US2040020A

US2040020A - Carburetor

Info

Publication number: US2040020A
Application number: US736077A
Authority: US
Inventors: William B Parker
Original assignee: Individual
Current assignee: Individual
Priority date: 1934-07-19
Filing date: 1934-07-19
Publication date: 1936-05-05
Anticipated expiration: 1953-05-05

Description

W. B. PARKER May 5, 1936.

CARBURETOR 4 Sheets-Sheet 1 Filed July 19, 1934 a B. Parker;

W. B. PARKER May 5, 1936.

CARBUHETOR y 9 6 w. a. PARKER 2,040,020

CARBURETOR Filed July 19, 1934 4 Sheets-Sheet 3 May 5, 1936. w B, PARKER 2,040,020

CARBUR-ETOR Filed July 19, 1934 4 Sheets-Sheet 4 Patented May 5, 1936 UNITED STATES PATENT OFFICE 2,040,020 CARBURETOR My invention relates to improvements in carburetors for internal combustion engines.

An important object of the invention is to provide a carburetor which will effect an economy in the use of fuel.

A further object of the invention is to provide a carburetor which will produce an improved explosive charge, whereby greater povger is obtained. A further object of the inventiomis to provide 1;) a carburetor so constructed that the automatic vacuum tank or fuel-pump is eliminated and the liquid fuel properly fed to the carburetor.

A further object of the invention is to provide means for supplying moisture or water vapor to the explosive charge.

A further object of the invention is to provide a device for use in connection with a carburetor for supplying moisture or water vapor to the explosive charge. 39 A further object of the invention is to provide a carburetor having means to supply a reduced explosive charge to cylinders of the engine, when are employed to designate like parts throughout the same,

Figure 1 is a perspective view of a carburetor embodying my invention,

Figure 2 is a longitudinal section taken substantially on line 2--2 of Figure 1,

Figure 3 is a transverse section taken on line 33 of Figure 1, v Figure 4 is a' similar view taken on line 4-4 of Figure 1,

Figure 5 is a longitudinal section taken on line 55 oi Figure 1, l

Figure 5 is a transverse section taken on line 5'-5" of Figure 2. v

a Figure 6 is a, perspective view of the draft actuated element and valve'operated thereby,

Figure 7 is a perspective view of a carburetor embodying a modified form of the invention, Figure 8 is a similar view of a carburetor em- 16, for a purpose to be described. Mounted withr 5 of this application and in which like numerals bodying a still further modified form of the invention,

Figure 9 is a perspective view of a portion of the carburetor employed in connection with a i separate carburetor for supplying moisture to'the charge, and, v

, Figure 10 is a plan view of the device shown in Figure 9.

Attention being called first to Figures 1 to 8 inclusive, the numeral l5 designates the main l0 casing or pipe, which may be vertically arranged, as the present carburetor'is illustrated as a downdraft carburetor, while the invention is not necessarily restricted to the down-draft feature. The vertical casing l5 has its upper end open and 1 its lower end is provided with a coupling flange [6. The numeral l'l designates the intake manifold of an internal combustion engine having a coupling flange l8, arranged opposite the flange in the upper portion of the main air inlet pipe [5 is a throttle valve I9, which turns in the direction of, the arrow, Figure 2, when opening. This throttle valve is mounted upon a transverse shaft 20, extending to the exterior of the casing l5 3 and having a lever 2| attached thereto, to turn the shaft. The lever 2| has an adjustable stop element or screw 22, carried thereby, to engage with a stop lug 23. The stop element 22 may be adjusted so that there is a slight passage between '30 the throttle valve l9 and the inner wall of the main air inlet pipe l5, when the throttle valve is in the closed position. The lever 2| also has an adjustable stop element or screw 24 carried thereby, and arranged near its opposite end, and 5 this stop element or screw engages the same stop lug 23 to limit the opening movement of the throttle valve I9 so that it does not assume a completely vertical position when shifted toward such open position, but will be slightly inclined, 40 as shown by dotted lines in Figure 2, thereby producing a slight choking efiect when shifted to the extreme open position. The lever 2| is connected with the gas lever or'accelerator in the automobile, as is the common practice. p,

