US2035177A - Carburetor - Google Patents

Description

.March 24, 1936. M. MENNEs'soN CARBURETOR 4 7 sheetsfsheet 1 Filed sept. 24, 193

March 24, 1936. M, L. MENNEssoN CARBURETOR Filed Sept. 24,- 195 4 '7 Sheets-Sheet 2 March 24, 1936. M MENNESSQN 2,035,177

CARBURETOR '7 l Sheets-Sheet 3 Fila; sept. 24, 1954 March 24, 1936. M. MENNEsfsoN CARBURETOR Filed sept.- 24, 1954' 7 Sheets-Sheet 4 Mauth 24, 1936. Mf l.. MENNEssoN CARBURETOR 7 Sheets-Sheet 5 Filed Sept. 24, 1954 March 24,' 1936. M. 1 MENNESsoN 2,035,177

CARBURENR Filedept. 24, 1954 '7 Sheets-Sheet 'T wb f L 9N Patented Mar. 24, 1936- UNITED i STATES CARBURETOR Marcel Louis Mennesson,

Neuilly-subsane,

France, assignor to Societe Anonyme Solex, Neuilly-sur-Seine, France, a. corporation of France Application september 24, 1934, serial No. 745,349

In Belgium'November 9, 1933 12 Claims.

The invention relates tov carburetors, particuuarly for internal combustion engines, and especially to carburetors which are provided with Y auxiliary carbureting means for use when the engine is cold.

The invention relies on the temperature of the engine or some part thereof to control the auX- iiiary carbureting means. The primary object of the invention is to provide a device of this type, controlled by a thermally sensitive element, in which the thermal element alone is not relied o n to control the auxiliary means directly, but such thermal element controls a pressure operated means which in turn controls the auxiliary means.

The second object o f my invention is to provide an arrangement of this type in which the pressure used for operatingthe auxiliary control means is derived from the engine, so that the auxiliary means is controlled both by the temperature and by the pressure. More particularly, my invention comprises an arrangement in which a `Valve controls the. auxiliary fuel supply means, this valve being controlled by the pressure or suction in the induction pipe of the engine, the action of which on the valve is in turn controlled by a thermally responsive element.

Still another object of my invention is to provide an arrangement of this type in which not only the passage through which the mixture produced by the auxiliary carbureting means iiows, but also the nozzle of such auxiliary means, are both controlled by temperature and pressure.

In order that the invention may be better understood it will now be vdescribed with reference to the accompanying drawings, in which:-

Fig. 1 shows diagrammatically and in vertical section a carburetor constructed according to one embodiment of the invention.

Figs. 2, 3, and 4 show variations of the carburetor according to Fig. 1.

Fig. 5 shows a part of the carburetor indicated on Fig. 1 but arranged according to a second embodiment of the invention.

Fig. 6 shows a. variation of the arrangement according to Fig. 5. l

Fig. '7 shows the same part of the carburetor according to Fig. 1 but arranged according to a third embodiment of the invention.

Fig. 8 shows a variation of the arrangement according to Fig.- 7.

Fig. 9 shows the same part of the carburetor according to Fig. 1 but arranged according to a fourth embodiment of the invention.

Fig. 10 shows a variation of the arrangemen according to Fig. 9. I

Fig. 11 shows, diagrammatically and in vertical section, a carburetor constructed according to a fifth embodiment of the invention.

Figs. 12, 13, and'll show variations of the arrangement according to Fig. v11 in combination with the arrangement according to Fig. 5.

Fig. 15 shows, in similar4 section, a carburetor constructed according to a sixth embodiment of the invention.

Fig. 16 shows a variation of Fig. 15 in combination with the arrangement according to Fig. 5.

Fig. 17 shows a variation of Fig. 11 in combination with the arrangement according to Fig. 1.

Fig.' 18 shows a variation of Fig. 15 in combination with the arrangement according to Fig. 1.y Figs. 19 and 20 show a variation of Fig. 15 in combination with the arrangement of Fig. 1.

Fig. 21 shows the same variation of Fig. 15 as Figs. 19 and 20 in combination With the arrangement according to Fig. 5.'

Fig. 22 shows a variation of Fig. 11 in combination with the arrangement according to Figs.

9 and 10.

Figs. 23 and 24, nally, show variations respectively of the arrangements of Figs. 1 and 5.

