US2310594A

US2310594A - Primer for internal combustion motors

Info

Publication number: US2310594A
Application number: US366600A
Authority: US
Inventors: Jesse L Osburn; William H Fain
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-11-22
Filing date: 1940-11-22
Publication date: 1943-02-09
Anticipated expiration: 1960-02-09

Description

Feb. 9, 1943.

J. L. OSBURN 'E'r-AL PRIMER FOR INTERNAL COMBUSTION MOTORS Filed NOV 22, 1940 B w- 1 m Patented Feb. 9, 1943 OFFICE PRIMER. eon INTERNAL COIVLBUSTION MOTORS Jesse L. Osburn and William H. Fain,- Houston, Tex.

Application November 22, 1940-, Serial No. 366,600

4 Claims.

This invention relates to a primer for an intemal combustion motor.

An object of the invention is to provide an automatic primer for supplying a priming charge of motive fluid to the motor upon starting the motor when it is cold and for then automatically cutting off the priming fluid when the motor has reached a predetermined temperature or when the vacuum in the intake manifold has reached a predetermined intensity.

By the use of the primer herein described, the choke valve and shaft or cables or the electrically operated choke, commonly used, may be dispensed with. Choke devices above referred to and commonly employed are under the control of the operator and in use are often inadvertently allowed to remain partly closed thus causing the motor to be supplied with a mixture which is too rich or causes flooding of the motor. The invention herein described is effective to automatically supply to the motor the necessary motive fluid for priming purposes but positively preventing the supply of additional priming flud after the necessity therefor has ceased.

It is another object of the invention to provide an automatic priming device which conduces to the quick and easy starting of the motor thereby reducing wear on the starter and drain of-the battery to a minimum and eliminating backfiring or misfiring of the motor together with the attendant shocks to the driving gearing of the vehicle. I

It is a further feature of the invention to provide a very simple type of primer that may be cheaply produced and readily installed.

With the above and other objects in view the invention has particular relation to certain novel features of construction, operation and arrangement of parts, an example of which is given in this specification and illustrated in the accompanying drawing, wherein:

Figure 1 shows a sectional view of the primer shown in closed position, and

Figure 2 shows a side view of the carbureter and intake pipe showing the primer mounted in relation to the intake and exhaust manifolds.

Referring now more particularly to the drawing wherein like numerals of reference designate the same parts in each of the figures the numeral I designates the body which is preferably'in the form of a cylindrical block and screwed onto the ends of which are the

caps

2 and 3. Clamped between the cap 2 and the adjacent end of the body there is a flexible diaphragm 4 and clamped between the cap 3 and the adjacent end of the -body there is a flexible diaphragm 5. The primer may be secured to the exhaust-manifold f the motor by means of a-suitable bracket 1, made integral with cap 2, or may be separately constructed. Fastened to this bracketthere is a thermostat 8 preferably -U-shaped in form and one end of which may besecured-to the bracket by the bolt 9. The free end of the thermostat is .arranged opposite the-corresponding end of the plunger l 0 which works through a bearing in the cap 2 andwhose innerend is formed with a head ll having an oval bearing face which rests against the-center of the diaphragm 4. When the-thermostat B is cold, its 'free end will be relieved from the plunger Ill, but when it reaches a predetermined temperature its free end willact against the plunger-J 0 which in turn will operate against thediaphragm 4.- The influence of the thermostat on the plunger 10 may be regulated by an adjusting screw [2 which is threaded through the bracket 1, and whose inner end of the diaphragm 5.

The body I has a central opening ll extending entirely therethrough one end of which is enlarged forming a chamber [8.

A hollow tubular valve casing I9 is screwed into the opening H, said casing having an enlarged head 20 with a gasket 2! clamped between said head and the bottom of the chamber l8. A

valve stem 22 is fitted into the valve casing and has a longitudinal flute 23 extending from end to end thereof. The inner end of the valve stem 22 is reduced in diameter and. formed into a tapered valve 24 adapted to open and close the annular seat 25 in the corresponding end of the valve cas- An actuating rod 26 has one end seated on the diaphragm 5 and the other end of this rod is seated in a deep socket in the opposing end of the valve stem 22.

In Figure 1 the parts are shown in the position they will occupy when the motor is running and the thermostat 8 is subjected to the normal heat of the motor. Under these conditions the valve 24 will be held seated against the seat 25 to positively close the latter, the rod operating against the diaphragm 5 to place the spring 14 under the required compression.

