US2175743A - Priming system for internal combustion engines - Google Patents

Description

Oct '10 1939 R A. COFFMAN 2,175,?43

PRIMING SYSTEEfl FOR INTERNAL COMBUSTION ENGINES Filed July 19, 1934 4 Sheets-Sheet 1 Auxiliary tank containinq hilqhiy voiaifle fuel 5 B Three-Way two-port 3 D a key \/alve.=,\

\Three--Way automawric bail check valve 2 i Stop cock A L q Main fuei tank gm L Q. mm 1 45 J FIGE Engine w Roscoe A.Coffman R. A. CZQFFFMAN 2,175,743

EM FOR INTERNAL COMBUSTION ENGINES PRIEIIEEG SYST Filed July 19, 1.934 4 Sheeis-$heet 2 i" pg Rofia A. Coffman 4 Sheets-Sheet 3 R. A. COFFMAN Filed July 19, 1934 Get m 193.

PRIMING' SYSTEM FOR INTERNAL COMBUSTION ENGINES PRIMING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed July 19, 1934 4 Sheets-Sheet 4 FIGRQ Roscoe A. Coffman Patented Oct. 10, 1939 UNITED STATES PRIMING SYSTEM FOR INTERNAL COMBUSTION ENGINES Roscoe Alexander Cofl'man, Pittsburgh, Pa. Application July 19, 1934, Serial No. 736,097 '12 Claims. (01. 123-1875) This invention relates broadly to priming systems for internal combustion engines and more particularly to priming systems adapted for use with airplane engine starters of the type illustrated in my Patents Nos. 1,776,228 and 1,946,309.

Heretofore, it has been found exceedingly difficult to start airplane engines and this has been particularly true when attempts have been made to start such engines at low temperatures. This difliculty is partly due to the fact that airplane engines are not equipped with devices commonly known as chokes, such as those found on automobiles. By reason of the fact that airplane engines have not been equipped with chokes it has become necessary to install priming systems on such engines which systems are most commonly operable from the cockpit by means of a small hand pump for forcing liquid gasoline into the manifolds of the engine or in some cases directly into the engine cylinders.

With the present priming systems fuel in its liquid state is admitted to the manifolds or cylinders of the engine in the form of a small stream, and at low temperatures the fuel so admitted does not vaporize and mix with the ingoing air to create an explosive mixture. In some cases this is due to the fact that the fuel is admitted at an improper point and in other cases, it is due'to the fact that too much priming is done prior 30 to the attempt to start. It is a well known fact that wet fuel will not burn readily and it is furthermore well known that wet fuel drawn into the cylinders of an engine will foul the spark plugs and will also wash the lubricating oil off the walls of the pistons and cylinders. The unfavorable results attendant upon such conditions are well known.

Prior to the development of my engine starters mentioned above and also shown in my Patent No. 2,005,913 there were no starting devices of sufficient capacity to rotate an engine crankshaft satisfactorily at a temperature below zero without first warming up the engine. At higher temperatures it has been possible to vaporize sufll'-' 45 cient fuel with priming devices heretofore developed to start an engine and due to .this no at tempts have been made to develop priming systems which will operate efficiently at lower temperatures.

It has been found that my engine starter is sufficiently powerful to rotate an airplane engine crankshaft at sub-zero temperatures as low as -30 F. and at a rate of speed of 250 R. P. M. and this has brought to light the need of more adequate priming under these conditions.

It is toward this end, therefore, that I have made the present invention and it is an object of my invention to provide a priming system which will operate'in timed relation with a power starter.

It is a further object of my invention to provide a priming system in which the fuel is broken into minute particles and injected into the manifold or cylinders of the engine in timed relation with the rotation of the engine crankshaft and under pressure generally in excess of 100 pounds per square inch.

It is a further object of my invention to provide a priming system which will introduce fuel to the manifold or cylinders of an internal combustion engine in a fine state of subdivision without the aid of the usual carbureting devices.

It is a further object of my invention to provide a priming system which will operate and be timed automatically in relation to the engine starter and which thereafter may be manually assisted in its continued operatiomand a system wherein the mechanism is simple, inexpensive in construction, and easy to install.

