US1884963A - Charge forming device - Google Patents

Description

@et 25, w32, F. E. ASEL'TNE CHARGE FORMING DEVICE Filed May 28, 1950 5 Sheetsheet l OCt- 25, 1932 F. E. ASELTINE CHARGE FORMING DEVICE Filed May 28. 1950 5 Sheets-Sheet 4 INVENTOR B fed E'. li 5Fl/1225. gw^-,b w JVM ATTORNEYS OCL 25, 1932 F. E. AsELTlNE CHARGE FORMING DEVICE Filed May 28; 1930 5 Sheets-Sheet 5 rux INVENToR BYH EA 5/5/27/75 SVM,

imm u ATTORN EYS 4 Patented Oct. 25, 1932 UNiTED STATES FRED E. ASELTINE,

PATENT OFFICE CHARGE FOBMING- DEVICE v.Application Med Hay 28,

`devices for internal combustion engines, and

particularly to charge forming devices for 'en ines which run at a constant speed.

ne object of the invention is to provide means for regulating the mixture proportions under various o erating conditions which. is eiective to supp y a comparatively rich mix-L ture on starting of the engine and during operation immediately thereafter until the engine is warmed and running normally after which a comparatively lean mixture is suplied. p It is a further object of the Ainvention to heat the fuel which is delivered'to the engine durin the warm up period above referred to, an to regulate the supply of fuel mixture in accordance with changes in temperature and other variable operating conditions.

Further objects and advantages of the resent-invention will be apparent from the ibllowing description, reference being had to the accom anying drawings wherein a preferred em odiment of one form of the present invention is clearly shown.

In the drawings:A

Fig. l is a side elevation of the carburetor.

Fig. 2 is a view of the carburetor with the fuel reservoir thereof, a primer tank and priming fuel well and mixing chamber within said reservoir shown in section.

Fig. 3 is a plan view of the carburetor, the cover of a thermostatic switch and throttle controlling device being shown in section to expose the elements thereunder.

Fig. 4 is a vertical sectional view of the carburetor through the fuel mixture passages, certain parts being omitted for the sake of clearness.

Fig. 5 is a section taken along the line 5--5 offF ig. 4 certainfparts beyond theline of section being omitted.

Fig. 6 is a section taken along thelme 6-6 of Fig. 3.

Fig. 7 is a sectional view taken along the line 7-7 of Fig. 3.

Fig.- 8 is a sectional view taken along the line 8-8 of Fig. 6.

Fig. 9 is a part sectional view of the car- 50 buretor showing a modified regulating valve 1930. semina. 456,546.

positioned in the primary mixture channel and an associated thermostatic controlling element.

AFig. 10 is a detail sectional view taken along the line 10-10 of Fig. 9, showing in lan a thermostatic element 'for the reguating valve.

Fig. 11 is a plan View of the throttle operating device and a thermostatic control therefor, the cover being shown in section.

'Fig. 12 is a side view of the device shown in Fig. 11 with the cover in section.. y

Fig. 13 is an end view of the device shown in Fig. 11 with the cover in section. Fig. 14 is a View partially in section showing the thermostatically controlled circuit making and breaking element, its movable and stationary Contact, the throttle having an armaturek secured to it, and an electromagnet for operating the armature.

Fig. 15 isa sectional View of the heating unit sliown in Fig. 4, the wire winding having been partially omitted for the sake of clearness. 4

Fig. 16 is a sectional view taken along the 0F DAYTON, OHIO, ASSIGNOR TO DELCO PRODUCTS CORPORATION, OF DAYTON, OHIO, A CORPORATION OF DELAWARE line 16-16 of Fig. 15, but villustrating the winding in position.

Fig. 17 is a view showing an internal combustion engine with the carburetor in place and the main fuel supply tank and conduits vleading to and from the carburetor..

Fig. 18 is a diagrammatic View of the electric connections between the various electric elements mounted on the carburetor. arid van electric system associated with the engine.

This ap lication is a continuation of application gerial Number 637,829 filed May 9,1923.

The drawings illustrate a lpreferred embodiment of the invention particularly adapted to a power, heat and light plant for farm or home use deriving its energy from an internal combustion engine designed toy run at a constant speed.

In Fig. 17, E indicates, in general, a power plant of well known type includin an internal combustion engine and a ynamoelectric machine adapted to o lrate either as a generatork or as a motor; indicates a charge forming instrumentality, here designatedf a. carburetor, for mixing air and. fuel in roportions to form combustion charges an deliver them into the; combustion chamber of the engine; T indicates a tank constituting the main fuel reservoir from which fuel is delivered to the carburetor by any suitable force feed means such as an-engine driven pump designated by the letter P, through the delivery pipe t, andv to which surplus fuel may be returned through the return pipe t.

Carburetor C comprises a body 20, which may be a single casting, a casing 21 constituting the main carburetor fuel reservoir into which fuel is delivered from main supply tank T and from which .fuel is drawn to supply the needs of the engine, the necessary passages and ports for mixing the fuel with air and conducting it to the engine, and certain fuel. modifying and supply controlling devices, all of which will be presently described.

