US3494343A - Priming device for internal combustion engines - Google Patents

Description

Feb. 10, 1970 "w. D. NUTTEN 3,494,343

PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed March 15, 1968 3 Sheets-Sheet 1 r M, g; 24

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Feb. 10, 1970 w. D. NUTTEN 3,494,343

PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES s Sheets-Sheet 2 Filed March 15, 1968lid 11? 1r ,4; 2:2 w ggg: INVENTOR. 15 {6 w Wiflfif/V fl A/Z/TTE/V 120 B a Feb. 10, 1970 w. D. NUTTEN 3,494,343

PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed March 15, 1968 s Sheets-Sheet 5 w 1154 in K10 If 14 2/2 Eng-1Q :TTT [7 {all 7 J n Magma,

F 12113 4 g 1 I I E a z E H My i V United States Patent 3,494,343 PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Warren D. Nutten, Toledo, Ohio, assignor to The Tillotson Manufacturing Company, Toledo, Ohio, a corporation of Ohio Filed Mar. 15, 1968, Ser. No. 713,462 Int. Cl. F02m 1/16; F02b 33/04;F04b 39/10 US. Cl. 123187.5 12 Claims ABSTRACT OF THE DISCLOSURE A priming device for injecting fuel by manually actuable means from a fuel supply into the mixing passage of a carburetor or at any other region of the induction system of an internal combustion engine for engine starting purposes.

This invention relates to a priming device for delivering liquid fuel from a supply by manually actuable means into the fuel and air induction system of an internal combustion engine of the reciprocating piston type, which priming device may be advantageously associated with a fuel feed and charge forming apparatus for facilitating easy starting of the engine. In the use of a conventional type of aspirated diaphragm carburetor of the character particularly adapted for use with internal combustion engines of the two cycle type for operating chain saws, power mowers, portable engines, snow vehicles and the like, it is a usual practice to employ a manually operated choke valve for restricting air flow through a mixing passage in order to effect the starting of the engine particularly when the engine is cold and when the same is used in a low temperature environment.

As engines of the above-mentioned character are usually started by manual means, it becomes a laborious task for an operator to rotate the engine by manual means and simultaneously manipulate the choke valve in endeavoring to start the engine. Engine starting operations are particularly aggravated when the ambient temperatures are 0 F. or lower as are usually encountered in the use of snow vehicles and in regions where chain saws are operated in felling and trimming trees. In starting a chain saw engine with the choke valve of a diaphragm type carburetor in closed position, the delivery of fuel into the mixing passage thence into the engine crankcase, is dependent upon manual rotation of the engine at a speed sufficient to effect delivery of fuel by engine aspiration into the carburetor mixing passage in starting an engine. In starting an engine equipped with a diaphragm type carburetor, manual cranking of the engine must develop sufiicient reduced pressure to act upon the carburetor diaphragm to admit fuel into the fuel chamber for delivery into the mixing passage in sufficient quantity to start the engine. In very cold ambient temperatures, it usually requires many cranking revolutions of the engine by manual means to start the engine.

The present invention embraces a method of and means for delivering fuel into the induction system of an engine independently of the operation of the charge forming apparatus or carburetor whereby to facilitate easy starting of the engine Without reliance upon engine aspiration to deliver fuel into the induction system.

Another object of the invention resides in a priming fuel system effective independently of the operation of the charge forming apparatus or carburetor for delivering liquid fuel from a supply into the induction system of an engine by manually operable means effective to exert pressure upon the priming fuel to assure its delivery into "Ice the induction system prior to or concomitantly with the manually cranking of the engine in an engine starting operation.

Another object of the invention resides in the provision of a manually actuable priming device intercalated in a fuel supply system for an engine for positively injecting fuel into the induction system to promote easy starting of an engine.

