USRE13580E - Julius l - Google Patents

Description

J. L. FRITZ.

Reissued June 24, 1913'PRIMING DEVICE FOR GARBURBTERS.

APPLIUATIGN FILED APILZG, 1913.

, MTH..

INVENTUH ATTORNEYS UNITED srarrps rnfrEN'r oFFIcn JULIUS L VFRITZ, OF PHILADELPHLA, PENNSYLVANIA, ASSIGNOR OF ONE-HALF T AMOS H. OMAN, 0F PHILADELPHIA, PENNSYLVANIA.

PRIMINGDEVICE FOR CARBURETERS.

Specification of Reissued Letters Patent. Reigsued June 24" 1913 Original 1in. 1,048,518, dated December 31, 1912, Serial No. 677,812. Applicatonlfor reissue filed Ap1-'1 26,

1913. Serial No. 763;" 1

.principle of the invention being herein eX- plained and the best Inode in which I have contemplated applying that principle, so as to distinguish it from otherrinventions.l

My present invention relates to an automat-ic priming device which is designed to .be-located between the carbureter and the intake. manifold of an internal combustion engine, and is adapted to be employed in conjunction with any of the usual or conventional type of carbureters, and for the purpose of illustration, I have shown the f same as employed in conjunction with a carburetervsuch as is disclosed and broadly claimed in my prior Patent No. 993.770,

4granted tome on the 30th day of May, 1.9M,

although, as is evident, the same is not limited to use with the type of carbureter illustrated, butmay be employed to advantage in conjunction with any desired or conventional type of carbureter.

In carbureters as heretofore constructed, considerable difficulty has arisen, especially in extreme cold weather, in starting an internal combustion engine, such as, for eX- am e, the types employed in conjunction wit Inotor vehicles, and although in some instances it has been lproposed to employ a b ass for admitting an additional `Supply gf Fuel to the manifold, the desired results Khave not been obtainedsince proper mechanism has, notbeen provided to automatically control the requisite amount of explosive mixture at the proper time.

With the above in view, my present in- .vention consists Y in its broad and generic scope of anovel construction of an automatic priming device adapted to he employed in conjunction with any desired type of carbul-eter. l

It further consists of a novel construction of an automat-ic primingfdevice, whereby novel means are provided for introducing additional fuel into the intake leading to the manifold, and novel means for controlling` the admission of such additional fuel.

so that when the valve is in open position,A

the supply of fuel is automatically cut down so that va compensating mixture isfcontinuously maintained in accordance with the speed of lthe motor. Y

ltfurther consists of other novel features of construction, all as Will be hereinafter fully set forth.

For the purpose of illustrating my invention, I have shown in the accompanying drawings one form thereof which is at present preferred by me, since the same has been found in practice to give satisfactory and reliable results, although it is to be understood that the Avarious instrument-alities of which my invention consists can be variously arranged and organizedV and thatI my invention is not limited to the precise arrangement and organization of these instru.-

mentalities as herein shown and described.

with which an automat-ic priming device emhodying my invention, is employed. Fig. 2 represents a sectional elevation of a portion of Fig. 1. Fig. 3 represents a plan view partly in section of Fig. 1. Fig. 4 represents a side elevation partly in sect-ion of .the fuel valve. Fig. 5 represents `aperspective view of a portion of the air value controlling mechanism. Fig. 6 represents'fa perspective view of the compensatingvalve. Fig. 7 re uesents a side elevation of a portion of t e casing l1 showing the interlocking' grooves. Fig. 8 iepresents a rear elevation'of the locking washer and the valve on which it is mounted, the latter being shown in section. Similarnumerals of reference indicate vcorresponding parts in the figures.

L Referring to the drawings :`-Fer purpose or conventional type having a float chamy ber 2.

3 designates a passage leading from the mixing chamber of the carbureter to the lintake manifold, said passage being provided with a throttle valve 4, which is constructed and operates in the manner Well known in 5 designates a port communicating With the oat chamber 2 and with a nipple 6, which latteris secured in fluid tight condition with respect to a conduit 7 by means of a coupling nut 8, said conduit 7 communicating With a nipple 9 and being secured With respect thereto by means `of a coupling 10, said nipple 9 being in threaded engagement with a casing or second manifold 11, having a port 12 therein communicating with thenipple 9.

