US1477946A - Vortex-type tjpdraft carburetor - Google Patents

Description

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R. F. ENSIGN ET AL VORTEX TYPE UPDRAFT CARBURETOR Filed April 17. 1916 4 Sheets-Sheet 2 Orl/Me fir; EHS l` 14A Dec. 1s., 1923. y 1,477,946

R. F. ENSIGN ET AL VORTEX TYPE UPDRAFT CARBURETOR Filed April 17. 1916 "11,1, sheets-sheet s Dec. 18,1923. 1,477,946 R. F. ENSIGN ET AL VORTEX 'TYPE UPDRAFT CARBURETOR Filed April 1'7. 1916 4 Sheets-Sheet 4 10.

@LMMW llatented ec. 18, 1923.

rutas UNITED STATES PATENT OFFICE.

ROY FRANCIS ENSIGN AND DEVILLE H. ENSIGN, OF EASADENA, CALIFORNIA.

VORTEX-TYPE UPDRAFT Application led April 17, 1916.

To @ZZ whom t may conce/m.'

lic it known that we, Roi FRANCIS EN- sreN and nvinnn Hman ENsroN, both citi- Zens of the United States, residing at Pasadena, in the county of Los Angeles and State of California, have invented a neuT and useful Tifortea-lype Updraft Carburetor, of which the following is a specification.

Objects of this invention are; to produce an updraft vortex type of carburetor; to reduce the cost, and to increase the economy, the range and the flexibility of the vortex type of carburetor, and to produce a carburetor having minimum length of air path through it with minimum resistance to air flow and maximum possible power produced from a given fuel consumption.

rin object of this invention is the development of the vortex type of carburetor built and manufactured under the Patents Nos. 1,064,62" and 1,064,628, issued June 10, 1913, to said Orvillev H. Ensign, using a vertex mixing chamber for proportioning and mixing liquid fuel and air for internal combustion engines. lt was at first thought impossible to make a carburetor of this type in the form of an updraft carburetor, for the reason that in the vortex type of carburetor it is diflicult to get a sufficient suction at slow speeds at the center of the vortex to lift the liquid fuel to an elevated vortex mixing chamber.

lille have discovered that by the use of au air lift or an air injector this difficulty can be overcome except for extremely low speeds and that operation may be continued at suon slow speeds by the use of the'much iter vacuum created by the suction of the engine beyond the throttle when the throttle :is l it slightly open.

A. difficulty was discovered to exist in that this greater vacuum or suction is not :ulapted to maire a proportioned mixture, and consequently the results at slow idling speeds were not satisfactory.

We have found that the drop of pressure below the atmosphere caused in producing an entrance velocity to the vortex type of arburetor from the exterior air is only a fraction of that due to the vortex, and in this invention we utilize this diderence as a factor in attaining the desired result.

jin object of this invention is to overcome the difficulty above referred to, and to provide simple and certain means for proportioning the fuel and air and effecting a vmetricaily-disposed ports CARBURETOR.

Serial No. 91,809.

mixture of the two elements and in supplying such mixture to the engine at all speeds.

ln this invention we provide a well or reservoir into which the liquid fuel is caused to flow, and apply to the surface of the liquid fuel in such Well, a suction created by the velocity of the inflowing air as it enters the vortex mixing chamber and apply the more violent suction produced beyond the nearly closed throttle to dran7 liquid fuel from beloiv such surface and to deliver the fuel thus sucked up, to the air flowing through the engine manifold beyond the nearly closed throttle.

ln one type of this newly-invented carburetor such suction is taken as the suction or drop of pressure caused by the air flowing into the carburetor at the periphery of the vortex mixing chamber, or suction produced at any point between the center and the circumference of the vortex chamber.

An object of the invention is to automatically and invar'ably supply Ito the carburetor the predetermined proportion of fuel and air and to thoroughly mix the same and supply the mixture 'to the engine manifold or other conduit or the place of use anc. to avoid any dripping or Wastage of fuel.

An object of the invention is to construct a carburetor with throttle that can be easily moved even though the carburetor may be of a large size.