Another object of the invention resides in a valve construction for interconnection in a fuel supply system for a carburetor wherein a manually collapsible envelope or bulb is associated with the valve construction whereby the operator is enabled to inject fuel for engine starting purposes into the mixing passage of the carburetor, or into the crankcase of a two cycle engine or into any other region of the induction system of a two cycle or four cycle engine with or without manipulating the conventional choke valve in the carburetor in order to start an engine.

Further objects and advantages are within the scope of this invention such as relate to the arrangement, operation and function of the related elements of the structure, to various details of construction and to combinations of parts, elements per se, and to economies of manufacture and numerous other features as will be apparent from a consideration of the specification and drawing of a form of the invention, which may be preferred, in which:

FIGURE 1 is a side elevational view of a form of diaphragm carburetor or charge forming apparatus illustratmg the priming arrangement of the invention associated therewith;

FIGURE 2 is a top plan view of the carburetor illustrated in FIGURE 1;

FIGURE 3 is an elevational view of the opposite side of the carburetor shown in FIGURE 1;

FIGURE 4 is an enlarged sectional view of a valve construction forming a component of the priming system;

FIGURE 5 is a sectional view of a squeeze bulb cOnstruction forming a component of the priming system;

FIGURE 6 is an end view of the carburetor shown in FIGURES l and 2;

FIGURE 7 is a longitudinal sectional view through the carburetor, the view being taken substantially on the line 77 of FIGURE 6;

FIGURE 8 is an enlarged transverse sectional view taken substantially on theline 88 of FIGURE 2;

FIGURE 9 is an enlarged detail sectional view taken substantially on the line 9-9 of FIGURE 3;

FIGURE 10 is an elevational view of a carburetor and priming system of the invention wherein priming fuel is delivered into the induction system intermediate the carburetor and the engine crankcase or intake manifold, and

FIGURE 11 illustrates the priming system wherein the priming fuel is delivered into the mixing passage in the carburetor.

The priming system or device of the invention receives liquid fuel from a conventional supply or fuel tank and is of a character wherein by manual actuation of a variable volume member, squeeze bulb or the like, fuel for priming an internal combustion engine of the reciprocating piston type may be delivered at any convenient region in the induction system such as the mixing passage of the carburetor, the crankcase of a two cycle engine or the induction system manifold of a two cycle or four cycle engine to promote easy starting of the engine.

Referring to the drawings in detail and initially to the arrangement shown in FIGURES 1 through 5, a combined diaphragm carburetor and diaphragm fuel pump is illustrated in association with a form of priming system of the invention. The combined carburetor and fuel pump 10- is of the general character shown in my Patent 3,275,305, the carburetor or charge forming apparatus being of the aspirated diaphragm type adapted for use in all positions including inverted position.

The carburetor or charge forming apparatus includes abody 12 of cast metal fashioned with an air andfuel mixing passage 14 having an air inlet region 15, a Venturi 16 with a restricted region or choke band 17 and a mixture outlet region 20, as shown in FIGURE 7.

The mixture outlet end of the carburetor has a uniplanar surface which mates with aboss portion 22 of anengine crankcase 23, agasket 24 being interposed between the carburetor and theboss 22. The carburetor is secured to theengine crankcase 23 by bolts (not shown) which project throughopenings 26 extending through the carburetor, the openings being shown in FIGURES 6 and 8.

The mixture outlet 20 of the mixing passage of the carburetor registers with an opening in theboss 22 on thecrankcase 23 of a two cycle engine, there being the conventional reed valve construction (not shown) adjacent thegasket 24 for controlling delivery of mixture into the crankcase. With particular reference to FIGURE 7, a disc-type choke valve 28 may be supported upon ashaft 30 which is journaled in bores in thecarburetor body 12. A portion of theshaft 30 exteriorly of the body is equipped with a manipulatingarm 31 in the event it is desired to use or adjust theconventional choke valve 28.

