US2575210A

US2575210A - Antidetonating device

Info

Publication number: US2575210A
Application number: US726090A
Authority: US
Inventors: George R Ericson
Original assignee: Carter Carburetor Corp
Current assignee: Carter Carburetor Corp
Priority date: 1947-02-03
Filing date: 1947-02-03
Publication date: 1951-11-13
Anticipated expiration: 1968-11-13

Description

Nov. 13, 1951 ERICSON ANTIDETONATING DEVICE 5 Sheets-Sheet 1 Filed Feb. 5, 1947 INVENTOR N 1951 G. R. ERICSQN ANTIDETONATING DEVICE 5, Sheets-Sheet 2 Filed Feb.

FIG

STAPTIIV Mara/P I M I I I I I I Fig.2

INVENTOR.

Nov. 13, 1951 e. R. ERICSON ,5

ANTIDETONATING DEVICE Filed Feb. 5, 1947 5 sh ets-sheet s INVENTOR G. R. ERICSON ANTIDETONATING DEVICE '5 Sheets- Sheet 4 Nov. 13,, 1951 Filed Feb. 7 5, 1947 /IIII/ I I III FIGS.

INVENTOR Patented Nov. 13, 1951 ANTIDETONATING DEVICE George R. Ericson, Kirkwood, M0., assignor to Carter Carburetor Corporation, St. Louis, Mo., a corporation of Delaware Application February 3, 1947, Serial No. 726,090

26 Claims. (01. 123 127) This invention relates to engines and more particularly to a system for and the method of sup-- plying fuel to engines.

This application is a continuation in part of my application Serial No. 429,683 filed February 5, 1942, now abandoned. Modern carburetors are usually provided with means for controlling the richness of the fuel mixture in accordance with any one of at least three separate and distinct flow curves. These curves are known to those skilled in the art as the part throttle curve, the wide open'throttle curve, and the starting mixture curve. It has also been recognized as necessary to provide means for a substantial reduction of the fuel content of the mixture under conditions when the operator, in trying to start the engine, has flooded it with fuel to such a point that the engine will not fire. The fuel supplied to meet this condition is known as the unloading curve. It will be understood that the wide open throttle curve represents the mixture necessary for maximum power, that the part throttle curve represents the mixture for maximum economy in which the fuel content is less than that for maximum power, the starting curve i represents the fuel mixture delivered under cranking conditions with the choke valve closed, and the unloading curve represents cranking conditions with wide open throttle and open choke.

I have found that the compression ratios of engines can be successfully increased, or lower octane fuel can be used, or both, by increasing the richness of the fuel mixture beyond that supplied for maximum power. It is, therefore, an object of the invention to provide means for adding a fifth condition or curve which represents a mixture richer than that required for maximum power which is proportioned for and delivered automatically when anti-detonating conditions are encountered.

Such excessively rich mixtures as are not required for this purpose would be uneconomical if used when not needed, and in order to enable the operator to make efficient use of my invention, it is important that he be informed of the operating condition of the carburetor at all times and to know what kind of a fuel mixture it is delivering. There are several reasons why it is important to furnish this information; for instance, the operator would soon discharge his battery if he tried to start the engine by cranking it while the unloading mixture is being delivered.

. Another object of the invention is to feed fuel to an engine in such a manner as to eliminate detonation and increase compression ratio.

A further object of the invention is to supply anti-detonant fluid to an engine fuel feeding system controlled by engine developed suction values.

Another object of the invention to prevent 2 engine detonation by increasing fuel content of a carbureted mixture, when required, beyond that supplied for maximum power, usually when the engine is operating below a predetermined speed value.

Figure 1 is a sectional view of an internal com.- bustion engine to which the inventionis applied.

Figure 2 is a diagram of the device incorporating the invention. Figure 3 is a diagram of the. flow curves supplied to the engine. v

Figure 4 is a diagram of another form of the invention. i

Figure 5 is an elevational view of the'device shown in Figure 4.

Figure 6 is another elevational view of the device shown in Figure 4.