These and further objects of my invention will appear in the following description when read in connection with the drawings forming a part of this application and in which drawings like reference characters indicate like parts and in which:

Fig. 1 is a diagrammatic illustration of the preferred form of my priming system applied to an internal combustion engine;

Fig. 2 is a diagrammatic illustration of a modified form of the invention in which-both fuel and air are supplied to the engine cylinders;

Fig. 3 is a further modification in which the pumps of Figs. 1 and 2 are eliminated and fuel under pressure is admitted to the engine cylinders through an automatic valve;

Fig. 4 is a diagrammatic illustration of still a further modification of my system and in which a liquid fuel is injected and at the same time a gaseous fuel pr air is permitted to mix with the liquid fuel;

Fig. 5 is a cross sectional view of the three way ball check valve employed in my system;

Fig. 6 is a sectional view of one form of fuel pump employed in my system;

- Fig. 7 is a sectional view through a modified form of fuel pump;

Fig. 8 is a view partially in elevation and partially in cross section of the fuel pump and air valve used with the modifi ation of my system illustrated Fig. 4; l

Fig. 9 is a cross sectional view of the double action hand pump used in the system illustrated in Fig. 1;

Fig. 10 is a cross sectional view of a hand operated priming pump adapted to furnish both liquid fuel and air or gas and this is particularly adapted to the system as shown in Fig. 2 of the drawings;

Fig. 11 is a cross sectional view of an automatic valve used in conjunction with Fig. 3, wherein the pressure generated by a highly volatile explosive gas is utilized to open the valve and permil: the passage of gas during the operation of the system.

In Fig. 1 of the drawings the reference character A represents the usual fuel tank and the character B represents an auxiliary fuel tank. Tank B is filled with a liquid fuel having a low boiling point such as butane gas or ether or a mixture of ether and gasoline or a mixture of butane gas and gasoline. Under normal weather conditions, the valve I is turned to close communication between pipe 3 and pipe I! and to permit communication between pipe 4 and pipe 8, thus permitting a charge of priming fuel to be taken from tank A through pipe I, fitting 5, pipe 4, valve I and into pipe 8. On the other hand, when abnormal weather conditions are encountered and it becomes necessary to start the engine at extremely low temperatures the valve I is turned to permit communication between pipe 3 and pipe 8 thus permitting a priming charge of highly volatile fuel to be taken from tank B into pipe 8. Pipe 8 is screw threaded to valve D which is more particularly illustrated in Fig. 5. This three way automatic ball check valve permits fuel to enter passage 30, flow past the ball 8|, which is spring pressed against its seat by spring 32, and from thence through passage 34 into pipe Ill (Fig. 1), which is screw threaded thereto, through stop cock 2, pipe II and into priming pump F.

Priming pump F is more particularly illustrated in Fig. 6 of the drawings and it will be noted that it consists of a cylinder 40 which is attached to the starting motor S by brackets 4I. Pipe I I is attached to the screw threaded removable closure fltting 42 at one end of the cylinder by means of fitting 43. Within the cylinder there is a double cupped, free moving piston 44 which is urged to the rear of the cylinder and against screw threaded removable closure cap 45 by means of a coil spring 46. Tube 41 connects the pressure chamber 48 of starter S with the rear end of cylinder 40 through closure fitting 45.

From the above description, after a working stroke of piston 49 within the starter S, the piston 44 of priming pump F is forced to the rear of cylinder 40 through the pressure of spring 46. As this occurs liquid fuel is drawn from either tank A or B (Fig. 1), depending upon the position of valve I, through line 8, valve D, pipes II and II to fill the cylinder of the priming pump F. Under these conditions, the priming system is ready, upon operation of starter S, to deliver a priming charge to the engine.

when motive fluid is admitted to space 48 in starter 8 (Fig. 6), a portion thereof passes through tube 41 and enters the cylinder 44 of the priming pump behind piston 44, piston 44 then being driven forward to eject the charge of fuel contained therein. The fuel leaves the priming pump through tube II (Fig. 1), returns through stop cock 2, tube Ill and enters the three it is obvious that way automatic ball check valve D at 34 (Fig. 5). Ball II is now seated and the fuel which is being forced through the system under high pressure unseats ball 35, which is spring pressed against its seat by spring 36, and leaves the check valve at 31 to enter pipe 9 (Fig. 1). At this point, it may be noted that the tension of springs 32 and 36 may be adjusted by regulating nuts 38 and 39, respectively (Fig. 5).

The fuel coming through pipe 9 (Fig. 1) passes through fitting 24, pipe 2i, through distributing fittings 22 and 20, through pipes I9 to atomizing nozzles which project into the various intake manifolds I1.

Because of the high pressure under which the fuel is forced through the system and because of the particular construction of the atomizing nozzles it is possible to entirely eliminate ordinary and conventional carbureting devices usually used in connection with priming systems.