Journaled in bores in the carburetor body is athrottle shaft 34 mounting a conventional disc-type throttle valve 35, an exterior portion of theshaft 34 being equipped with a manipulatingarm 36 for operating the throttle valve. Aspring 38 normally biases the throttle valve toward closed or engine idling position, this position being shown in FIGURE 7. An adjustingscrew 39 cooperates with thearm 36 to regulate the engine idling position of the throttle.

As shown in FIGURES 7 and 8, thecarburetor body 12 is formed with a generally-circular shallow chamber or recess 42 providing a fuel chamber. A flexible impervious metering diaphragm '44 extends across the recess and forms a flexible wall of the fuel chamber 42, a sealinggasket 45 being disposed between the diaphragm and the carburetor body at the peripheral region of the diaphragm. Acover member 46 is secured to the body byscrews 47 threaded into openings in the body and extending through registering openings in thediaphragm 44 ingasket 45 for securing these components in assembled relation.

Thespace 48 beneath thediaphragm 44 is vented through an opening 50 in thecover 46. Thediaphragm 44 is flexed by pressure variations in themixing passage 14 caused by engine aspiration, the pressures being transmitted to the fuel chamber 42 for controlling or regulating fuel flow past aninlet valve 54. Thediaphragm 44 controls the position of theinlet valve 54 through the medium of alever 56 fulcrumed on a pin 58.

One end of the lever is operatively connected with a button-like member 60 mounted on the diaphragm, the short arm 62 of the lever being operatively connected with avalve body 53 having a cone-shaped valve portion 54. Anexpansive coil spring 64 normally biases thevalve 54 toward closed position in engagement with a valve seat provided by the end of anannular member 66 in afuel inlet passage 67 in the carburetor. Afuel filter 68 is disposed in advance of thefuel inlet passage 67.

When the engine is not in operation, thespring 64, acting on thelever 56, biases thevalve 54 closed to prevent ingress of fuel into the fuel chamber 42 until the engine is in operation. As shown in FIGURES 1, 2 and 6, a T-shaped fitting 70 has one tubular nipple orbranch 72 pressed into an opening in thecarburetor body 12. A secondtubular branch 74 of the T-shaped fitting 70 is connected by a flexiblefuel conveying tube 76 with a fuel supply such as a fuel tank 78 of conventional character.

Thebranch 72 of thefitting 70, extending into an opening in the carburetor body, is in communication with a diaphragmfuel pump construction 80 of a character shown and described in my Patent 3,275,305. The fuel pump construction is of the pulse-operated diaphragm type embodying a diaphragm 82 which extends across cavities 84 and 86 providing a pumping chamber 86 and a fuel chamber 84. In the embodiment illustrated the fuel chamber is provided by the cavity 84 in thebody 12 and the pumping chamber 86 provided by the cavity 86 in aplate 88, the latter being secured to the carburetor body by screws 90.

The diaphragm is provided with integral inlet and outlet flap valves (not shown) which cooperate with fuel inlet and outlet ports (not shown) for the fuel chamber 84 whereby the vibrations or pulsations of the pumping diaphragm 82 pumps fuel from the tank 78 through the T-shapedfitting 70 and into the fuel chamber 84 of the fuel pump construction.

Fuel from the fuel chamber 84 flows through an outlet port past an outlet flap valve into a passage or chamber 92 which is in communication with thefuel inlet 67 in the carburetor body adjacent thefuel inlet valve 54.

During operation of the engine, the diaphragm pump delivers fuel under comparatively low pressure to thefuel inlet 67. Fuel flows past theinlet valve 54 whenever the engine aspiration or reduced pressure in the mixing passage flexes themetering diaphragm 44 upwardly and opens the inlet valve.

The fuel conveying channel system in the carburetor body includes a primary fuel delivery orifice and a secondary or engine idling and low speed system. With particular reference to FIGURES 7 and 8, the carburetor is fashioned with a bore in which is snugly disposed a fitting 98 having a central fuel passage 99, a counterbore 100, the exit of which provides a main fuel delivery orifice 102. A ball valve 104 is disposed in the counterbore and closes the passage 99 whenever the secondary system is in operation to prevent back bleeding of air into the liquid fuel in the secondary system.

