam projection 90 coming into operation upon substantially Wide open turning of the throttle and corresponding movement of the cam 84, with the exception that whereas cam 88 will be passed very quickly without necessarily emptying the well 30, said well 30 Will be completely emptied when the cam projection 96 operates to lift the plunger 66 and the control device such as the accelerator pedal is kept in such position. As soon as the accelerator pedal is released, with resulting turning of cam 85 in the direction opposite to that indicated by arrow of Fig. 3, the roller 82 moves to the upper end of slot 80 and the delivery needle 3a is in mediately closed, whereupon supply needle 42 is opened and well 36 refilled. The well 39 is also replenished upon opening movement of the throttle after the nib 88 disengages the roller 82 but before engagement of the portion 96 with the I roller 82, the valve 22 then being open and valve 365 closed.

The casing 28 of the auxiliary fuel feed device is preferably located at such height that when connected as by means of a tubular connection 58 with the source of fuel supply, such as a vacuum twk I4, the average level as indicated for example in dotted lines in Fig. 1, will be sufficient to supply an adequate slug of fuel for acceleration in the well 30. The line 48 preferably contains a cutoff valve 94 for convenience in making any necessary changes and adjustments, and a strainer 96 for keeping dirt out of the fuel line to the supplemental feeding devices and from interfering with the operation of the mechanism thereof.

The vacuum tank I4, as shown has the usual source of suction as by means of the tubular connection 93 to the intake I6, and delivers fuel in the ordinary Way to the carburetor I2 by means of the tubular connection Hill, but suction can be applied in other ways.

In my copending application above referred to no provision was made for breaking up or subdividing fuel delivered to the intake manifold. According to the present invention provision is made for this purpose, and the construction is such that the device may be supplied as an accessory and ordinary intake manifolds such as are already in use equipped therewith without any undue constriction of the manifold passage. The preferred form of connection comprises a preferably tubular nozzle I32 provided with a plurality of fine fuel outlet openings I 94, and plugged at its end as indicated at IE6. Inasmuch as nozzle IE2 is below the fuel supply level and the fuel supply delivery through openings I64 is under a gravity head, these openings can be much smaller than jet openings required for fuel induction and lifting, as in the case of a carburetor jet located above the fuel level. Provision is made for breaking up the fuel supplied to the nozzle I82 by means-of admixture or bleeding of air therewith. In the form shown the outlet conduit 5 I38 from the casing 28 is connected to a housing IIil screwed into a hole H2 in the intake manifold I0 from which housing II ll nozzle I82 projects into the interior of the intake manifold Iii substantially across the bore thereof.

The housing I I 0 contains the air feeding means, which in the form shown comprises a hollow needle member II4 having a very fine or narrow bore screwed into housing H8 and held in place by screw H8, and having its mouth II8 directed into the bore of nozzle I02, the fuel coming through the tubular connection I08 passing into the nozzle I82 around the needle member HQ. The extent of opening of the fuel passage is regulated by screwing the air needle H4 in or out. A provision which is preferably made to exclude access of foreign material to and clogging the bore of needle I I4 comprises porous material I25, such as absorbent cotton or the like, contained in the hollow interior of the screw cap I22, screwed on housing III! and perforated at lid for admission of air. It will be seen that with this arrangement the fuel is thoroughly broken up by the admixture of air therewith prior to delivery of such mixture through the minute openings I94 formed in the nozzle I02 and is further subdivided by the forceful gravity delivery thereof supplementing the engine induction through the plurality of very small holes I64. Thus a highlysubdivided and fog-like fuel and air mixture issues from the minute openings in nozzle I02, and is suspended in the air stream without the entire reliance for fuel supply upon intake suction and air velocity through the intake passages. Furthermore the nozzle IE2 is located in the engine intake above the throttle and preferably close up to the branch point thereof, so that the supplemental fuel, supplied by gravity upon opening the throttle for acceleration or opening and closing the throttle preliminary to starting, is supplied by the same movement that opens the throttle and is available directly therewith with no lag of fuel supply behind the inrush of air produced by opening the throttle.

It will be apparent that the ordinary butterfly choke valve, with which carburetors are customarily supplied, to be closed at starting, can be dispensed with, and with the provision of my invention, the throttle itself upon being opened to release the gravity fuel supply and again be- 5 ing closed will serve all the purposes of the ordinary choke valve at starting.