The above describes a complete cycle of operation of my priming system and this operation will berepeated each time the starting motor is operated unless stop cock 2 in Fig. l is turned to prevent fuel from entering the priming pump. This stop cock also serves to withhold the injection of the fuel stored in the priming pump when it is desired to operate starter S without injecting a priming charge. It has been found that usually one operation is sufiicient to start a heavy airplane engine even in sub-zero weather, but if after the engine has started, it is desired to continue the priming thereof, this can be done through hand pump G (Fig. 1) which draws the supply of fuel from tank A through pipe 6 and ejects the fuel through pipe I3 and fitting 24 into pipe 2I where it follows the same course taken by fuel injected into the system by fuel pump F.

This hand pump, which is convenientlylocated for manual operation, is more particularly illustrated in Fig. 9 of the drawings. By referring to this figure, it will be noted that this pump comprises a casing or cylinder in which there reciprocates a piston I having double cups 62 in contact with the inner walls of casing 60. This piston is operated through operating handle 63 and operating rod 64. The pump illustrated is a double action pump of which the principles and operation are sufficiently well known to make unnecessary further detailed description, but delivering suflicient pressure and volume to elliciently operate the jet primers.

The modification of my system illustrated in Fig. 2 of the drawings is very much similar to that shown in Fig. 1 and differs therefrom in that fuel pumps F and G are supplemented by air pumps 0. In this form of the invention liquid fuel is taken from either tanks A or B through valve I, pipe 8, three way automatic ball check valve D, pipe Ill, stop cock 2 and pipe II to enter the fuel pump F. This operation takes place when the spring 46 in fuel pump F which is similar to the pump shown in Fig. 6 returns the piston to the back of the cylinder. when starter S is operated fluid pressure is admitted to both air pump 0 and fuel pump F through connection l1 and the liquid fuel is expelled from pump F through pipe I I, stop cock 2, pipe I0, ball check valve D, pipe 9, pipe 2| and from there to the fuel inlet of the atomizing nozzles. Air at the same time is expelled from pump 0 through pipe I2, pipe I8, pipes It to the air inlet of the atomizing nozzles.

In a similar manner the hand operated priming pipe line 2 I thence to the distributing means and the fuel inlet of the atomizing nozzles. Likewise, the hand operated air pump discharges air through pipe I4, pipe I6, pipes I8 to the air inlet of the atomizing nozzles.

The pump of Fig. 10 may be either a single 0 double acting pump simultaneously operated by a single handle which controls the movement of the liquid piston and air piston of conventional types. More particularly this pump comprises two cylinders I30 and I3I in which reciprocate pistons I32 and I33 respectively. These pistons are attached to a common operating handle I34.

Piston I32 in the air cylinder I30 has therein a valve I35 which is spring pressed against its seat on the piston by a fiat spring I36. Thus when the handle I 34 is drawn toward the operator to draw the pistons to the rear of the cylinder air entering vent I31 passes through valve opening I38 past valve I35 which has been moved from its seat by the force of air pressure against the action of spring I36. During this operation the cylinder outlet I30 is closed by ball check valve I40 which is spring pressed to its seat by coil spring I, the tension of which spring may be regulated by nutl42. It is now evident that when the operating handle I34 is moved to bring the piston to the forward end of the cylinder, valve I35 will be closed and the air will be trapped in the forward end of the cylinder. After appreciable amount of pressure has been created ball check valve I40 will open and air under pressure will be permitted to flow into pipe I4 of Fig. 2.

Since piston I33 is also attached to operating handle I34 its movement is synchronized with the movement of piston I32. Cylinder I3I is the fuel cylinder and is attached at its inlet to pipe 6 of Fig. 2 which in turn communicates with tanks A or B. Fuel enters passage I43 and passes ball check valve I44 to enter cylinder I3I through the restricted passage I45 which is located in the outer end of the casing, when the handle is operated to draw the piston to the rear of the cylinder. pressed against its seat by coil spring I46 the tension of which may be regulated by nut I41. Upon the opposite movement of the piston liquid fuel within the cylinder is ejected through opening I45 and enters pipe I3 of Fig. 2.

Additional features of the pump illustrated in Fig. 10 include a small cone shaped or pointed plunger I48 carried by piston I33 and which is pressed by spring I 49 to close opening I 45 when the pump is not in operation so as to prevent liquid fuel from leaking through the pump. This fuel pump is packed by packing I50 held in a packing gland by a packing nut II. Attached to the casing of this pump is a rotatable mem ber I52 which has an aperture therein to engage behind the head of a screw I53. This is provided for the purpose of locldngthe operating handle against movement when not in operation and it is merely necessary to slightly turn the rotatable member I52 to free the same from screw I53 so as to permit free movement of the operating handle.