It will of course be apparent that while in the present instance the by-pass 7 and its adjuncts and the second manifold 11 are shown as being separa-te from the ca rbureterl casing, that in practice such by-pass would preferably extend through the carburetor casing, and the second Vmanifold 11 would also be preferably constructed integral `vvith the carbureter casing. .The casing or manifold 11 is'provided with a passage 13 therethrough, which communicates'with a passage 14 extending through said ycasing 11` and communicating With the passage 3, leading from the mixing chamber and also communicating with the intake manifold of the engine.

15 designates a valve which is preferably conical or tapered at one end and .rotatably mounted in the passagel. The valve 15A is faced ofi' as indicated at 16 in order that a locking Washer 17 may interlock therewith, since'the aperture 18 in said Washer conforms to the contour of the end of the valve 15. The Washer 17 on its :under face is providedwith a rib or lug 19, which is The valve 15 is provided with a port 26 i` adapted atcert-ain times to register with the port 12 and Vcommunirate ivitha passage 27, which latter communicates by means of a port 28 with the passage 14.V The/body' portion of the valve 15 is preferably rounded, sce Fig. l, thereby forming a journal for a compensating valve 29,q provided with the apertured lugs or ears 30, through Which the valve 15 passes. One side of the valve is counterbalanced or Weighted, as indicated at 31 and the movement of this valve may 4be limited in any desired manner,and in the present instance I have shown the same as being accomplished by providing a pin 32, which serves as a stopte maintain the compensating valve 29 normally in a closed positio-n. In order to limit the rotation of the valve 29 in al reverse direction, I provide any desired means, such as, for example, a

`pin 33, which serves as a stop to prevent the valve 29 passing beyond its-'extreme open.

position. The valve 29 in the present in stance is laterally recessed as at 34 to form a bearing for a portion of the valve 15.

The valve, 29 is also recessed as at 35 in order that the shaft may pass through the sleeve 36 of the arm 37, which latter is provided with a set screw 38, whereby the arm 37 is fixedly secured to the valve 15, it being understood Ithat the valve 29 is loosely mounted on the valve 15. The under face of the arm 37 is shown for purpose'sof illustration as being radial, as indicatedA at 39 in order that the same will engage with th'eupper face of the valve 29 and cause the same to be rotated on the rotation in the proper direction of the valve v15, Which latter has secured thereto in any desired manner, an arm 40, which is adapted yto have secured thereto a suitable operating connection, not shown, which extends to a position accessible to the operator. y

In the present instance, I have shown the casing 11 as secured in assembled position by means of bolts `or studs 41, passing through iianges 42 and 4:3.

44 designates one or more ports through the valve 29,-in korder, Lto provide for. the easy opening of the same.. Owing to the provision. of the apertures 44, the valve is unbalanced and it is thereby rendered possible for the air acting on the same to cause the tilting movement.

In the operation, if the arm 4Q is actuated to bring the port 26 in the valve out of register with the port 12, then the arm 37 bearing against the unweighted end of the valve 29 will cause the latter to revolve with then the port 26` will igegister with the port 1 2, and a direct communication Ywill be formed between the oat chamber and the intake to the manifold. This will bring theparts into the ptsition seen in Fig. 2). Assuming new that the engine is vturned over or started, the suction will cause a supply of rich fuei to be drawn. from the float chamber 2 through the by-pass 7 and through the ports Qti and QS into thepassage 141 communicating with the intake of the manifold, and the.' suction ofthe motor will clause the compensating valve .29 to automatically open, thereby providing forthe admissionof additional air to keep the engine running, and if the valve 29 is moved 4to its wide-open position'. then it. will'l close either lwholly or in part the porttl,` and thus automatically`cut *downl the ,supply of additional fuel, and a compensating mii;- ture of fuel and air is thus constantly maintained in accordance with the speed of the engine. v