The numeral 25 designates a block constituting the body portion of the carburetor, and this. block 25 is arranged between the coupling flanges l6 and i8 and is clamped thereto by bolts 26 or the like, with suitable packing or gaskets 21 between 50 these parts. The block 25 is provided with a .main vertical opening 28, in substantial alignment with the bores of the pipe [5 and the intake I end of the intake manifold II, as shown. The block 25 is provided, adjacent to the main opensleeve 3|, having transverse ports 32 and 33, which also extend through the shaft 30. The sleeve 3| is clamped or locked upon the shaft 30 by a set.

screw 34 or the like. The sleeve 3| and'the portion of the shaft 30 upon which it is mounted constitute a pivoted valve body 3|. Rigidly attached to the sleeve 3| and preferably formed integral therewith, is a draft actuated element or valve 35, which is adapted to substantially cover the main opening or passage 28 when in the upper or closed position and its free end portion will then engage beneath a shoulder 38. The function of the shoulder is to form a tighter joint with the draft actuated element or valve 35 and to limit its upward movement, particularly against back-firing action.

The block 25 is provided with a longitudinally extending charge supply part 31, which leads to the valve body 3|. When the valve body is in the closed position, with the draft actuated element 35 closed, such valve body covers the outlet end of the port 31, but as the element 35 is swung downwardly and the valve body 3| turned with it, transverse port 32 is brought into communication with the port 31, and the mixture of air and gas will be supplied into the passage 28, above the draft actuated element 35. The port 31 has its rear end portion enlarged, as shown at 38, and this enlarged portion is internally threaded to receive a tubular nipple 39, having a reduced bore 40, to regulate the entrance of air into the port 31. If desired, a nipple 39, having a different sized bore 48, could be substituted to admit more or less air, as found desirable. The numeral 4| designates an auxiliary block, the forward end of which is arranged beneath and adjacent to the rear end of the block 25 and is provided with a recess or chamber 42. The block 4| is rigidly attache-i to the block 25 by means of a screw 43, provided with a washer 44, and a washer 48 is arranged between the blocks 4| and 25, as shown. The screw 43 has screw-threaded engagement within the opening 41 and the upper end of the screw 43 terminates substantially centrally within the enlarged bore 38. The screw 43 has a portion thereof tubular, which is afforded by a port 48 formed therein, which extends through the upper end of the screw and laterally through the same.

substantially centrally ofthe recess or chamber 42. The rear end ofth'e block 25 is provided with a screw-threaded boss 49, receiving the screw-threaded portion 58 of an adjustable needle valve 5|, adapted to project within the outlet end of the bore 48 of the tubular element or screw 43, to regulate the amount-of gasoline fedinto the enlarged bore 38 and to also atomize or spray the same. The needle valve is held against accidental displacement by means of a coil spring 52, surrounding the same, and engaging a transverse pin 53, as shown. Leading into the recess or chamber 42 is a longitudinal port 54, formed in the block 4|, and the rearend of this longitudinal port leads'into a recessor chamber 55, formed in the block 4| and an upstanding transverse portion-56 thereof. The block 4| is provided upon its lower face and generally centrally thereof, with a cylindrical recess 51,.receiving a washer 88, which is engaged by the upper end of a suction bulb or receptacle 58, preferably formed of glass. is held in place by a ball or U-shaped keeper 68, the upper endsof which are pivoted with the This suction bulb or receptacle block 4|, as shown at 8|. A pin 82 is rigidly attached to the lower closed end of this bail, and this pin is screw-threaded for receiving a clamping nut 83, acting against a hollow washer 84, adapted to engage with the bottom of the bulb or receptacle 58 and hold the same in place. The recess or chamber 55 is arranged above the bulb or receptacle 59 and the bottom of this recess or chamber has a screw-threaded opening for receiving the upper screw-threaded end of a tube 68, which depends below the block 4| and enters the bulb or receptacle 58 and preferably terminates near the bottom of the bulb or receptacle, and should atleast terminate at an elevation beneath the minimum level of the liquid fuel within the bulb or receptacle 58. At its upper end the tube 88 projects into the recess or chamber 55 and is provided with a valve seat 61, for engagement with an upwardly opening check valve 68, preferably formed of fibrous material, such as cork, fiber or the like, although the same may be formed of metal. This check valve is urged downwardly toward its seat by a compressible coil spring 69, engagedby'an adjustable screw-threaded plug 18, operating with a screwthreaded opening 1| and having a washer 12 arranged beneath the same. The block 4| is further provided with a rear longitudinal port 13, the forward end of which turns downwardly, as