Figure 7 is a sectional view of the signal switch device. The following elements, cylinders 34, piston 2 I 8, connecting rod 2I9, wrist pin 220, crankshaft 22 I, cam shaft 222, spark plugs 223, head 224, intake valve 225 and cam follower 226 shown in Figurel, are parts of a conventional internal combustion engine. i Referring to Figures 2 and 3 of the drawings, the reference numeral l indicates the mixing conduit or barrel of a carburetion system lead?- ing into the cylinders of an internal combustion engine. The reference numeral 2 indicates an unbalanced choke valve which is controlled by heat and suction and embodies a construction generally in accordance with Patent No. 2,085,351. The throttle valve 3 is connected to a starter control switch 4 which may be made in accordance with the starter control switches shown in Patrent No. 2,174,313, Patent No. 2,053,094, or Patent No. 2,147,019. E

The carburetor has the usual Venturi stack 5 and the main fuel nozzle 6, which is supplied with fuel from a float bowl 1 or other source, that discharges into the venturi. An anti-detonating fluid nozzle 8 fed from a float controlled reservoir 9 also discharges into the venturi. An idling fuel passage 10 discharges adjacent the edge of the throttle valve 3 when in closed position. The starter motor contact is indicated at H, and this contact is operated'by a partial opening movement of the throttle valve. A second con-; tact I2 is arranged to be contacted by the switch member 4 at a point in the opening movement of thethrottle substantially later in the opening movement of the throttle than contact with-the terminal II. This second contact controls the signal circuit. The switch operating rod 230 is connected to the live lead 23l from the battery or other current source 232, and the switch memher 4 at the end of the switch operating ,rod first slides under the contact II to completethe r n m t Pi t a v up f rth r openin movement of the throttlemakes contact with the terminal I2, the starter contact 4 then being out of contact with cbntactal I.

A carburetor metering rod I3, provided with several steps ofdifferent diameter, controls the admission of fuel to the main nozzle 6.

spring no as; the: throttle: is; moved to nearly wide open positibm This? action, brings, the step :m of the rod 'ts into operation in the orifice I32 for providing greatest power in the economy range, butv does not bring". step- [34, of the metering: rod: into action providingrlmaid mmn power-beyond the economy ranger Whom the throttle is finally moved to its: sully open posttbn, lost motion in the-member H5 iataken up, and the spring IIS, acting; in conjunction with spring IiI:'l-',ove1fcomessthe. springno sufiiciently to bring the smallest step Iilk the 'meteringrod into action, to; pmvideiomaximum power.

5 'A volume control and vaporizing valve H5. is mounted in an unbalanced relation, posterior to throttle: valve, on shaft t'l- 'and'is normally held in closed position by a spring I8. This valve is: capable of" being opened: mechanically by throttle actuated mechanism, by the direct action of suction: in the manifold or bysuction operationv f p n E99 i'tbeing mated that: piston His. conto the valve shatttT by means or a loose lever 21 engaging a one-way stop 28 on shaft; EL

The piston I! is mounted in a. cylinder-2B: which is connected by means of a. passageway Z'Isto the intake manifold posterior to'the volume control valve; The valyeilitx is also provided with a lost motion, one-way connection 22,. wherehy itmay be held in at least partially open position by holding the throttle valve in wide open position. How'- ever, the spring IN behind the switch contact H has such substantial strength, thatdf the operator attempts to move the. throttle valve beyond the mutual starting position in which the. switch member l makes contact: with the member I I at which point the lost motion in member 22 is taken he meets a substantial resistance to further opening.

This resistance serves as a signal to the openator" that heis moving the throttle valve beyond proper starting position. The resistance of spring I80, however, disappears when the motor starts. I In case the operator desires to unload the engine so as to relieve a flooded condition, he the throttle agai'nstthe resistance of the spring I thereby opening thechoke valve 2 by means of theme-way connection 23, which opens the choke valve against the resistance of the thermostat N which normally holds the choke valve closed position for the cold starting oporation. This movement of the throttle valve to the unloading position also causes the switch member (to contact the member I2 which is connected'to a signal light 25 to indicate to the operas; that the carburetor is in the unloading posi- A feature of" thismvention isthat the small step Themetering rod is connected by means. of linkage; to the throttle valve 3. This linkage comprises getthe absolute maximum of WW6!" 4 I34 at the lower end of the metering rod comes into operation at the same point at which the 'svitchyl contacts the switch it so that the Si nal light 25 serves not only toi-ndicate' the unloading condition during the cranking period, but also serves to indicate the completely open throttle for providing enrichment for either maximum power or anti-detonation depending upon the engine speed;

fl'hethrottle: position for maximum power in the economy range iswithin 10 or degrees of fully open. position; during; which condition metering pin step I33 is effective. When the throttle is in thi'sipositihn, it presents no substantial resistance to flow of the fuel mixture to the engine, even at fa -rm high: sp eds, but. if: he-operator wishes 00 economy range, he will naturally press; the. ac:- celerator-toithefloor and tend to iorce the throttle to, its finally open position and will move pin, I3 to make step I34, efiective. Atthis thelqet motion. link 22 operates: the lever 16; forcibly opens the valve t6;

