US2044277A - Engine priming device - Google Patents

Description

June 16, 1936.l R. B, BUKOL-r 2,044,277

ENGINE PRIMING DEVICE Filed Jan. 14, 1935 2' Sheets-Sheet 2 75 vri/f5 WAV/@gi l I 0r Af @5%0 Y@ 2.5%

- June 16, 1936. Y R. B. BUKoLT v 2,044,277

ENGINE PRIMING DEvlCE Filed Jan. 14, 1935 2 sheets-sheet@ Patented June 16, 1935 "UNHTED [STATE AT N T A101:1? I CE ENGrINE PRIlvHNG DEVICE 'Roman B. Bukolt, Stevens Point, Wis. v,../ pplication January 14, 1935Sera11No. 1,7.65

Claims.

liquid is withdrawn from this reservoir by the vacuum created in the engine when the latter is being started either by hand or with the usual self-starter, and one of the most important objects of the invention is to make novel provision whereby the priming fuel will .not` be wasted if the driver should have neglected to close the ignition switch. Provision is made whereby the withdrawal of priming fuel from the reservoir will soon create a vacuum in this reservoir counteracting the eifect of the engine vacuum so that withdrawal of the priming fuel from the reservoir will cease. Thus, if attempts be made, to start the engine without first closing the ignition switch, an excessive amount of the priming fuel cannot be drawn into the engine and wasted nor is there danger ,of flooding the engine with such fuel.

One form of the invention embodies electromagnetic operating means for simultaneouously opening a priming Valve in a conducting line leading from the reservoir to the engine andclosing an air valve for said line. As soon as this electromagnetic means is deenergized, the priming valve closes and the air valve opens, saidair valve then serving kto admit air into the reservoir to -relieve the vacuum which was created .therein ,by withdrawal of fuel therefrom.

Inanother form of the invention, a manual control is provided to close the air valve and open the priming valve in close sequence, and .in this construction, the manual control `may be connected if desired with the usual choke valve rod, or may be separate therefrom. When connected with the choke Valve rod, provision may .bemade whereby the primer is-not brought into play ,until said choke valve rod is pulled out to the extreme position. Thus,.when the engine is not sufcient- 1y cold-togrequire primingbut is cold enough to require some degree of choking; the primer will vnot be brought into play.

fwith my invention; the priming valve being shown in its normally closedI position and the air admission valve being in its normally open position. `1'ig. 2 isa fragmentary view similar to a portion of 'Eiga 1.V butshowing therelation of the valves when 4the primer is in use.

VFig. 3 is aperspective view of the core of magnetic metal which is instrumental in allowing `the priming valve to open.

Fig. 4 is a fragmentary vertical sectional View Y showing a form of construction whichis operated by means of a manual control, the valves being shown `in ,their normal positions.

Fig. 5 is a duplicate of Fig. 4 with the exception that itv illustrates the valves when in priming position.

Y Inthe drawings above briefly described, preferred features of construction have been shown and whilethesel features will be rather' specicallyz described, it will be understood that variations .may be made `within thescope of the inventionas claimed.

,A reservoir I 0 is provided for a priming fuel II, said reservoir being perferably in the form of a glass jar held by a pivoted yoke I2 and a set screw I3 against a gasket I4 in a stationary cap I5, which cap may be provided with an appropriate bracket I6 for securing itat any desired location upon anautomobile or other vehicle. A priming fuel conducting line .leads from the reservoir `Il.) and comprises' (see Figs. 1 and 2) two smalltubes Il and I8'of copper orthe like and a diamagnetic tubular body I9 formed from brass or other preferred material. The tube Il is with- ,in the reservoir vIll and is connected bya' suitable coupling with the lower end of the tubular body I9, and the tube I8 is appropriately coupled at 2| to the upper end of said body I9. This .tube I8 extends to the engine and may be connected with the intake manifold at the, pointof connecting the usual windshieldwiper or Vacuum ,tank therewith.

The body I9 carries a normallyV closedpriming valve 22 and a normally open air admission'valve 23said' bodybing provided with a very small port 24 through which any air travelling to the intake manifold of the engine` from Athe air valve 23, must pass, so that the quantityof air is so .choked 'down that it cannot-materially change the carbureter mixture.

vWhen the priming device is to be operated, 'the valve 22 is opened and valve 23 closed, as seen in Fig. 2. Then, the vacuum created in the intake manifold draws the'priming fuel II from the reservoir I0 through the line I'I, I9, I 8. As soon as lowering ofthe priming'fuel level in the reservoir in has created a sufficiently strong vacuum in the upper end of this reservoir, this vacu- .um willcounteract that created bythe engine and withdrawal of priming fuel from the reservoir will consequently cease. There is thus no danger of either flooding the motor with the priming fuel if attempt be made to start the motor without closing the ignition switch, nor is there any danger of wasting the priming fuel. As soon as use of the priming device is discontinued, the valve 22 closes and the air valve 23 again opens. This valve 23 then admits air to the body I9 and a suicient quantity of this air leaks past the valve 22 and enters the reservoir Ill to relieve the vacuum which was formed in this reservoir during operation of the primer, the spring 21 being incapable of holding said valve 22 closed against atmospheric pressure while sub-atmospheric pressure exists in said reservoir I9. Y