shown at 14, and passes through the bottom wall of the recess 51, and hence leads into the top of the bulb or receptacle 59. The liquid fuel, such as gasoline is supplied to the port 13 through a coupling 15 having connection with a pipe (not shown) which leads into the gasoline tank of the automobile. In order that my carburetor will not flood, it is necessary that the carburetor be arranged at an elevation above the gasoline tank. The gasoline is withdrawn from the bulb or receptacle 59 by the suction within the intake manifold H, such gasoline passing through the port 54, discharging at the needle valve 5| and being sprayed or atomized at this point and mixed with the air passing through the nipple 48 and then passing through the port 31 to the intake manifold. As the tube 88 has its intake end beneath tacle 59, this gasoline forms a seal with the tube 88, and as the level of the gasoline descends, it creates a partial vacuum at the topof the receptacle or bulb 59, drawing in. gasoline from the tank through the port 13. The vaporized fuel is supplied in the. intake manifold when the engine is speeded up'beyond idling but is not supplied to the intake manifold when the engine is idling, as the valve body 3| then. has its port 32 in the closed position. Separate means are provided to supply theeharge tothe intakemanifold, for driving the engine while idling. The separate means includes 9. lug or post 18 having a chamber I1, Figures 2 and 5', which is in communication with a tube 18, connected with a coupling 19. This coupling 19, Figure 3, is in communication with" a recess 88, having a vertical tube 8| leading into its lower end, and this tube 8| extendsinto the bulb or receptacle 59 and has its lower end preferably terminated at the same elevation as the lower end of the tube 88. The upper end of the tube 8| within the chamber 88 has a valve seat 82, for engagement with an upwardly opening check valve 83, preferably'fo'rmed of fibrous material, such as cork, fiber, although the same may be formed of metal. This check valve is urged downwardly by a compressible coil spring 84 engaging a plug 85, having screw-threaded engagement within a screw-threaded opening 86.

The function of the check valves 68 and 83 is to prevent the back flow of air into the bulb or receptacle 59, and hence the breaking of the suction therein. Thus when the gasoline is being supplied to the intake manifold for high speed, the check valve 83 prevents back suction through the idling gasoline supply means, and when the gasoline is supplied for idling of the engine, check valve 68 will prevent the back flow of air through the high speed gasoline supplying means. The chamber 11, Figure 2, has communication with a' port 81, which leads into the main air supply pipe I5 at a point beneath the throttle valve I9, whereby the charge is supplied to the intake mani-v fold when the throttle valve is closed and the engine is idling. Air is supplied to the chamber 71 through a port 88, Figure 5, leading into one end of the chamber TI, and this supply of air is regulated by an adjustable needle valve 69. The gasoline entering the chamber I1 is sprayed or atomized by passing through the nozzle 90, and then becomes vaporized and mixed with the incoming air through the port 88, the gaseous mixture discharging through the port 81. It should be noted that the supply of the idling charge is entirely independent of the rotary valve body 3 I Means are also provided to supply moisture or water vapor to the intake manifold. To accomplish this, the block is provided in its rear porticn with a vertical chamber 9|, and a threaded tubular coupling 92 engages within the lower end of this chamber and has connection with a pipe 93, which leads to a water tank, disposed at a level below the chamber 9I to prevent flooding. The tubular coupling 92 is provided at its upper end with an outlet or valve seat 94 for coaction with an adjustable needle yalve 95, having screwthreaded engagement within a post 96 and extending to the exterior of the top of the block 25. The needle valve 95 may be employed to regulate the amount of water supplied into, the chamber 9|, and also to atomize or spray this water, and may be alsovmanipulated to completely cutoff the supply of water when desired. Air is supplied into the rear side of the vertical chamber 9i through a rear longitudinal port 91, and the amount of air may be regulated by a pivoted plate valve 98, Figure 1. The air entering the chamber 9| mixes with the atomized water and becomes saturated or ladened with the sa e. Have ing c mmunication with the forward side of the chamber 9| is a longitudinal port 99, extending through the block 25 and leading to the passage 28, at a point whereby it may be brought into and out of registration with the transverse bore 33 of the swinging valve body-3|. When the draft actuated member is in the closed position, the supply of fuel through the port 32 and a the supply of moisture through the port 33 are,

