Патент USA US2116596код для вставки
May 10, 1938. I, E, COFIEY‘ - AUTOMATIC FUEL VAPORIZER AND AUXILIARY FUEL 2,116,596 SUPPLY FOB. INTERNAL COMBUSTION ENGIGINEIS Original Filed Jan. 28, 1932 2. Sheets-Sheet 1 ' 80 82 7, \ v 76 7373 g - 54 58 .53 90 + 3 55 82 i 67 v 87 97 J, ‘:2 .50 .95 ‘ \jz 4? .96. .94 a a ,27/ 59 I __ 2a 5" ‘. a \1 - .30 ‘ ' ' I ‘ 33 ‘as .22 ~35 - .JJVVENTUR 34 29 _ 30 a; _ UFFE'Y 37 ' ~ v I 95 ?r “ M May 10, 1938. ' l |, E COFFEY » 2,116,596 AUTOMATIC FUEL ‘JAPORIZER AND AUXILIARY FUEL SUPPLY FOR INTERNAL COMBUSTION ‘ENGIGINES ‘2 Sheets-Sheet 2 Original Filed'Jan. 28, 1932 p. JVZXITUR ‘ JE-Z’DPFE? JIQ‘LZENEZKE. 2,116,596 Patented ‘May 10, 1938 4 UNITED STATES PATENT 0FFlCE__ , 2,116,596 ' ' n x AUTOMATIC FUEL VAPOIHZER AND AUXIL ' IABY FUEL SUPPLY FOB INTERNAL COM BUSTION ENGINES ' Irven E. Coffey, Pine Lawn, Mo. Application January 28, 1932, Serial No. 589,436 Renewed January 9, 193'! - dclalms. (Cl. 123-119) My invention relates to an improvement in the the electrical heat is discontinued, I provide an fuel supply for an internal combustion engine auxiliary fuel supply with additional air to‘ carry . i for the initial starting of a cold engine, and ap plies to the type in which a liquid fuel is vapor 5 ized or gasi?ed before entering the engine cylin ders. such vaporized and gasliied fuel. This forms a secondary object and feature of my invention. A third. feature of my invention is the provi- 5 sion of a thermostatic control for the secondary auxiliary supply whereby when the engine be an electric starting motor is used to rotate the crank shaft and reciprocate the pistons for cre 10 ating a suction to draw fuel into such cylinders from the carburetor. In order to increase the comes sufilciently hot to draw the fuel from the carburetor in a normal manner, the auxiliary fuel supply and the auxiliary air is cut off and 10 maintained in a cut of! condition while the en ?ow of fuel it is usually the practice to use a choke on the air intake which. functions to in crease, to a great extent, the amount of liquid 15 fuel in proportion to the air. Usually this fuel tures. However, the thermostatic control is op“ erative‘that should the engine cool to such an extent as to possibly make the starting dif?cult, 15 In the present practice of starting cold engines is not properly vaporized in the cold intake mani-' fold and a considerable proportion condenses in. the manifold. Also, the fuel is in the forni of a liquid vapor instead of gas enters the cylinder. 0 When the' gas becomes ignited and drives the engine to the release of the starting motor, the gine is running at its normal operating tempera the auxiliary fuel supply will come into operation with the auxiliary air to carry such supply, and on use or the starting motor electrical heat will be supplied to the auxiliary fuel and auxiliary air. In one form of my invention the hot gasi?ed 20 fuel is fed without theauxiliary air direct into condensed fuel is drawn into the engine, and as the intake manifold. An important feature of my invention is that’ it is commonly necessary to maintain the choke more or less closed until the engine becomes 'if the engine is at a su?icient temperature to 25‘ warmed, the fuel enters the cylinders in the form of a vapor instead of a ‘dry gas, which-vapors, especially when gasoline fuel is used, wash the lubricating oil from the cylinder walls and pass by the cylinders, diluting the crank case lubri 30 eating oil. Attempts have been made to remedy this defect by installation of electric heating ele . ments in the intake manifold but it is necessary to heat a large proportion of air compared with the amount of vaporized fuel; therefore, these 35 heaters are inefficient. Attempts have also been made to have an automatically actuated choke but this also has a disadvantage that it always functions even’ if through inadvertence the igni tion switch is not turned to the closed circuit 40 position, in which case the engine usually be comes iiooded with the condensed fuel. A main object and feature of my invention is at the same time the starting motor is energized to turn over the engine for starting, to inject 145' an auxiliary supply of fuel, preferably from the carburetor into the intake manifold, and to‘heat this fuel as it is atomized and vaporized, the heat ing preferably being done by an electrical heat ing element. In addition, I provide an auxiliary 50 air supply which