An object of the invention is to make provision for producing a more uniform mixture 'than heretofore under light loads, and in furtherance of this object we have interposed between the mixing chamber of the ca buretor and the outlet therefrom a conical form of throttle valve having symarranged symmetrically around au axis, so thatnsy the throttle valve is opened or closed the outflow of the mixture from the .mixing chainber rfill be symmetrically disposed at all times around an axis of the outlet to the engine.

lf his feature of the invention is especially applicable to the 'vortex chamber form of carburetor, but we do not limit its application to any specific construction of carburetor.

An object is to provide a carburetor adapted to avoid interference with the vertical action at all speeds. A butterfly throttle placed: immediately above thevorter. mixing l*chai-uber. diminishes `the vvertical `action when the throttle is thrown open, and this we avoid.

A further feature of the invention is the combination with the coni-cal 'throttle valve of an auxiliary tube to carry fuel and air to the outlet.

lille therefore regard the invention as broadly newA and pioneer in that uncontro-lledtangential air inlets=to the vortex mixing chailnber having aivertical axis provides-the sole means foi"V determining the proportionbetween the airiandf fuel in a carburetor throughout the whole range of' its operations, thus avoiding the irregularity 'I ledbj)7 wearof n'iovingparts, as will? :fully appear by the accompanying drawings and the subioined description and appended claims.

The@ accompanying drawings illu-strate the invention.

Figure l is an aXia-l sectionalelevation, on line 00.1, Figs; 5-Yand'f'65 ofla carburetorfmade in accordanceY withfthis invention and connectedwithf an engine; he action indicated by `liquid levels a-ndfdirectionarrows is that which takes-placewhen1the `engine is running at from qua1tei=to-full power- Fig. 2 isa frafgniental sectional view of part of Fig. l indicating the action of the fuel flow when engineis idling slowly.

Fig. 3 lis` an analogous frag-mental sectional view'indicatingthe action when the engine is running at a slightly faster speed than Fig.- 2.

Fig.` llis a fragmental viewanalogous to Figs. 2 and-3 witlrthe engine still and the carburetor quiescent.

Fig. 5is a broken plan section onirregular line x5, Fig. 1.

Fig.- 6 -is a brokenplan view in section on line ai, Fig. l showing the throttle partly open.-

Fig. 7 is a reduced plan section on line :Ul-m8, Fig. l, showing the throttle fully7 open.

Fig. 8 is a reducedv plan section on line fulm8, Fig. l, showing th-e throttle fully closed.

Fig. 9 is an axial sectional elevation of a modified form.

Fig. l0^is a View analogous to Fig. 9 with ai differenty form of air injector.

Fig. 1l is a plan section on irregular line ai, Fig. l0.

Fig. l2, Sheet l, is an enlarged fraginentalA view of parts offFig. lto indicate in part the operation under full load.

The carburetorl isl preferably constructed in three superposed hollow sections. Each of said sections may be made in different forms, and analogous parts of the different forms shown in the drawings are distinguislied from each.` other by exponents lamelle plied to some of the like indicatingcharacters. The three sections are connected together and constitute respectively a constant level chamber section 1 avorte-Xrchamber section 2 and a. suction outlet and throttle chamber section 3..

Referring lirst to the generally preferred constructionishowniiniFigs. l to 8, inclusive7 the constant level chamber section l and the vortex section chamber 2 are provided with an-open-fended ivertiealiwell tube il. Said tube l isfpreferably formed as an integral 5 tubular down-ward. central extension offt-he funnel-shaped bottom of the chain-` berf2, which forms the-top of chamberwl.

