US2264997A - Fuel regulator for motor temperature conditions - Google Patents

Description

1941- L. H. MESSINGER, JR 2,264,997

FUEL REGULATOR FOR MOTOR TEMPERATURE CONDITIONS Filed May 24, 1940 2 sheets-shat 1 /0/) /64a /2 r w w ELM"? /4 INVENTOR Les-ran H. Masswqm, JR-

2, 1941- L. H. MESSINGER- JR 2,264,997

FUEL REGULATOR FOR MOTOR TEMPERATURE CONDITIONS I Filed May 24, 1940 2 Sheets-Sheet 2 INVENTOR LESTER H. MEssmGERJR.

ATTORNEY Patented Dec. 2, 1941 FUEL REGULATOR FOR MOTOR TEM- PERATUKE CONDITIONS Lester H. Messinger, Jr., Trumbull, Conn., assignor to Messinger Devices, Incorporated, Bridgeport, Conn, a co poration of Connecticut Application May 24, 1940, Serial No. 336,913

26 Claims.

This invention relates to new and useful improvements in fuel feeding means for internal combustion engines and has particular relation to means for facilitating the starting of a cold internal combustion engine and the means for the feeding of mixture to the engine.

The objects and advantages of the invention will become apparent from a consideration of the following detailed description taken in connection with the accompanying drawings wherein a satisfactory embodiment of the invention is shown. However, it is to be understood that the invention is not limited to the details disclosed .but includes all such variations and modifications as fall within the spirit of the invention and the scope of the appended claims.

In the drawings:

Fig. 1 is a view partly in side elevationand partly in section showing an embodiment of the invention as applied to a horizontally operating internal combustion engine equipped with an updraft carburetor, the parts being positioned as when the engine is cold and is not operating;

Fig. 2 is an enlarged view mostly in section but with some parts in elevation and showing in detail the relation of the parts in connection with one construction of carburetor, the parts being positioned as when the engine is idling but cold;

Fig. 3 is an edge elevational view of a means employed in practicing the invention;

Fig. 4 is a sectional view on the scale of Fig. 2 through a head-like portion of the means of Fig. 3 and showing the parts thereof positioned as when an engine equipped with the device is at an operating temperature:

Fig. 5 is an elevational view looking downwardly on the means of Fig. 4; and

Fig. 6 is an enlarged longitudinal sectional view through a metering means employed.

Referring in detail to the drawings at I8 is shown a portion of a horizontally arranged internal combustion engine of an automobile, as for example, a bus. Explosive mixture is fed to the engine ill from a carburetor through an intake line or conduit generally designated l2. It is to be understood that the invention is not limited in its application to the type of engine shown and further, is not limited to the up-draft type of carburetor shown and which is later herein described in detail.

Intake line i2 has a main explosive feeding passage l3 therethrough and includes a portion having a jacket I4 thereabout and through which hot exhaust gases from the engine are passed. This construction is well known and provides what is known as a hot spot about a portion of the mixture passage for the purpose of assisting in the vaporizing of the gases being fed to the engine. Beyond the jacket l4 a manifold l5 serves to provide a portion of the passage l3 and has a multiple of arms l6 connected with the engine block.

Carburetor is of well-known make and includes a liquid fuel chamber an air inlet l8, which through a connection I9, is fed from an air cleaner (not shown), and a riser portion 20 connected with the lower end of the line or conduit l2, and providing an explosive mixture passage 2|. Within the carburetor an opening 22 in a wall 23, together with a tube 24 provides a balancing passage connecting the upper portion of the chamber I1 (above the level of the liquid fuel therein) with the air inlet |8.

The carburetor includes upper and lower portions 26 and 21 between the adjoining edges of which is arranged a sealing gasket 28. Gasoline or other liquid fuel is supplied to the carburetor through an inlet 29 and the level of the fuel in the chamber I1, is controlled by a valve 38, in turn controlled by a float 3|. Through a metering jet 32, fuel from the chamber I1 is admitted to a passage 33 from which it enters the main discharge jet or nozzle 34 of the carburetor, and from the discharge end 35 of which the fuel is taken up by air drawn through the large and small venturis 36 and 31 when the engine throttle valve 38 is open and the engine is operating. Associated with the main discharge jet 34, is the usual high speed bleed jet 39.