functions to carry the fuel which is gasi?ed by heat, and thus provide a, dry gas with heated air for the initial starting of the engine. ‘ After the engine has been initially started and 55 the starting motor no longer functions, and also operate directly from the fuel drawn through 25 the carburetor on starting, although the elec tric heating element will be automatically heated, there will be no auxiliary gas or air supply drawn through the heating device. ’ The operations of my invention may be accom- 30 plished in various forms of appliances which may be installed on engines now in use or may be built into new installations. ' In the preferred form of my invention I may employ a piston operating directly as an auxiliary 35 fuel pump, this piston having a diaphragm which is subject to atmospheric air pressure and also to a moderate suction of the engine. With this ar rangement the auxiliary fuel and air supply de vice is placed in the cylinder in which the piston 40 operates in a position to be always in a normal cold position ?lled with the fuel, the device pref erably being arranged at substantially the level of the fuel in the carburetor. A piston or pump plunger operates in this cylinder which is filled 45 with the fuel. A diaphragm is connected to the piston and above the. diaphragm there is an auxiliary air connection. The piston carries one element of‘ a needle valve. preferably the seat, the needle being stationary and adjustable. Above 60 the needle valve there is an electrical heating unit, and above this unit a connection to the intake manifold, preferably below the throttle valve. with this arrangement, on energizing the starting motor, the solenoid pulls downward- 55 9,116,596‘ ' ly on the piston, the action being- to force the liquid fuel below the piston upwardly through the n‘ dle valve and inject this into an auxiliary str 01' air and subject the air and the fuel to the electric heating unit. The dry vaporized gas‘thus formed passes through the intake mani fold to the cylinders of the engine. In this con struction, also, I provide a thermostatic control for the auxiliary air, this supply ‘being normally the additional fuel supply and at the same time this fuel supply is heated and forms a dry gas. Therefore, the closing of the starting motor switch performs two functions of energizing the starter and providing a heated dry gas for the 5 initial starting of the engine. My invention com prehends that instead of using the starting mo tor switch to energize the solenoid and the elec tric heating coil I may use an entirely sepa 10 open when the engine is cold, but as the auxiliary rate switch devoted solely for this, purpose, or 1. air supply becomes heated and the engine heated. , utilize the ignition switch of the ignition circuit. the auxiliary supply is shut off. On shutting oil of the air supply the fuel supply through the needle valve is stopped. Therefore, when the 15 engine runs suinciently hot to draw fuel from the carburetor, my device is inoperative to supply auxiliary fuel and auxiliary air, but when the I also contemplate having the solenoid and the heating circuits either in series or parallel with a common switch, or a separate switch may be utilized for either feature, thus having these 1‘ circuits independent. engine is cold and while it is .warming up, first the auxiliary fuel heated to form a dry gas is supplied and then an auxiliary‘ fuel without be ing heated is supplied, unless the heating circuit My invention is illustrated in connection with the accompanying drawings, in which: Fig. l is a diagrammatic illustration of the fuel supply and starting system of the engine ~90 with my auxiliary fuel device illustrated in ele is closed. vation; I - _ In another form of my invention I utilize a pis ton operating in a cylinder. This piston is nor 25 mally held in an inoperative position by coun terbalanced spring. The piston is under the in ' ?uence of a solenoid which is connected into the starting motor circuit, preferably as a parallel ‘circuit so that on energizing of the starting mo 30 tor the solenoid is energized to shift the piston. At the same time an electric heating unit also in circuit with the solenoid is energized to pro The caused by the turning of the engine by the starting motor 85 draws the liquid fuel preferably from the car vide electrical heat. suction_ buretor through a needle valve controlled by ' and preferably built