Said well tube Zlisexternally and inter' nelly threadefjl atitslowerendlandits bore: extends from below the bottoni ot sectionl entireli7 `through the constant-level chamberI l to the uppersideofithe bottom-ofthe vortexsection2 and'isaid tube isprovided with@u gland nut 5 sectioned onto its lower end outsidev the section l forA holdingsec tion-l iii-positionA` on the well tube Llff. and again-st the said bottom of section 2. Saidl tube lis providediwithliouiid` fuelfinlets 6 that;` are round straight holes extendingV through thewvall offthe tubeil, and a fuely passagel that is controlled by an inlet needle valve extendingthrough.the shell section 11 andfeperable from theoutside to regulate the size` ofithe-oriiice 7.

rllhe fuelorifice '7l leadsinto angannular well formed -rbetween-` the well y.tube lv and .the aspirating tube 9 which eXtendsup to a level above theiiloor l0 of-the vortex chamber `2 froma reduced bore ofthe wellitube intor which -the tube Q'isscrewed just above the orifice 6.'-

l'aid licor l0 is a-thin plate supportedat periphery and center above the surface of the bott-om ll ofl th-e vortex chamber section2 formingv an annular air passage 12 around the tube 9 andcommunicating with the annular welll 13' formed between the tubes 4land 9, The outer edge ofi this floorlO is providedwith a suction passage formed by openings 'll to communicate through the passage l2 to the surface of liquid in the well llivhicli is thus made subject to air` pressure lossesl or drops that may occur at the openings lLl- Air vent (L provides means to apply atnuispheric pressureto the liquid surface zu in the constant level chamber.

The purpose ofthis arrangement is to suppl)7 to the surface ofthe liquid fuel in the well. 1,3# a, suction cor-.responding to that at the openings lei- Such suction will be induced and controlledby the velocity ofthe air flowing past the openings 14- to the vorten formed in the chamber 2.

ilu auxiliary air tube comprising intake portion.A 15` fuel adjuster 16 and injectorv 17, is' in ert ll. through the glandV nut 5 andl screwedinte-the lowerl portion of thev tube inane/ie 4 and is provided with a cylindrical piston fuel adjuster portion 16 tightly fitting a smooth portieri of the bore of tube d just below the level of the orifices 6, thus to allow longitudinal adjustment of the intake section 15 of the air injector intake portion relative to the tube ll. Said tube 15 has a reduced nozzle portion constituting the injector tube 17 projecting above the fuel adjuster 16 and terminating slightly above the quiescent level a: of the liquid fuel in the constant level chamber l. The fuel adjuster 16 is adapted to be raised and lowered by screwing and unse-rowing the auxiliary air tube in the well tube, and the upper end of the fuel adjuster is adapted to be adjusted to partially close and to fully open the orices 6,'thus adjusting the orifices 6 to admit any desired portion of fuel to the e2;- terior of the nozzle 17. Said nozzle 17 eX- tends up into, and terminates below the top of, the aspirating tube 9, and an annular passage 1S is formed between the nozzle 17 and the aspirating tube 9, so that liquid fuel may flow from the interior of the chamber 1 through the ports 6 and the annular passage 18 into the aspirating tube 9. Fuel from. the fuel chamber may thus pass to the top of the nozzle 17, and thence on, when the engine is operating.

The auxiliary tube at 15 is open to the atmosphere at its lower end and is provided with a drip cup 19 connected hei-et by arms 20 and forming` below the intake. 21 of the auxiliary air tube a sump to receive any liquid that may drip over the top of the injector tube 17.

Means are provided to admit air tangentially to the interior of the vortex chamber that is formed inside the shell section 2 thus to produce a vortex at the top of the aspirating` tube 9. when air is sucked through the outlet or throttle section Any approved means may be employed for this purpose and iu the form shown in Figs. l-S station ary tangential guide vanes 22 are arranged at the rim of the vortex chamber to direct air tangentially into the interior of the vortexr chamber.

rlhe outlet passage from the `orten chamber is ro-axial with the aspiratiug tube il and is located axially above such Ichainber and iu the forni shown in Figs. l--tl is controlled by a conical ported throttle valve consisting of the outer upwardly taperi ng conical member 24.-. havingl upwardly tapering slots theroi:A and controlled by an inner slotted conical oscillating throttle member 26 hai/'ing slots and bars 2b adapted to open and close the slots 25 in the stationary throttle member 2e as the throttle member 26 is oseillated. The movable throttle ineml er 26 is j nrovided with hollow stem 29 extending up through a jou-.n nal box 30 into the suction nien'iber or inanifold 4U of the engine, and secured in place by a nut 31. Thrust washers 32, 33 are provided for holding the movable throttle meinber 26 in proper position relative to the stationary throttle member 24. lhe suction outlet and throttle chamber section 3 is provided with a slot 3d through which a handle 35 is screwed into the movable throttle meriber 26 for the purpose of oscillating and adjusting said member 26. Said handle is connected by any suitable means as by the throttle rod 36 for operation by the attendant.