The invention will be further described with reference to a carburetor comprising an auxiliary -or starting carburetor for effecting the starting and the operation when cold of internal combustion engines, wherein this auxiliary carbureting arrangement embodies control means for bringing it into or out of action and, in some cases, means for controlling its regulating means while in action. y

In a general way, the carburetor shown on Fig. 1 comprises, on the one hand, a float chamber I, jets 2 and 3, a slow running passage 4 (forming the principal carburetor), suction pipe or conduit 5 with its throttling valve 6 and, on the other hand, an auxiliary carburetor for example of the type described in U. S. A. patent speciiication 1,958,818 and constituted in substance by a suction passage 1. a calibrated feed orifice 8 situated at the base of a well 9 in which dips a spraying passage I0 which feeds at II into the mixture .chamber I2 with an air intake I3 which chamber is connected to the suction pipe beyond the throttling valve 6 by means of a valve I4 which controls the outlet I5.

As shown in Fig. 1, the valve I4 is solid with a deformable diaphragm I6 separating the chamber I2 from a chamber I1 which is connected on the one hand to the pipe 5 by a calibrated passage I8 and, on the other hand, to the atmosphere by a. larger passage I9. The thermally sensitive device constituted, for example, by a bi-metallic strip 2l) secured to the exhaust pipe of the engine 2 I, is arranged in such a way as to be able to close or open, according to the effect of heating the engine, the orifice by which the passage I9 opens tothe atmosphere.

If the dimensions of the various varts referred to above have been suitably chosen, the operation of the carburetingdevice is as follows:

The engine being stationary and cold, the thermally sensitive device 20 is contracted and occupies a position in which the oriiice through which the passage I9 opens to the atmosphere, is closed. When the engine is set into operation, the passage I9 being closed, the suction in the pipe 5 is transmitted entirely to the passage I8 into the chamber I1. At the same time as the same suction transmitted into the mixture chamber of the auxiliary carburetor is moderated by the entry of air to the oriiice I3 into the said chamber, the pressure in the chamber I2 is relatively greater than in the chamber I1. It follows that the diaphragm I 6 is pressed towards this chamber I1 and that the valve I4 is maintained in a position for which the outlet I 5 is open and the auxiliary carburetor is thus in operation. With the heating of the engine, however, the heat transmitted by the exhaust pipe 2I to the device 29 expands the latter in the direction of opening the orifice of the passage I9 to the atmosphere so that the atmospheric pressure acts through the passage I9 in the chamber I1 to modify and substantially replace the suction of the engine transmitted by the passage I8. When the pressure becomes greater in the chamber I1 than in the chamber I2, the diaphragm I6 andthe valve I4 are moved in the direction of closing of the outlet I5 and the auxiliary carburetor is isolated from the pipe 5 and put out of action.

On Fig. 2 a second automatic valve 22 is provided which is lifted by the suction of the engine and depressed by a spring 23, and said valve is interposed between the outlet I5 of the mixture chamber I2 and the iinal outlet 24 leading to the suction pipe. This addition is provided in order to prevent a pressure surge from the engine from producing sudden movements of the diaphragm I6 in the chamber I2 in the case of uncertain or incorrect starting.

Fig. 3 shows a variation of the arrangement according to Fig. l wherein the deformable element or diaphragm I 6 is replaced by a movable element or pistonV I6 of which the opposed faces are subjected'to the eiiect of the pressures existing respectively in the chambers I2 and I1.

Fig. 4 shows a variation of the arrangement according to Fig. 1 wherein the passage I8 which establishes in a permanent manner the communication between the suction pipe 5 and the chamber I1, i s formed axially in the rr@ of the valve I4, one extremity of this rod being made solid with the central part of the diaphragm I6 and the other extremity being guided in a housing provided in the wall of the said pipe.

In a modified form of the invention arranged inversely to that described above, and shown in Fig. 5, the thermally sensitive device is arranged The operation is then as follows: When the engine is put into, operation, the suction transmitted by the passage I8 into the chamber I1 is substantially without any effect since the said chamber is in'connection with the atmosphere by the passage I9 While in the chamber I2 the suction is that provided by the operation of the auxiliary carburetor. The pressure being greater in the chamber I1 than in the chamber I2, the diaphragm I6 is forced towards the chamber I2 and the valve I4 is displaced in the direction of opening of the passage I5 until it abuts against a shoulder 25 which prevents the iinal outlet 24 from being closed.