The bod 20 is adapted to be secured to the engine an supports all parts of the carburetor. It comprises a disc like member 22 having a generally flat under surface surrounded by a circular rebate 23 constituting a seat. for the upper edge of casing 21 which 1s secured to and supported by said body 1n a manner to be described hereinafter. Crossing diametrically the upper'sid'e of disc member 22 andpreferably integral' withy it is a ridge 24, one end of which may terminate substantially at the edge of disc member 22, theother end merging into an. elbow-like'tubular member 25-l overhanging the edge of the disc inember, andhaving an open ended passage 26 extending therethrough. Within the ridge 24 is a. passage 27 plugged at one end' as at 28,` the opposite reduced-2 end 29 of which entersr the passage1-26 within. the elbow-like: ele.- ment 25` betweeny its ends. Passage 27v` is in communication with the carburetor fuel chamber 21 by transverse port 30. The body 20 is intended to be boltedv to the engine casing through flangel, so that the upper and outer end of' passage 26 registers with a charge intake ort in the engine cylinder or intake mani old. The reduced. end 29 of passage 27 terminates inv a. gradually con-- tractin approach formed, by sloping the wall o said passage at 32 in such manner as to leave the floor of passage 27 substantially straight between the port 30 and the reduced end of said passaoel wherel it communicates transversely with the passage 26. Between its open ends passage 26 is reduced asat 33, so as to receive a fixture 34 having an hour-glassshaped passage through it constituting af'Venturi. tube. In. they outer side of fixture-'34 isan, annular groove 35 disposed a. little above the narrowest portion of the Venturiy passage, said groove communicating with said` passage by means of ports 36 at points above the most contracted zone of the Venturi passage. Fixture 31 is held within member 25 by a screw 37 iii such position that the reduced opening 29 of passage 27 communicates with the groove 35, the lower edge of said groove being flush with the lower side of said opening. The passage 27 Which leads from the carburetor reservoir is herein designated the primary fuel passage and passage 26 with which passage 27 communicates at substantially right angles is herein designated the secondary fuel passage. If the carburetor fuel reservoir 21 is supplied with liquid fuel, the suction exerted by the engine when ruiming is rendered effective, through means to be presently described, to draw a combustible mixture into and through the passage 27, and thence into passage 26 where it iningles with a supplementary current of air drawn through thc Venturi conduit and passes to the combustion chamber ofthe engine.

Fuel feed pipe t (see Figs. 3, 7 and 13) discharges liquid fuel into the carburetor reservoir 21 by way of hole 38 piercing the body 20, through the center of a threaded nipple 39, to which the discharge end of pipe t may be connected by aii ordinary compression coupling nut 40.

Extending upward through the bottom of casing or reservoir 2l with which it makes a fluid tight connection, is a Weir 41 consisting of a relatively large pipe, the open upper end of which reaches nearly to the under side of body 20. By this means the fuel'in reservoir 21 is maintained during the normal operation of the engine at the level of the open upper end of said (pipe, any excess supply running downwar through said pipe whence it may be returned through pipe t. to the main supply tank T. There is a threaded hole 42in body 20, coaxial with the Weir 41, that isrclosed by a threaded ventplugliv having small vents 44 thereintopermit free coinmunication between the external atmosphere and the air within the casin 21.

It has been stated that one of the objects of this invention. is to supply aricher fuel mixture to the engine at starting and during initial operation than during the subsequent continued operation. The means by which this object is achieved is automatic in operation, depending upon engine conditions, and responding to the requirements thereof. It comprises an auxiliary reservoir or primer tank disposed Within the casing 21, and com-y municating with the primary fuel mixture passage through a conduit which is common to bot-h the normal fuel supply drawn directly from the reservoir formed by casin 21 and the auxiliary fuel supply drawn rom t-he primer tank or auxiliary reservoir. The

auxiliar reservoir is` filled by gravity at times w en the engine is not running and yields the supply then obtained ata decreasing rate during a short period after the engine has been started. rIhe means by which this object is achieved will nowl be described.

Enclosed by ca singI 21 and supported (as best shown in Figs. 2 and 6) from body member is a hollow body, conveniently made by casting, composed of two arms arranged to form a substantially right angled whole, one of the arms extending vertically adjacent the inner wall of casing 21, and the other arm 46 extending horizontally from the lower end of arm 45. The vertical or upright arm 45 is drilled or otherwise provided with a passage extending completely through it from end to end, but counterbored or otherwise enlarged from each end, said'enlarged portions of the passage being connected by a restricted port 47 nearer the lower t-hanthe upper end. The passage above the restricted port 47 constitutes a primary mixing chamber or initial fuel well 48 which is considerably larger and longer than the passage 49 below said restricted port. Horizontal arm 46 has therein a passage 52 extending from said passage 49 to a threaded hole 53 extending from it tothe upper side of said arm. The passage 49 constitutes a conduit for auxiliary fuel on its way from the auxiliary reservoir, presently to be described. to the primary mixing chamber or fuel well 48 and also, particularly at times when the engine is well started and running normally, a passage by which air enters the primary mixing chamber or fuel well 48 and atomizes fuel drawn from the carburetor fuel reservoir; said passage 49 also accommodates a primary fuel supply jet nozzle 50, the lower end of which is in direct communication with the supply of fuel in reservoir 21 and the upper end of which terminates at the upper end of restricted port 47, leaving an annular space between it and the wall of said port for the passage of air or auxiliary fuel. The lower end of supply nozzle 50 has a threaded enlargement 51 by which it is secured within the lower threaded end of the passage 49.