Fuel is conveyed from the fuel chamber 42 to the interior of the fitting 98 through apassage 105 in communication with abore 106 which is connected by arestricted passage 108 with fuel passages in the fitting 98 in communication with the central passage 99.

A manuallyadjustable needle valve 110 fashioned on avalve body 112 is threadedly adjustable for metering fuel flowing through therestriction 108 for delivery through the main orifice 102 into the mixingpassage 14. As shown in FIGURE 7 the main orifice of the fitting 98 opens into the choke band region 17 of the Venturi 16.

The secondary or engine idling and low speed system includes asupplemental chamber 116 which is in communication with the mixture outlet region of the mixing passage through anengine idling orifice 118 and alow speed orifice 120. As shown in FIGURE 9, thesupplemental chamber 116 receives fuel from the fuel chamber 42 through apassage 122 which opens into abore 124, the latter being in communication with thechamber 116 through arestricted passage 126.

A manuallyadjustable needle valve 128, provided on avalve body 130, cooperates with therestriction 126 to regulate fuel flow into thesupplemental chamber 116 for delivery through one or both of theorifices 118 and 120. When fuel is being delivered from the secondary system into the mixing passage, the check ball 104 closes the passage 99 to prevent air bleeding from the mixingpassage 14 into the secondary fuel delivery system.

FIGURES 1 through 4 illustrate the priming arrangement or system associated with the carburetor andfuel pump construction 10 hereinbefore described. The T- shapedfitting 70, which conveys fuel from the tank 78 to thefuel pump construction 80, has a third tubular branch ornipple 136 connected by aflexible tube 138 with a tubular nipple portion 140 of a housing means 142 enclosing a check valve construction.

The valve housing means includes ahousing portion 144 which has a threaded bore accommodating a threadedmember 146 which is integral with the tubular nipple 140. Aflange 147 onmember 146 engages an end region of thehousing 144 in the manner shown in FIGURE 4.

Thehousing 144 is fashioned with atubular nipple 150 and with a secondtubular nipple 152 angularly disposed with respect to the axis of thenipple 150. The central interior region of thehousing 144 is fashioned with a raisedboss 154 in which is fashioned apassage 156 in communication with the interior of thetubular nipple 150. As shown in FIGURE 4, the interior ofhousing portion 146 is fashioned with a bore 158, the upper annular end region ofportion 146 being of curved orarcuate shape 160, the circular crown or ridge formed thereby providing a seat for a flexible disc-like valve member ordiaphragm 162 of synthetic rubber, plastic or the like. Theflexible valve member 162 may be of a thickness of about .015" and preferably made of fabric impregnated with synthetic rubber.

Disposed in the bore 158 in theportion 146 is a ball ormember 164, an expansive coil spring 166 biasing theball 164 into engagement with theflexible valve member 162 to normally hold the latter against the seat provided by the raisedboss portion 154 and thereby close thepassage 156. The valve construction in thehousing 142 is in operative association with a manually actuable member such as a squeeze bulb for effecting fuel flow from the fuel tank 78 to the engine induction system. Aflexible tube 170 is connected with thenipple 152 of the valve housing means 142, the other end oftube 170 being connected with anipple 172 as shown in FIGURES 1 and 5.

One form of squeeze bulb construction is shown in detail in FIGURE which includes a base member 174 provided with a threadedshank portion 176 which terminates in thenipple portion 172. A squeeze bulb orcollapsible member 178 is of hollow construction and is fashioned of flexible synthetic rubber or rubber-like material not effected by hydrocarbon fuel. Thebulb 178 has an inwardly extendingcircular flange 180 which seats over a circumferential flange 182 formed on member 174. Athimbleshaped collar 184 has an opening in theplanar portion 186 thereof accommodating the threadedshank portion 176, aperipheral wall portion 188 of thecollar 184 extending upwardly contiguously with the adjacent portion of thesqueeze bulb member 178.