A starting and idling fuel tube or conduit 37 is provided with a graduated intalfe 38 arranged below the quiescent level ot the liquid fuel in the well 13 and ertending` from said well to a port 39 subject to the depression beyond the throttle. This tube 37 on account of the extreme suction in the engine manifold 4() beyond the throttle when the throttle is nearly closed, provides means for giving the engine a rich mixture in starting` by sucking out of well 1?) the fuel which is lyine quiescent in said well at the beginA ning or the suction produced by the starting engine; and fuel from chamber 1 will flow into well 1B due to gravity caused by the elevation of the surface of the liquid fuel above the entrance 3S and by the added force of suction produced by the air ilowing, past the openings or ports, le into the vortex chamber and thence on to the engine. When the engine is idling slowly7 gravity is the greater of these two forces, and the ratio bctween sue-h suction and gra fity forces gradually changes as the speed changes. When the engine speed increases until it reaches one-quarter the power of the engine the two forces are about equal and at full power the force of suction caused by air velocity at 1d may be four to eight times that of gravity.

A by-pass tube l1 is provided connected to the starting tube 37 and terminating at the bottoni of the cup 197 and there being provided with a if-shaped inlet 4t2. This by-pass tube jiu-ovules during the starting and idling actions a small amount ot air to the starting` tube 3i' and assists in producing an ai'olnized spray at port 39; and as 4the speed of the engine increases slightly above idling spoed. the fuel level iu the annular space 1&5 rises and the fuel overflows the in jector 17. triclling` down inside the same lo the cup lfl where it is picked up by the air that is sucked through tube lll and such fuel is carried by the air flowing through the tube f1 up to tl port 39 through which it is injected or sprayed into the engine iuanh fold 40. Y

As the engine speeds still higher, the von tical action at the outlet of tube 9 will carer the flow of through the nozzle li" wayv of its cup 19 and intake 2l to be ticiently violent to force out all tl f i drawn from the supply passage l,` driving.

" rse .gg y 1,477,945.

which passages are forn'iedbetweenthe vanes- 22 and constitutes unobstructed fixed nonregulable air inlets.

The connectingv conical bloc-lr lll provides a means for joining the two tubes 37 and lll together and as .sts in deflectingv the strongV mixtureflowing` up tlirouggh` the aspiratingA tube 9, and directing it outwardly towardthey incoming ai, thus introducing it toV the whirling' and ascending air. A; hole Zl5 is provided through the wall of the aspirating tube to drain fuel from the floor .l0 on the shutting down of the engine.

ln the form shown in lfiogs. 10 and 11 the vortex is induced by a single tangential air inlet horn or port 46 entering the vortex chamber 2 tangentially, thus inducing v` suc-- tion on the mouth of the espn-ating. tube 9" andI the air nozzle 1/.75 and the aspirating` tube 9 terminates at a` higher plane above the quiescent level of thel liquid fuel in the constant level chamber than in the form shown in. 1', soas to prevent the overflow of fuel at moderate speeds into the air nozzle.

A handle 47 is provided. to rotate the nozzle for adjusting thefuel adjuster 16 of the auxiliary air tube 15 to regulat'ethe fuel inlets 6. A hexagon head 118 on thecup 19y in the form shown in Fig; 1 serves the same purpose.

rlllhe reg'ulating;y suction in annular well 13 is supplied through the tube 14 having)v its suction mouth 14 in the small part of the inwardly tapering' inlet horn 416.

rlhe liquid fuel is admitted to the cai buretor from the fuel pipe 49 through the strainer 5() and through the floatecontrolled' valve 51 which operated by the lever 52 and the float 5?; therefor to` maintain, a constant fuel level in chamber 1 in the usual manner.