Carburetor II is provided with the usual tube 40 including a lateral passage 40a to discharge opening 4|. A needle valve 42 threaded in a wall of the carburetor controls the volume of air admitted to passage 42a through a port 42b and thus, the richness of the mixture discharged through jet or opening 4|. Valve 42 is for the present purpose in a relatively wide open position where it offers little obstruction to the movement of air into passage 42b from the passage 2|. In structures heretofore used, opening 4| has been the idle discharge opening of the carburetor, but according to the present invention, the throttle valve 38 is so located that when in closed position, it is disposed with its edge above said opening 4|, whereby the latter is open to atmospheric pressure. The throttle valve 38, when in its closed position, substantially cuts off the fuel chamber of the carburetor from the riser portion thereof and other means 'includes a vacuum piston 44, communicating with the fuel passage 2| above the throttle valve 38 as through a port or passage 4!. The accelerator pump piston 46 is connected with the lower end of rod 41 and a coil spring "surrounds said rod.

When a high degree of vacuum is created in the passage 2|, it is communicated through the passage 45 to piston 44, and draws the same upwardly, resulting in the pump piston 46. being drawn upwardly to suck gasoline or other fuel into the pump from the chamber II. This action also compresses the spring 48. gree of vacuum in the passage 2| being materially reduced, the spring 48 acts or expands to cause the pump 43 to discharge through the passage 49 into the main jet 34 at 50.

Owing to the use of the air cleaner (not shown), together with its connections, there is astatic suction pressure in the air inlet passage l8 and the purpose of the passage through the tube 24 and the wall 23 is to equalize such suction pressure in said passage i8 and in the fuel chamber l1. Thus, the effect of static suction pressure in the fuel feeding or mixing chamber of the carburetor is cancelled out due to the same static suction pressure existing in the chamber ll. Therefore, under normal operating conditions, fuel is fed to the engine only due to the velocity pressure in the fuel feeding or mixing chamber of the carburetor. Heretofore it has been the custom to mount a choke valve in the air inlet i8 whereby on closing of such valve, the suction pressure in the mixing or fuel chamber of the carburetor is increased for the purpose of supplying additional fuel to the engine. 'I'hus, starting and operation of the engine while cold, has been facilitated. According to the present invention, the choke valve is omitted.

Secured above the carburetor against a side of the jacket I4 is a means generally designated and including an elongated body 52, having a hollow headlike portion or casing 53 at its lower end. Said means is provided with openings 54 through which are passed securing means 540, attaching it to the Jacket l4 or otherwise as desired.

The head-like portion 53 of the means Si is provided with upper and lower passages 55 and 58 shown as substantially parallel, although as the description proceeds, it will become apparent that such relation is not essential. At their rear ends the mentioned passages may communicate through a cross-passage 51, while at their forward ends, they are in communication through a cross passage 58. An element generally designated 59, is secured in an opening 60 in portion 53 by means of a set screw or the like ii, and as shown, is in alignment with the passage 55.

, end portion 88 thereof.

On the deor openings I in the forward reduced diameter At the forward end of head 53 and in alignment with passage II is a tapped port or opening I0 in which'is received an end of a tube II which, at its upper end, is secured to a wall of the jacket l4 as by fitting II. A drilled opening I4 in a solid portion of said Jacket l4 places the upper or discharge end of the tube 12 in communication with the fuel intake passage It. A lateral protuberance I! on the head-like portion II serves as a connection for the upper end of a relatively large diameter tube It, the lower end of which is secured to the connection II at TI, and communicates with the interior thereof to receive therefrom, air which has passed through the cleaner (not shown). From this it will be understood that cleaned air is supplied \to the cross-passage 51 and that the air enters about the spud 64 since it is clear from the drawings that the opening through the protuberance I5 is of greater diameter than said spud.