The primer is connected into a branch line 21 which leads from the fuel pipe 28. This fuel pipe 28 leads from the fuel pump and enters the carburetor 29 which is connected to the intake pipe 33 leading to the intake manifold 3| of the motor. The intake pipe 30 is controlled by means of the conventional type of throttle valve 32. The branch line 21 leads from the fuel pipe 28 and enters one side of the body I and leading from it there is a duct 33 which conducts a priming fluid from the branch line 21 and which fluid passes" through the seat 25, when the valve 24 is open, and passes thence along the flute 23 into the chamber [8 and passes thence through the duct 34, leading from said chamber, and through the pipe 35 into the intake pipe 30. The pipe 35 terminates in a restricted choke 38 so that the priming fluid will be projected, under fuel pump pressure, into the intake pipe ina small stream which will be carried along with the air to the motor combustion chambers. It is to be noted that when the motor is cold, the free end of the thermostat will be relieved from the plunger Ill and the spring I 4 will hold the valve 24 open as hereinabove explained so that the priming fluid can readily flow from the fluid pipe 28 through the branch line 21 and through the primer into the intake pipe 39 when the starter is operatedto start the motor. The priming operation will continue so long as the throttle valve 32 is maintained partly open until the thermostat 8 has reached a temperature to cause it to act against the plunger IE] to close the valve 24. It is to be here noted that the end of the stem 22 opposite the valve 28 is at all times in abutting relation with the diaphragm 4 and said diaphragm and stem move in unison.

There is a suction pipe 31 one end of which is extended through the cap 3 on the opposite side of the diaphragm 5 from the valve seat 25 and the other end of which terminates in the intake pipe 33.

I'he intensity of the vacuum in theintake pipe varies with the position of the throttle valve 32, the vacuum being highest when the throttle valve is closed and the engine is idling, the vacuum decreasing as the throttle valve is opened The compression of the spring i4 is so adjusted, by the adjusting screw 56, that the diaphragm 5 will be pulled away from the rod 26 only-when the motor is idling and the vacuum is highest in the intake pipe 33 and simultaneously the diaphragm l will operate-against the valve stem 22 to close the valve 25. Therefore, if at any time before the thermostat 8 has reached its predetermined temperature and has closed the valve 24, the throttle valve 32 should be closed, the valve 2 will also be closed, by the actionof the diaphragm -3 thus preventing an excess of motive fluid from reaching the motor.

When the motor is running but still cold the valve 2 will be controlled by the suction of the motor. Under increase of motor speed the throttle valve will have been opened wider and the vacuum in the itnake pipe 30 decreased allowing the spring [4 to act to open the valve 24 further to admit more priming fluid; but upon closing of the throttle valve the speed of the motor will decrease and the vacuum in the intake pipe 30 will increase thus relieving the diaphragm 5 from the rod 26 and allowing the diaphragm 4 to move the valve 25 toward closed position to decrease the supply of priming fluid; however when the motor is hot and the thermostat 3 is in action said thermostat takes control and maintains the valve 24 in closed position until the motor again cools.

The drawing and description are illustrative merely while the broad principle of the invention will be defined by the appended claims.

What we claim is:

1. A primer for an internal combustion motor, comprising a body having a conduit leading therethrough connected at one end to a source of motive fluid supply, and at its other end into the motor intake, a valve movable to open or close the conduit and to thereby control the flow of fluid therethrough, yieldable means which inelude diaphragms arranged on opposite sides of the valve for normally holding the valve in open position, and means when under the influence of the heat of the motor effective to move the valve to closed position to close the conduit.

2. A primer for an internal combustion motor, comprising a body having a conduit leading therethrough, connected at one end to a source of motive fluid supply, and at its other end into the motor intake, a valve movable to open or close the conduit and to thereby control the-flow of fluid therethrough, yieldable means Which include diaphragrns arranged on opposite sides of the valve for normally holding thevalve in open position, and a suction conduit connected into the motor intake through which suction may be applied to the valve holding means to effect closing of the valve.

3. Aprimer for an internal combustion motor comprising a body having a closed conduit for liquid under pressure leading therethrough, connected at one end to a source of motive fluid supply, and terminating at its other end in a restricted discharge nozzle in the motor intake, a valve movable to open or close the conduit and to thereby control the flow of fluid therethrough, a suction conduit connected into the motor intake and also connected into said body and a diaphragm across the body separating sa1d conduits and arranged to be effected by the suction of the motor to allow the closing of the valve.

4. A primer for an internal combustion motor comprising a body having a conduit adapted to conduct liquid under pressure therethrough and connected at one end to a source of motive fluid supply and at its other end into the motor intake, a valve movable to open or close the conduit and to thereby control the flow of liquid therethrough, movable means-on opposite sides of the valve and including a flexible diaphragm for-normally holding the valve in open position, and means when under the influence of the heat of the motor effective to co-act with said movable means to move the valve to closed position to close the conduit.

JESSE L. OSBURN. WILLIAM H, FAIN.