into the piston. As the fuel passes through this valve, it is atomized and im mediately subjected to the hot electrical heating unit. In this case when the engine is cold there is no auxiliary air supply but the hot gasi?ed fuel is injected directly into the intake mani fold and mixed with the in?owing air through the carburetor. The secondary fuel supply con 45 tinues to function after the starting motor cir cuit is open by the engine operating under its ‘own power unless the suction is sumcient at this stage to close the needle valve. In the second form of my invention above de 50 scribed in which the liquid fuel is subjected to the electric heating element and thus discharged into the intake manifold as the ‘hot dry gas, the suction for bringing the ‘fuel to the needle valve is created by the suction in the manifold. 55 An auxiliary air supply is provided but when p the engine is cold this is cut o? by a thermo static control. However, as the engine becomes ' heated, the auxiliary air, which is preferably heated by the exhaust manifold, operates the 60 thermostatic control to open the air supply to the needle valve, which breaks the vacuum and stops the suction of the fuel or materially lessens the flow of such fuel. After the engine is run - Fig. 2 is a vertical section through my auxiliary fuel device; Fig. 3 is a detail horizontal section on the line 25 3-3 of Fig. 2 in the direction of the arrows; Fig. 4 is a detail horizontal section on the line 4-4 of Fig. 2 in the direction of the ar rows: ~ Fig. 5 is a diagrammatic illustration of another adaptation of my invention; . Fig. 6 is a vertical section through the alterna tive form of. my invention illustrated in Fig. 5; Fig. 7 is an enlarged vertical section of the pis ton, needle valve, and air control; ' , Fig. 8 is a detail horizontal section on the line 8-8 of Fig. 7 in the direction of the arrows; Fig. 9 is a detail horizontal section on the line 9—-9 of Fig. 7 in the direction of the arrows. Referring ?rst to the illustration of Fig. l, the engine block with the engine cylinders is indi cated by the numeral II, the intake manifold l2, the exhaust manifold by IS, the carburetor by I4_, such carburetor being indicated as having a choke valve l5 and a. throttle valve l6, these latter being of conventional type. While the carburetor is illustrated as of the up draft type, my invention applies equally to a down draft type of carburetor. The starting system indicates a. starting mo— tor I1 and a. starting switch l8. This is illus trated as having a bridging piece l9 which con nects to the contact points 20 and 2|. The con tact 20 is indicated as havinga, lead 22 to the storage battery 23, such being a source of sup ply, the negative side of this battery being grounded at 24. The contact 2| has a lead 25 to the terminal 26 of the starting motor. Referring particularly to the device of my in vention shown in detail in Figs. 2, 3, and 4, I em ploy a casing structure 21 which may be at tached to the engine block in any suitable man ner or, if desired, supported from the carburetor. ning and the thermostatic control heated, the This has a. cylinder 28 therein which is pref 65 auxiliary air valves are wide open and will func erably made of brass. A closure plug 29 is tion to add a slight additional amount of air screwed into the lower end of the cylinder and 65 to the intake manifold, but as the suction on has a packing gasket 30 engaging the case this manifold tends to close the needle valve, and forming a liquid-tight seal. A fuel supply there is an automatic regulation of this additional pipe 3| is connected to a nipple 32 at the lower 70 air supply. Such supply, however, is insu?icient end of the plug. This plug is provided with a to interfere with the normal operation of the check valve 33, such valve being formed by utiliz 70 engine. ing a large bore 34. A tube 35 is threaded into A main characteristic in my invention in any this bore and has a valve seat 36 on which a of its forms is that the closing of the starting' ball check valve 31 is seated. A pin 38 limits 75 motor circuit operates the solenoid .to provide the upward movement of this ball. A small bore 75 3 2,116,596 a 39 leads, through the upper end of the plug ‘into the case 21. A stop 81 on this wall limits the movement of the free outer end of the thermo the fuel chamber 40. The ‘fuel pump comprises a loose ?tting, cyl . static strip. I‘employ an electric