A metering device comprising a T-shaped fitting 18 has its central branch I! threaded into the wall of the carburetor Ii at a point well below the level of liquid fuel in the' float chamber. Thus. liquid fuel may flow into the passage 80 of said branch and, through a restriction 8|, into a longitudinal passage 82, one end of which communicates with a tube 83 while the other end communicates with a tube 84, but

through an intervening restriction 4!. Nuts ll and I! serve to secure the tubes 83 and 84 respectively to the fitting 18. At its upper end the tube 83 is secured to the threaded extension i3 of the element 59 whereby to discharge into passage 62 through said element. A nut ll may be used for securing the end of the tube to the extension. A similar means or nut I! secures the upper end of tube 84 to the outer, end of a jet or nozzle 90 threaded into an opening in the head-like portion 53 and which opening aligns with the passage 55 in said portion. A lock nut Element 59 has an opening 62 extending enand 4 are of lesser diameter than the body of element 59 from which they protrude. Within passage 55 is a slidable valve 66, having a passage 61 extending from the rear end thereof and communicating with readily extending passages 9|, onthe jet or nozzle 80,121 adapted to secure the latter in the desired position with its discharge end set closer to or at a greater distance from the tapered entrance 9! to the passage 5'.

Intermediate its ends valve C6 is provided with a notch 93 receiving the lower end portion of a bi-metallic thermal element 84, the upper end of which is secured to thebracket body 52 as by nut and bolt means 95. Associated with the element 94 is a second and stiffer bi-metallic thermostatic element 96, also secured at its upper end by the nut and bolt means 95. Element ll is held to a limited movement .in one direction by a stop screw 9'! threaded through the body of means Ii and passing freely through an opening 9! provided for that purpose in the element 94. The thermostatic elements 94 and 96 are located in a pocket-like portion 89 of the body 52 and such pocket is closed by a cover plate I00, secured in place by screws Hll or the like, whereby the entrance of dirt, which might interferetevgith the action of the thermostats, is preven Assuming that the engine is cold, the parts of j the present fuel regulator will be positioned as in Fig. 1 with the thermal'element 94 holding the valve member 66 in position with its and III against the inner end of the spud 64. At this time the passage 81 through the valve, is closed offfrom communication with the cross passage 51 in the head 53 but is in communication with the port 82 and thus, with the tube 83. 'It is noted that the valve 66 is of considerably greater diameter than the spud 64 and thus, a considerable portion of the valve end I02 is exposed to the pressure (atmospheric) in the passage 51 about the spud.

The valve being positioned as described, its end surface I03 is spaced from a valve seat I04 about the connection betweenpassage 55 and the outlet II. When the engine is not operating the valve end 102 is against the spud 64 and therefore, as the engine is cranked the vacuum in passage 61 is nearly the same as that in the intake l3 at the engine side of the throttle valve. Therefore, under conditions of low suction in the engine (that is, during cranking of the engine by the usual self starter) the throttle valve 38 being closed, fuel will be drawn from the carburetor upwardly through the tube 83 to the passage 62.

Since there is atmospheric pressure against a considerable area of the valve end I02, the suction applied to the valve end I03 during cranking of the engine results in a very slight movement of the valve away from spud 64 against the opposition of thermal element 94. Thus, a restricted opening for the entrance of air from passage 51 into the valve passage 61 is provided. Jet 62 supplies fuel to the mentioned air and the mixture of fuel and air, constituting a very rich charge, is taken into the engine through tube 12 and passage I3. As-soon as the engine begins to fire, a greater suction is developed due to the more rapid action of the engine pistons and such suction tends to draw the valve further from the spud 64 as to the position of Fig. 2 wherein the thennal element 94 engages the element 96.

Element 94 functions as a weak spring to keep the valve 66 in the position of Fig. 1 but such element becomes less and less of a spring as it heats up during operation of the engine. The element is so set or deflected that it is under tension in the position of Fig. 1 and is constantly, while cold, urging the valve to the position there shown. The element 96 is heavier and is set under more tension than the element 94.

During cranking of the engine while cold, there is a greater suction pressure in the tube 83 than in the tube 84. As the cold engine'fires, there is an increase in total suction pressure available and this is distributed in such manner that the suction pressure in tube 84 is greater than that in tube 83, while as the engine heats up, this suction pressure changes further in favor of tube 84. As valve 66 seats, there is a further increase in the suction pressure in tube 84. Y

The valve 66 being against the spud 64 as the cranking of the engine starts, a slug of fuel is drawn through the tube 83 and there is a tendencyof air to move downwardly through the tube 84 and a very rich priming charge is fed the engine. As the engine begins to idle the suction pressure through the tube is reversed and air from the passage 51 moves downwardly through the tube 83 and the idling fuel for the engine is drawn upwardly through the tube 84.