To illustrate how the difference between the vertical and air supply pressure of the vortex chamber operates to properly 1neasure and proportion the air and fuel, a ma nometer, not shown, may be applied at the point 147 and a uother one at the top of aspiratin;1 tube i) to show the di florent pres sures. llfhen the manometer connected at ift shows two inches of water iu'essure below atmosphere, the one-atl) willshowfourteen inches below atniospl'iere; thus demonstrating' that the centrifugal action alone of the rotating1 air within the mixing chamber produces a gradient of pressure from the/periphery of the -rnixinpi chamber to the center thereof, and the depress-ion thus for-med by centrifugal actionexteiulsv from the inner endA of the vanes 22 to the center of the mixing; chamber, Thisfratoof one toiseven has been. maintained threuwheut the designs of ally sizes made. This difference is brought about by 'the viole ce of the vortex action.

So in the carburetor shown in liig. 1, the` fuel used for making the motor'idle easily and to make it starr easily isk taken from the well by trie tube 37 having its inverted V intakey submerged below the gasoline level from. to4 of an inch. This well is fed by the small orifice 7 controlledby the valve., lliie well is exposed to the suction of the ain through a con )aratively large openiiugr formed by the-numerousholes 14 at the point of maximum velocity of airy flow at the inlet to the naiiiing chamber so that the suction of drawingA fuel' into the annular well 13 isl that due to the velocity head of the air as itenters the vortex chamber, while the suction pullingit out of this well 'through tube 8T is that dueto the-lossl of pressure through 'the carburetor andaroundthe throttle whichis very great at lightloads, that is torsay, when the throttle is nearly closed; but or"".:such fuel can flow from. this well as dawn into it proportionally to the intlowinp; aiiz ln the formi shown in Fins. P8 the air nozzle ofthel ejector is set from l@ to -gof,y an inch above the level of the quiescent fuel, and it does not beginto feed fuel until after the vortex suction has exceeded that amount, viz'7 l to l; inch. The idling speeds 'vortex suction may be considerably lower than lof an inch, but should it be higher than that the fuel will then overflow the air tubel before sufhcient air velocity through this tube has been produced to carry it up into the mixing; chamber. Hence, the-external byepass l1 is Drovided leading; to the sump in the drip cu] 19 on the bottom of the auxiliary air tube to catch this overflow fuel and deliver it above the throttle.

rlhe operation is as follows:` 'llo start the carburetori close the throttle nearly t' t shut, turn` the motor over by hand or oth wise andk all the fuel stored in the annularwell l?) is immediately drawn above the throttle and there broken into a violentspray; fuel then runs into the well 1? due 'to both gravity and suction at il. `While the engine is operated at eilt ne low speeds it obtains all the fuel from the annular' well drawn in thereby the combined forces of gravity and by suction from lil; t a seinewhat higher speed, soule of it will run over the top of the injector and will. be drawn by the small tube ll1 to above the throttle7 along. with that drawn froni the annular chamber or well. At still higher speeds the fuel drawn in by the vortex action along with the air to thetop of the aspiratingrtube 9 will be discharged by the velocity of air through said aspiratinp; tube 9 into the vortezechamber where it willbe caught by all the rapid avhirling action creating a very tine spray or mist7 which then passes on through vthe throttle to the engine.

The operation is reversed when slowing down. Both ot these mixtures, viz; that produced by the auxiliary air litt and injector directly into the cent-er ot the mixing chamber, and that produced by the suction let into the annular chamber and deliver-e above the throttle are always exactly proportionecl to the square et the inlet air velocity1 hence, a satisfactory mixture is always producei'i. This has been demonstrated many times with great accuracy.