7 It will be noted, that the roc et arm 21 s 12o atabllv moun ed n. he shaft k1,, hut asstoft. H

is providedwitli, projection: .258. in the path, Q movementof the rocker. am: 25!; piston llflycah be ua ed; tooull the valve L tonnes pos t anlhu the valvete cannot operate the rocker am: it Connected. to: the. rocker arm. 21 is evolve: 29 emtrolling an, air vent. opening 30 which. h s Sflfiir cient capacity-to killthe suciiflfl in the nozz e l When: the suction piston- L9; is not. by the suction, the spring at at the end. of he arkinder behind; hepistm moves it to lei-t and keeps the valve 1% closedso-that, the nozzle, 809m be op rated, by Suction to supply anti-6841mm fluidv to the. yen-tori, This: fluid ay be water alo e, n: mixed w th an anti-downsizing fluid. or fuel, such tetra ethyl lead oralcohoh Also, he fluid may be. mer ly additional gasoline, in which case, the; supply chamber emay beidenticalwiththe chamber 1,,

Reierr-m to Figure. this isa diagram. showim theapproximate fiuelmixture flow,- flili'vesin which the. part. throttle or power rarme curve is mdicatedby A-A; B-E isthe maximumpower 7 curve; C-C, is the starting mixture curvmg D D detmaating curve-l The vertical line represents weight'l'L The passageway t,

which may be termedthe conduit, is provided with a bypass I E which leadsto ahot spot 19 heated by the: exhaust manifold u of" the engine. 'I-hi's by-pass is normally closed-by the butterfly valve 8! mounted onshaft 82: andconnected by link 83 to the piston I-B. Bythis arrangement, the mixturemust How to the engine valve IIibeyond the point at which the lost motion in the broken link 83 is taken up, valve M is opened so that the fuel mixture is directed through the by-pass hot spot.

This arrangement is a reversal of previous file, as t be n customary p the hot spot by-pass in the exhaust passagewhereas; I put the by-pass in the intake or mixing conduit. There are several reasons'for this, but -"one of the important reasons is that when the operator suddenly opens the throttle, as when he desires to suddenly accelerate the engine, he immediately turned off from the hot spot.

The valve is controlled by a heat responsive device, such as a bimetallic coiled spring thermostat, which may be supplied with heat from the hot spot conducted through the surounding metal or by any other desirable means, such as enclosing it in a housing and sucking heat from a stove through the housing as shown in said Patent No. 2,085,351. It will be noted that the valve 6| is unbalanced and suction responsive and may also be controlled by a thermostat, if desired, but I prefer to control only the valve 15, by thermostatic means, as the main mixing conduit in which the valve 15 is mounted is not subject to much heat and, therefore, not subject to warpage and distortion which would resultin sticking of the valve practice. It should also be noted that the thermostat does not forcibly open the valve 15 but merely releases the closing tension on it to such a point that the pressure is no longer sufficient to overcome the light spring 86 which holds the valve 8| lightly in closed position.

Figures 4 to 7 inclusive show another form of the invention and in the description thereof numerals similar to those previously employed will be used where possible. The delivery end of the mixing conduct I is shown connected with riser 32 of the fuel intake manifold 33 that is open to the cylinders 34 of the engine. The metering pin I3 has three reduced diameter steps I33, I34 and I35 adapted to cooperate with orifice I32. Suction passageway 2| connects cylinder with a vertical passage 2 I in the wall of the carburetor of the barrel which opens into the smallest venturi in the stack 5. Reservoir 9 for the anti-detonant fluid feeding system is formed integral with barrel I and a passage 36 connects the reservoir 9 with nozzle 8, a constant level of. fluidbeing maintained inreservoir 9 by means of float 35. Air bleed passage opens into passage 36 above the fuel level and is controlled" by valve 29' fixed to control rod 31. It will be noted-that the cylinder 20 is open to suction in the venturi in this form of the invention instead of to suction in the delivery conduit posterior of the'volume valve I6 as in Figure 1.

- The control for fuel flowing to main nozzle 6 is partly similar to that shown in my ,co-pending application, Serial No. 591,126, filed April 30, 1945, now Patent No. 2,477,481, issued July 26, 1949. Formed in the wall of the mixing conduit I is a cylinder or chamber 38 communicating through a passage 39 with opening 40 in the mixing conduit posterior of the throttle valve. Slidable within chamber 38 is a piston having an elongated rod 42 projecting thereabove through cover 43 of the fuel bowl and-havingrat its upper portion a laterallyoffset arm 44' pinned as at 45 to the metering rod I3. i v

'.' A spring 46 in-the suction chamber 38*constantly urges piston-4| -upwardly andmay be loading. through operation of arm 89. pivoted at 94 to arm 89 and has a cam head 95 calibrated to move the smallest portion I 35 of the metering pin into operative relation with orifice I32 to provide an extra rich mixture when the suction posterior to the throttle valve drops below a predetermined value, say three inches of mercury. At other times, the metering pin will be drawn down by suction so as to bring a larger portionthereof into themetering orifice t provide an economical .mixture for part throttle operation or for maximum power as dictated by the'throttle valve position.