The squeeze bulb assembly is preferably mounted upon asheet metal member 190 which may be a portion of a housing enclosing the carburetor although it may be mounted on any other suitable support. The components are assembled in the manner shown in FIGURE 5 with the flange 182 compressing the flange 180' of the squeeze bulb in close engagement with thecollar 184, anut 192, threaded onto theshank portion 176, is drawn into snug engagement with the mountingmember 190 to secure the components of the squeeze bulb construction together and provide an effective seal.

Thenipple portion 150 of thevalve construction 142 is connected by atubular member 196 with a tube ornipple 198 extending through an opening in the wall of theengine crankcase 23 for the conveyance of fuel into the crankcase to provide priming fuel for starting the engine.

The method of operation in starting an engine equipped with the carburetor hereinbefore described and the priming system of the invention is as follows: Thethrottle valve 35, in the mixture outlet passage of the carburetor, may be set to partially open or near open position to admit air into the engine crankcase during an engine startlng operation. When the system is being used for the first time, the operator manually squeezes or collapses the flexible squeeze bulb member 17 8. This forces the air out of the squeeze bulb against the left-hand side of the flexible valve member ordiaphragm 162, as viewed in FIG- URE 3.

The pressure of the air on the valve member flexes the 6 central region of the valve member away from theboss 154 opening thepassage 156, the pressure compressing the spring 166. The air flows through thepassage 156, nipple andtube 196 into thecrankcase 23 of the engine. The operator releases pressure on the squeeze bulb whereby it returns under its inherent stress to its expanded or uncollapsed position, as shown in FIGURES 1 and 5, and the pressure of the spring 166 causes thevalve 162 to close the port orpassage 154.

As the squeeze bulb expands to its normal position, the reduced pressure set up in the bulb transmitted throughtube 170 andnipple 152 to the annular chamber adjacent theflexible valve 162 flexes or moves the peripheral region of thevalve 162 away from the circular ridge or seat and fuel from the fuel tank or supply 78 flows throughtube 76, fitting 70,tube 138 through the nipple 140 and bore 158 past the peripheral region of thevalve 162 through thenipple 152, tube and into the expandingsqueeze bulb 178, thereby filling thesqueeze bulb 178 andtube 170 with liquid fuel from the supply.

The operator then squeezes and collapses thebulb 178 which is filled with fuel, the pressure on the bulb forces the fuel to flex the central region ofvalve 162 away from itsseat 154 opening thepassage 156 whereby the fuel flows through thenipple 150 andtube 196 into the crankcase of the two cycle engine which is a component of the induction system of this type of engine. The engine is then manually cranked by the operator and the priming fuel delivered into the engine crankcase is therein mixed with air flowing past thethrottle valve 35 in the carburetor.

The engine is thus easily started by reason of the rich mixture formed by delivering the priming fuel directly into the crankcase or induction system without reliance upon engine aspiration in the mixing passage of the carburetor elevating fuel from the fuel chamber 42 into the mixing passage. It is found that the priming system of the invention is very effective in facilitating easy starting of an engine, particularly engines powering snow vehicles and especially chain saw engines where the ambient temperatures may be many degrees below zero in the areas where timber is cut in the winter season.

If further priming is necessary, the operator repeats the operation of squeezing thebulb 178 which has again been filled with fuel when the operator released pressure on it at the completion of the previous priming operation. Thesqueeze bulb 178 provides a variable volume member or chamber and stores fuel from the supply whenever the squeeze bulb returns to its normal expanded condition following release of pressure upon it.

Thus through this method priming fuel is projected under pressure through thepassage 156 to the induction system of the engine. When thebulb 178 is permitted to return to its full volume or expanded condition, fuel is v admitted from the supply into the squeeze bulb andtube 170 and stored therein for use in the next succeeding engme priming operation.