Any desired means may be employed to prevent improper movement o'f the parts when the valve 15 is rotated, it being understood that when the-parts 'are in their normal positiornas indicated in Fig. 3, the rib 19 of theflocking washer 17 Will be seated in the. groove 20, While when. theco'mpensating valve 29 is in its Wide-open position, seen in Fig. 2, the rib 19 otl the locking washer 17, will be seated in the groove 21, and thereby prevent any accidental displacement of the valve 15 when onceadjusted, it being understood that such a construction illustrates but one of man v ways of accomplishing this result. The washer 17 and its adjuncts provide means for visibly indicating the position of the valve 16.

Speciall attention is directed to the novel construction of the valve 15 and the novel manner in which the valve 29 and the arm 37 coperate therewith. I have found in practice it is advantageous to employ. in conjunction with a byass communicating with a tloat chamber an apassage leading from the mixing chamber of the carbureter to the intake manifold. means `automatically controlledbyr the suction of the engine .for controlling such by-pass and also the admission of additional air, and devices fory rendering said means operative or inoperative.

It. willbe apparent that by varying the amount of rotation imparted to the valve 15, or by varyin the location of the pin 33, or by varying tie location of the coacting grooves and 21 and the rib 19 and the washer 1T, that the port. 28 may be entirely closed When the valve Q9 is in its Wide-openV position, or the opening of the port increased or diminished in accordance with the requirements met with in practice.

The operation of the carbureter' per se isthe,` same as that disclosed in mv fpior Patent #1993,770. granted to me on the th day of May, 1911, andsince the samer is well known tothose skilled in thisart, a detailed description of the construction and operation thereof is, unnecessary, it: being apparent thatf my device may be employed in conjunction wlth any desiredtype ofcarburcter. A n 5 L I vlt willv now be apparent that I have de-l vised a novel ,andfuseiul construction ofa priming devicefor" carbureters, which embodies the teaturcs'of advantage enumerated as desirable inthe statement of the invention and the above description', and while, l have, in the presentinstance, shownand described a preferred embodimentthcreof which has been `found in practice to give satisfactory' and reliable results, titis to be understood thaty the same is susceptible of modification in various particulars lWithout departing from the spirit or scope of the invention or sacrificing any of its advantages.

Having thus described my invention, what I claim as new and'desire to secure by Letters Patent, is c 1. ln an automatic priming device, the combination with a carbureter having a fuel supplv in direct connection with a passage "leading "to the "intake manifold of an intei-nal combustion engine, of a valve controllingr the flow of fuel from the supply to said passage, and devices controlling the tl-sw of air and fuel through said passage adapted to be opened for air by the engine suction and to automatically close for'uel on a predetermined increase of the suction and the amount nt opening of said devices inversely varying` the amountV of air and fuel.

In an .automaticpriming device, the combination with a carbureter. having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a fuel` conduitv communicating with said chamber and said passage, a valve controlling said conduit, and a second valve controlling theriow of air and .fuel through said conduit and adapted to be opened for air by the exigirle suction and to automati-- cally close forair when said suction ceases,

and close for fuel at a predetermined i-ncrease of the suction.

3. ln an automatic priming device, the combination with a lcarbureter having 'a float chamber and a passage leading to the intake manifold Vof an internal combustion.

close for air Awhen said suction ceases andl close for fuel at a predetermined increase of` the suction, and devicesfor lnnitmg'vthe movement of-.said second valve.. i

4. In anfautomatic priming device, the combination With a carbureter having a float chamber and a passage leading to the intake manifold of an internal combustion engine, of a fuel conduit communicating with said chamber and said passage, a valve controlling said conduit, fa second valve controlling the flow of air through said passage and fuel through said conduit and adapted to be opened for air by the engine suction and to automatically close'for air when said suction ceases and close for fuel at aipredetermined increase of the suction, and means for rendering the first valve inoperative.