Since the modified fuel pump shown in Fig. '1 of the drawings may be used equally well with the forms of my invention shown in Figs. 1 and 2, and inasmuch as I prefer it for both types, this pump will now be described. The pump generally indicated at is a differential piston for priming than others.

The ball check valve I44 is I pump in which the pump pressure applied to the liquid fuel is approximately one-fifth the pressure applied to the piston of the fuel pump, that is, the pressure per square inch. It will be noted that cylinder H is approximately five times the area of cylinder 12. In these cylinders are mounted for reciprocation pistons 13 and 14 which are in contact with the inner walls of cylinders H and 12 respectively. These pistons are normally held at the rear of the cylinders by means of spring and in this position, with stop cock 2 of Figs. 1 and 2 open chamber H of the pump will be filled with liquid fuel similarly to that of the .pump shown in Fig. 6. screw threaded opening adapted to engage the screw threads of the fitting on pipe 41- which leads from starting motor S, and internally screw threaded opening 11 engages the fitting which attaches pipe II thereto.

It will be noted that when pressure from starter S enters cylinder 12 of this pump piston 14 mov- 16isa ing with piston 13 will advance to the front of the cylinder and in so doing will eject the fuel held in cylinder I I. The movement of these pistons may be regulated by adjusting stop screw 18 which abuts member 19 carried by the piston structure. In this way the length of the stroke may be regulated. The development of a pump of this type has been found necessary by reason of the fact that some engines require more fuel For instance, a nine cylinder airplane engine requires more fuel for priming than is required by a seven cylinder engine. Therefore, by adjusting screw 18 the length of the stroke of the pump may be increased or diminished as necessary and accordingly the quantity of the priming charge.

Another particular object of a pump of this type lies in the fact that the pressure of the liquid fuel will be only about one-fith that of the pressure per square inch applied to the piston. This reduction in pressure may be desirable for some types of engines in view of the fact that my starter described in the patents above mentioned generates a pressure of approximately 2,500 pounds per square inch, which pressure may, for some types of engines be too great when applied directly to the priming system.

Another particular advantage gained for the use of a pump of this type is that when pressure is generated and formed in starter S, that it will at the same time enter cylinder 12 of the pump piston 14 and due to the comparative lightness thereof the pressure will operate piston 14 immediately prior to exerting its pressure and consequent operation upon the cylinder of start S to effect the ejection of fuel in fog form at the manifold of each cylinder immediately and instantaneously before the operation of the starter S. This I have found to give the perfect timed relation necessary for successful starting at subzero temperatures.

In Fig. 3, I have illustrated a slightly modified form of my priming system and in this sys tem, I have provided an auxiliary tank C which may be filled with propane gas or any other highly volatile explosive gas of like characteristics.

in the tank. Pipe line 8 leading from auxiliary tank 0, instead of leading to a priming pump as in the other forms of myinvention, leads to an automatic valve H which is opened by pressure through tube 41 from starter S.

The details of valve H are illustrated in Fig. 11 wherein it! represents a cylinder to which the pipe line leading from starter S is attached in any approved manner by the union Ill and wherein piston llll, to which is united the valve Ill and valve stem M2 by the screw member Ill extending through the piston H0 into said stem, and where said valve is normally closed by the pressure of the spring member lli against valve seating Ill, which is formed by a cylindrical member Iii, screw threadedly attached to the opposite end of the cylinder I08. A flange 9 to hold the usual packing I for the valve illl serves to act as an abutment for the support of spring H5. The cylindrical member H6 embodies pipe attachment lll for pipe 8 leading to auxiliary tank C and pipe attachment 8 for pipe 2i leading to the distributing means 20 and 22 through tubes l9 to the jets in manifold IT. The pressure from the starter S serves to operate the piston llll within the cylinder I08 to thereby unseat valve III, thereby permitting the highly volatile gas under its own pressure to pass from auxiliary tank C through pipe line 8 through the port formed by the unseating of the valve ill from its seating Ill into the cylinder H6, thence through the pipe attachment 8 to the pipe line H and through the distributing means 20 and 22 and tubes I! to the jets in manifold II. The operation of this modified system is evident. When pressure is introduced to starter S, a portion thereof passing through tube 41 will open the automatic pressure valve H and permit the explosive gas which is under pressure in tank C to fiow through pipe 8, through the automatic valve K, through pipe line 2|, through distribut--" ing means 20 and 22, through tubes l9 to the jets in manifold H.