lead 92 which inder or plunger 4! preferably having a number is illustrated as connected to a selector switch 92' of vertical grooves 42. This has a recess 43 at connecting to a source of power and ground. the bottom ‘and is urged upwardly by a compres _ The solenoid has a ?rst terminal 93 to which the sion spring M seated in this recess and bearing on lead 92 connects, and a second terminal 56, this the plug 29. A diaphragm $5 is attached at its extending through the case 21, and an electrical periphery to the connecting ?anges 46 of the case, 10 the case thus having a lower and an upper sec tion. The center portion of the diaphragm bears on a shoulder ti on a piston or plunger M. A threaded nut 58 threaded on the plug t9 clamps the center portion of the diaphragm and this is 15 held by a lock nut 50. The nut it has a. plurality of outwardly projecting ?ngers M. The cylinder or plunger M has a fuel duct 52, which duct is carried upwardly by an upwardly extending small i’uel tube 53, this arising above the plug 159, and is 20 provided with a valve seat 54 forming a needle valve as hereinunder detailed. ‘ lead '95 connects to the terminal so. ‘ In my invention the chamber below the dia 10 phragm designated 96 may be considered. with the chamber 40 as the fuel chamber because the _ device is installed at substantially the level of the fuel in the carburetor so that the fuel seeking its own level will rise'past the check valve 33 and 15 into the fuel duct 52. The arrangement, how ever, must be such thatsthe needle valve seat 54 is never below the level at which the fuel would rise in the auxiliary fuel device when the liquid seeks its own level. The upper part of the cham 20 her 9'! above the diaphragm-may be considered The casing 2'? has a cylindrical upwardly pro jecting portion 55 with a tube 56 extending there— above. This tube has a head 5‘? in which is threaded the plug 58 to which is connected the stem b3v of the needle til, which forms the needle as the air chamber. valve operating in connection with the needle winding iii, terminal 95, lead 915, terminal 93 to The manner of operation and functioning of my device is substantially as follows: ‘When the selector switch M’ is closed, the cur 25 rent ?ow is by lead 92 to terminal 93, solenoid 89 through closed contact 88 to thermostat coil 86 when this is cold, through terminal 84 to heating element 82 and ground at 85. The cur-. so rent through thermostat 86 heats and expands this, which, together with the heated air drawn from around the exhaust manifold at 66 through pipe 55 causes the thermostat to actuate the air 35 35 ‘The air supply employs an intake air pipe 85 _ valve iii and also to open contact at tit. Presuming the engine is cold, the compression which has a heating coil 6t surrounding the ex spring [it maintains the combination piston and haust manifold. This pipe has an open‘ end ex posed to atmosphere. A rotary air valve desig plunger (ii in an elevated position, the limit to nated by the assembly numeral 67 is constructed movement being by the ?ngers 5! engaging the 40 in the upwardly projecting portion 555 of the case. bottom‘ plate til of the rotatable air valve 6?’. This has a cylindrical wall 58, a bottom closure When in this position the stem of the needle valve plate 5d, a top plate ‘it, this having a sleeve it is adjusted so that the needle valve is closed or through which the stem 59 of the needle extends. _ substantially closed and in this position the ports The top is provided with a series of ports it which ‘52 and “it are in registry. The thermostatic strip are adapted to register with ports ‘it in the closed is cold so that the free end 88 is in contact with 45 top ‘it of the upwardly projecting portion 55 of the contact point 89 of the terminal 93. In this position the chamber til below the plunger iii and the case. The side wall 88 is provided with a plu rality of circumferential slots ‘is, through which the chamber 95 below the diaphragm are ?lled valve seat M. A knurled head ti allows adjust-‘ ment of the stem and, hence, of the needle in preference to the needle valve seat. A nipple 62 is connected to the tube 5% and to this nipple there is a fuel pipe 63 which leads to the intake manifold M, preferably below the throttle valve indicated it. extend stop screws ‘it. These screws limit the rotation of the valve and also support the valve ‘ in the upwardly projecting portion 55 of the