Another major advantage of the priming system for engine starting is that actuation of theprimer bulb 178 lifts fuel through the fitting 70 to the inlet of the fuel pump on the carburetor so that it requires only a small amount of cranking of the engine to cause the fuel pump to deliver fuel to thecarburetor inlet passage 67 and past the fuelinlet control valve 54 into the fuel chamber 42 of the carburetor. This also facilitates starting of the engine because fuel is lifted by the actuation of the squeeze bulb rather than by engine aspiration of an engine cranking operation.

While the arrangement shown in FIGURE 1 provides a commonfuel supply tube 76 from the fuel tank 78 to the carburetor and to the squeeze bulb through the T-shapedfitting 70, it is to be understood that the valve housing means 142 and thesqueeze bulb arrangement 178 may be directly connected with the fuel tank 78 by a tubular means independent of thetube 76.

FIGURE 10 illustrates a modification of arrangement for delivering fuel for engine priming purposes into the induction system of a reciprocating piston type of internal combustion engine.

The combined carburetor andfuel pump construction 10 is of the same construction hereinbefore described and shown in FIGURES l, 2, 3 and 6 through 9. In this arrangement a member orspacer 206 is disposed between the mixture outlet or mounting end of the carburetor body 12' and the mounting boss 22' of the engine crankcase 23' of a two cycle engine. Agasket 208 is disposed between the carburetor body and themember 206 and agasket 209 disposed between themember 206 and the engine crankcase boss 22'.

The mixture outlet 20' of the mixing passage in the carburetor body 12' is in registration with an opening 211 in the crankcase wall, the conventional one-way reed valve construction being omitted for purposes of illustration. The bolts (not shown) extending through openings in the carburetor body 12' are of a length to extend through openings in themember 206 and into threaded openings in the engine crankcase Wall whereby the bolts for securing the carburetor in position also secure themember 206 in the position shown in FIGURE 10.

The member orspacer 206 is equipped with a tubular fitting orelbow 212 having afuel passage 214. Theelbow fitting 212 is connected by a tube 216 with the nipple portion 150' of a valve housing means 142. The valve housing means is provided with a nipple 152' connected by atube 170 with a nipple 172' connetced with a variable volume member or squeeze bulb 178'. The housing means 142' has a nipple 140 connected by a tube 138' with a nipple 136' on the T-shapedfitting 70.

The T-shaped fitting 70' has a branch portion extending into the carburetor body 12' in the manner illustrated in FIGURE 2. The nipple or branch 74' of the fitting is connected with a fuel tank of the character shown at 78' in FIGURE 1.

The operation of the arrangement shown in FIGURE 10 is similar to that hereinbefore described in connection with the arrangement shown in FIGURES 1 and 2. When the operator desires to prime the engine for starting, thesqueeze bulb 178 is depressed and the valve means in the housing means 142 which is of the character shown in FIGURE 3, directs fuel from thesqueeze bulb 178 through tube 216 andpassage 214 in the fitting 212 into the interior of themember 206 which is a part of the engine induction system.

When the engine is cranked manually, air flowing through the mixing passage in the carburetor body, with the throttle opened, mixes with the priming fuel delivered from thepassage 214 thereby providing a rich mixture for engine starting purposes. Upon the release of pressure from the squeeze bulb 178', the squeeze bulb expands to its normal volume and from the valve means in the housing means 142' admits fuel from the fuel tank into the squeeze bulb 178' andtube 170 to provide fuel therein for the next succeeding engine starting operation.

The arrangement shown in FIGURE 10 is adapted for use with a carburetor of the character shown without modification of the carburetor. Thus, the priming device and components shown in FIGURE 10 may be marketed as a separate unitary construction for embodiment in any conventional carburetor and engine combination.