Rocker arm 41 is pivotally mounted on stanchion 48 above the fuelbowl cover and is moved in a-definite relation with the throttle valve by arm 49, link 50 and arm 51 fixed on the throttle shaft I51. A lip 52 extending from the rocker arm 41 is so positioned as to extend under a laterally offset lip 53 formed on the upper portion of the elongated piston rod 42 for limiting the downward movement of metering rod I3 in accordance with a predetermined positioning of throttle valve 3 to provide desired fuel mixture.

The carburetor body is also formed with a chamber .60 for receiving piston 63 and spring 66. Passage 6| communicates at one end with the lower end of chamber andhas the other end 62 opening into the venturi 5. Rod 64, extending through the cover 43, is pinned at 60 to piston 63 and'terminates in a turned over outer end-"65 forming a finger for restricting upward movement of the metering pin when vacuum values in'the venturi act on piston 63 to overcome'the pressure of spring 66/ f" Piston I9, valve 8| and vent valve 29'are connected with volume control valve It by linkage. Rocker plate 61 is loosely mounted onone end of volumevalve shaft. I1 and has a lost motion link 68 connecting it with pin 69 fixed on arm '82 fixed on the shaft for valve 8|. Rod 10 on piston I9 is connected by link 1| with rocker plate 61 and vent valve rod 31 is connected with piston rod 10 by link 12. I I

The volume valve I6 is normally urged toward closed position by spring 13 fixed at one end to pin 14 on'conduit I and at the other end to pin 81 fixed on arm 88,such arm being fixed .on the end of shaft I1 opposite from arm 61. The throttle valve shaft I51 is operated by arm 89 and link 90 connected to the arm and extending to volume valve when the throttle valve is moved to its full open position. I

The choke valve also may be opened for. un-

Link 93 is adapted to actuate arm 96 fixed on one end of the chokevalve shaft 91. v Rod 93 has a guide slot 98 through which pin 99 fixedon conduitl projects. I I

The signal light 25 is connected with terminal I00 of a micro-switch I05 by a lead- IOI and switch treminalv I02 is connected by a lead I03 to battery I04. The switch has an operating plunger I08 in position to be engaged and depressed by a nose I09 on throttle shaft arm 5I to close the switch points during the unloading operation andthereby energize signal light 25.

The starter switch 4 (Fig. 7.) is also controlled by the throttle valve shaft. I51 in the manner shownin Patent No. Reissue 22,385 issued 300130-- 7-5 ber,26,. 1943 ,to'Irven E. Coiiey. The shaft has heated by-pass I9.

throttle to close the switch. Ball IIO may be lifted by "engine suction when the sthrottletis closed so that thereafter operation of: the throt-' tie does not affect the starter switch.

The metering pin I3 has three tapered steps I33, I 34 and I35 of reduced diameters, thus providing four diameters adapted to cooperate with orifice I 32for varying the amount of fuel supplied from nozzle 6 to the conduit I.

When step I33 of themetering pin'is effective, the fuelsupplied from the carburetor bowl is .proportioned to provide a relatively lean mixture for maximum economy. When the throttle valve is substantially opened to make step I34 on the metering pin effective to supply a power mixture, shoulder 92' on arm 89 will engage pin -81 and positively shift volume valve I6 to open position,

otherwise such valve opens in accordance with suction in the intake manifold. Valve IIi will thus also be mechanically opened when the choke valve is opened for the unloading operation.

As rocker plate 61 is rotatably mounted on volume valve shaft I.I actuation thereof by piston I 3 will shift linkBBto forcibly open valve 8| when the suction inconduit I is strong, such mechanism corresponding to linkage 83 in Figure 2. Shaft II also carries a pin 3.0I which engages an outwardly projecting lug 302 on. plate 61 to forcefully close the volume valve when suction in 'venturit is weak. Plate 61 can rotate the shaft II through this connection but shaft I! cannot rotate the plate, such mechanism corresponding to the one-way connection between lug .28

and rocker 21 in Figure '2. V a

- When the engine is cold and inoperative, thermostat 24 holds the choke valve 2 substantially closed and as there is no vacuum in conduit I spring 66 will place stop finger 65 in its uppermost position so that spring 46 can hold the metering pin in its uppermost position placing step I35 in orifice I32 to allow maximum fuel delivery from jet 6. At the same time, as there is insufficient vacuum to displace the bleed valve 29, the anti-detonant fluid system is closed.