Air moving downwardly through the tube 83, mixes with the fuel flowing through the restriction 8| and this mixture is sucked through the restriction 85 into tube 84. As this rich mixture is discharged by nozzle 90, additional air is added to the mixture and it moves through passage 56 to passage 58. At this time no fuel but only air is moving through the valve 66 and such air at T0 and the combined mixture is delivered to the engine.

The suction pressure in tube 83 is obviously transmitted to passage 82 increasing the flow of fuel through the restriction 8| so that a relatively rich mixture is drawn upwardly through the tube 84 but is diluted at and again at 10 so that a A large volume of a proper idling mixture is fed to the engine whereby the latter idles at a speed above normal idling speed.

As the engine warms up and the valve 66 moves toward the seat I04, the suction pressure in tube 83 is reduced and thus is less effective on the restriction 8| so that fuel does not move through the restriction in the same quantity. Thus, as the engine warms up, the charge moving upwardly through tube 84 is less rich and it is diluted at 92 as previously but since the valve 66 is approaching its seat I04, the dilution taking place at 10 is not to the same extent as formerly. Therefore, an idling charge of constant richness but of a reduced volume is fed to the engine, as the latter approaches operating temperature.

Finally, as the engine reaches an operating temperature and. the valve 66 closes, there is less suction pressure in tube 83 to act on the restriction 8| so that less fuel moves through said restriction and passes through restriction 85 and up through tube 84. This somewhat more diluted mixture is further diluted at 92 and at this point is, in fact, reduced to an idling charge of proper richness. Valve 66 being closed, there is no further dilution of the charge at 10.

Therefore, it will be understood that when the engine is idling at a normal temperature, it is receiving an idling charge of considerably less volume than when idling cold. Therefore, the

idling speed of the engine when the valve 66 closes, drops to the normal idling speed.

From the foregoing it will be understood that when the engine begins to idle (while cold) the mixture fed to it is leaner than the original priming charge but is in greater volume than that supplied during cranking. This extra volume of mixture causes the more rapid idling of the cold engine. The priming charge is fed through tube 12 and associated parts and the idling charge both while the engine is cold and after it becomes hot, is fed through the same tube, the throttle valve during all this time being substantially closed.

Thus, the tube 12 and its associated parts provide an auxiliary or independent charge supplymg means for the engine. As the engine warms up, the thermal elements 94 and 96 being mounted on the jacket I 9'are also being heated and will tend to move toward the left as viewed in Figs.

1, 2, and 4. During such movement the elements tend to move the valve 66 to the closed position of Fig. 4 wherein the valve is engaging its seat I04.

The suction of the engine augments the described tendency of the thermal elements and in fact, the movement of the valve due to engine suction keeps the valve in advance of any position that would be given it by the thermal elements as they heat. After the valve reaches the position of Fig. 2 on further softening of the thermal elements. a high suction acting on the valve end I03 will cause the same to suddenly close. However, should-the suction pressure fall at this time, the valve will move back toward open position to augment the charge being fed the engine. When the engine reaches the desired operating temperature, the thermal elements have mixes with the described mixture of fuel and air 75 moved in accordance with their nature and are holding the valve in the closed position of Fig. 4.

If four inches of pressure are required to force the normal idling fuel through the restriction ll, such pressure may be obtained by locatingthe passage 80 two inches below the level of fuel in the chamber I1 and the other required two inches are due to the resistance in tube 83 to air bein drawn through restriction 85. Such restriction 85 reduces the effect of the suction in tube 84 on the passage 82. Thus, there might be 40 inches of suction pressure in tube 84 and only two inches eii'ective in passage 82. Therefore, it will be understood that the suction in passage 82 depends on the sizeof restriction 85 and the location of nozzle 90 to the seat 92.