both out ofi. I

The description thus far given is common to the three forms ;of the invention shown in Figures .l to '7 and 8, and also 10.

Attention is now called to Figures 1 to 6 inclusive, showing the first or preferred form of theinvention. In connection with this first or preferred formof the invention, means are provided for turning the valve body 3I This means comprises a cylinder I00, having a pipe IOI leading into its upper end, and this pipe leads into the main air supply pipe I5, at a point beneath the throttle valve I9. The cylinder I00 is supported by a bracket I02, which may. be rigidly attached to the flange I6. Mounted to reciprocate with-v ,tinues during the idling of the engine.

inthe cylinder I00, is a plunger I03, havingpivotal connection with a connecting rod or pitman I04, the lower end of the cylinder I00 being open. The lower end of the connecting rod I04 is pivotally connected at I05 with a lever I06, which is rigidly mounted upon one end of the shaft 30. A retractile coil spring I0! is attached to the lever I06, to swing the same downwardly and the opposite end of this spring is attached to a stationary hook or lug I08. A choke lever I09 is pivotally mounted upon the shaft 30, upon the inner side of the lever I06, and has a laterally projecting leaf or extension II 0, arranged to engage above the lever I06 and forwardly of its pivot. A rod III is pivotally connected with the choke lever I09, and extends to the dash of the automobile or other convenient point. When the choke lever I09 is swung rearwardly, it will depress the lever I06, but the lever I06 may move downwardly without shifting the choke lever.

The operation of the first or preferred form of the carburetor is as follows:

When the engine is not running and is cold,

the throttle valve I9 is closed and the spring I01 5 swings the lever I06 downwardly, and the draft actuated element 95 is in the lower or opened position, since there is no suction in the pipe I5 beneath the closed throttle valve.- With this adjustment of parts, the port 32 is in registration mum amount of explosive charge is fed to the intake manifold upon starting. When the engine is cranked, the vaporized fuel is also drawn into the pipe I5'beneath the throttle valve I9 through the port 01, and this supply of fuel con- When the suction is created in the pipe l5 beneath the throttle valve I9 upon the start of the engine the plunger I03 rises and overcomesthe action of the spring I01 and thereby closes the draft actuated element 35, and the engine may now idle 'upon the fuel supplied .through the port 81. Should the engine stop after starting, it may be necessary to retain the valve body 3| and draft actuated element 35 in the opened DQSition for a shortperiod, to supply an abundance of fuel to the engine to insure proper running until it has warmed up sufiiciently. This is accomplished by pulling the chock rod III rearwardly, which will swing the'choke lever I09 rearwardly and depress lever I06 and hold this lever depressed until the choke lever I09 is released. The engine being now suitably warmed lip and the choke lever I09 released, plunger I03 and associated elements will return the valve body 3| and draft actuated element 35 to the closed position, and the engine will continue -to'idle on the fuel supplied through the.'port.81. To speed up the engine, the throttle valve I9 is swung to ward the opened position and this will reduce the suction in the pipe I5 beneath \the throttle valve body 3I' toward the opened position, in opposition to the suction action upon the top of and 99 and the explosive charge and moisture drawn into the intake manifold II, in the presence of the incoming air. As the engine speeds up, the suction within the pipe I5 beneath the throttle valve I9, which is now partly or wholly opened, is transmitted to the top of the plunger I03, and the lifting action of this suction on the plunger I03 is opposed to the downward force which the draft of air produces by impinging upon the draft actuated element 35, the draft forcing the element 35 downwardly toward the complete opened p'ositiomas the velocity of the draft increases, which is produced by the further opening movement of the throttle valve. The speed of the motor is controlled by the extent of opening of the thottle valve I9, and the extent of opening of the draft actuated element 35 is controlled by the speed of the engine which creates the draft. When the engine slows down .1 upon the swinging movement of the throttle valve I9 toward the closed position, the velocity of the draft of air is reduced, the degree of suction'within the pipe I5 beneath the throttle valve increases, and plunger I03 moves upwardly to swing the draft actuated element upwardly, which in turn moves the valve body 3! toward the closed position, thereby reducing the supply of the explosive charge and moisture in proportion to the speed of the engine. When the throttle valve I9 isopened to any considerable extent, quickly, the vacuum within the pipe I5 beneath the throttle valve is at once broken, and the spring I01, before the velocity of the draft has increased to any considerable extent, will quickly shift the draft actuated element 35 to the lowermost or opened position. This will supply the maximum amount of the explosive charge to the'intake manifold, thus imparting to the engine a quick pick-up. As the degree of vacuum increases in the pipe I5 beneath the throttle valve I9, it acts upon the top of the plunger I03, tending to elevate the same, which in turn will swing the draft actuated element 35 upwardly, and this upwardswinging movement is opposed by the velocity of, the downwardly travelling air draft impinging upon the element 35. These two forces therefore work in oppos tion, the suction force increasing as the throttle valve approaches the closed position and the velocity of the draft decreases and vice versa. It is thus seen that means are provided which automatically meters or measures the volume of the explosive charge supplied to the engine in proportion to the speed of the engine.

In Figure '7, I have shown the'second modified form of the carburetor. In connection with this form of carburetor the cylinder I00, pipe Isl, connecting rod I04 and spring I01 are dispensed with and there is no opening in the pipe I05 for the 'pipe IN. A retractile coil spring H2 is arranged abcve the lever I06 and is connected therewith and may be attached to the shaft of the throttle valve or to any other stationary object. The spring II2 serves to swingthe lever I06 upward'y and thereby turn the shaft in a direction to swing the draft actuated element upwardly. All other parts of the carburetor remain identical with the first form of the carburetor. The operation of the second form of the carburetor is as follows:

With the engine at rest, or cold, the operator draws the choke rod III rearwardly, which swings the choke-lever I09 rearwardly and turns sition and also turns the valve body 3| so that ports 32 and 33 register with

ports

31 and 99, respectively. .The engine is now cranked and the maximum supply of the charge will be drawn into the cylinders, the throttle valve I9 remaining closed to afford a rich mixture. As soon as the engine starts up the choke rod II I is released and the spring I I2 will return the draft actuated element 35 and associated elements to the closed position and the engine will idle upon the charge received through the pipe I8. As the throttle valve I9 is moved toward the openedposition the velocity of the down draft of the air through the pipe I5 is increased, this draft impinging upon the element 35 and shifting the same toward the opened position, the extent of opening movement of the element 35 corresponding to the extent of opening movement of the throttle valve. As the draft actuated element 35 opens, ports 32 and 33 move into communication with

ports

31 and 99, thus supplying the explosive charge to the intake manifold, with the throttle valve partly or wholly opened. It is thus seen that the draft actuated element 35 does not instantaneously drop to the lowermost position when the throttle valve'is first partly opened as occurs with the first form of the in vention, and the first form of the invention has the advantage of a quicker pick-up.