In starting an engine equipped with the mechanism shown inFigs. 4 to 7, the throttle valve is partly opened to make the electric starter system switch 4 effective and thereby crankingthe engine so that sufficient suction is created to draw fuel into the conduit from nozzles B and 6. This mixture will be extremely rich as fuel is-metered by step I35 and from the anti-detonant system. The curve for starting will be much higher for the mechanism in Figs. 4 to 7 than curve C-C of Fig. 3 shown for the Fig. 2 mechanism, as cranking suction in the latter form willnot be suflicient to withdraw anti-detonant and step I33 will be-effective so maximum fuel is not drawn from nozzle 6. Cranking suctionfwillbpenvolume valve I6 slightly but the suction 'is' not sufficient to overrule spring 3| enough to open the bleed valve 29' which will thus remain closed. Liquid from bowl 9 will be drawn from the bowl through nozzle 8, fuel from bowl I will. be'drawn through nozzle 6 and some fuel will be drawn from the idling passage I having its inlet ID .in themain nozzle passage. The startingcharges have a high fuel content so that quick starting will result even though valve 3| has closed the -In case the engine stalls from an overabundance-of liquid fuel while starting; the throttle valve is fully opened. Link 33 is pushed-up by this positioning of the throttle valve and can head 65 will rock arm 96 to'partially open choke valve -2 in case it is closed bythe thermostat. The'air flow is thus much increased and will the load the rich fuel charges as cranking is each tinued, the throttle being returned to starting-position when the unloading has been completed. During this unloading operation, the signal switch I05 will be closed to energize the signal circuit. The operatorwill thus be advised that unloading is in progress so he will not thus run down the battery, the-starter circuit being maintained while unloading. Full opening of tin' throttle valve also will cause abutment 32 on arm 89 to carry pin 61 to a position fully opening volume valve I6 whereby unloading flow will be unrestricted. Suction at such time is insufl cient to draw liquid from either of the nozzles 8 and 8. The flow curve for this operation is shown by line D--D in Figure 3.

7, Assuming now that the engine has started,

' the throttle valve is allowed'to return to idling position, as shown in Figure 4, thus releastm ball IIII and breaking the starter circuit. -The throttle valve is almost closed and 'vacuum'in passage 39 will overrule spring 46 to movepll- .ton 4| and member 42, to shift metering pin-co that its largest diameter is in orifice I32, "The starter switch and signal switch will be and volume valve I6 is free to be opened by suction against spring I3 which suction will allo act on piston I9 to overrule spring 3I thereby opening bleed valve 29 cutting on the and-detonant fuelsupply that was effective while starting. Fuel will be drawn through idling passage l0 and port I0.

Upon partial opening of the throttle-valve theengine will operate in the economy range. In this'range the metering pin will be shifted upwardly by thethrottle valve shaft, by means of arm BI, link 50, rocker 41, lip 52 and lip 63, to place intermediate, step 133 or the upper portion of step I34 in orifice I32. Obviously the smaller the pin diameter in the orifice the greater will be the volume of fuel. flow to Suction will move piston I3 to open valve 36 and will overrule spring '46 sufficiently to hold pin lip 42 against lip '52. The volume valve will be opened in accordance with engine developed air flow in the manifold and unless there is a suction reduction, spring 3I will be overruled and valve 29 willbe open making the anti-deterrent liquid, feeding system ineffective. It will be ua-' :derstood, that maximum power is not, developed by this control butthat maximum economy is attained, The flow curve for this operation h .indicated by line AA in Figure 3.

. Assuming that the engine is operating above a. predetermined speed and that the throw:

valve has been moved to wide open positiorazthe lower portion. of step I34 lies in oriflceIu-and the fuel mixture will be enriched to develop maximum power. beyond that possible 'lllflle Suction overrules spring I to ,the economy range, consequentlymadman power will be developed. The signalcircmt will be closedr The flowv cur-veto:

=mum power. rule spring 3| which will hold piston [9, rod 10,

*power development is indicated by line 3-3 in Figure 3.

Detonation is prevented when the throttle valve is wide open or in maximum power position and the engine is operating below the predetermined value in its speed range.