Depending on the adjustment of said nozzle or jet 90 relative to the seat 92, more or less cleaned air from the cross-passage 51 is added to the mentioned mixture and moves with it through passage 96 to the tube 12 and thus, to the intake l3. From the foregoing it will be seen that. the

fuel moving through restriction 8| is immedi-.

ately mixed with air at a point considerably below the level of liquid fuel in chamber 11 and thus the engine suction is' required to lift this idling charge only in the form of a vapor and not in the form of liquid fuel, from a very low level.

The actual proportion of fuel and air in the idling charge is controlled by the relation of the forward end of nozzle 90 to the tapered entrance 82 of passage 56. This relation may be adjusted as above described by backing of! the lock nut 9| and adjusting the nozzle to the desired extent after which the lock nut is again tightened. Additionally, the-screw I provides an adjustment for controlling the volume of the idling charge and it is here noted that the proportions of air and fuel in such charge are controlled by the position of nozzle 90.

From the foregoing it is to be understood that when the means of the invention is installed, a

definite idling charge is fed to the engine at all times when the latter is idling at or above that predetermined temperature for which the thermal elements 94 and 96 have been constructed or are set. During idling of the engine the throttle valve 38 substantially closes the jet 4 l The fixed idling means of the invention provides for the idling of the hot engine at a normal idling speed. For the cold idle when tube 83 is impressing a suction on jet 8! equal to ten to twenty inches, fuel is drawn through the latter in considerable volume and to the vaporous mixture formed at 82, air is added at 92 and again at In to provide a charge sufficient to idle the engine at a speed above normal idling speed. However, when the engine reaches an operating temperature, there is only the slight suction pressure (two inches has been suggested) due to the resistance in tube 83 to draw fuel through jet 8| and only such fuel is supplied as flows through said jet because of this slight suction and the weight of fuel in the chamber i1. Thus it will be understood that tube 83, during idling of the engine, functions as a pressure regulator to increase or decrease the flow of fuel through restriction II.

On acceleration there is an interval before the usual speed and power jets come into operation. In the present arrangement this interval is taken care of by the jet ll. During idling, valve 38 is substantially closedv and therefore, when it is opened to accelerate, a new source of fuel is made available through jet 4| and/or any other. jets connected therewith and which might have been influenced by its action whereby to take care of between the idle and the high speed jet as they accelerator is opened.

Having thus set forth the nature of my invention, what I claim is:

1. In a fuel feeding system for internal combustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve, a carburetor supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve when closed adapted to substantially completely out of! movement of mixture through the pipe directly from said carburetor, and means for supplying an explosive idling charge of constant richness to said port when said throttle valve is closed and for varying the volume of said charge in accordance with engine temperature.

2. In a fuel feeding system for internal combustion engines, an intake pipe, a throttle valve in said pipe, a port in said pipe at the engine side of said throttle valve, means for supplying an explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, means for first supplying a rich priming mixture and then a large volume of idling mixture to said pipe through said port during cranking and warming up of the engine respectively, and for reducing the feed of such mixture when the engine reaches operating temperature.

3. In a fuel feeding system for internal combustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve, a carburetor supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve when closed adapted to substantially completely cut of! movement of mixture through the pipe directly from said carburetor, means for supplying an explosive idling charge of constant richness to said port when said throttle valve is closed and for varying the volume of said charge in accordance with engine temperature, said last means including means for forming a mixture of fuel and air at a point below the level of the liquid fuel in said carburetor.

4. In a fuel feeding system for iniernal combustion engines, an intake pipe, a throttle valve in said pipe, a port in said pipe at the engine side of said throttle valve, means for supplying an explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, means for first supplying a rich priming mixture and then a large volume of idling mixture to said pipe through said port during cranking and warming up of the engine respectively and for reducing the feed of such mixture when the engine reaches operating temperature, said last means including means for forming a mixture of fuel and air at a point below the level of the liquid fuel in said carburetor.

5. In a fuel feeding system for internal combustion engines, an intake pipe, a carburetor attached thereto and having a liquid fuel reservoir, means responsive to engine suction and temperature for supplying a rich priming charge of fuel and air to said intake pipe when the engine is being cranked while cold and for thereafter reducingthe richness and increasing the volume of mixture fed the engine while idling cold.