Theaded into the threaded hole 53 in arm 46 is a tube 54 (see Fig. 6) the upper threaded end of which projects through an axially alined hole in body 20. The last named hole is counterbored at its upper end as at 55, and the upper threaded end of tube 54 is disposed within said counterbore. A special nut 56 is provided with an enlarged head 57 is screwed to the threaded end of the tube 54 within the counterbore, the underside of the nut head 57 bearing upon the upperside ofthe body 20 surrounding the counterbore. Communication between the external air and the upper end of tube 54 is obtained by lateral openings 58 in the nut head 57. Sleeved over tube 54 is an inverted bell-like shell or priming tank 59, which has a/ hole in it for the purpose, the lower open end of which rests against the upper side of arm 46 which is widened into a s elf and provided with an annular countersink for receiving the lower edge of the shell,

suitable packing being interposed for the purpose of 'making the joint between shell and shelf fiuidtight. Between the upper surface of shell or priming tank 59 and the lower surface of body 2O spacing or filling blocks are interposed, the tube 54passing through and holding them in place. At least the Aspacers 60 and 6l, respectively contacting with the upper side of the shell 59 and the lower side of the body 20, should be made of suitable yieldable packing material to insure that the joints` shall be fluid tight. The intermediate spacers 62 may beofany suitabler material. A. gasket 63 may be placed over the upper end of arm 45, and a gasket 64 interposed between the shell 59 and its seat on arrn 46. By turning the lnut 56 in the proper direction the entire described assemblage within casing 21 may be clamped tightly in place. The upper end of arm 45 and upper spacer 61 will then bear snugly against the under side of the body 20, the fuel well or mixing chamber 48 then registering with port 30. That lportion of tube 54 which is within the shell 59 has a number of lateral orifices 65, 65a, 656 and 65e, spaced from each other longitudinally of the tube and progressively decreasing inarea, respectively, from the highest opening 65 to the lowest 650. The shell 59 constitutes a reservoir for the priming o1' auxiliary fuel supply hitherto mentioned, and cannot be filled, except by fluid flowing fromv the carburetor reservoir 21 through nozzle 50, nor discharge except through the annular space 47 encircling the end of said nozzle.

` It has been lstated heretofore that casing 21, lwhich forms'the carburetor fuel reservoir, is secured to body 20, but without specifying the means for securing it. Referring particularly to Fig. 6, it may be seen that the upper edge of casing 21y fits snugly within the rebate 23 as previously stated, with a suitable packing gasket properly disposed to make tight the joint between casing and body. In the bottom of casing 21 is a hole 67 a which alines axially with tube 54 when the casing is in place. Also in axial alinement with tube 54, but in the under side of arm 46 'is a threaded socket 66. A headed clamp screw 67, passes through the hole 67a and screws tightly into socketl 66, thus binding the lcasing 2l against the body 20. A. suitable packingv gasket is interposed between the head of screw 67 and the bottom of casing 21 to prevent leakage.

In order that liquid may be drained from the carburetor fuel reservoir in case of need, a transverse duct 68 formed through the shank of clamp screw.' 67 communicates with a longitudinal duct'69 therein, which can be opened or closed by a needle valve 70 threaded in a counterbored portion of duct 69, and which, when opened communicates with an outlet 71. It will be apparent that if needle valve 70 is unscrewed in part fluid may esanchoredl to the insulated plu 75, and servev Figs. 3, 4, 6, 15 and 16, to which reference will *now be made.

Extendmg through the upper wall of de- "scribed ridge 24 of body 20 is a threaded hole 72 which is in axial registration with the port 30 and fuel Well 48 and penetrates to the primary fuel mixture passage 27. Within the threaded hole 72 is fitted a hollow screw 7 3 having a flange 74, the under side of which is adapted to rest on top of the rid e 24. An insulating plug 75 having a flange 6 fits within the hollow of screw 73 with its fiange bearing on top'of the flange 74. Two parallel metallic pins 77 and 78 functioning as conductor posts or terminals pass-through said plug, preferably one on each side of the axis thereof, and project above the plug. An other insulating flanged body 79 havlng two metallic conducting sockets 80, 81 molded therein is arranged with its iange 82 in contact with the fiange 76 of plug 75 and its sockets 80, 81 in registration with pins 77, 78 which are seated in electrical contact with the socket leaving space at the upper end for insertion of conducting wires 83 and 84. Screws 85 pass through the flanges 76 and 82 of the described insulating bodies and areA threaded into flange 74 of the hollow flanged screw 73. The assemblage just described constitutes a means for holding a heating element and for conducting current thereto.