In Fig. 4 of the drawings, I have shown another modified form of an automatic priming system. It will be noted that in addition to gasoline tank A, this system includes the highly volatile liquid fuel tank 13 and also the auxiliary gaseous fuel tank C shown in Fig. 3. In this form of the invention, I have provided a novel type of priming pump designated at R in Fig. 4 and this priming pump is more particularly illustrated in Fig. 8 of the drawings. This pump is designed to admit both liquid and gaseous fuel to the atomizing jets for automatically forming a liquid and gas mixture in the manifolds and in this pump 41 indicates the tube which connects the pump it with the pressure chamber of the starting motor. Forming one end of the pump, is a valve mechanism which communicates with the pump cylinder and which is operated by pressure from said cylinder. 80 represents a liquid fuel inlet to which is screw threaded pipe 8 of Fig. 4 which pipe in turn communicates with gasoline tank A and auxiliary liquid tank B. At 8i of Fig. 8 I have shown a ball which is pressed against the inner end of inlet 8 by means of spring 82, the tension of which may be adjusted by manipulating nut 83. When the piston in priming pump it is operated by pressure from the starter, ball valve 8| remains seated and the fuel under pressure moves plunger 86 to the left thus opening passage 85 and permitting liquid fuel to pass from the pump through outlet passage 81 which leads to the atomizing jets through pipe ll of Fig. 4. It will be noted that plunger 85 is guided in its movement by bearing blocks it and 8!. Bearing block I! also serves as the seat for ball 9.

It by means of which is spring pressed thereagainst by spring I l the tension of which may be adjusted by manipulating nut 82. Furthermore, the head of plunger .5 is held against the inner face of opening coil spring It.

municates with auxiliary tank C of Fig. 4 through a pipe from said tank which is threaded to opening 94. This permits gas under pressure to enter the valve and fill chamber 95 where said gas is held from further movement by ball valve ll.

Upon operation of the priming pump, as before explained, plunger ll is moved to the left and ball Bl is unseated to permit the gas trapped in chamber 8 to escape into chamber 90 by between plunger II and guide block It. From here the gas leaves the valve through e l! to which pipe I! of Fig. 4 is screw threaded.

From this point on, the system illustrated in Fig.

4 is similar in its operation to that illustrated in Fig. 2 of the drawings.

From the above description, it is now clear that I have provided a priming system, with various modifications, which will operate in timed relation with the engine starting device and which at the same time operates to atomize the fuel sufficiently well to provide effective priming under even the most adverse conditions. It will be further noted that my priming fuel is atomized to a fine state without the use of the usual fuel carburetors.

Due to the fact that pressure ranging up to 2500 pounds per square inch is used in the opera- This valve comtion of the starter S, the pressure in the fuel priming system is necessarily very high and this in turn used through the jets in the manifold H, which jets are constructed for use under high pressure, will atomize fuel to a very fine swirling spray which, by virtue of the shape of my atomizing jets, will be injected into the manifold or cylinders of the engine in the form of a broad cone shaped mist or fog. Due to the fact that the engine is being turned over at a high speed the atomized fuel will be drawn into the cylinders in a suspended condition so that these sus pended particles of liquid fuel will have a great deal of surface exposed to the air in the cylinder which surface will absorb the heat of compression so that the whole is immediately and completely gasified to form a perfect explosive mixture. Tests have demonstrated that this system will operate satisfactorily regardless of extreme low temperatures of the engine or extreme low temperatures of the liquid fuel used.

In priming particular types of engines I have found it advantageous to direct the spray or fog from the nozzle in a direction substantially opposite to the fiow of air being sucked or about to be sucked in to the manifold by the operation of the cylinders of the engine. On such occasions I prefer to use a nozzle having a face thereof disposed at an angle ordinarily greater than 15 to as heretofore specified and at such angle as is proper to direct the fuel to the center line of air flow in the'intake manifold dependent, as will be obvious, upon the circumferential area of the conduit. The pressure of the fog or spray is of course less than the pressure of the inrushing air.

It is to be clearly understood that mysystem and the various parts thereof may be modified and that the foregoing description and the accompanying drawings are merely for the purpose of illustration and are not to be construed as limiting the invention, but my invention may be used in other ways without departing from the spirit as defined by the following claims.