It is substantially impossible to stall an engine equipped with my invention as will frequently happen with the ordinary engine when the throttle is opened in expectation of obtaining acceleration from a low speed; since with my invention the same movement which produces the opening of the throttle also results in the supply by gravity of the fuel to be admixed with air and directly supplied to the cylinders. In this way impoverishment of the mixture, engine stalling, back-firing, etc., which will be experienced upon acceleration with the engine equipped with the 70 ordinary carburetor, particularly if set lean, is eliminated, and at the same time it becomes possible to make use of lean economical carburetor adjustments, and the saving of fuel obtained thereby more than compensates for the small 76 quantities of fuel fed for the purpose of the supplementary fuel supply.

With the apparatus of my invention, the filling of the auxiliary fuel well being accomplished by gravity, there is no need as in the case of the ordinary carburetor with the usual accelerating well, to substantially close the throttle after once accelerating before a second acceleration is possible. This is because with my apparatus even a slight return movement of the throttle produces a closing movement of the delivery needle 34, followed by the opening of the supply needle 42. Thus the device may be made use of for accelerating purposes repeatedly without any necessity of the throttle being, closed or substantially closed between successive periods of acceleration.

If without the use of my invention a carburetor is provided of large size to obtain lowered intake depression, and such a carburetor having an idling jet is set lean for economical running, the opening of the throttle and the consequent reducing of the depression on the carburetor idling jet will result in the fuel no longer being lifted through the idling jet, while at the same time if the engine speed was low before the throttle was opened, as for example at idling speed, when the throttle is opened, there will not be sufficient air velocity past the main fuel jet to lift the requisite proportion of fuel and the engine will stop and in the case of an automobile engine the vehicle will be stalled. Thus there is quite a severe limitation on the size and leanness of carburetors and carburetor adjustments for average running of an engine equipped with such large carburetor. With my invention, however, this critical period is not encountered, since with the opening of the throttle fuel is discharged into the intake conduit, or in other words, poured, into the engine intake above the throttle, supplying the need for fuel during this otherwise critical period. This supplementary fuel is exhausted during the speeding up of the engine obtained by opening the throttle and as the engine speed is obtained in this way, the supply of fuel from the main jet, which has caught up with the accelerated air velocity, takes up its normal function of supply of fuel in the requisite proportions.

The chamber 38 is of a size predetermined to contain substantially the maximum amount of supplemental fuel required to form a high or maximum torque fuel and air mixture when the supplemental fuel is delivered to the main fuel and air stream at the period of fuel impoverishment thereof. The supplemental fuel when released is fed through the constricted outlet 32 at a rate to supply the same approximately uniformly throughout the period of impoverishment to compensate for or to cure the fuel deficiencies occuring in the main fuel and air stream. The head of supplemental fuel provides a potentially available pressure which is rendered active when the valve 34 is opened to feed the fuel by pressure supplementary to the pressure due to the engine induction.

The size of the air opening is regulated to permit of the introduction of suificient air by engine induction for effecting the complete disintegration of the fuel without unduly choking or retarding the flow of supplemental fuel by gravity, and without unduly reducing the intake depression. The introduction of the disintegrating air at a point'in proximity to the point of issuance of the gravity fed supplemental fuel provides a zone about said point of issuance which is at substantially atmospheric pressure so that the flow of fuelfrom the chamber 30 will not vary appreciably due to changes or variations in the intake depression at points more remote. It has been determined that the amount of air supplied through the opening I24 is insufficient to pro- 5 duce a combustible mixture with the supplemental fuel, and hence the main air stream is relied on to furnish the necessary air to the fuel for the delivery of a high torque fuel and air mixture into the cylinders.

The scope of my invention is as defined by the following claims, it being understood that changes and modifications within the scope thereof are included within the invention.

I claim:

1. In an internal combustion engine, a nozzle inserted in the intake conduit relatively close up to the manifold branches, means interlinked with the throttle for gravity delivery of fuel to said nozzle during opening throttle movement only, and at parts only of such movement, and means for admixing air with and breaking up the fuel prior to delivery through the nozzle to the intake conduit.

2. Apparatus for supply of supplemental fuel to the intake conduit of an internal combustion engine, comprising a source of fuel supply, means operated adjunctively to the throttling of the engine for effecting gravity delivery of fuel from such source in limited quantity, a nozzle extending into the intake and connected to such delivery means, a taper needle for regulating the extent of fuel supply opening to the nozzle, an air bore formed in such needle and connecting with the nozzle, a cap for enclosing the head of the needle, said cap being perforated for passage of air and being provided with a filling of filtering material, such as absorbent cotton, whereby dirt is excluded from the needle bore.