'I'he auxiliary carburetor is maintained in action by the passage I5-24. When, with the heating of the engine, the device 20 expands and closes the opening of lthe passage I9, the suction transmitted by the passage I8 into the chamber I1 becoming that of the pipe 5 and acting with its full eect, becomes greater than that of the chamber I2 which is modified by the air intake I3. It follows that the diaphragm I 6 is forced towards the chamber I1 and maintains the valve` I4 in the position for which the passage I5 is On Fig. 6, this arrangement is provided with a second valve 22 and spring 23 of which the operation has already been explained with.' reference to Fig. 2. l

According to another construction, shown on Fig. 7, the same elements can be assembled in a diiierent way. The chamber I1 is not used and the atmospheric pressure acts in a permanent way on the outer face of the diaphragm I6 and .the passage I9 places the chamber I2 into connection with the atmosphere under the control of the thermally sensitive device 20 arranged in such a way as to close this communication when cold and to open it when hot.

In operation when cold, as the chamber I2 is only connected with the atmosphere by the normal air feed oriiice I3, the pressure therein is smaller than the atmospheric pressure acting on :the external face of the diaphragm IS and the latter is pressed towards I2 in the direction of opening of the passage I5 by the valve I4. The carburetor is thus maintained in action but when, with the heating of the engine, the device'20 opens the orifice of the passage I9, the pressure .in the chamber I2 tends to become equal to the external atmospheric pressure, the diaphragm I6 is pressed in the direction of closing of the passage I5 by -the valve I4 and the auxiliary carburetor is put out oi action.`

It is obvious that one could, as shown in Fig. 8, adopt the opposite arrangement wherein the thermally sensitive device leaves a passage I3-I9 open when the engine is cold and closes the said passage when hot, operating by increasing the suction in the chamber I2 upon the closing of the passage -I3-I9 to displace the diaphragm I6 and the valve I4 towards the position vof closing of the passage I5.

In Fig. 9 there is shown another arrangement according to which there is utilized at a distance and by a suitable passage such as I9, the increase of pressure of a iiuid contained in a closed space 26 subjected to the heat of the engine :tory operating the diaphragm I6 and the 70 tion of the temperature of the engine. The pressure displaces the diaphragm IS and moves the valve I4 into a position for which it closes the passage I5 in such a way as to put the auxiliary carburetor out of action.

One can also, as shown on Fig. 10, cause to act on one of the faces ofthe diaphragm I6, not the suction existing,r in the chamber I2 but the atmospheric pressure, and this in a permanent manner.

It may be advantageous to arrange between the diaphragm I6 and space at variable pressure 26, a liquid stopper or siphon contained for example in a reservoir 21 (Figs. 9 and 10) acting against the said diaphragm and forming part of the passage I9.

In accordance with the second part of the invention, the above described arrangement can then be utilized for reducing gradually the suction in the auxiliary carburetor and, in consequence, the feed of its jet in course of Warming up of the engine can be modified, conforming to the conditions cf use of carburetors of this kind in which the richness of the mixture should diminish to the extent that the temperature of operation increases.

Thus, when it is proposed to utilize the effect determined by thermally sensitive means of the differential pressures of the displaceable or deformable element of which the position varies with the said pressures for controlling the position of the regulating members of the auxiliary carburetor during the period of operation of the latter, use is made in a general way of the same arrangements as those described above for controlling the valve of the auxiliary carburetor.

As shown on Fig. 11, the regulating element of the auxiliary carburetor is constituted by a needle 28 closing the outlet of the jet 29, the said needle being solid With the deformable diaphragm I6 separating the chamber I2 of the auxiliary carburetor from the chamber I1 which is connected on the one hand to the induction pipe 5 by a calibrated passage I8 and, on the other hand, to the atmosphere by a larger passage 3i), the thermally sensitive device 29 being arranged to close or open, according to the effect of the heat of the engine at 2I, the orifice by which the passage 30 opens to the atmosphere. The engine being stationary and cold, the device 20 is contracted and occupies the position for which the orice to the atmosphere of the passage 3'0 is closed. When the engine is set into operation, the passage 30 being closed, the suction in the pipe 5 is transmitted entirely through the passage I8 into the chamber Il while it is modified in the chamber I2 by the access of air I3 of the auxiliary carburetor. The diaphragm I6 is pressed towards the chamber I1, the needle 28 is raised and the feed section of the jet 29 is the maximum. But when with the heating of the engine. the device 28 is expanded in the direction of opening of the passage 30 to the atmcsphere, the atmospheric pressure acts by the passage 30 in the chamber I'l to modify and progressively replace the suction of the engine' transmitted by the passage I8. To the extent that the pressure in the chamber I1 tends to equal and exceed= that in the chamber I2, the diaphragm IB and the needle 28 are pressed in the direction of the closing of the jet 29 and V the feed of this latter diminishes, which tends to produce the weakening of the mixture as a function of the heating and the increase of the speed of the engine'.