case. with liquid fuel. ‘ When the starting switches are actuated to the 50 closed circuit position, a circuitis closed to the starting, motor which rotates the crank shaft and The bottom 69 of the valve is provided with an opening ‘ll from which extends upwardly a tube ‘ reciprocates the pistons and to the ignition cir~ ‘i8,which tube has an inturned flange end l9,there cuit is also closed. At the same instant the sole 55 being a small annular opening til between this noid Si is energized and a current is conducted ?ange and the tube 53 which carries the seat of through the bi-metallic thermostatic strips to the heating coil 82, which is designed to substan the needle valve. The electrical system employs a solenoid iii, tially- instantly become hot. The solenoid ex the winding of which is indicated 'as being on erts an attraction on the cylinder or plunger M till the outside of the cylinder 28 in the lower portion which functions as the armature of the solenoid of the case 21. An electrical heating coil 82 is and draws this downwardly, this action also pull mounted in the air valve 61. There is illustrated ing down on the diaphragm, causing this portion of the device to operate as a pump and force the a terminal 33 which extends through the cylin drical wall 68. The lower end of the heating coil liquid fuel ‘in the chambers til and Q6 upwardly through the liquid ‘duct 52 and through the 65 is connected to this terminal at tit and the upper end is connected to the sleeve ‘ii at'85. needle valve at the top of the tube 53 where the Thus, the heating coil may rotate with the air ?ne atomized fuel immediately comes into con valve housing. The thermostatic control is by tact with'the heating coil 82. As the pistons are means of a bi-metallic thermostatic strip 86, reciprocating they create a suction in the intake 70 which is arranged in the form of a spiral, one end manifold but as the auxiliary fuel pipe 63 is con: being connected at 81 to the insulated terminal nected below the throttle valve, that is, on the 83 on the outside of the valve 61. The opposite carburetor side of such valve, there is but a slight end has an outwardly bent ?nger 38 which op suction. This, however, is sui?cient to draw at 2:5 erates between the contact 89 of electric terminal 90, which terminal extends through the wall of 55 60 65 70 mospheric air through the air pipe 65 into the chamber 91 above the diaphragm. This air 75 4 9,116,598 blows upwardly through the annular opening 80 surrounding the needle valve, causing an imme diate mixture of the air and the fuel, both being subjected to the heating action of the heating coil. This heating action immediately changes the atomized liquid fuel into a dry gas which is drawn through the intake manifold into the en gine cylinders. This action takes place without the closing of the choke valve I5. , . The secondary action of my device is ‘after the engine is started and the starting switch I3 is opened, in which case the solenoid is deener gized, as is also the heating coil. The spring 44 then forces the piston or plunger upwardly but, 15 as above mentioned, when this is in its upper position the needle valve is partly opened. The auxiliary air with a reduced amount of liquid fuel is then drawn by suction through the ports 12 and ‘I3, which are open, and the fuel pipe 63 into the intake manifold. This gas is not auto ma'ticaliy heated, however. At the same time the engine draws fuel directly from the carburetor and the exhaust manifold becomes heated, and by means of the heating coil 66 heats the air through the pipe 65. As the air becomes heated in the chamber 81 the thermostatic strip 86 is heated and expands so that the free end 88 moves from the contact end 88 of the terminal 80 and abuts against the stop 9i. The further expan sion of the thermostatic strip then causes the’ rotation of the valve 61, bringing the ports ‘I2 and 13 out of registry and stopping the upward flow of air and vaporized fuel. In addition, the conduction of heat from the engine block tends to heat the thermostatic strip so that as long as the engine is running normally and drawing fuel from the carburetor with the engine hot, the the tube I", this sleeve being contracted at the upper end I23 with an inwardly turned ?ange. At the lower end of the sleeve there is a cup I24 with-an upwardly extending ?ange I25. This ?ange has an arcuate notch I26, into which ex cu tends a pin I21 ?tted