3. In an internal combustion engine, the combination with the intake, main fuel supplying means, a source of fuel supply therefor, and throttle, of means for supplying supplementary fuel from said source of supply to the intake, air bleeding means associated therewith for comminuting said supplementary fuel, and means normally closing said supplementary fuel supplying means and operated adjunctively with the throttling for releasing said supplementary fuel and causing a flow thereof under a pressure supplementary to that due to the engine induction and potentially available when said adjunctively operated means is closed, whereby to discharge said supplementary fuel in a finely divided state intd the main fuel and 'air stream upon certain of the opening movements of the throttle.

4. In an internal combustion engine, the combination with the intake, main fuel supplying means, a source of fuel supply therefor, and throttle, of means for taking supplementary fuel from the same source of supply and delivering the same by gravity to the intake above the throttle, and means normally closing said last named means and interposed between the same and the intake operated adjunctively with the throttle for releasing said supplementary fuel, whereby to discharge the same into the main fuel and air stream upon certain of the opening movements of the throttle.

' ing means, and means operated adjunctively with the throttle for actuating said valvular means at an interval during opening movement of the throttle and including means effective unidirectionally for rendering said actuating means inoperative to open said valvular means during closing movement of the throttle.

6. In an internal combustion engine, an intake, main fuel supplying means, throttle, a receptacle for supplementary fuel, a discharge nozzle therefrom extending into the intake above the throttle, and adapted to receive fuel by gravity from said receptacle, an air bleed into said nozzle, and valvular means operated adjunctively with the throttling for controlling the passage of fuel to said nozzle and air bleed. A

7. In an internal combustion engine, an intake, main fuel supplying means, a source of fuel supply therefor, a throttle, a receptacle in communication With said source of fuel supply and replenished therefrom, a nozzle therefrom extending into the intake above the throttle and adapted to receive fuel by gravity from said receptacle, means for admixing air with and breaking up the fuel prior to delivery through the nozzle to the intake, valvular means normally closing the passage from said receptacle to said nozzle, and means operated adjunctively with the throttling for opening said valvular means at intervals during opening movement of the throttle, and including means effective unidirectionally for rendering said actuating means inoperative to open said valvular means upon closing movement of the throttle.

8. In an internal combustion engine, the combination with the intake, main fuel supplying means, and throttle, of means for supplying supplementary fuel to the intake under a potentially available pressure differential greater than that effective on the main fuel, means normally closing said supplementary fuel supplying means, and operated adjunctively to throttling for releasing said fuel upon opening movement of the throttle, and means intermediate the closing means and the intake for comminuting the fuel released.

9. The hereindescribed process of supplying auxiliary fuel for engine acceleration which comprises effecting the delivery of auxiliary fuel from a main supply into a receptacle and the discharge therefrom adjunctively to throttling, the auxiliary fuel being discharged by gravity immediately upon acceleration into the intake at a point towards the engine intake ports remote from the point of introduction of main fuel.

10. The hereindescribed process of supplying auxiliary fuel for engine acceleration which comprises effecting the delivery of fuel from a main supply into and the discharge thereof from a receptacle adjunctively to throttling, a limited quantity of fuel being delivered to the receptacle which is available immediately upon acceleration, and. the fuel from the receptacle being discharged by gravity independently of the main fuel supply into the intake at a point towards the engine intake ports remote form the point of introduction of the main fuel.

11. The hereindescribed process of supplying auxiliary fuel for engine acceleration which comprises delivering fuel from a main supply into a receptacle adjunctively to throttling, and discharging the fuel from said receptacle upon acceleration by gravity flow into the intake relatively remote from the point of introduction of main fuel, where it can enter the cylinders without lag.

12. The hereindescribed process of supplying auxiliary fuel for engine acceleration which comprises delivering a limited quantity of auxiliary fuel from a main supply into a receptacle and discharging the auxiliary fuel from the recep- 5 tacle adjunctively to throttling, the fuel being discharged by gravity from the receptacle immediately upon acceleration independently of the main fuel supply into the intake at the engine side of the throttling point-at a, point towards 10 the intake ports relatively remote from the point of introduction of the main fuel.