luring operation at any speed; air and 'l'iuel are always drawn trom the well 13 by starting or idling tube 37, and the construction and arrangement are such that the suction is sutilciently strong relative to the tull inlet or supply to keep the well practically empty ot fuel. rihe well is supplied with tuel through the adjustable restricted oriice 7, under suction due to the velocity head ot the air at the ports lil. rihis suction drawing the luel through the. orifice 7 practically depends on the design oit the vortex chamber 2 and may be Je to 116 ot the suction at the center ot' the vortex chamber; but at no time, with the motor in operation, does the pressure in the well equal atmospheric -pressure. rlhe starting or idling tube 37 has a capacity considerably less than the combined capacity ot' the ports lll. The ports 14k may be ot any desired area as long as they are many times the area or' the tube 37; so that the air drawn through tube 37 will not materially atleet the pressure drop in the chamber 13 and thus increase the suction upon the oriice 7. That is to say7 the uel tiow through orifice 7 is controlled by the velocity head of the air at the inner end of the tangential air inlets and by no other means. The orifices 6 during operation at any speed will supply the main portion of the 'tuel and this iuel will be projected by the air through the injector tube 17 into the ter otl the vortex mixing chamber where it is picked up by the rapidly revolving body egt air in the vortex chamber7 very linely broken up and carried into the conical throttle and through the saine tothe engine manitold. During this whole operation the relation between the air used and the amount ot fuel admitted thereto through the combined inlet termed by the orilices (S and T, is controlled solely by the velocity head and vertical action ot the whirling mass` ot air in the vortex mixing chamber; and by no other means.

ln terms shown in Figs. 9 and l0 the tube 37 communicates with the manitold i() through the. by-pass orifices 54C beyond the throttle 55, which in these terms are shown as a buttertly valve operated by the lever 5G, The conical throttle also olters an advantage over the construction shown in Figs. 9 and l0, tor the reason that in a vortex the whirling air is at the lowest pressure in the center and the highest pressure near the outer wall, and it the mix* e is taken out oli' the center, as in t) and lt), the total loss ot pressure below atmosphere ot the air passing through the carburetor will be much greater than when the mixture is taken out at the rim where the pressure is highest. ln the terms shown in VFigs. 9 and lt) the mixture is taken out et the center ot the vortex at the point of lowest pressure. rthe conical throttle is especially constructed to cause the mixture to be taken out at the rim ot the vortex; that is to say; at the point ot highest pressure. j

The advantage ot this is that it makes it possible to hold 'the engine manifold pressures more nearly to that ot the atmosphere, and hence draw into the engine cylinders a greater volume ot air at any given speed and with the result et a larger output or' power tor a given dimension ot engine.

We claim:

l. carburetor comprising proportioning means consisting ot a mixing chamber ot' circular torni; an aspirating tube extending trom below and projecting` upwardly into the center o'll the mixing chamber and adapted to supply air and Ylfuel to said mixing chamber above the bottom thereof; means for supplying liquid 'fuel to the aspirating tube` below the level of the bottom of the mixing chamber; unrestricted fixed non-regulable means tor introd Lcing air tangentially to the periphery ot the circular mixing chamber so as to produce a violent whirl through the mass ot air in the mixing chamber, thereby producing a vortical pressure-drop at the center of said chamber to cause air and tuel to be litted into said chamber through the aspirating tube.

2. A carburetor comprising a constantlevel fuel chamber open to the atmosphere; a mixing` chamber located above the level ot said constant-level tuel chamber; means to apply suction to the top et said mining chamber; throttle means to control such suction; means to admit air tangentially to the periphery et the mixing chamber so as to produce by centrifugal action ot said air a gradient et pressure from vthe periphery oi said mixing chamber to the center thereof; an aspirating tube projecting upwardly into said mixing chamber at the point ot greatest vortical depression; means to supply air to said aspirating tube; a well; means to supply tuel to said well trom the constant level chamber; and means to supply to the surface ot the fuel in the well, an air depression talren trom said gradient ot pressure at some point other than the center ot the mixing chamber.

lil() Cil 3. A carburetor comprising a vortex chamber; an outlet above the vortex chainber; means to supply air tangentialiy to the vortex chamber; a well; means to supply liquid fuel to the well; la throttle in the outlet; a conduit having an opening from fthe well below the liquid level thereof land dischargingbeyond the throttle; and `an air lpassage communicating' with `the mining cl'iam-ber and the surface of the liquid in the Well for vcontrolling the flow of the liquid fuel to the well.