In connection with the third form of the carburetor, shown in Figure 8, with relation to the first form of the carburetorfshown in Figure l, the cylinder I00, pipe IOI, connecting link I04 and spring I01, are omitted. The pipe I5 has no opening for the pipe IN. The same lever I06 is r'gidly mounted upon the shaft 30 and the same choke lever I09 is provided. The shaft 20 of the throttle valve I9, Figure 8, has a lever II3 rigidly secured thereto, and this lever has pivotal connection at H4, with the link H5. The link H5 is provided in its lower end with an elongated slot I I6, receiving a pin II'I, attached to the forward end of the lever I06. The lever I06 is swung upwardly by a retractile coil spring H8,

which may be attached to the pin II! and to the end of the lever II 3 or to any other suitable stationary member or projection. All other parts of the carburetor shown in Figure 8 are identical with the first form of carburetor, as shown in Figure l.

The operation of the form of carburetor shown in Figure 8 is as follows:

When the engine is at rest and cold, to start the engine the choke rod II I is moved rearwardly to swing the choke lever I09 rearwardly and this choke lever then swings lever I06 downwardly, which in turn swings the draft actuated element 35 downwardly to the opened position and'turna the valve body 3| to bring ports 32 and 33 into ing the link H5 downwardly. When the choke lever,I99 is released, the spring 8 will return the draft actuated element 35 and associated elements to the closed position, and the engine may then idle upon the fuel drawn through the pipe I8. 'I'o speed up the engine the throttle valve I9 is shifted toward the opened position, and in order that there may be an immediate supply of fuel to the engine for a quick pick-up, the link H5 will now be moved downwardly and the top end wall of the slot H6 will engage the pin III and mechanically shift the lever I06 downwardly, opening element 35 and turning the valve body 3| to the opened position. As soon as the engine speeds up, the velocity of the draft increases, and this draft impinges upon the element 35, swinging the same downwardly to 'a great extent or maintaining the same in a partly opened position. The extent of opening of the element 35 will correspond to the speed of the engine and velocity of the draft, and hence the valve body will supply a corresponding increased amount of fuel to the engine as its speed increases. When the throttle valve I9 is again swung toward the closed-position, the link I I5 rises, and as the velocity of the air impinging upon the element 35 decreases, the

spring II8 will swing the element 35 and asso- 2 ciated elements upwardly.

In Figures 9 and 10, I have shown a unit of my carburetor used as a gas saver in connection with a standard type of carburetor. This unit includes the block 25. The fuel supply port 31 is closed at its two intakes, by a plug i I9, which is substituted for the air jet 40, and a similar plug is substituted for the tubular element or bolt 43 and closes the opening 41. The needle valve 5| is preferably removed and a plug I20 substituted therefor. The air supply port 91 and the water supply pipe 93 and associated elements remain identical, and also the shaft 30, valve body 3! and draft actuated element 35. The same lever IDS is attached to the shaft 30. The block 25 is applied to the same intake'manifold Ill, but the pipe I5 and associated elements is omitted, and a down-draft carburetor I2I, of any well known or preferred type, is employed with the block 25 arranged between the intake end of the manifold I! and the outlet end of the carburetor I2I, such block being held in place by the bolts 26, which extend through the flange I8 and a flange i22 of the carburetor. The lever IDS-is swung upwardly by a retractile coil spring I23. As before stated, the carburetor I 2| is preferably of the downdraft type and is of any well known or preferred construction, the same embodying a choke valve I24, actuated by a crank I25, and a throttle valve I26 actuated by a crank I21.

The operation of the gas saver is as follows:

With the engine at rest and cold, to start the engine, the choke valve I2 is closed and the throttle valve l25 partly opened, the spring I23 now holds the draft actuated element 35 and associated elements in the closed position. When the engine is cranked, the rich mixture is drawn into the cylinders and the engine started. Upon the starting of the engine, there may be a partial opening of the draft actuated element 35 or the element may open and close to some extent.