in the wall of the piston. To this cup and at the bottom there is secured the lower end of a helically wound bimetallic thermostatic strip I28. The upper end I29 of this strip is secured to~the piston, preferably tov 10 the top. The tube III has a series of ports I30, and the sleeve I22 has ports I3I, these ports be ing adapted to align for flow‘ of air. The air in take is by means of an air duct I32 through the top I04, there being an air tube I33 connected to. this duct, and this air tube has a heating coil I34 wound around the exhaust manifold. There is an air chamber I35 between the piston ' and the cover I04. The piston is provided with counteracting or counterbalaneing springs, there being a lower spring I36 which rests on a washer I31. This washer is connected to a ring I38 on the inside, and on the outside rests on a split ring I39 which ?ts in an annular groove I40 in the lower end of ‘the cylinder IN. The upper end of the spring bears on the shoulder ill of the piston. Above the piston there is a second spring I42 which at its lower and bears on the cup I24, and its upper end is seated in a recess I43 in the cap or cover I04. It is to be noted that the sleeve I I I is free ly rotatable on the lower end of the cylinder _IOI and it is provided with a wrench grip head I44‘ to effect this rotation for a purpose hereinunder detailed. A packing washer I45 ?ts between the head I44 and the bottom plate H0. The automatic heating arrangement utilizes ports ‘I2 and ‘I3 are maintained out of registry and a tubular housing designated generally by the thus the valve 6'! closed. numeral I46. ' Should the engine stop and be started while the engine is still hot and the thermostatic strip‘ 86 still hot, the circuit is broken at 88 and SI, This has an uppersection I41 pro viding a relatively large chamber I48, and this 40 has a screw threaded connection I49 with the sleeve III. A set screw I50 allows clamping to hence, neither the solenoid nor the heating coil is I gether of these parts. energized and no auxiliary fuel fed to the engine. In the construction illustrated in Figs. 5 through 9, the air valve control device designated generally by the numeral I00 employs a cylinder IOI at the upper end of which there is a solenoid I02, thewindings being indicated, and outside of 50 this solenoid there is a cover or case I03. A clo sure head I04 is secured to the top of the case, and in a large recess I05 there is threaded a tubular plug I06. This plug has a nipple I01 to which is connected a gasoline feed tube I08, this tube be 55 ing indicated as connected to the‘ carburetor at the base thereof at I08. A bottom closure H0 is connected to the lower end of the case I03 and connects to the cylinder IOI. A sleeve III is fitted on the lower portion of the cylinder and is retained in position by a ring II2 secured to the lower end of the cylinder IN. A piston II3 - A depending tube I5I is screw threaded and threads into the intake manifold. An end plate 45 I 52 is secured to the depending portion I Si by pins I53, there being spacers I54. This provides a plurality of radial slots I55 for discharging in the intake manifold. A packing gasket I56 is provided outside of the intake manifold. An 50 electric heating coil I5'I ‘has its lower .end I58 connected to the closure member I52, this form- _ ing a ground connection. To the upper end there is a lead I56 which is connected to an insulated connector I60 which extends through the wall of 55 the upper section I41. An electric lead I6I ex tends from this connector I60 and to one end I62 of the solenoid coil. The opposite end of this coil has a lead I63 which is illustrated as'being connected to a lead I64 from the starting motor 60 switch I8 and the connection 26 of the starting (note Fig. '7) slides in the cylinder I 0|. This motor I'I. Therefore, when the starting motor piston has a downwardly projecting portion II4. switch is closed to energize the starting motor, the A relatively small bore “5 extends upwardly solenoid is energized and also the heating coil. 65 through theportion II 4 of the piston and there The needle valve construction employs a valve is a relatively large bore H6 at the top or at the seat ‘I65 which is formed in the' ?xed tube II5 65 piston proper. A ?xed fuel and air tube II‘I ex‘ adjacent the lower portion of such tube and tends through the bores H5 and H6 rising to a ‘through this seat extends the needle point I66 considerable height above the piston, and this is on the stem I6'I. This stem is connected to a 70 retained in place by a screw threaded connection raised center portion I68 of the end plate I52. 