What I claim is: 1. In a priming system for internal combustion engines, a starting device for said engine adapted to generate fluid pressures for operating said starting device, a priming device in the fuel line between the starting device and the engine for delivering fuel to the engine intake,, and means for operating the fuel priming device for delivery of priming fuel to the engine under the same pressures generated by and in timed relation to the operation of said starting device.

2. In combination with an internal combustion engine, a starting device for said engine adapted to generate gas pressures for operating said starting device, a priming device in the fuel line for said engine and located between the starting device and the intake of said engine, and means for diverting a part of said gases generated by said starting device for operating the priming device.

3. In combination with an internal combustion engine, a starting device for said engine adapted to generate gas pressures ranging up to 2500 pounds per square inch for operating said starting device, a fuel priming device for said engine located in the fuel line between the starting device and the engine intake, and means for operating the priming device for delivery of fuel to the engine under the same pressures generated by and in timed relation to the operation of said starting device.

4. In combination with an internal combustion engine, a starting device therefor adapted to generate gas pressures for operating the starting device, a fuel priming system associated with said starting device and including a supply of highly volatile fuel adapted under pressure generated by the volatilization of said fuel at minus zero Fahrenheit temperatures to be delivered to the internal combustion engine, a valve intermediate said fuel supply and the intake of said engine, and means for automatically operating said valve for delivery of fuel to said engine through the pressures generated by and at the time said starting device is operated.

5. In combination with an internal combustion engine, a starting device for said engine adapted to generate fluid pressures for operating said starting device, a priming device for delivering fuel to the engine intake, a pump for delivering air to said engine intake, and means for operating the fuel priming device and the air pump for delivery of priming fuel and air to the engine under the same pressures generated by and in timed relation to the operation of said starting device.

6. In combination with an internal combustion engine, a starting device forsaid engine adapted to generate fluid pressures for operating said starting device, a pump for delivering priming fuel to the engine, a tank for containing highly volatile fuel for delivery to said engine under pressure generated by the volatilization of said fuel within said tank at minus zero Fahrenheit temperatures, a valve intermediate the highly volatile fuel tank and the intake of the engine, and means for operating the fuel pump and said valve under the pressures generated by and in timed relation to the operation of said starting device for delivery of, both priming .fuels to the engine.

i 7. In combination with an internal combustion engine, a starting device for said engine adapted to generate fluid pressures for operating said starting device, a fuel tank, a fuel pump, a pipe line connecting said fuel tank with the fuel pump, an automatic valve in said pipe line, means to normally maintain a supply of fuel in the fuel pump and the pipe line between said pump and the automatic valve when the pump is in its inactive relatlon, a pipe line extending from said automatic valve to the intake of the internal combustion engine, and means for operating said fuel pump and said automatic valve by the pressures generated by the starting device and at the time said starting device is operated and for delivery of priming fuel to. the intake of said engine.

8. In a priming system for internal combustion engines, means for generating fluid pressures for operating said priming system at the time the system is operated, said priming system including a pump located in the fuel line between the pressure generating means and the engine intake, means for delivering said fluid pressure to the priming pump for operating the same and priming the engine, and means to create a predetermined pressure change in said priming system for altering the overall pressure of the system.

9. In a priming system for internal combustion engines, means for generating fluid pressures for operating said priming system at the time the system is operated, said priming system including a pump located in the fuel line between the pressure generating means and the engine intake, means for delivering said fluid pressures to the priming pump for operating the same and priming the engine, and adjustable means to alter the output of the priming system.

10. In combination with an internal combustion engine, a starting device for said engine adapted to generate gas pressures for operating said starting device, a priming system for said engine including a fuel pump located in the fuel line between the starting device and the engine intake, means for diverting a part of said gases generated by said starting device for operating the fuel pump, and means to create a predetermined pressure change in said priming system, thereby altering the overall pressure of said system.

11. In combination with an internal combustion engine, a starting device for said engine adapted to generate fluid pressures for operating said starting device, a priming device for said engine located in the fuel line between the starting device and the engine intake, means for diverting a part of said gases generated by said starting device for operating the priming device, and means for adjusting the operating mechanism of said priming device to control the amount of fluid supplied to the engine.

12. In combination with an internal combustion engine, a starting device for said engine adapted to generate fluid pressures for operating said starting device, a priming device for said en gine located in the fuel line between the starting device and the engine intake and adapted to operate with a maximum output, means for diverting a part of the gases generated by said starting device for operating said priming system, and adjustable means to alter the output of the priming device.

ROSCOE ALEXANDER COFFMAN.

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