As soon as the engine has started, the choke valve I24 is released and is returned to the opened position, whereby, the suction within the intake moves toward the opened position, port 33 is brought into communication with port 99, and theair ladened with moisture passes through the port 33 and is drawn into the main passage 28, and is mixed with the charge from the carburetor. It is thus seen that the device will supply an additional amount of air ladened with water to the previously formed charge from the carburetor, and the amount of additional air thus supplied will be supplied in an increased volume corresponding to the increase in the speed of the engine. It is preferred to use the device for supplying air ladened with moisture to the passage 28, but I contemplate closing off the supply of water and using the device to supply an additional amount of air only, to the passage 28.

It is to be understood that the forms of my invention herewith shown and described are to be taken as preferred examples of the same and that various changes in the shape, size and'arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of thesubjoined claims.

Having thus described my invention, what I claim is:

1. In a carburetor, a casing, a throttle valve for controlling the volume of air entering the casing,-

and a spring to move the draft actuated element in the direction of the draft;

2. In a carburetor, a casing, a throttle valve for controlling the volume of air enteringthe casing, a draft actuated element disposed in the path of travel of the draft passing through the casing, means for introducing the fuel into the casing inwardly of the throttle valve and operated by the draft actuated element, a suction operated,

device connected with the draft actuated element and adapted to shift the same in an opposite direction to the travel of the draft, and manually operated means connected with the draft actuated element and adapted to shift the same in a direction in opposition to the suction operated device.

3. In a carburetor, a casing, a throttle valve for controlling the volume of air entering the casing, a movable draft actuated element disposed in the path of travel of the draft passing through the casing, means for introducing fuel into the casing inwardly of the throttle valve and operated by the draft actuated element, a spring to move the draft actuated element in opposition tor'the action of the draft, and mechanical connecting means between the throttle valve and the draft actuated element so that the draft actuated element may be moved positively in the direction of the draft by the movement of the throttle valve.

4. In a carburetor, a casing, a throttle valve for controlling the volume of air entering the casing, a movable draft actuated element disposed in the path of travel of the draft passing through the casing, means for introducing fuel into the casing and operated by the draft actuated element, a spring to move the draft actuated element in opposition to the action of the draft, a lost motion mechanical connection between the throttle valve and the draft actuated element and adapted to shift the draft actuated element in the direction of the draft when the throttle valve is opened and to permit of the movement of the draft actuated element in the direction of the draft without moving the throttle valve, and manually operated means to move the draft actuated element in opposition to the spring.

5. In a carburetor, a casing, a throttle valve to control the entrance of air into thecasing, a block arranged between the outlet end of the easing and the intake manifold, said block having a main passage in communication with the interior of the casing, said block having a fuel supply port, means for mixing air and a liquid fuel and supplying the mixture to the port, a pivoted valve body carried by the block and disposed at the outlet end of the fuel supply port and having a port adapted to be turned into communication with the'fuel supply port, a draft actuated element disposed within the main passage of the block and connected with the pivoted valve body, and means to move the draft actuated element in opposition to the action of the draft.

6. In a carburetor, a casing, a throttle valve to control the entrance of air into the casing, a

block. arranged beneath the outlet end of the easing, said block having a main passage in communication with the interior of the casing and also having a fuel supply port, an air inlet for the port, a receptacle to hold a liquid fuel, means of communication between the port and the receptacle including a tube extending into the receptacle below the level of the liquid fuel therein, means for supplying the liquid fuel to the receptacle, a pivoted valve body having a port to be moved into and out of communication with the first named port, and a draft actuated element connected with the pivoted valve body.

*7. In a carburetor, a casing, a throttle valve to control the entrance of air into the casing, a block arranged beneath the outlet end of the casing, said block having a main passage and a fuel supply port and a moisture supply port, means to supply a fuel to the fuel supply port, means to supply air ladened with water to the moisture supply port, a pivoted valve body having a port for coaction with the fuel supply port and a port for coaction with the moisture supply port, and a draft actuated element connected with the valve body.