il carburetor comprisinga circular mixing chamber provided with one or more tangential air inlets arranged around the periphery of said mixing chamber and provided with an outlet passage extending upward and arranged concentric `around the axis o-i mixing chamber; said outlet passage being controlled by a conical ported throttle valve oscillating around the axis of the mixingchamber and the outlet passage; such throttle fvalve; a constant level fuel chamber and fuel orifices below said mixingr chamber; means for injectingl fuel from said Jfuel orifices and chamber into the center of the mixing chamber; said means consisting of a tubular passage through the constant level chamber arranged to allow for bot-h passage of liquid fuel and air; there being arranged within said tubular passa-ge a vertical adjustable air tub@ the uppex portion of wnich is smaller than the upper portion of said tubular passage; the lower portion fitting-the same; and the lower portion bcing provided with a piston for adjusting fuel orifices leading into the bottoni of said tubular passage.

A circular mixing chamber provided with 'tangential air inlets and provided 'with an arial conical ported throttle on the top side and with a constant level fuel chamber on the bottom side; said fuel chamber being` provided with an air lift ejector for raising the fuel into the center of the mixing chainber, and provided also with an annular well aroune said ejector communicatino' with the air in the tangential air inlets and connected by a passage to the space above the conical throttle and provided with an adjustable fuel inlet; said ejector also provided with a fuel adjusting means.

t3. A circular mixing` chamber provided with tangential Aair inlets; and provided with an axial conical ported throttle on the top side and with a constant level fuel chamber on the bottom side; said fuel chainbcr being` provided with an air lift ejector for raisingthe fuel into the center of the mixing` chamber; and provided also with an annular chamber around said ejector communicating with the air in the tangential air inlets and connected by passage to the space above the conical throttle and provided with an adjustable fuel inlet; said ejector also provided with a fuel adjusting*means; the bottom of the air nozzle of the ejector being` j n'ovidcd with a cup; and a smaller' tube leading from the cup into said passage. T. fr carburetor comprisini; a fuel supply section; a vortex mixing chamber located above said fuel s pply section and provided with tangential air inlets; a conical ported throttle valve above; and having the saine anis as, the mixing chamber; said supply section being provided with a constant fuel supply chamber and with a suction fuel pasand an air tube' said air tube arranged j irojecing upwardly and terminating in -d fuel passage above the liquid level of upply chamber; there being passages ailing from thc liquid supply chamber' into fuel passage; an aspi"itin@v tube Aopeninto the center of the said vortex chamof to deliver both fuel and air to the center the vortex; said carburetor' being;` also provided with an annular well surrounding the f i l Apas ige and ope-n to the air in the tangigeutlil air inlets and connected by a port through the center of the cone throttle to the space above said throttle; said. annular well"being` snep ied by a separate fuel orilice `from the cc t level chamber.

./r carburetor comprising' a fuel supply section; a vortex mixing `chamber located ove said fuel supply section 4and provided with tangential air inlets; a conical ported throttle valve above; and having the same axis as., the mixing chamber; said supply :section beingprovided 'with a constant fuel supply chamber and with a suction fuel passage and un air tube; said air tube arranged .projecting` upwardly and terminating' in said fuel above -the liquid level of the supply chamber; there being passages leading` from the liquid supply chamber into the fuel passage; an aspirating tube openinginto the center of the said vortex chamber and being acted on by the suction thereof to deliver both fuel and air to the center of 'the vortex; id carlnlretor being also provided with an ani'lular well surroundino` the fuel passage and open to the air in the tungen tial air inlets and connected by a port through the center of the cone throttle to the space` above said throttle; said annular well beingv supplied by a separate fuel orifice from the constant level chamber; said carburetor being` further provided with a cup at the bottom of said air tube; and a small tube connecting' lthe cup 'to said port leading' to above the throttle.

ln testimony whereof we have hereunto set our hands at Los` Angeles; California; this 10th day of April; 1916.

ROY FRANCIS ENSIGN. Oltvllilill H. ENSIGN.

lVitness JAMns R. TowNsnND.

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