In Figs. 1 and 2, valve 22 is shown in the form of a ball engaging a seat 24a inthe body I9, said seat facing toward the reservoir ID. This ball valve 22 rests in a shallow4 depression 25 formed in the upper'end of a transversely square core 26 of magnetic metal, which core is slidable in the body I9 and is pressed upwardly by a` coiled compression spring 21. An electro-magnet 28 surrounds the body I9 and is provided with pole pieces 29 and 3D, these pole pieces being so positioned with respect to the normal position of the core 26 and ball`valve 22, that they effect movement of said core and ball valve from the position of Fig. 1 to that of Fig. 2, when energized. The pole piece 29 is also used to 'attract a suitably mounted armature 3| whose upper end is loosely connected at 32 with the air admission valve 23, said valve 23 being preferably in the form of a pin with a pointed inner end to control the air admission port 33 of the body I9. A coil spring 34 is provided to normally hold the valve 23-in open position, the opening movement of said valve being limited 'by the armature 3I whose movement outward isin turn limited by suitable stop means 34'.

As soon as the electro-magnet28 is energized, the core 28 with the ball valve 22 adhering to it by magnetism, draws downwardly to the position of Fig. 2, and simultaneously the armature 3| draws inwardly closing the air valve 23 as also illustrated in Fig; 2. The suction in the intake manifold now draws priming fuel from the reservoir I0 until the vacuum formed in theV latter counteracts that in said manifold.V A5 soon as the electromagnet 28 is deenergized, the valves return to the normal positions shown in Fig. 1, and air then enters through the air port 33, passes between valve 22 and its,AV seat 24a, and travels on downwardly through the body i9 and tube I1 to relieve the vacuum in the upper end of the reservoir I0. Tube I1 is provided with an arched portion 35 extending well into the upper .portion of the reservoir Ill and formed with one or more small openings 36.. Through Vthese openings, the air enters the reservoir to relieve the vacuum. Furthermore, volatile vapors collect- Y ing in the upper end. of the reservoir, are withdrawn through the openings 36 when the primer is in operation. Preferably va tubular Vwick 31 surrounds the tube I1 and extends over the openings 36.. This wick extends downwardly beyond .the fuel inlet 38 in the lower end of the tube I1,

and the lower Yend of said wick is closed for instance by a suitable wrapping 39. The upper end of the wick may be secured to the tube by another wrapping 40. While volatile liquid is .being withdrawn from the .tube I1, some volatile vapors and air are being withdrawn through the saturated Wick 31 and openings 36 but before the pressure above the liquid II becomes so reduced that further Withdrawal of liquid from the reservoir III will not take place, the required priming charge has passed on to the engine, and in this connection, it is to be observed that the openings 35 are throttled to quite an extent by the saturated wick 31. In a prior form of the invention, not possessing the openings 35 and wick 31, the engine would draw more priming fuel than actually needed, from the reservoir, before the vacuum created in the upper portion of said reservoir would stop the discharge of said priming fuel.

In the manually operable construction shown in Figs.V 4 and 5, the tubes I1 and I8 are connected with a three-way fitting I9 containing the priming valve 22' and the air admission valve 23'. This fitting, like the body I9, may be secured in an opening in the top of the reservoir or may be located at any desired point in the length of the priming fuel line. The fitting I9 includes a straight tubular portion 4I and a lateral portion 42 having an outlet 43 for the priming fuel. The tube I8 is connected by its coupling 2I with this lateral portion 42, and the coupling 2l! is utilized to connect the tube I1 with the lower end of the straight tubular portion 4I. Suitably coupled at 44 with the upper end of the portion 4 I, is the control device Which may consist of a flexible wire 45 housed in a flexible tubular sheath 46.

The tting I9' is provided with a priming valve seat 24' facing toward the priming fuel reservoir andA located between the outlet port 43 and the lower Vend of the fitting. The portion 4I is provided also with an air valve seat 33' which faces in the opposite direction and is cooperable with the air` valve 23', said seat 33 being disposed between the upper end of said portion 4I and the port 43.

Like the valve 22, the valve 22 is preferably in the form of a ball, said ball being seated in a shallow recess in the upper end of a springraised plunger 26', the spring which raises said plunger being shown at 21. The air valve Y23 is in the form of a pin having a somewhat pointed lower end to engage the seat 33', the upper end of said pin being enlarged at 41 to engage the upper end of a spring 48 which normally lifts Vthe valve 23' to the open position shown in Fig.