8. In a carburetor, a casing, means to supply a fluid to the interior of the casing including a pivoted valve body, a draft acLuated element connected with the pivoted valve body to tu therewith and adapted to be swung in one dir tion by the draft passing through the casing, means to move the draft actuated element in an opposite direction in opposition to the draft, a choke lever pivotally connected with the valve body and adapted to swing the draft actuated element in.

the direction of the draft and incapable of being moved by the valve body when the draft actuated element-is shifted in the direction of the draft by such draft, and a throttle valve for controlling the volume of air passing through the casing.

9. In a carburetor, a casing, means to supply fuel to the interior of the casing including a pivoted v'alvez body projecting into the bore of the casingfa draft actuated element bodily mounted upon the pivoted valve body to turn therewith and tobe swung in one direction by the draft passing through the casing, a lever attached to the valve body to move therewith, means to move the lever ina' direction to swing the draft act ated element in opposition to the travel of the draft, a choke lever pivoted upon the valve body and having a part to engage with the first named leverso that the choke lever may swing the draft actuated element in the direction of travel of the draft, and a throttle valve for controlling the volume of air passing through the casing.

10. In a carburetor, a casing, means to supply a fluid to the interior of the casing including a pivoted valve body having its axis of turning movement extending transversely of the bore of the casing, a draft actuated element bodily mounted upon the pivoted valve body to turn therewith and to be swung in a direction longitudinally of the bore of the casing and to be moved in one direction by the travel of the draft through the casing, automatic means to move the draft actuated element in an opposite direction in opposition to the direction of travel of the draft, manually operated means to move the draft actuated element in the direction of travel of the draft, and a throttle valve to control the volume of air passing through the casing.

11. In a carburetor, a casing, means to supply fuel to the interior of the casing including a pivoted valve body having its axis of turning movement extending transversely of the longitudinal axis of the bore of the casing, a draft actuated element bodily mounted upon the pivoted valve body to turn with it and arranged within the bore of the casing to be swung longitudinally of the bore in one direction by the travel of the draft through the casing, automatic means to move the draft actuated element in an opposite direction in opposition to the action of the draft, and a throttle valve to control the volume of air passing through the casing.

12. In a carburetor, a casing, a throttle valve for controlling the entrance of air into the casing, a draft actuated element disposed in the path of travel of the draft passing through the casing and adapted to move to aposition to close the passage through said casing, means for introducing fuel into the casing inwardly of the throttle valve and operated by the draft actuated element, a suction operated device leading into the casing at a point inwardly of the air controlling throttle valve and between. the air controlling throttle valve and the draft actuated element, and means connecting the suction operated device with the draft actuated element, such suction operated device sarving to move the draft actuated element toward its closed position.

13. In a carburetor, a casing, a throttle valve for controlling the entrance of air into the easing, a movable draft actuated element disposed in the path of travel of the draft passing through,

) means connected with the air controlling throttle valve and actuated by the same when the throttle valve is moved toward. the open position to positively operate the valve element for supplying fuel into the casing, such positively operating means permitting of the further opening operaair controlling throttle valve toward the open position, and manually operated means for actuat-- ing the said valve element for supplying fuel into the casing while the air controlling throttle valve is substantially, closed.

14. In a carburetor, a. a throttle valve. for controlling the entrance of air into the casing,-amovable draft actuated element disposed in the path of travel of the draft passing through .tion of the said valve element without movingthe the casing, means for introducing fuel into the casing inwardly of the throttle valve and including a valve element for controlling the volume of fuel entering the casing, said valve element being operated by the draft actuated element, means to move the draft actuated element in opposition to the action of the draft, means operated by the air controlling throttle valve when it is moved supply fuel into the casing without moving the 5 air controlling throttle valve.

WILLIAM B. PARKER.'