A rod-88 having its upper end offset, as at 89, or otherwise formed so that it may be as a conductor, passes throug and depends from the central portion of said plug, the upperV end of said rod having electrical contact with the describedmetal pin 77. Sur rounding and carried by the rod 88 is a heater 4core 90 made of any suitable insulating material, such as soapstone, not affected by fluid hydrocarbon fuels. The core 90 is prefer-v ably fiuted, Fig. 16 showing it to have five alternately arranged parallel grooves and ridges 91 vand 92 respectively. Lower end of rod 88 is`threaded to receive a nut and washer 93, and an insulating collar .or disc 94, preferably vof soapstone, surrounds the rod and is held against the lower end of core 90 to sustain it by said nut and washer. Collar 94 is perforated, as at 95. A conducting wire 96 having one end attached to metallic pin 78 is wound helically around the core 90, passed through one of the holes in collar 94 and secured in good electrical contact with rod 88, as by means of the nut or washer 93.

When conductors 83 and 84 are properly cQ'nnected with a source of electrical energy, a circuit is completed from conductor 83 through socket 80, pin 77, rod 88, heater wire 96, pin 78, socket 81 and conductor wirel 84.

As will be later ex lained, the heater is start ed 1n operation w en the engine is started, provided the temperature is below a predetermined oint, and ceases to operate after the englne 1s well started.

in the delivery end of secondary-mixture passage 26, a valve y97, of butterfly type which serves at times .tobaiile the stream o upon itself the impact of drops or .particles of liquid fuel being carried through the passage, which collide with it andare thereby broken into smaller particles to be mingled with the secondary stream of air.- Thewetting of the valve or baille 97 also facilitates the evaporation ofthe fuel and the' mixing of it with the air which rushes against and around said baffle. y Valve 97 is held'inwide open position b a spring 99 unless some other force is exerte to overcome `the elastic force of the spring. Spring 99 is coiledaround stem 98, with one end secured tothe stem and the other end secured to the body'20.

In this embodiment the balile plate or throttle valve 97 may be moved to partially close f thelpassage 26 in opposition to the forceof sprmg 99 by an electro-ma et the construction .and arrangement of w ich is illustrated 1n Figs. 3, 4, 11, 12, 13 and 14. The said elec'- tro-magnet comprises a core 100 joining two arms 101 and 102, and surrounded 'by a coil 103. The arms 101 and 102 constitute the pole pieces which are mounted in any :suitable manner upon the body 20. The armature of the magnet is a bar 104 securedlto the valve stem 98 so that'its longitudinal 'center line extends at a small angle to the plane of the valve, and tends to lie'betwent'h'e ,is In Figs. 4 and 14 there is shown, located I 'i air and fuel flowingtoward .the engine in E0 magnet poles transversely of lines extendin ,1

14 and moves the valve 97 s'o aslto partially 135 close the passage 26. One end 105 of the winding 103 may lead directly to a source of .electrical energy, but the. other'end 106 is connected to a thermostatic switch in .order that the magnet may not be energized except when a predetermined low temperature exists.

The thermostatic switch mentioned in the precedingparagraph may comprise a heat responsive element 107, of ordinary bimetallic or other suitable construction, of approximately inverted U shape arched over the coil 103. As shown in Figs. 11, 13 and 14, the one end 108, is secured to a supporting bar 109 while the other end is free and carries a contact 110. Another contact 111 is carried on a spring plate 112 in such position that when element 107 distorts in response t0 a sufficiently low temperature, contacts 110 and 111 will touch and complete a circuit to be presently described. Bar 109 may be secured to one of the arms or pole pieces of the magnet on one side, while on the other side may be secured a bar -113 to one end of which one oliset end of the spring plate 112 is held. An adjusting screw- 114 may be threaded through bar 113 adjacent its other end and bear against spring plate 112 so that the latter may be adjusted in such manner as to shift the position of contact 111 toward or away from contact 1,10, in order that said contacts may be adjusted to close at different temperatures. conductor wire 84 leads from the spring plate 112 to a source `O electricalenergy through the described heater.

In the embodiment disclosed the assembly of the electro-magnetic throttle controlling means and the thermostatic circuit closer is housed and protected by an inverted cup i shaped housing 127 which may be supported by any suitable means such as screws 128, passed through open end -.slots formed in downward projecting ears129, and threaded to the magnet pole pieces or their supports.

Housing 127 confines heat generated byjthe magnet coil4 and delays lits dispersion. l By reference to Fig. 17 it will be perceived that the housing 127 and inclosed assembly is so close to the engine that the heat generatedl 1 by the engine during continued operation thereof will keep the thermostatic switch open and prevent operation of the heater on partial closing of the baille 'or throttle 97 as long as the engine runs normally.