sage I9 open to the atmosphere when cold and vto close it with the heating of the engine while the closing valve I4 is arranged in such a. Way as to open the passage I5 when the diaphragm yII is pressed towards the chamber I2. In operation, the chamber I1 is thus in communication with the atmosphere when cold, the diaphragm I6 is pressed towards I2 then with the expansion by the heating of the thermally sensitive device the passage I) is closed and as to the suction vof the engine transmitted into the charnber I1 by the passage I8 becomes greater than in I2, the diaphragm I6 is moved towards I1 and the valve I4 occupies its position of closing of the passage I5.

According to Figs. 12 and 13, there is added to the valve-operating arrangement thus formed, a device for controlling the feed-regulating needle 28 of the jet 29. The needle 28 is connected with a valve 3| on the external face of which is exerted in a constant manner the atmospheric pressure while, on the inner face is exerted the pressures existing in a chamber 32 which is connected on the one hand to the chamber I2 of the aux- 4iliary carburetor by a small oriiice 33 and, on

the other hand, to the atmosphere by a larger passage 3B of 'which the outlet is closed when cold by the contraction of the thermally sensitive device and opened when hot by its expansion. The same device is thus utilized to act in the opposite direction on the Vorifices of the passages IS and 30 opening to the atmosphere and determining the effect of variable pressure and in opposite directions on the respective control members I6 and 3I.

In operation, at stoppage of the engine, the device 20, being contracted, leaves the outlet of the passage I9 open and the atmospheric pressure moves the obturating member I4 into the position of vopening of the passage I5 while at the same time it closes the outlet of the passage 30 so that the internal suction of the auxiliary carburetor in thechamber I2 is exerted in the chamber 32 through the orifice 33. 'Ihe needle.

needle'28 so that the feed is progressively diminished as a function of the action of the thermally sensitive device and of the heating up of the engine until the moment when, finally, the expansion of the device 2D closes the passage .I9 and the valve member I4 is operated to puty the auxiliary carburetor out of action. l

In Figs. 12 and 13 the regulating arrangements for the feed of fuel of the auxiliary carburetor form part of those described in U. S. A. patent specification Ser. No. 698,897 as an improvement of the arrangement described in specification 1,958,818. This arrangement consists in feeding the fuel under the head of the float chamber through a calibrated orice (in Fig. 13 the oriflee 8) situated at the base of a Well 9 open to the atmosphere from which a jet passage sucks, so that the fuel thus fed in substantially constant quantity per unit time -inixes with the quantity of air varying with the speed of the engine and entering at 13 into the mixture chamber |2 of the auxiliary carburetor. As disclosed in specification Ser. No. 698,897, the feed of this calibrated orifice 8 may be increased at the extreme temperatures, by the action of a thermally sensitive device connnected to a needle, or again, this'feed may be supplementedby the opening of a second calibrated orifice.

'Ihe direct action of the thermally sensitive device vhas now been substituted by the movement of the member of which the position is a function of' the differential pressures regulated in some cases from the distance by the independent action of the thermally sensitive device. In Fig. 12 the regulation is elected on the calibrated orifice itself, 8 or 28, and on Fig. 13, on the supplementary calibrated orice 29.

In the said patent specification Ser. No. 698,897 there is also shown anotherl method for `regulating the feed ofthe fuel which consists in varying the height at which the jet tube I0 sucks the fuel from the well 9. This jet tube may be formed of two separable sections which may be superposed in such a way that the lower section becomes an extension of the upper section when it is necessary to suck the fuel from a lower level in the welll 9L The feed of the calibrated orifice 8 being a function of the 'difference of height between the constant level in the float chamber and the point of suction of the tube HJ,

if the upper section is displaceable in height in -such a way as to be superposed or not on the fixed lower section, the fuel can be sucked from two different heights, say H and h and have two different feed capacities.