'I I8 with the lower part of the bore. The tube The needle may be adjusted as to its seat by has a head I I9 with wrench kerfs I20 and a down loosening the set screw I50 and rotating the sleeve wardly extending sleeve I2I. III. As the lower structure I46 is held in a The air control is by means of a rotatable fixed position in the intake manifold and the 75 sleeve I22 which is ?tted over the upper end of upper part of the casing having the solenoid is ‘2,116,596 5 held from rotation by its connection to the fuel fuel is drawn upwardly into the auxiliary fuel supply and auxiliary air supply, the rotation of supply device when the engine is running nor the sleeve Hi threads the upper part of the ‘ mally hot.‘ There is, however, a slight additional housing with the solenoid and the valve seat up metered air supply to that in the intake manifold, and down with reference to the ?xed housing I45. An initial adjustment- may thus be obtained of the needle valve suitable for different engines. The manner of operation and functioning of the device of Figs. 5 through 9 is as follows: Normally the ports I30 and E3! in the ?xed 10 tube H5 and the rotatable sleeve I22, respec tively, are in the closed position when the engine is cold, that is, when the thermostatic strip is in the cold condition. This represents the posi 15 tion on starting the cold engine. The piston is supported on the lower spring. This piston has a relatively loose ?t in its cylinder so that the needle valve is but partly open. The sleeve HZ has a fairly close sliding fit in the tubular plug 165. . On closing the starter motor switch the engine is turned over by such starting motor creating a suction in the intake manifold through the car buretor, at the same time the solenoid is ener gized and elevates the piston i it. This carries for when the throttle is nearly closed the suction on the piston maintains the needle valve nearly closed due to the increased vacuum in the intake manifold; but when the throttle is opened the vacuum in the manifold is decreased and the piston elevates, opening the needle valve wider, 10 thus allowing a greater in?ow of air which has been preheated by the coil I35. Thus the device operates to function as an air metering device for operating the engine under normal condi tions. When it is desired to start the engine 15 while hot, the ports I30 and 138 are open so that on closing the starting motor switch, although the solenoid is energized and the heating coil i5? is also energized, there is no liquid fuel drawn through the auxiliary fuel device but only an 20 additional flow of air. It is believed obvious that my device may be made as an integral part of a carburetor in both forms. The form of Fig. 2 is illustrated as sup 25 the valve seat away from the needle and. opens ported by the carburetor but the form of Fig. 6 the needle valve.‘ At the same time the heating ' could also be mounted on the carburetor for di coil‘ i5? is energized and becomes hot._ The suc ‘ rect connection to the intake manifold. It may tion of the engine quickly draws the liquid fuel be advisable in cold climates to connect the heat upwardly through the pipe tilt. This liquid fuel ing element with the ignition switch so that the ?ows downwardly through the tube i 95 and past heating coil may be‘ maintained hotter for a‘ 30 the needle valve where it becomes atomized, and longer time. Therefore, in the construction of as the liquid fuel is subject to the hot wire coil Fig. 2 the heating coil would be maintained hot l?l" the drops of liquid fuel are immediately con until the thermostatic strip' opened the circuit. verted into a gas, which gas in expansion forces In the construction of Fig. 2 when it is desired its way outwardly through the slots i255 into to pump additional charges of fuel, the switch. 