Before proceeding to a description of the electrical'circwits and sources of electrical energy utilized in this invention, a means for regulating the size of the passage for fuel mixture in the priming uel mixture passageway 27 will be described. Adapted to partially obstruct or open the passage 27 is a regulating valve 116, here shown as of butterfly type, secured to an oscillatory stem 117 extending across the passage and having one end protruding through a. hole 115 in the top of ridge 24 on body 20. To the protruds ing end of stem 117, as shown in Figs. 3 and 4, is fixed a lever .118 liaving/ an upturned handle 119 and a widened part provided with an arcuate slot 120 curved about the axis of stem 117 as a center. A headed screw 121 passes through said slot and, engages a threaded hole in the body 20. By this means the regulating valve 116 may be adjusted manually to alord any desired size of throat for passage of primary mixture. and said valve may be fixed in the chosen position by setting up the screw 121.

Instead of the just described simple hand adjusting means for regulating Valve 116, there may be substituted a hand adjusting device supplemented by an automatic means responsive to changes of temperature. This is illustrated in Figs. 9 and 10, wherein is shown an oscillatory plate 122 carrying a raised cylindrical housing 123 and having a. handle 124 which adapts the plate to be moved angularly by hand about the axis of valve stem 117. The inner end of'a spiral band "125 is secured to the stem 117, while the outer end thereof is secured to the housingl 123'. Screws 126 are provided for fixing the plate 122 in any desired position of adjustment. The vspiral band 125 is a thermostatic element of kilown type which tends to contract or expand in response to variations of temperature. By means of the adjusting plate and lever described it may be so set as to regulate automatically the size of the throat through passage 27 in response to changes through a redetermined range of temperature.

eferring now to the diagram in Fig. 18, the electrical power equipment of the plant including the circuits for the already described electric4 heater and electro-magneti- 'cally operated throttle valve orbaille will be disclosed and explained. In said diagram 130 indicates a motor generator oi known type adapted to operate as a motor to start the engineer as a generator driven by the engine to store energy in the secondary batteries 131. Interposed in the circuit between l the motor generator 130 and the batteries 131 is a circuit controlling device indicated as a whole by the numeral 132. The circuit controller 132 comprises an armature 133 consisting of a core 137 and a conducting bridge 134 adapted to bridge a gap between stationf ary contacts 135 and 136`and thus close a circuit between them. The core 137 is surrounded by Windings 138 and 139. A spring 140 tends to elevate the armature and hold the bridge away from contacts 135 and 136. The upper end of said armature may terminate in a knob or button 141 which may be considered as the starting button to be pressed upon to close the circuit between contacts 135 and 136 when it is desired to start the engine. One end of heater coil 96 is connected to stationary contact 135 by wires 83 and 145, and the other end to contact 111 by wire 84. Contact adapted to close a circuit through it and contact 111 is connected by thermo-- static element 107 to wire 106, which is connected to coil 103 the other end of which is connected to battery by Wires 105, 146. The ignition circuit 142, in which 142@ indicates the timer, is connected across the battery and may be rendered operative by closing switch 143.

When the operator decides to start the engine he depresses the button 141 thus closing the circuit between the stationary contacts 135 and 136. Current then flows from battery 131 through wire 144, contact 136, bridge switch 134, contact 135, winding 138, Wire 147, to the motor generator, and returns through wire 148 and wire 146 to the other side of the battery. Some current flows from winding 138 through winding 139, wire 149, wire 148, wire 146 to the other side of the battery. The coils 138 and 139 are so wound that when current is flowing from the battery to the motor generator they oppose each other and do not hold down the armature 133; the operator must therefore keep the button 141 depressed until the engine fires regularly. After the engine has been well started the motor generator begins to generate current which flows by way of wire 147, winding 138, contact 135, bridge 134, contact 136, wire 144, battery 131, and from the other side of battery by wires 146, 148 to the motor generator.

, Current also ilows from motor generator by Wire 147, winding 139, wire 149 back to the motor generator. lVhen the motor generator is operating as a generator, the windings 138, 139 assist each other and hold the bridge 134 in engagement with contacts 135 and 136.

Assuming that the thermostatic device 107 is adjusted to close at a temperature of 40 F. or below, and that the temperature at starting is above 40O F., the thermostatic switch remains open and no current flows through the heater coil 96 or the coil 103 of the magnet that controls the baille or throttle valve 97. Should the temperature be below 40 F. when the starting button is depressed, the contacts 110, 111, will of course have been closed and current will How from the battery 131 through wire 144, contact 136, bridge 134, contact 135, wires 145, 83 to coil 96, wire 84, contacts 111, 110, element 107, Wire 106, coil 103, wires 105, 146 to battery 131, thus generating heat in the fuel Well 48 and turning the baille or throttle 97 to obstruct the passage 26. Coil 103 is so designed and the thermostatic element so constructed and arranged with respect to it that after the cur rent has been flowing in said coil for a predetermined time, say one and a half minutes, enough heat will have been generated in the coil to cause the thermostat-ic switch to open. Should the thermostatic switch remain closed after the motor generator begins to generate, current will continue to flow through the heater and magnet coils 96 and 103 by way of wire 147, contact 135, wires 145, 83, coil 96, wire 84, contacts 111, 110, element 107, wire throttle 97 to the intake of the 106, coil 103, wires 105, 146, 148 to motor generator.