Thus there is an increase of fuel fed from bowl -1 through nozzle 6 beyond that fed for maxi- Vacuum will be too weak to overlink 12 and rod 31 to close bleed valve 29 whereby causing feeding of anti-detonating fluid from bowl 9. At the same time, in wide open throttle valve position, abutment 92 will shift pin 81 to fully open the volume valve [6 and the signal circuit will be-closed.. The anti-detonant fuel and the enriched carbureted mixture will both be effective to prevent detonation. The flow curve for this condition of operation is indicated by line EE in Figure 3. As soon as the engine speed increases beyond the predetermined value, vacuum will return the metering pin to maximum power position, will move stop 65 to prevent step I35 becoming effective and will open bleed valve 29 making the anti-detonant system ineffective. The signal system is still effective.

It will be understood that valves 15 and 8| and their control operate the same as set forth in the description of Figure 2.

The exclusive use of all modifications as come within the scope of the appended claims is contemplated.

What I claim is:

1. In an internal combustion engine having an intake conduit and an exhaust passage, a valve mounted in said intake conduit and a bypass leading around said valve, said by-pass having a portion heated by said exhaust conduit, said by-pass having a valve therein and heat responsive means for controlling at least one of said valves.

2. In an internal combustion engine, a fuel supply device having means for selectively supplying fuel mixture in accordance with the requirements for maximum economy and a different mixture in accordance with requirements for maximum anti-detonating effect, means for heating the mixture delivered by said device, and means for reducing the heating effect of said heating means when the device is operated to supply the anti-detonating mixture.

' 3. In a fuel supply device for internal combustion engines, means forming a mixing conduit, a fuel supply means discharging into said mixing conduit, valve means for controlling the volume of fuel mixture supplied through said conduit, means for controlling the richness of the mixture in accordance with the requirement for maximum economy during part throttle operation, means for enriching the fuel mixture in accordance with the requirements for maximum power when the .valve is moved to nearly wide open position, heating means for maintaining the fuel mixture at a temperature for producing maximum economy and power conditions, and means for further enriching the mixture in accordance with the requirements for maximum anti-detonating effect when the valve is moved to fully open position, said heating means being regulated to maintain the .en-

'riched anti-detonating 'mixtureat such a temperature as to secure a maximum anti-detonat- :ing effect.

4. In a fuel supply device for internal combustion engines, means forming a mixing conduit, a fuel supply means discharging into said.

mixing-conduit, valvemeans for controlling the volume of fuel mixture supplied through said conduit, meansfor controlling the richness of the mixture in accordance with the requirement for maximum economy during part throttle operation, means for enriching the fuel mixture in accordance with the requirements for maximum power whenlthe valve is moved to nearly wide open position, means for further enriching .the mixture in accordance with the requirements for maximum anti-detonating effect when the .valve is moved to fully open position, tempera.- ture varying means being so constructed and arranged as to insure maximum economy at part throttle conditions, maximum power at open throttle conditions, and maximum anti-detonat ing qualities upon enrichment of the fuel mixture for anti-detonating purposes.

5. In a fuel supply device for internal combustion engines, means forming a mixing conduit, a fuel supply means discharging into said mixing conduit, valve means for controlling the volume of fuel mixture supplied through said conduit, means for controlling the richness of the mixture in accordance with the requirement for maximum economy'during part throttle operation, means for enriching the fuel mixture in accordance with the requirements for maximum power when the valve is moved to nearly wide open position, means for further enriching the mixture in accordance with the requirements for maximum anti-detonating effect when the valve is moved tofully open position, heating means for said fuel supply, and means for subjecting such portions of said fuel supply to said heating means as to maintain the temperature of the entire supply at a degree producing maximum effectiveness throughout the engine operation.

6. In a fuel supply device for internal com-' bustion engines, means Iorming'a mixing conduit, a fuel discharge means discharging into said conduit, valve means for controlling the volume of fuel mixture supplied through said conduit, means for enriching the fuel mixture in accordance'with the requirements for maximum anti-detonating effect when the valve is moved to fully openposition, heating means for maintaining the fuel supply at temperatures for producing maximum power and economy, and means for minimizing the temperature of the fuel supply for anti-detonating purposes to a point comparative to best anti-detonating quali ties of the mixture.

'7. In an internal combustion engine having an intake conduit and an exhaust passage, saidv intake including a by-pass having a portion heated by said exhaust, a normally closed valve cone trolling the flow through said by-pass, means responsive to suction for moving said valve to open position, and thermal responsive .valve means controlling said intake intermediate the by-pass connection. a

8. In an internal combustion engine having an intake conduit and an exhaust passagmsaid. intake including a by-pass having a portion heat-1. ed by said conduit, a normally closed valve Icontrolling the flow. through said by-pass, means responsive tosuction for moving said .valve toe for: said fuelmixture. and means controlled by.

engine conditions for: reducing the. effect of said heatingmeans on. the fuel mixture when the deviceis operated to supply the anti-detonating mixture. I

10. In an. internal, combustionengine, a, fuel supply. device having. means for selectively supplying fuel mixture .in accordance with here! quirements, for maximum economy and a different mixture, inaccordance with requirements for maximum anti-detonatingv effect, means for heating the mixture supplied by said device, and pressure responsive means for reducing the: heating effect of said heating means when the device is, operated to supply, the anti-detonatin mixture.