4. With valve 23' in this position, air may enter the fitting I9 to nd its way into the reservoir I9 to relieve the vacuum in the latter, said fitting being provided with an air admission port or ports 49. When the wire or the like 45 is pushed downwardly to depress the valve 23' to the position shown in Fig. 5, no air can enter the priming fuel conducting line. This depression of the valve 23 is utilized to open the priming valve 22', the lower end of said valve 23 being'provided with a projecting pin 50 which engages said valve 22' to open the latter, as shown in Fig. 5. With the valves positioned as seen in this figure, the primer will function in the manner above described and as soon as the valves are returned to the normal positions shown in Fig. 4, functioning of the primer must cease and air is conducted into the reservoir to relieve the previously formed vacuum therein.

In Fig. 4, it will be observed that the lower end of the wire 45 is spaced a considerable distance above the valve 23'. Such spacing may be adopted when said wire is connected with the usual choke valve rod of the machine, so that said wire cannot touch the valve 23 to effect closing of the latter and opening of valve 22' until the choke rod is pulled out to the maximum. Thus, the choke rod may be used in starting without bringing the primer into operation, or the primer may be used also if desired.

It will be seen from the foregoing that novel and advantageous construction has been provided for carrying out the objects of the invention. Attention is again invited to the possibility of making Variations within the scope of the invention as claimed.

I claim:-

1. An engine priming device comprising an air-tight priming fuel reservoir, a conducting line through which the priming fuel is drawn from said reservoir by vacuum in said line, a normally closed fuel valve member in said conducting line, means for moving said fuel valve member to open position to allow withdrawal of priming fuel from the reservoir until lowering of the priming fuel level creates sufficient vacuum in said reservoir to prevent further withdrawal of priming fuel, and means for relieving the vacuum in said reservoir when said fuel valve member is again moved to closed position.

2. An engine priming device comprising an airtight priming fuel reservoir, a conducting line through which the priming fuel is drawn from said reservoir by vacuum in said line, a normally closed fuel valve member in said conducting line, a normally open air valve member for admitting air to said reservoir, and means for simultaneously moving said fuel valve member to open position and said air valve member to closed position, whereby priming fuel will be drawn from the reservoir until lowering of the priming fuel level creates sufficient vacuum in said reservoir to prevent further withdrawal of priming fuel, and whereby restoration of said valve members to their normal positions will be accompanied by admissi'on of air to said reservoir to relieve the vacuum therein.

3. An engine priming `device comprising an airtight priming fuel reservoir, a conducting line through which the priming fuel is drawn from sai'd reservoir by vacuum in said line, a normally closed priming valve member in said conducting line, a normally open air valve member located for admitting air to said line, means for simultaneously moving said priming valve member to open position and sai'd air valve member to closed position, whereby priming fuel will be withdrawn from the reservoir until lowering of the priming fuel level creates sucient vacuum in said reservoir to balance the vacuum in said line, said line having a small opening to admit air into the upper end of said reservoir when said valves are restored to their normal positions and to admit vapor and air from said upper end of said reservoir into said line when said valves are in their other posi'tions, and a tubular wick surrounding the portion of said line within said reservoir, said wick covering said small opening to allow fuel to flow from the upper end of the saturated wick through said small opening into said line while vapors and air from the reservoir also enter said line through said small opening.

4. An engine priming device comprising an airtight priming fuel reservoir, a priming fuel conducting line through which the priming fuel is drawn from said reservoir by vacuum in said line, said line including a vertically elongated diamagnetic tubular body disposed externally of said reservoir, said body having a valve seat facing toward said reservoir, and a lateral air inlet, a fuel valve member movable in said body and normally engaging said seat, electro-magnetic means for moving said valve member to open position including an electro-magnet surrounding said body and a core slidable within said body and operatively associated with said electro-magnet and said valve member, and a normally open air valve member for said air inlet having an armature operatively associated with said electro-magnet for moving said air valve member to closed position when said electro-magnet is energized to open said fuel valve member.

5. An engine priming device comprising an airtight fuel reservoir, a three-way fitting having a straight tubular portion and a lateral portion, the latter being provided with a priming fuel outlet, a priming fuel conducting tube connected with one end of said straight tubular portion and leading from said reservoir, another priming fuel conducting tube leading from said outlet of said lateral portion, said straight tubular portion having a priming valve seat facing toward said reservoir and located between said outlet and said one end of said straight tubular portion, and. having an air valve seat facing in the opposite direction and located between the other end of said straight tubular portion and said outlet, a normally closed priming valve member engaging said priming valve seat, a normally open air admission valve member cooperable with said air valve seat, the two valve members being slidable in said straight tubular portion, means passing into said other end of said straight tubular portion for sliding said air admission Valve member to closed position, and means on said air admission valve member for moving said priming valve member to open position when said air admission valve member is slid to said closed position.

ROMAN B. BUKOLT.

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