Although the mode of operation of the charge forming apparatus may be understood from the foregoing description read in the light of the drawings, a brief explanation will now be given under conditions prevailing: (1) lVhen the engine is running normally; lVhen the engine is started in an atmosphere above say 40 F.; )Vhen the engine is started in an atmosphere below say 40 F.

(1) When the engine is running normally, and is therefore warm so that fuel vaporizes readily, the thermostatically controlled contacts remain open and no current flows through heating coil 96 or magnet coil 103. At this time therefore the heater is cold and the baille or throttle Wide open. The regulating valve 116 is adjusted to a position suitable for the prevailing temperature conditions and the demand of the engine. The engine controlled force fuel feed device, of whatever type it may be, is in operation delivering fuel constantly through pipe t to carburetor fuel reservoir 21, so that fuel is kept therein level with the top of Weir 41, this level being indicated by the dot and dash line a-a in Fig. 6. There is now no fuel in the primer tank 59. The pressure due to the head of fuel in reservoir 21 causes fuel to spurt upwardv through the contracted duct in nozzle 50 into .the passage 48 which now functions as a primary mixing chamber, inasmuch as the pumping action of the engine produces a pressure lower than atmospheric in passages 26, 27 and 48, and atmospheric air rushes through openings 58, tube 54, passage 52, annular passage 49, pulverizing and mingling with the fuel issuing from the mouth of nozzle 50. rThe mixture of finely subdivided fuel andair Hows through well 48 nowfunctioning as the primary mixing chamber into primary mixture passage 27, thence past the valve 116 into secondary mixture passage 26 where it is met by an auxiliary current of air rushing upward through the Venturi fixture, the nal relatively lean mixture then passing open engine.

(2) When the engine stops, as when switch 143 is opened, the feed of fuel to reservoir 21 of course ceases and the pressure in said reservoir and in passages 26, 27, 48, and all connected spaces becomes equal to that of the external air. Gravitation then acts upon the fuel in reservoir 21 causing it to issue from nozzle 50 thence it flows through passages 49, 52, 53, tube 54, orifices 650, 655, 65a, and 65 into the chamber within primer tank 59, and fuel rises then in passage or fuel well 48 until the level is the same in reservoir 21, primer tank 59, tube 54 and fuel well 48. The capacity of primer tank and connected passages is so proportioned with respect to the capacity of carburetor fuel reservoir 21 indicated by dot and dash line b-b in Fig. 6. Assuming now that the temperature of the atmosphere surrounding the plant is above say 40 F. and that it is desired to start the engine; the thermostatic controlled contacts are now open, the heater in well 48 is cold, the magnet coil 103 unenergized and baffle or throttle 97 wide open. When the motor generator, upon closing of switch 132, rotates the engine, the suction thereof will reduce pressure in passages 26, 27 and fuel well 48 thus drawing the priming supply from said fuel well into and through the passage 27 past the valve 116 into the secondary passage 26 where it meets and mingles with a strong current of air, forming a combustible mixture which then enters the engine intake, more priming fuelflows from priming tank 59 into the well 48 supplemented of course by fuel from the reservoir 21 issuing through nozzle 50. The force fuel feed also is now in operation delivering fuel into said reservoir 21. As the suction strokes of the engine iston continue the supply of priming fuel 1n tank 59 falls lower and lower as does accordmgly also the depth of fuel in well 48 on successive piston strokes. Furthermore, as the revolutions of the engine continue, priming fuel is delivered to the well 48 at a decreasing rate owing to the decreasing size of the orifices in tube 54, until finally, all of the priming fuel is sucked from tank 59 and connected passages. Air passes through tube 54, passages 52 and 49 and atomizes fuel issuing through nozzle 50 mingling with it in Well 48 which now acts as a primary mixing chamber. The apparatus from then on functions as described under paragraph (1).