' at a point below the level of liquid fuel in said bustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve, means for sup-- plying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve so constructed that when closed, it substantially seals said pipe between the port and said means, means to feed a fuel mixture to said port, and means to reduce said, mixture on the engine reaching a predetermined temperature.

7. In a fuel feeding system for internal combustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve, a carburetor for supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve so constructed that when closed it substantially seals said pipe between the port and said carburetor, means for supplying an-explosive idling charge to said port, said last means including a fitting di posed below the level of liquid fuel in said carburetor and connected with said fuel through a metering orifice, said fitting having a connection for supplying air for mixture with the liquid fuel passing through said orifice, a second'metering.

orifice, and means establishing a connection between said second metering orifice and said intake port at the engine side of said throttle valve whereby to supply to said pipe an idling charge of a mixture including the liquid fuel supplied through the first metering orifice and the air sup:- plied through said connection.

8. In a fuel feeding system for an internal combustion engine, an intake pipe, a carburetor attached thereto, a casing having a pair of passages therein, a connection placing both of said passages in communication with the interior of said pipe, a valve in said casing and actuated by the engine suction for regulating the connection between the pipe and one of said passageameans fo supplying a mixture of fuel and air to said p ssage for movement through said connection to the pipe when the valve is open, a thermal means connectedwith said valve and cooperating with the enginesuction in controlling movement of the valve toward closed position and to hold the valve closed on theengine reaching an operating temperature, and means for supplying an idling charge of fixed volume. and richness through the other of said passages on the closing of said valve.

9. In a fuel feeding system for an internal combustion engine, an intake pipe, a carburetor attached thereto, a casing having a pair of passages therein, a connection placing both of said passages in communication with the interior of said pipe, a valve in said casing and actuated by the engine suction for regulating the connection between the pipe and one of said passages, means for supplying a mixture of fuel and air to said passage for movement through said connection to the pipe when. the valve is open, a thermal means connected with said valve and cooperating with the engine suction in controlling move-' ment of the valve toward closed position and to hold the valve closed on the engine reaching an operating temperature, and means for supplying an idling charge of fixed volume and richness through the other of said passages on the closing of said valve, said last means including means for forming an explosive mixture of fuel and air carburetor.

-10. In combination with an internal combustion engine including a fuel intake pipe and a carburetor connected with said pipe, said carburetor including a power jet and second let throttle valve to augment the supply of fuel and air fed the intake pipe from said other means during acceleration of the engine from idling speed until said power jet begins to function.

11. In combination with an internal combustion engine including an intake pipe and a carburetor for supplying explosive mixture to one end portion of said pipe, a throttle valve in said pipe and when closed, substantially completely closing off said end portion of said pipe from the engine, means to feed a priming charge at the engine side of said throttle valve and to feed an idling charge of mixture to the said pipe at the engine side of the throttle valve when the engine is'cold, heat responsive means for decreasing the volume of such idling charge when the engine.

priming mixture and then -a large volume of idling mixture to said pipe through said port during cranking and warming up of the engine respectively and for reducing the volume of such mixture when the engine reaches operating temperature. e

13. In a, fuel feeding system for an internal combustion engine, an intake pipe, a carburetor connected for supplying explosive mixture to said pipe, said carburetor including-means for supplying an explosive idling charge of constant richness to said pipe and for varying the volume of said charge in accordance with engine temperature, and said last means including means for forming a mixture of fuel and air at. a point belowthe level of the liquid fuel in said carburetor.

14. In a fuel feeding system for internal combustion engine, an intake passage, a carburetor, said carburetor including means for supplying an explosive idling charge of constant richness to said pipe and for varying the volume of said charge in accordance with engine temperature, and said last means including means for forming a mixture-of fuel and air at a point below the level of the liquid fuel in said carburetor.

15. In a fuel feeding system for an internal combustion engine, an intake passage, a liquid fuel reservoir, means for supplying an explosive idling charge of constant richness to said passage and for varying the volume of said charge in accordance with engine temperature, said last means including means for taking fuel from said reservoir and forming mixture of such fuel and said. means comprising a restriction for taking fuel from the liquid fuel chamber of said carburetor, and means to apply and increase and decrease a suction pressure on said restriction in accordance with the temperature of the engine.