In `an automatic priming device, the combination with a carbui'eter having a float chamber and a passage leading to thc intake manifold of an internal combustion engine, of a fuel conduit communicating with said chamber and said passage, a valve controlling said conduit, a second valve controlling the passage of aii` and fuel through said conduit and adapted to be opened for air by the engine suction land to automatically close for air when said suction ceases and close for fuel ata V;1,ii'cdcteri1iined in' crease ofthe suction, and means for rendering the second valve inoicrative.

6. In an automatic i'iriuiing device, the combination with a carburetor having -a float chamber and a passage leading to the intake manifoldof an internal combustion engine, of a conduit communicating with said chamber and said passage, a valve coiit, through said first valve and also controlling admission of air to said passage.

S. In anfautomatic priming device, in combination with a carburetor having a float chamber and a passage leading to the intake of an internal combustion. engine, of a by-pass vcommunicating with the float chamber and said passage, a counterbalanced valve rotatably mounted and adapted to vary the amount of fuel ventering said passage, and devices for rendering said counterbalanced valve inoperative.

9. In an automatic priming `device, a carbureter having a fuel supply and a passage y leading tothe intake manifold of an internal combustion engine, a by-pass communicating withV said :fuel supply and said pas- :ing said first valve.

sage, a valve having van inlet port communicating with said conduit and having a. 'discharge port within said passage, a counterbalanced valve rotatably mounted and adapted to automatically close and to be opened by the engine suction, and means for actuating said first valve to render the counterbalanced valve inoperative.

10. In, an automatic priming device, a carbureter having afuel supply and a assage leading to the intake manifold o anV internal combustion en ine, ahy-pass communicating with said uel supply and said passage, a valve having an inlet port communicating with said conduit and having a. discharge port within said passage, a counterbalanced valve rotatably 4mounted and adapted to automatically close andto be opened by the engine suction, means for actuating said first valve to render the counterbalanced valve inoperative, and devices for visibly indicating the operative and inf operative condition of said valve. l

11. In an automatic priming device, the combination with a carbureter havin a fuel supply and a' passage leading there rom to 12. In an automatic priming device, a n

carburetor having a fuel supply and a passage .leading Ifrom the mixing chamber to anjnternal combustion engine, a valve rotatably mounted and having a portopening into said passage, a b -pass communif eating with said port an supply, a compensating valve loosely mounted on said firstvalve and controlling the port therein and operated by engine suction, and a connection for. manually actuatin said lfirst valve. l

13. In an automatic priming device, a

carbureter having a fuel supply and a passage leading from 4the mixing chamber to an internal combustion engine, a. valve rotatably mounted and having a port open` ing into said passage, a by ass communieating with said port and wit said fuel supply, a compensating valvellocsely mounted on said first valve and controlling the port therein and operated by engine suction and l closing said port when .in wide open posiv tion, and a connection for manually actuat- 14, In an automatic Apriming device, a carburetor casing having a fuel sup ly andv a passage leading fromthe mixing cIiamber to an internal combustion engine, a valve with said fuel v having a conical bearing rotatably mounted in said casing and having a port communicating with said passage, a compensating valve loosely mounted on said valve and controlling the port therein, means for manually actuatingrsaid first Valve, and de vices carried bv said first valve and inter' locking with the casing to visibly indicate the position of said first valve.

15,111 an automatic priming device, .a carbureter having a fuel suppl and a passage leading from the mixing c iamber to an' internal combustion engine, a valve rotatably mounted and having a port opening into said passage, a by-pass communicating with said port and with said fuel supply, a compensating valve loosely mounted on said first valve and controlling the port therein and operated by engine suction, a connection for manually actuating said first valve, and

suction, an a i'm a throttle valve in said passage anterior to said valves.

i 16. In an automatic priming device. a carbureter having a fuel supply and a passage leading from the mixing chamber to an internal combustion engine, a valve rotatably mounted and havinga port opening into said assage, a by-pass communicating with sai( port and with said fuel su ply, an apertured compensating valve loose y mounted on said first valve and controlling the port therein and operated by en ine djustable on said ig'irst valve and engaging said compensating valve, and a connection for manually actu- -35 ating said first valve.

JULIUs L. FRITZ.

Witnesses z l-I. S. FAIRBANKS, A. H. OMAN.

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