(3) Assuming now the engine has been stopped and the fuel in the carburetor fuel reservoir 21, priming tank 59 and fuel -well 48 to be as described in the preceding paragraph under conditions (2); that the temperature of the surrounding atmosphere is below say 40 F.; and that it is desired to start the engine. Upon closing the switch 132 the motor generator rotates the engine, which draws priming fuel from the well 48 in the manner described under assumed conditions (2). But as the temperature controlled contacts 111 and 110 v are now closed the heater in well 48 becomes hot and heats the liquid fuel therein (in 1 which the heater` is at first partially submerged) and the ulveiized fuel passin therethrough. The iiaflie or throttle valve 9 is now turned to obstruct the stream flowing through passage 26 and receives the impact of liquid fuel particles breaking them into finer particles, and also becomes wet with fuel which is absorbed by the strong current of air drawn into the lower end of passage 26 and around and past the baffle to the engine intake. By the time the engine gets to runthat the level will now be substantially as. ning normallythe-coil 103 will have generdate sufficientdaeat to open the contacts 111, 110 and theheat of the normally operating engine will thereafter keep them open, so that the heater ceases to function as a heater and the throttle or baffle valve 97 will open wide, whereafter'the apparatus operates as described under condition It will beunderstood that the regulating valve 116 will be set by hand to the position best suited to thedemands of the engine which may be determined empirically. If the thermostatic regulatorv shownvuingFigs. 9 and 10 be used, minor modifications of setting in 'response of temperature will be automatically effected.

The described vcharge forming apparatus will obviously operate in conjunction with a plant in which the engine is automatically started in response to the demandsof the system in the same manner as when used irieonjunction with a manually controlled starting motor such as is illustrated in Fig. 18.

While the embodiment illustrated and described is that which is now preferred, it is to be understood that it is exemplary only and that the invention may be embodied in other forms within the scope of the appended claims without departing from the principles thereof.

I claim:

l. A charge forming device for internal combustion engines having in combination a mixture passage, fuel and air inlets for said mixture passage, main and secondary fuel chambers for supplying fuel to said mixture passage, said secondary fuel chamber being automatically supplied with fuel only after the engine is stopped, and of a capacity sufficient to supply fuel to the engine for a material period after the engine is started and means whereby said secondary chamber is rendered ineffective to supply fuel to the en gine after the latter has operated for a predetermined time.

2. A charge forming device for internal combustion engines having in combination a mixture passage, fuel and air inlets therefor, a main fuel chamber adapted to supply fuel to said mixture passage during normal operation of the engine, and a secondary fuel chamber adapted to be automatically supplied with fuel only when the engine is stopped and to supply additional fuel to the mixture passage immediately after the engine is started, said secondary fuel chamber being of sufficient capacity to supply fuel' to the mixture passage until the engine becomes heated enough to operateefficiently on the normal fuel mixture, and means whereby said secondary fuel chamber becomes ineffective to supply fuel to the engine after said engine is heated sufliciently to operate eiiiciently on the fuel supplied thereto from the main fuel chamber. 3.v A charge forming device for interval dit combustion engines having in combination a mixture passage, fuel and vair inlets for said mixture passage, main and secondary fuel chambers for supplying fuel to said mixture passage, said secondary fuel chamber being adapted to be supplied with fuel only after the engine is stopped, and of such capacity that its supply of fuel is exhausted after the engine has operated .for a predetermined time, and means for effecting a flow of fuel from the secondary fuel chamber at a decreasing rate.

t. A charge forming device for internal combustion engines comprising a mixture passage, fuel and air inlets therefor, a main fuel chamber for supplying fuel thereto, 'a secondary fuel chamber therefor, which 1s adapted to be supplied with fuel only when the engine is stopped, said fuel chamber being rendered ineffective to supply fuel after the engine has been runningI an appreciable time and being of such capacity that it'supplies fuel until the engin e becomes relatively hot, a heating device fier heatingl the fuel delivered to the engine while the secondary fuel chamber is being emptied, and means for rendering said heating device ineffective at substantially the saine time the secondary fuel chamber becomes ineffective. v

5. A charge forming device for internal combustion engines comprising a mixture passage, fuel and air inlets therefor, a main fuel chamber for supplying fuel thereto, a heating device for heating the fuel delivered to the engine until the engine becomes rela,- tively hot, means for rendering the heating device ineffective when the engine reaches a predetermined temperature, a secondary fuel chamber adapted to be supplied with fuel when the engine is stopped, said secondary fuel chamber being of suiiicient capacity to supply fuel to the engine for an appreciable time and means whereby said secondary fuel chamber becomes ineffective to supply fuel to the engine substantially when the latter reaches said temperature.

6. ln a charge forming device for internal combustion engines, a main intake passage, a fuel mixturel passage communicating therewith, main and secondary fuel inlets for supplying fuel tosaid mixture passage on starting of the. engine, a main fuel chamber connected with said main fuel inlet and a secondary fuel chamber connected with said secondary fuel inlet and adapted to be supplied withfuel from said main fuel chamber only when the engine is stopped, said secondary fuel chamber being of such capacity that its supply of fuel is exhausted after the engine has operated for a predetermined time.

7. In a charge forming device for internal combustion engines, a main intake passage, a fuel mixture passage communicating therewith, main and secondary fuel inlets for supplying fuel to said mixture passage on startassesses ing of the engine, a main fuel chamber connected with said main fuel inlet, and a secondary fuel chamber connected with said secondary fuel inlet and adapted to be supplied With fuel from said main fuel chamber` only when the engine is stopped. said secondary fuel chamber being of such capacity that its supply of fuel is exhausted after the engine has operated for a predetermined time and being so connected to the secondary fuel inlet that the flow therefrom decreases at a varying rate.