17. In a fuel feeding system for internal combustion engines, an intake pipe, a carburetor connected for supplying explosive mixture to said pipe, a throttle valve between said carburetor and engine, means to supply explosive mixture to said pipe at the engine side of said throttle valve, said means comprising a restriction for taking fuel from the liquid fuel chamber of said carburetor, means to apply and increase and decrease a suction pressure on said restriction in accordance with the temperature of the engine, and means to mix air with the fuel so taken from said float chamber of the carburetor and to control the volume of such air in accordance with the suction pressure applied to said restriction.

18. In combination with an internal combustion engine including a fuel intake pipe and a carburetor connected with said pipe, said carburetor including a power Jet and a second jet operative to feed fuel to the intake pipe while the engine is operating at a speed below that at which said power let begins to feed fuel to said pipe, a. throttle valve in said pipe and when closed serving to substantially cut oif the feed of said pipe at the engine side of said throttle valve,

structed that when closed it substantially seals said pipe between the port and said carburetor, means for supplying an explosive idling charge to said port, said last means including a passage and an orifice disposed below the liquid fuel level of the carburetor for gravity feed of liquid fuel to said passage, and means comprising a connection between said passage and said port for circulating air through said passage to form a mixture with said fuel and supply the same to said port.

21. The combination as in claim 20 including means controlling the air flow through said passage whereby under predetermined conditions such air flow is increased to increase the flow of fuel through said orifice.

22. 'I'he combination as in claim 20 including means to increase and'decrease the flow of air through said passage in accordance with the temperature of the engine.

23. Thecombination as in claim 20 including means to increase and decrease the flow of air through said passage in accordance with the speed of said engine.

24. In a carburetor including a throttle valve, various speed and power jets in said carburetor, an idle charge feeding means independent of said throttle valve, another Jet, said throttle valve when closed substantially sealing said speed and power jets and said other jet, and said other jet located to be progressively exposed as the throttle valve is opened to feed an increased charge to take care of the of! idle progression of an engine being fed by the carburetor.

25. In a fuel feeding system for an internal combustion engine, an intake pipe having a fuel from both said jets to the intake pipe, other means for forming a mixture of fuel and air at a point below the level of the liquid fuel in said carburetor and for supplying the same as an explosive idling charge to said pipe at the engine side of said throttle valve, and said second Jet arranged to become immediately operative on initial opening of said throttle valve to augment the supply of fuel and air fed the intake pipe from said other means during acceleration of the engine from idling speed until said power jet begins to function.

19. In a fuel feeding system for internal combustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve. a carburetor for supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve so constructed that when closed it substantially seals said pipe between the port and said carburetor, means for forming a mixture of fuel and air at a point below the level of the liquid fuel in said carburetor and for feeding said mixture to said port, and means to reduce said mixture on the engine reaching a predetermined temperature.

20. In a fuel feeding system for internal combustion engines, an intake pipe having a throttle valve therein, a port in said pipe at the engine side of said throttle valve, a carburetor for supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve so conthrottle valve therein, a port in said pipe at the engine side of said throttle valve, a carburetor for supplying explosive mixture to said pipe at the side of said throttle valve opposite that at which the engine is located, said throttle valve so constructed that when closed it substantially seals said pipe between the port and said carburetor, means for supplying an explosive idling V charge to said port, said means including a passage below the level of liquid fuel in the carburetor and connected with said fuel through a metering orifice, means for supplying air for mixture with the liquid fuel passing through said metering orifice, a second metering orifice, means establishing a connection between said second metering orifice and said intake port at the engine side of the throttle valve whereby to supply to said pipe an idling charge of a mix-,

' ture including the liquid fuel supplied through 26. Means for providing excess fuel for starting an internal combustion engine and for supplying an idling charge when the engine reaches an operating temperature comprising a passage including a hollow valve for passing an explosive mixture to the engine, responsive to auction, a thermostat for closing said valve when the engine reaches a predetermined operating temperature, and means including a portion of said passage and a by-pass around said valve then operable to feed an idling charge to the engine.

LESTER H. MESSINGER, JR.

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