13. The hereindescribed process of supplying auxiliary fuel for engine acceleration Which comprises delivering main fuel into the air passing to 15 the engine cylinders, and adjunctively to throttling supplying a limited quantity of fuel from a main fuel receptacle into an auxiliary receptacle and discharging the fuel by gravity therefrom into the air at a point towards the 20 engine intake ports relatively remote from the point of introduction of main fuel so that the charge during acceleration enters the cylinders substantially without lag in the fuel supply relative to the air supply. 25

I l. The hereindescribed process of supplying auxiliary fuel for engine acceleration which comprises delivering main fuel into the air passing to the engine cylinders, and adjunctively to throttling effecting the delivery of a limited quan- 30 tity of fuel from a main fuel supply into an auxiliary receptacle, and discharging said auxiliary fuel by gravity, and under atmospheric pressure, into the engine intake manifold at a point relatively remote from the point of introduction of 35 main fuel and close up to the manifold branches so that the charge enters the cylinders upon acceleration substantially without lag of fuel supply relative to the air supply.

- 15. The process of preparing charge mixtures 40 for internal combustion engines which comprises delivering a limited quantity of fuel by gravity from a main source of supply into an auxiliary receptacle, and upon engine acceleration discharging the fuel from the auxiliary receptacle by 45 gravity into the intake while closing off the supplying of fuel to the auxiliary receptacle during acceleration fuel discharge only.

16. The process in accordance with claim 15 in which the auxiliary fuel is discharged at a point 50 towards the engine intake ports relatively remote from the point of introduction of the main fuel so that the charge enters the cylinders substantially without lag in the fuel supply relative to the air supply. 55

17. A charge forming device for internal combustion engines comprising a mixture passage adapted to supply a mixture of fuel and air to the intake ports of said engine, means for supplying fuel and air thereto, a throttle controlling the 60 flow therethrough, a main fuel reservoir, and an auxiliary fuel reservoir in communication with the main fuel reservoir, said auxiliary fuel reservoir having means of communication with the mixture passage at a point sufficiently close to the engine intake ports to supply fuel thereto during the acceleration period substantially without lag of the fuel supply relative to the air supply, and throttle operated means for controlling the passage of fuel relative to the auxiliary reser- 18. A charge forming device for internal combustion engines comprising a mixture passage adapted to supply a mixture of fuel and air to the intake ports of said engine, means for supply- 75 ing fuel and air thereto, a throttle controlling the flow therethrough, a main fuel reservoir, an atmospherically vented auxiliary fuel reservoir in communication with the main fuel reservoir, said auxiliary fuel reservoir having a restricted means of communication with the mixture passage at a point sufiiciently close to the engine intake ports to supply fuel thereto during the period of acceleration substantially without lag of the fuel supply relative to the air supply, and means operated by the throttle for supplying fuel to said auxiliary reservoir.

19. A charge forming device for internal combustion engines comprising an intake conduit, a main carburetor, a main fuel receptacle for supplying fuel to the carburetor, a throttle in said intake conduit, an auxiliary fuel receptacle supplied With fuel from said main receptacle, and communicating with the intake conduit for supplying fuel thereto by gravity, and throttle actuated means for controlling the passage of fuel into and from said auxiliary receptacle.

20. The combination with an intake conduit, carburetor and throttle of an internal combustion engine, means in communication with a continuously available source of fuel supply for supplying supplemental fuel to the intake, a normally closed valve at the discharge side of said supplying means, means operated mechanically by the throttle for opening said valve upon opening movement of the throttle, and interposed means for rendering said actuating means ineifective during throttle closing movement to retain said valve open.

21. The combination with the intake conduit, carburetor and throttle of an internal combustion engine, of supplementing fuel supplying means for discharging fuel into the intake, means for controlling the discharge of fuel therefrom, means for actuating said controlling means adjunctively to opening of the throttle, and thrust receiving means interposed between the actuating and actuated means and adapted to yield under the action of the actuating means upon closing movement of the throttle to permit of said controlling means being retained in position to prevent supplementary fuel discharge substantially during any closing movement of the throttle.

22. The combination with the intake conduit and the throttle of an internal combustion engine, of means for conveying supplemental fuel to said intake conduit, a valve for controlling said means, means operated adjunctively with the operation of the throttle and having a portion for actuating said valve at an interval during opening movement of the throttle and means interposed between said valve and said actuating means and receiving the thrust of said portion, said interposed means being effective unidirectionally for rendering said actuating means inoperative to actuate said valve by engagement of said portion with said interposed means during closing movement of the throttle, whereby to permit of said valve being retained in normal position against actuation during said closing movement.

23. The combination with the intake conduit and the throttle of an internal combustion engine, of means for conveying supplemental fuel to said intake conduit, a valve for controlling said means, and means operated adjunctively with the operation of said throttle, and including parts coordinated to actuate said valve at a partially open position of said throttle and again at a wide open position thereof.