As shown in Fig. 14, in place of the direct action of the thermally sensitive means contemplated in patent specification Ser. No. 698,897 for regulating the position of the upper section of the tube Il), there is employed the action of the control valve 3|. The upper face of the latter is subjected to the constant atmospheric pressure by |31, whi1eon the opposite face is exerted the pressure of the chamber 32 connected on the one hand to the suction pipe by the passage I81 and, on the other hand, to the atmosphere by the passage 30 of which the outlet is closed when cold by the device 20.

The operation is similar to that of the arrangements shown in Figs. 12 and 13. When cold, the

passage 3U is closed by the contraction of the thermally sensitive device and the suction of the engine by/the passage |81 operates the valve 3| and the upper section of the tube I0 in the desired direction for superposing this latter on the lower xed section and the quantity of fuel fed by the orifice 8 under the head,' say H, in the well `9 and absorbed by the tube I9 is the maximum. With the expansion of the device 28 and the opening of the passage 30 and of the chamber 32 to the atmosphere, the valve 3| returns under the pressure of its spring 36 to the position for 'which the upper section ofthe tube I8 is separated from the lower section and only sucks the quantity of fuel fed under a smaller head, say h.

In the embodiment shown in Figs. 15 and 16,

the element of which the position is a'function of Athe diiferent pressures determined by the therface is subjected to the pressure in the chamberv 32 which is'cornected on the one hand, to the induction pipe of the engine by a passage |8 and, on the other hand, to the atmosphere by a passage 38 of which the outlet is closed when cold by the contraction of the thermally sensitive device. According to this embodiment, the diaphragm I6 is, in this case, connected to a needle which closes, not the jet 29 itself, but the intake of the air branch 31 into which the said jet feeds.

In operation when cold. the passage I9 is closed by the thermally sensitive device. the suction of the engine' transmitted by the passage 18 into the chamber 32 maintains the diaphragm i6 and the needle 28 in position of closing of the air intake of the branch 21, so that the suction-of the auxiliary carburetor is a maximum on the outlet of this branch and on the jet 28 and that the feed of this latter is a maximum. With the heating of the engine, the expansion of the device 28 and the opening to the atmosphere of the passage 30, the result is obtained that the diaphragm I6 and the needle 28 return under the pressure of the spring 36, tothe position for which the air intake of the branch 31 is open and as the suction drops in this branch as the air intake section increases, the feed of the jet 29 progressively drops. y

Fig. 16 shows how the arrangement according to Fig. 15 for the control of the regulating needle 28 of the air ,intake in the air branch 31-in which feeds the jet 29-may be arranged in conjunction with the arrangement for controlling the valve member of Fig. 5. The arrangement of the assembly and the operation are similar to these described with regard to Figs. 12 and 13. As the direction of displacement of the needle 28 for the regulation of the air intake should in this case be opposite that of the needle 28 of the said Figs. 12 and 13, the chamber 26, in which the pressure operating the valve 3| is variable, is situated below this valve instead of being provided above the latter.

In the arrangement of Figs. 17 and 18' the control member is always constituted by a valve 3| of which one of the faces is subjected to the suction of the auxiliary carburetor while the other face is subjected to the pressure existing in the chamber 32. This latter is connected on the one hand to the induction pipe by the passage |81 and, on the other hand, to the atmosphere by the passage 38 of which the outlet is closed when cold by the contraction of the thermally sensitive device. 'Ihe simplification obtained by the arrangements according to Figs. -17 and 18 consists in utilizing the same Valve 3| for controlling simulinto which the jet 29 feeds.

On Figs. 19 and 20, the arrangement of the assembly is similar to that of the foregoing Figs. 16 and 17. However, it is shogwn that the displacement of the control member 3| may act, not on the regulation of the feed of fuel by the jet or on the regulation of the small amount of air -passing in the branch into which the jet feeds, but

on the' quantities of air passing into the auxiliary carburetor and on the suction speed of this air on the jet.