35 the intake manifold and is carried with the intake controlling the solenoid after being opened may air and any generated gas from the carburetor again be closed and this may be done a number into the engine. The gas is too rich to be com . of times until the engine is running properly. I bustible by itself but on mixing with the intake find that a suitable diaphragm may be made from air in the intake manifold develops an explosive fabric which is impregnated with varnish; this do mixture in the engine. As soon as the engine is withstands the action of the gasoline. started operating under its fuel, the starting A characteristic of my invention is that the switch is opened, which deenergizes the solenoid fuel which is initially supplied in the liquid form and the electric heating coil. In this stage, becomes immediately converted into a gas which however, the device will function to meter fuel ‘is a dry gas, and expands many times the volume as to the engine. For instance, when the solenoid of its form in a liquid, and this gas immediately is deenergized, the piston returns to its normal is taken into the intake manifold where it mixes riding position; this is with the needle valve part~ with the air being taken into the engine. Also, ly open. With the throttle nearly closed the suc— ‘the additional hot air supplied with the addi tion on the piston is greater and pulls this down, tional fuel forms a dry gas mixture. Therefore, 50 closing the needle valve to a greater extent, al» if the engine does not immediately start but this lowing but little fuel to pass such valve; but when dry gas is pumped through the engine, it will not the throttle is opened wide the piston is forced condense on account of the fuel being in the dry upwardly by the lower spring, thus opening the needle valve to a greater extent and allowing an gas state. Various changes may be made in the details 55 increased injection of atomized liquid fuel into of construction without departing from the spirit the intake manifold where it is mixed with the air or scope of the invention as de?ned by the and fuel vapor from the carburetor.v appended claims. There is always a certain amount of air suc I claim: . tion around the piston, which has a relatively 1. In the methods of supplying fuel‘ to an en 60 60 loose ?t, so that in all stages of operation there gine having an electrically operated auxiliary is an air flow through the air intake pipe I33 which has the heating coil I34, and as the vair liquid fuel valve, comprising on starting the en gine and by the suction of the engine drawing - becomes heated, passing around the piston, which heats the thermostatic strip, which functions to auxiliary liquid fuel, at the same time sucking an 65 obtain a relative rotation of the piston‘and the auxiliary, air supply into intimate contact with 65 sleeve E22 ?tting over the tube H5, which action the auxiliary liquid fuel, heating both the auxil is to open the ports E36 and HI, that is, bringing , iary liquid fuel and air to form a dry gas, intro such ports into registry. In addition, the intake ducing such dry\gas into the main fuel supply, heating the auxiliary air by the engine heat and manifold itself becomes heated and the conduc 70 tion of heat heats the thermostatic strip. Thus, after discontinuing the heating of the auxiliary 70 when the engine becomes hot there is an air liquid and air, causing the heat of this auxiliary air to stop the ?ow of the auxiliary air and circulation through the tube I33, the ports IN . and W0, and the slightly opened needle ‘valve. auxiliary liquid. 2. The methods of supplying auxiliary fuel to This connection to atmosphere operates to break 75 the vacuum in the fuel pipe I08 and, hence, no J an internal combustion engine during the warm 75 2,110,000 up period, whether the engine is idling or oper ating at a higher rate of speed which consists in utilizing the suction of the- engine to draw a fuel ,and air mixture of substantially uniform proportions into the engine intake and varying > ' utilizing engine suction to supply an auxiliary fuel and air mixture of substantially uniform proportions to the engine intake during the warm-up period, heating the auxiliary mixture, and controlling the quantity of auxiliary mixture 5 the quantity or mixture supplied in accordance A supplied and the heat applied thereto in accord with temperature. ance with temperature. . 3. The method of supplying auxiliary priming 4; The method described in claim 3 in which and warm-up fuel to an internal ‘combustion en 10 gine having a starting device and a priming pump device, consisting in utilizing the same manual movement to operate both or said devices, there after rendering said starting device inoperative. the priming charge initially supplied upon start ing the engine is heated for vaporizing the 10' charge. IRVEN E. COFFEY.