24. A device for supplying supplemental fuel to the intake conduit of an internal combustion engine comprising means for conveying fuel thereto, a valve for controlling said means, an actuating member having means for actuating said valve at an interval diuing movement of said actuating member in one direction, and means for rendering said actuating member inoperative to actuate said valve from normal position upon return movement of said actuating member, whereby to permit of said valve being retained in normal position against actuation during said last mentioned movement.

25. A device for supplying supplemental fuel to the intake conduit of an internal combustion engine comprising means for conveying said fuel thereto, a valve controlling said means, an actuating member having a plurality of means 00- ordinated to actuate said valve at intervals upon movement of said actuating member in one direction, and means for rendering said coordinated means inoperative upon the return movement of said actuating member to permit of said valve being retained in normal position against actuallOll during said return movement.

26. A device for supplying supplemental fuel to the intake conduit of an internal combustion engine comprising means for conveying said fuel thereto, a valve for controlling the discharge of fuel from said means, means for retaining said valve normally in one position, a movable member having a slotted portion, a member yieldably disposed in said slotted portion, a connection 1 between said movable member and said valve, and an actuating member having a nib thereon adapted to be moved in one direction over said yieldable member in operative relation thereto for actuating said valve, and in the opposite direction relative to said yieldable member in inoperative relation thereto for permitting of said valve being retained in normal position against actuation by said nib upon the last mentioned movement thereof. 27. A device for supplying supplemental fuel to the intake conduit of an internal combustion engine comprising means for conveying said fuel thereto, valves for controlling the passage of said fuel' therethrough, springs for said valves, a member extending transversely of and connected to the outer portion of said valves, a pivoted member having arms provided with slots,

a connection between the said members, a roller disposed in said slots and tending to rest at one end thereof, and a rotatable member having a nib adapted to be moved in one direction over said roller in operative relation thereto for actuating said valves, and in the opposite direction relative to said roller in inoperative relation thereto for permitting of said valves being retained in position against actuation by said nib upon the last mentioned movement thereof.

28. A device for supplying supplemental fuel to the intake conduit of an internal combustion engine comprising a fuel receptacle, inlet and outlet valves for controlling the passage of fuel to and from said receptacle; said inlet valve being normally retained in open position and said outlet valve being normally retained in closed position, a movable member having a slotted portion,

a connection between said member and said valves, a member yieldably disposed in said slotted portion and tending to rest at one end thereof, and a movable member having a cam nib adapted 7 to be moved in one direction over said yieldable member in operative relation thereto for actuating said valves to move the same from the normal positions thereof, and in the opposite direction relative to said yieldable member in inoperative relation thereto for permitting of said valves being retained in the normal positions thereof against actuation by said nib upon the last mentioned movement thereof.

29. A device for supplying supplemental fuel to an intake conduit of an internal combustion engine comprising a fuel receptacle, substantially parallel inlet and outlet needle valves for controlling the passage of fuel to and from said receptacle, springs acting on said valves and serving respectively to retain said inlet valve normally in open position and said outlet valve normally in closed position; the spring for said outlet valve being stronger than the spring for said inlet valve, a member pivotally connected at one end to said inlet valve and at an intermediate position to said outlet valve at corresponding ends thereof, and serving to effect the closing of said inlet valve prior to the opening of said outlet valve, a member pivoted at one end and having arms provided with slots, a connection between the free ends of said pivoted members, a roller disposed in said slots and tending to rest at one end thereof, and a rotatable member having exposed cam nibs thereon adapted to be moved in one direction over said roller in operative relation thereto for actuating said valves at intervals to move the same from the normal positions thereof, and in the opposite direction relative to said roller in inoperative relation thereto for permitting of said valves being retained in the normal positions thereof against actuation by said nibs upon the last mentioned movement thereof.

30. The combination with the intake conduit, carburetor and throttle of an internal combustion engine, of a source of auxiliary fuel, and controlling means therefor interconnected with the throttle to supply auxiliary fuel to the intake conduit upon opening movement of the throttle and means for rendering the controlling means inoperative for supplying fuel upon closing movement of the throttle.

31. The combination with the intake conduit, carburetor and throttle of an internal combustion engine, of an auxiliary fuel outlet in the intake conduit over the throttle, a member containing a fuel chamber higher than said fuel outlet and adapted to deliver fuel thereto by gravity, a source of fuel supply for said chamber, and valves for regulating the supply of fuel to and delivery of fuel from said chamber, said valves being interconnected with one another and with the throttle so that while both may be controlled at the same operation, only one thereof can be open at a. time.

ARLINGTON MOORE.

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