11. In a fuel supply device for internal combustion engines, means forming a mixture conduit,,a fuelv supply means. discharging into said mixingv conduit, valve means for controlling the volume; of, fuel mixture supplied through. said conduitameansfor controlling the richness of the mixture in accordance with the requirement for maximum economyduring part throttle operation, means for enriching. the. fuel mixture in accordance with the requirements for maxi-. mum power when thevalve is moved to nearly wide open, position, means for further enriching themixturein accordance-with the requirements for maximum anti-detonating effect when the valve is moved to fully open position, valve means for restricting and normally maintaining a predetermined suction in the discharge outlet whereby the volume of mixture is restricted under low speed conditions, and throttle actuated control means. for positively opening said valve means.

12 In a fuel supply device for internal combustionengines, means forming a mixing .con

duit, a fuel supply means discharging intosaid mixing conduit, valve means for controlling, the volume of fuel mixture supplied through saidconduit, means for controlling the richness'of the mixture in accordance with the requirement for maximum economy during part throttle operation, meansfor enriching the fuel mixture in accordance with the requirements for maximum power when the valve is movedto nearly wide open position, meansv for adding anti-detonant fluid from a separate source tothe mixture in accordance with the requirements for maximum anti-detonating effect when the valve is moved to wide open position, valve meansfor restricting and normally maintaining a. predetermined sue-- tion in the discharge outlet whereby the volume of mixture is restricted'under low speed conditions, throttle operated controlmeans for positively opening said valve means, and means for causing the anti-detonating mixture to be supplied when said restriction is substantially eliminated. 1 i

. 13. In an internalv combustion engine, a, mixture conduit a source of fuel supply delivering 12 fuel into said conduit, valve means" for control ling said source of supply, a throttle valve. .meam connecting said throttle. and said fuel supply valve whereby movement of said throttle valve to partly and nearly widev open positions will resiliently urge said supply. valve to positions, re-

spectively, for economy and maximum poweroperation, additional means for moving saidfuel supply valve to a position for enriching the mixture in accordance with the requirement for maximum cooling and anti-detonating effect: when said throttle. valve is moved to wide openposition, an .anti-detonant supply systemleading to the conduit, and meansei'fective to open the 'fllf' tem when suction in the. conduit falls below a predetermined value.

14. ,A fuel supply device .for internal combustion engines, means forming an intake conduit, a

fuel supply source, valve means controlling the fuel supply to said conduit, a throttle valve in said-conduit, a volume control valve in said conduit posterior to said, throttle valve, a source of anti-detonating fuel, and means for suppb'ing the anti detonating fuel to said conduit when pressure in the conduit is above a predetermined value.

15. A fuel supply device for internal combustion engines, means forming a mixing conduit, a

fuel supply source, valve means controlling the fuel supply to said conduit, a throttle valve. in said conduit, a volume control valve in said conduit posterior to said throttle valve responsive to suction, and means for mechanically opening said volume control means upon movement of said throttle to wide open position.

16. A fuel supply device for internal combustion engines, means forming a mixingconduitm fuel supply source, valve means controlling the fuel supply to said conduit,a throttle valve in said conduit, a volume control valve in said conduit posterior to said throttle valve openingin response to suction posterior thereof, a source of anti-detonating fuel, and means for supplying anti-detonating fuel to said conduit and for mechanically opening said volume control means up on movement of said throttle valve towideopen position.

1'7. The method of supplying fuel to an engine comprising mixing fuel and air in different ratios as required during a power development rangev with maximum economy, automatically regulating the volume of mixture flow to the engine in accordance with suction developed by the engine, enriching the mixture beyond that of the economy power range for maximum power development, and positively providing a full volume flow of mixture to the engine during the period of V enrichment for maximumpower development beyond that of the economical power range.

