US995074A - Priming attachment for carbureters. - Google Patents

Description

T. J. MGGARTHY.

PRIMING ATTACHMENT POP. GARBURBTBRS.

APPLIOATION FILED MAY 21, 1910.

THOMAS J. MCCARTHY, OF DETROIT, MICHIGAN, SSIGNOR TO STAR URETOB. CO.,

OF DETROIT, MICHIGAN, A CORPORATION OF DELAWARE.

PRIMING ATTACHMENT FOR CARBURETERS.

Specification of Letters Patent.

Patented June 13, 191i.

To all 'whom it may concern:

Be it known that I, THOMAS J. MoCAirrHr, a citizen of the United States, residing at Detroit, in the county of Wayne, State of Michigan, have invented certain new and useful Improvements in Priming Attachments for Carbureters; and I do declare the following to be a full, clear, and exact description ofnthe invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the characters of reference marked thereon, which form a part of this specification.

VThis invention relates to a priming attachment for carbureters adapted for use in connection with internal combustion engines, and Aconsists in the construction and arrangements of parts hereinafter more fully set forth and pointed out particularly in the claims.

The object of the invention is to provide simple and efficient means associated with a carbureter, whereby a priming charge of asolene or other combustible fluid, maybe injected into the intake pipe of :in explosive engine in proximity to the intake valve, or the opening in the cylinder wall through which the explosive charge is introduced to the cylinder, thereby insuring the in troduction into the cylinder of a suiiicient quantity of the combustible fluid to enable the engine to be readily started when the teinpeiature is low, or after the engine has remained idle for some time.

The above object is attained by the association and arrangement of parts illustrated in the accompanying drawings, in which-- Figure 1 is a fragmentary view, mostly in section, showing a carbureter connected with theintake pipe of an engine and my improved priming device connected with the caibureter and leadin into said intake pipe. Fig. 2 is a detail in horizontal scction, as on line 2 2 of Fig. 1. Fig. 3 is an end elevation of a fitting .through which passes the stem oi the plunger which controis the ow of fuel through the priming tube.

Referring to the characters of reference, 1 designates a fuel reservoir of a carbureter having therein the usual iioat 2 from which depends a stem 3 having at its lower end a ball valve 4 which lies within the fuel supply chamber 5 and is adapted to seat around the opening 6 leading into said reservoir, whereb the fuel in said reservoir may be maintained at any predetermined level, as will be well understood in the art. Leading from the fuel reservoir of the carbureter is a feed nozzle 7 which extends into the ver- -tical air passage way 8 within the pipe 9.

At the upper end kof said pipe is the usual throttle 10 actuated through the medium of a lever 11. The intake pipe 12 of the engine is connected with t-lie upper end of the pipe 9 of the carbureter and forms a mixture intake passage 13 leading to the intake port of the cylinder. A valve 14 controls said intake port and is lifted from its seat by the inspirations of the engine, permitting the explosive charges to enter the cylinder 15.

The fuel supply tank 16 is connected to the chamber 5 of the carbureter by a feed pipe 17, which is joined to a fitting 17 a by a union 17, said tank being elevated to afford suficient hydrostatic pressure to insure a forced feeding of the fuel.

Formed integral with the bottom portion of the fuel reservoir 1-of the 4carbureter is a tubular member 18 having a chamber 19 therein which communicates with the chainber 5 through an opening 20. l/Vithin the chamber 19 is a plunger 21 upon which is mounted a coiled spring 22 confined upon said plunger by a collar 23 fast to said plunger at one end, and bya gland 24 which screws into the outer end of the tubular member 18 and engages a washer 2&3 bearing against the other end of said spring. The outer end of the plunger 21 passes through said gland such distance as to enable an actuating rod, not shown, to be connected therewith. In the inner end 'of the gland 24 is a stuffing box 25 to prevent the escape of Huid around the plunger 21. The tension of the spring 22 is normally exerted to hold the inner end of the plunger seated over the opening 20, thereby preventing fluid from the chamber 5 entering the chamber 19. Communicating with the chamber 19 is a tube 26, the upper end of which enters the air pipe 9 above the throttle ad; jacent its point of communication with the intake pipe of the engine.