8. In a charge forming device for internal combustion engines, a main intake passage, a fuel mixture passage communicating there- With, main and secondary fuel inlets for supplying fuel to said mixture passage on starting of the engine, a main fuel chamber connected with said main fuel inlet, a secondary fuel chamber connected With said secondary fuel inlet and adapted to be supplied with fuel from said main fuel chamber only When the engine is stopped, said secondary fuel chamber being of such capacity that its sup-f ply of fuel is exhausted after the engine has operated for a predetermined time, and a plurality of outlet ports in said secondary fuel chamber of varying sizes. said ports bein successively rendered ineffective as the said chamber is emptied.

9. ln a charge forming device for internal combustion engines, a main intake passage, a fuel mixture passage communicating therewith, main and secondary fuel inlets for supplying fuel to said mixture passage on starting of the engine, a main fuel chamber connected with said main inlet, a secondary fuel chamber connected with said secondary fuel inlet and adapted to be supplied with fuel from said main fuel chamber only when the engine is stopped, said secondary fuel chamber being of such capacity that its supply of fuel is exhausted after the engine has operated for a predetermined time and an outlet pipe in said chamber for delivering fuel to said secondary fuel inlet and provided with a plurality of outlet ports at dierent levels, said ports decreasing in size toward the bottom of the fuel chamber whereby the flow of fuel from said secondary chamber decreases at a progressively decreasing rate.

l0. In a charge forming device for internal combustion engines, a main intake passage, a fuel mixture passage communicating there- With, main and secondary fuel jets admitting fuel to said mixture passage, a main fuel chamber for supplying fuel to said main fuel inlet, a secondary fuel chamber for supplying fuel to said secondary inlet and adapted to he emptied Whenever the motor `is started, said secondary fuel chamber being positioned Within the main chamber and arranged to be filled by a reverse flow through the secondary fuel inlet Whenever the engine is stopped.

l1. ln a charge forming device for internal combustion engines, a main intake passage, a main fuel chamber, a fuel mixture assage communicating with said main inta e pas- V being connected with said mixture passage at a oint below the fuel level in said main cham er, whereby said secondary fuel chamber is filled by a reverse flow through said secondary fuel inlet when the engine is stopped.

12. In a charge forming device for an internal combustion engine, an intake passage, main and secondary fuel inlets to supply fuel to said intake passage when the engine is started, a main fuel chamber for supplying fuel to said main fuel inlet, and a secondary fuel chamber connected with said secondary fuel inlet and adapted to be supplied with fuel only when the engine is stopped, said fuel chamber being emptied of fuel after the engine has been running an appreciable time, and being of such capacity that it supplies fuel until the engine has become relatively hot.

13. In a charge forming device for an internal combustion engine, an intake passage,4

main and secondary fuel inlets to supply fuel to said intake passage when the engine is started, a main fuel chamber for supplying fuel to said main fuel inlet, a. secondary fuel chamber connected with said secondary fuel inlet and adapted to be suppliedwith fuel only when the engine is stopped, said fuel chamber being emptied of fuel after the engine has been running an appreciable time and being of such capacity that it supplies fuel until the engine has become relatively hot, and a heating device for heating the fuel delivered to the engine while the secondary fuell chamber is being emptied.

14. In a charge forming device for an'internal combustion engine, a main intake passage, a primary mixture passage communicatternal combustion engine, an intake passage, main and secondary fuel inlets to supply fuel to said intake passage when the engine is stopped, a main fuel chamber for supplying fuel to said main fuel inlet, a secondary fuel chamber connected with said secondary fuel inlet and adapted to be supplied with fuel only when the engine is stopped, said fuel chamber being emptied of fuel after the engine has been running an appreciable time and being of such capacity that it supplies fuel until the engine has'become relatively hot, a heater for heating fuel delivered to the engine While the secondary fuel chamber is being emptied and means for rendering the heater ineffective when the engine reaches a predetermined temperature.

16. A charge forming device for internal combustion engines having in combination, a mlxture passage, fuel and air inlets therefor, an auxiliary fuel inlet for supplying fuel to sald mixture passage when the engine is started and for a material period of time subsequent thereto, and means for rendering said auxiliary fuel inlet. ineffective to supply fuel to the mixture passage after the engine has been operating for a predetermined time.

In testimony whereof I hereto affix my signature.

FRED E. ASELTINE.

ing therewith, main and secondary fuel inlets for supplying fuel tosaid mixture passage on starting of the engine, a main fuel chamber connected with said main fuel inlet, a secondary fuel chamber connected with said secondary fuel inlet and adapted to be filled with fuel only when the engine is stopped, said secondary fuel chamber being of such capacity that its supply of fuel is exhaustedy after the engine has operated for a predetermined time and a heater positioned in the primary mixture passage for heating the fuel supplied thereto while the secondary fuel chamber is being emptied.

15. In a charge forming device for an in-

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