18. In an engine, a carburetion system. having.

a throttle valve and a liquid fuel metering device interconnected for synchronized operation, a fuel mixture delivery conduit for the system, said metering device and throttle valve being associated to vary the air and fuel ratios to providemaximumeconomy in a power range,- a valve in i a throttle valve and a liquid fuel valve metering device actuated by the throttle valve, a conduit].

for delivering the fuel mixture, a volume regulating valve posterior of the throttle valve, 5,, system for adding anti-detonant fluid to the carbureted mixture, means responsive to engine developed suction posterior of the throttle valve for controllin delivery from the anti-detonant system, and mechanical means for opening the volume valve when anti-detonant is added to the carbureted mixture.

20. In an engine, a carburetion system having a throttle valve and a liquid fuel valve metering device actuated by the throttle valve, a conduit for delivering the fuel mixture from the carburetion system, a suction responsive volume regulating valve in the conduit posterior of the throttle valve, a system for adding anti-detonant fluid to the carbureted mixture, means responsive to engine developed suction posterior to said volume regulating valve for controlling the delivery of fluid from the anti-detonant system whereby the fluid will be delivered when suction development is below a predetermined value, and mechanical means connecting the throttle valve with the volume valve whereby full opening of the throttle valve will mechanically open the volume valve.

21. In the operation of an engine wherein fuel mixture is drawn into the cylinders by piston created suction, the method of controlling the fuel mixture and flow thereof comprising varying the ratio of fuel and air in the power range to obtain maximum economy, controlling the volume flow of the mixture in the economy power range in accordance with suction, enriching the mixture above maximum in the economy power range when the throttle valve is wide open and the engine is in the lower speed range to prevent detonation, and over-ruling suction control of volume flow to provide maximum volume flow while the fuel mixture is being enriched to prevent detonation.

22. In the operation of an engine wherein fuel mixture is drawn into the cylinders by piston created suction, the method of controlling the fuel ratio and flow comprising varying the fuel and air ratio in the power range to provide maximum economy, controlling the volume of mixture flowing to the engine in the economical range in accordance with suction values, adding antidetonant fluid to the mixture when suction is less than a predetermined value and engine detonation conditions would exist, and increasing the volume flow of the mixture while adding antidetonant fluid thereto by over-ruling the suction control thereof.

23. In an engine, a fuel feeding conduit, a carburetor connected with the conduit, a throttle valve in the conduit, a suction actuated valve controlling the volume of flow in the conduit posterior of the throttle valve, 2. connection between the throttle valve and the carburetor for controlling liquid fuel delivery in accordance with throttle valve opening, and a lost-motion connection between the throttle valve and the volume valve whereby the volume valve is mechanically fully opened when the throttle valve is fully opened.

24. In an engine, a fuel feeding conduit, a carburetor connected with the conduit, a throttle valve in the conduit, a suction operated volume control valve in the conduit posterior of the throttle valve, an auxiliary fuel feeding system, means responsive to suction in the conduit posterior of the volume valve for controlling fuel delivery from the auxiliary system, and means actuated by said suction responsive means for mechanically opening said volume valve when suction effecting opening of the volume valve is below a predetermined value.

25. In an internal combustion engine, means forming a mixing conduit for fuel and air, a throttle valve for said conduit, a fuel supply means for supplying a controlled amount of fuel with maximum economy to the conduit during part throttle valve opening, means for increasing the amount of fuel supplied to the conduit beyond that for maximum economy to provide maximum power when the throttle valve is moved to substantially fully open position, means operative only at low engine speeds for further enriching the fuel supplied to the conduit beyond that for maximum power in accordance with the requirements for maximum anti-detonating effect when the throttle valve is in substantially fully open position and engine speed is below a predeter-' mined value, and means for discontinuing said further enrichment for anti-detonating effect while the throttle valve is held substantially fully open and engine speed increases beyond the predetermined value.

26. In an internal combustion engine, means forming a conduit in which fuel and air are mixed, a throttle valve in said conduit, a system for supplying a controlled economical amount of fuel to the conduit when the throttle valve is partly open, and an increased amount of fuel when the throttle valve is farther open beyond the maximum of economy to provide optimum maximum power development, and means under control of vacuum in the conduit for further increasing the fuel supplied to the conduit beyond that for optimum maximum power development while the throttle valve is open beyond maximum economy position and engine speed is below a predetermined value.

GEORGE R. ERICSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,398,095 Fokken et al Nov. 22, 1921 1,506,166 Durrant Aug. 26, 1924 1,882,725 Asire Oct. 18, 1932 2,092,827 Blattner Sept. 14, 1937 2,204,526 Boyce June 11, 1940 2,296,172 Mallory Sept. 15, 1942 2,307,486 Carlson Jan. 5, 1943 2,393,440 Wirth Jan. 22, 1946 2,400,156 Markham May 14, 1946 2,401,983 Stanley et a1 June 11, 1946