Formed in the outer end of the gland 24. is a recess 27 adapted to receive the pin 28 passing through the plunger 21. The recess Yso 27 is narrow so that when the plunger is drawn outwardly against the action of the spring 22 and slightly rotated, the pin 28 will engage across said recess and hold the plunger in its retracted position, thereby allowing the fuel from the supply tank to flow through the pipe 17, the chamber 5, and from the chamber 5 into the chamber 19, and thence through the tube 26 into the intake pipe of the engine, into which thc fuel will spurt from the mouth of said tube with 4considerable force, depending upon the degree Aof elevation of the tank 16. By this arrangement, when the engine is cranked to cause an inspiration, a quantity of the iuid fuel will be carried past the valve LL into the engine cylinder, insuring the entrance Vof suiicient fuel to cause an explosion when the temperature is low, or under conditions when the introduction of an explosive charge into the cylinder is extremely diiiicult, enabling an engine by the use of this device, to be quickly and easily started. Upon releasing the plunger, the spring 22 will'return it to its seat, thereby stopping the fiow of fuel through the tube 26.

Havin thus fully set forth my invention, what I c aim as new and desire to secure by Letters Patent, is Y l. In an internal combustion engine, the combination of a cylinder formed with ,an intake pipe, a carbureter in communication with the intake pipe, the said carbureter being formed with a float chamber, a fuel supply chamber provided with a fittin having an auxilia chamber therein whic communicates wlth the fuel supply chamber, a liquid ,fuel reservoir in communication with the fuel supply chamber and arranged to supply fuel thereto under pressure, a valve automatically controlling communication between the -fuel supply chamber and the oat chamber of the carbureter, a pipe leading from the auxiliary chamber to the intake pipe of the cylinder, and a second valve controlling communication between the fuel supply chamber and the auxiliary chamber, the said second valve being normally closed and being adapted to be opened when starting the engine to provide a continuous supply of fue direct from the reservoir to .the intake of the c linder independent of the float chamber o the carbureter.

2. In an internal combustion engine, the combination of a cylinder formed with an intake pipe, a carbureter in communication with the intake pipe, the said carbureter being formed with a float chamber, a fuel supply chamber provided with a tting having an auxiliary chamber therein which communicates with the fuel supply charn- `bier, a liquid fuel reservoir in communication with the fuel supply chamber and `arranged to supply fuel thereto under pressure, a valve automatically controllingcommunication between the fuel supply chamber and the floatchamberof the carbureter, a pipe leading from the auxiliary chamber to the intake pipe of the cylinder, a second valve controlling communication between the fuel supply chamber and the auxiliary chamber, a spring normally holding the second valve in a closed position, and means for opening the said second valve when starting the engine to provide a continuous supply of fuel direct from the reservoir to the intake of the cylinder independent-of the Heat chamber of the carbureter.

3. In an internal combustion engine, the combination of a cylinder formed with an intake pipe, a carbureter in communication with the intake pipe, the said carbureterbeing provided with a iioat chamber, a fuel supply chamber and with a fitting having an auxiliary chamber therein which communicates with one side of the fuel supply chamber, a gland closing the outer end of the auxiliary chamber, a pipe leading from the auxiliary chamber to the intake of the cylinder, a liquid fuel reservoir arranged to supply fuel under .pressure to the fuel supvalve being formed with a stem which proe jects through the gland and constitutes a means for opening the valve, and a spring normally tending to close the valve, the said valve remaining closed while the engine is in operation and being adapted to be opened when starting the engine to provide a continuous supply of fuel from the reservoir to the intake of the cylinder.

In testimony whereof, I sign this specilication in the presence of two: witnesses.

THOMAS J. MCCARTHY. Witnesses:

FREDERICK McNAUGHToN, WM. GRUNST.

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