The control valve 3l actuated by the differential pressures-regulated by thermally sensitive means as already describedis combined with the mixture passage I3 in which is situated the jet 29 which opens into the chamber I2. Along this passage additional air apertures 38-39 are provided which are masked (Fig. 19) for the position of full opening of the valve 3I and come into communication with air passages 40-4I (Fig. 20) to the extent that the displaceable assembly is moved towards the position of closing of the branch. The assembly forms a carburetor with a variable air section of the well known type in which the suction on the jet and the feed thereof Vdo not varyproportionally to the quantities of air so that a. decrease in the richness of the mixture as the speed of the engine increases may be obtained. It should be noted, however, that,

according to the invention, the displacement of the member regulating the access of the air is operated not merely by the suction of the engine as in the carburetors of this type already known but by the differential pressures regulated by the thermally sensitive means.

The arrangement may be advantageously completed by such a form of the part of the passage I3 surrounding the jet 29, that the air passage section around this jet, increases with the displacement of the movable assembly so that the suction speed of the air on this jet is proportionally decreased.

Fig. 21 shows the regulating arrangement of the auxiliary carburetor of Figs. 19 and 20 arranged to operate independently of the valve for bringing the auxiliary carburetor into or out of action, this valve being is this example similar to that ofFig. 5.y

Fig. 22 shows an arrangement wherein the variable pressure acting on one of the faces of the control element or diaphragm I6, is the variable pressure or tension of a fluid contained in the closed space 26 subjected to the heat of the engine and utilized to operate any one of the regulating arrangements of the auxiliary carburetor mentioned above, for example that of Fig. 12, the valve 3l being replaced by a diaphragm 3I1.

Finally, on Figs.y 23 and 24, there is shown, as

-a variation of Figs. l and 5, the manner in which-when it is necessary only to exert on the inner face of the control member or diaphragm I6 a part of the suction of the auxiliary carburetorthe chamber I2 can be separated into two compartments |22 and I2b by a partition 42 piercedA With an orice of desired section 43, the suction of the auxiliary carburetor exerted through this orice 43 in the chamber I2b on the diaphragm I6, being modified by a communication 44 vof the said chamber I2b with the atmosphere.

It is well understood that the arrangements forming the subject of the invention maybe applied to any type of auxiliary or starting carburetor whatever its method of construction and more especially to carbureting devices for effecting the starting andI the running when cold of internal combustion engines comprising means for Vrestricting the feed of fuel to the auxiliary jet while the auxiliary `air is progressively increased with the speed of the engine,

Whatever are the methods of realization adopttion of the carburetors for operation when cold by means of an arrangement actuated by the diiferential pressures of fluid. determined from whatever distance is necessary for the convenient arrangement of a thermally sensitive device regulating them. v

The invention is not limited to the precise forms or details of construction described, as

these may be varied to suit particular cases.

What I claim isa- 1. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliary jets to feed saidmixing chambers, a carburant supply chamber connected to said jets, a throttle valve in said reductien'pipe for controlling the mixtures from. said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine While cold and opening in said induction pipe at a point downstreamwards of said throttle valve. one of said faces being subjected to the action of a fluid, the pressure of which is modified by a thermally sensitive element subjected to the influence ci the temperature of theengine While the other face of said pressure` responsive means is subjected to the suction'existing in said induction pipe.

2. The combination with an engine carburetor including an induction pipe,'main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to said jets, a throttle valve in said reduction pipe for controlling the mixtures fromv said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant tosaid vindependent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the flow of mixture through said passage when the engine is hot and pressure responsive means submitted to the differential action of pressures exerted on its opposite faces for automatically controlling the position of said valve, one of said faces being subjected to the action of a uid, the pressure of which is modiedby a thermally sensitive element subjected to theinfluence'of the temperature of the engine while the other face of said pressure responsive means is subjected to the atmospheric pressure.

3. The combination with an enginecarburetor including aninduction pipe, main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to said-jets,V a throttle valve in said reduction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine While cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplyingcarburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the fiow of mixture through said passage when the engine is hot and'. pressure responsive means submitted to the differential action of pressures exerted on its opposite faces for automatically controlling the position of said valve one of said faces being subjected to the 'action of a fluid, the pressure of which is modified by a thermally sensitive element subjected to the in- Iiuence of the temperature of the engine while the other face of said pressure responsive means is subjected to the suction existing in said induction pipe and simultaneously to the atmospheric pressure.

4. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliaT jets to feed said mixing chambers, a carburant supply chamber connected to' said jets, a throttle valve in said reduction pipe for controlling the mixture from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said "throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the iiow of mixture through said passage when the engine is hot and pressure responsive means submitted to the diiferential action of pressures exerted on its opposite faces for automatically controlling the position of said valve, one of said pressures being produced by a fluid subjected to the heat produced by the engine, so that the pressure of said iiuid is a function of the temperature of the engine.

5. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to said jets, a throttle Avalve in said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture td the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe,'a valve for stopping the flow of mixture through said passage when the engine is hot, pressure responsive means for automatically controlling the position of said valve, a chamber containing said pressure responsive means, a passage abutting in said chamber, a thermally sensitive device arranged adjacent of a part of said engine for controlling the opening of said passage.

6. The combination with an engine carburetor ber connected to said jets, a throttle valve in said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber ,for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the flow of mixture through said passage when the engine is hot, pressure responsive means for automatically controlling the position of said valve, a chamber containing said pressure responsive means, a tube abutting in said chamber `and having its free extremity arranged at a disthe associated engine is hot, an independent mixmg chamber for supplying mixture to the engine A'while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the flow of mixture through said passage when the engine is hot, -pressure responsive means for automatically controlling theposition of said valve, a'second valve independent of said first valve for opening said passage as long as suction exists in said induction pipe and for closing said passage as soon as the pressure therein exceeds the atmospheric pressure, so that the return iiow of air towards said independent mixing chamber is prevented.

8. The combination with an engine carburetorv `gine while cold and opening in said induction pipe at a. point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the iiow of mixture through said passage when the engine is hot, pressure responsive means, acting on said valve, for automatical- 1y controlling its position, means connected to said pressure responsive means and cooperating with said independent jet for regulating the mixture, supplied by said independent mixing chamber, by influencing the feed of said jet in such Lin said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the flow of mixture through said passage when the engine is hot, a rst pressure responsive means acting on-said valve for automatically controlling its position, means cooperating with said independent jet for regulating the mixture, supplied by said independent mixing chamber, and a second pressure responsive means, acting on said regulating means by influencing the feed of said jet in such a way that said mixture becomes weaker as the engine warms up. p

10. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to said jets, a throttle valve in said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of said independent chamber is not obstructed when said throttle Valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a valve for stopping the flow of mixture through said passage when the engine is hot, a first pressure responsive means, acting on said valve for automatically controlling its position, a chamber containing said rst pressurel responsive means, a rst passage abutting in said chamber, means cooperating with said independent jet for regulating the mixture supplied by said independent mixing chamber, a second pressure responsive means for acting on said regulating means, a second chamber containing said second pressure responsive means, a second passage abutting insaid second chamber, a thermally sensitive device arranged adjacent of a part of said engine for controlling said rst and said second passage so as to open the orice of one and simultaneously to close the orice of the other of said passages.

11. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliary jets to feed said mixing chambers, a carburant supply chamber connected to said jets, a throttle valve in said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to the engine while cold and opening in said induction pipe at a point downstreamwards of said throttle Valve so that the delivery of said independent chamber is not obstructed when said throttle Valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chamber and said induction pipe, a Valve for stopping the flow of mixture through said passage when the engine is hot, supplementary means by \vhich,at low temperature of the engine and for which the normal regulation of said independent jet is insuicient, an increase of richness of the mixture is obtained, land pressure responsive means for automatically controlling the position of said valve and the bringing into action of said supplementary means.

12. The combination with an engine carburetor including an induction pipe, main and auxiliary mixing chambers, main and auxiliary j ets to feed said mixing chambers, a carburant supply chamber connected to said jets, a throttle valve in said induction pipe for controlling the mixtures from said chambers for normal running when the associated engine is hot, an independent mixing chamber for supplying mixture to 'the engine While cold and opening in said induction pipe at a point downstreamwards of said throttle valve so that the delivery of .said' independent chamber is not obstructed when said throttle valve is in closed position, an independent jet for supplying carburant to said independent chamber, a passage between said independent mixing chambei; and said induction pipe,l a valve for stopping the flow of mixture through said passage when the engine is hot, pressure responsive means, acting on, said valve, for automatically controlling its position, means connected to said pressure responsive means and cooperating with said independent jet for regulating the entry of a supplementary air inlet to the passage in which said independent jet feeds, by closing said air inlet when the engine is cold and by opening progressively said inlet as the engine warms up, so as to diminish progressively the suction on said independent jet and the quantity of .fuel delivered.

MARCEL LOUIS 'MEN'NESSON.

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