The unit construction includes the T-shaped fitting 70-, the housing means 142' and valve structure therein, the squeeze bulb assembly, thespacer 206, fitting 212 and thefuel conveying tubes 138', 170 and 216. By making available the priming assembly components as a package or kit, a conventional carburetor installation can be readily supplemented by the engine starting priming device of the invention without the use of special tools.

FIGURE 11 illustrates the priming arrangement employed for delivering priming fuel into the mixing passage in the carburetor downstream of the throttle valve. The carburetor andfuel pump construction 10" is of the same type as hereinbefore described, thecarburetor body 12" having a mixing passage shown in broken lines including the mixture outlet region 20". The throttle valve is journaled on theshaft 34".

The carburetor body is fashioned with a bore opening into the mixing passage outlet region 20", the bore accommodating a fitting 220 which may be of the character shown at 212 in FIGURE 10, the passage in the fitting opening directly into the mixing passage in the carburetor body. The T-shapedfitting 70" has anipple portion 74" which is connetced by a tube (not shown) with a fuel tank of the character shown at 78 in FIGURE 1.

A branch of the fitting 70" extending into the carburetor body and another branch ornipple portion 136" is connected by atube 138" with the housing means 142" containing the valve means for cooperation with thesqueeze bulb 178". The squeeze bulb is connected to the housing means 142" by a tube and the fitting 220 connected to the housing means 142" by atube 224.

The operation of the arrangement shown in FIGURE 11 is the same as that shown in FIGURE 10 except that the priming fuel from the fuel tank is delivered directly into the mixing passage in the carburetor which is a component of the engine induction system.

The arrangements of priming device illustrated herein are also usable with four cycle internal combustion engines, the priming fuel being delivered either into the mixing passage of the carburetor as illustrated in FIG-URE 10 or directly into the mixture intake manifold of a four cycle engine.

I claim:

1. Priming means for an internal combustion engine comprising housing means having an inlet port and an outlet port, a passage in communication with the inlet port adapted to be connected with a supply of liquid fuel, a manually actuable variable volume fuel storage member connected with said housing means, passage means connecting the outlet port with the induction system of an engine, a valve member in said housing means for cooperation with both the inlet and outlet ports and disposed to admit fuel from the supply through the inlet port into the variable volume storage member upon increase in volume of the said fuel storage member, said valve member being movable responsive to reduction in volume of the variable volume member to admit fuel from the variable volume member through said passage means to the induction system of the engine.

2. Priming means for a two-cycle internal combustion engine equipped with a charge forming apparatus in communication with the engine crankcase including, in combination, tubular means for conveying liquid fuel from a supply to the charge forming apparatus, housing means having an inlet port and an outlet port, said inlet port being arranged to receive fuel from the supply, a manually actuable variable volume fuel storage member having connection with the inlet port of said housing means, a valve of flexible material in said housing means for cooperation with both the inlet port and the outlet port, and means connected with the outlet port of the housing means for conveying fuel from the housing means to the crankcase of the engine, said valve being responsive to manual pressure on said variable volume fuel storage member to direct the fuel from said member through the fuel conveying means to the crankcase of the engine and upon an increase in volume of the fuel storage member to admit fuel from the supply into the storage member.

3. Priming means for an internal combustion engine comprising housing means having a passage adapted to be connected with a supply of liquid fuel, a manually actuable variable volume fuel storage member connected with said housing means, passage means connecting the housing means with the induction system of an engine, valve means in said housing means, said valve means comprising a disc of flexible material, an interior portion of the housing means providing an annular seat engageable with the peripheral region of a major surface of the valve disc, said housing means having asecond annular valve seat engaged by the opposite major surface of the valve disc adjacent a central region thereof, resilient means normally biasing the central region'of the valve disc into engagement with the second valve seat, said valve disc being flexed to admit fuel from the supply into the variable volume storage member uponlincrease in volume of the said fuel storage member, said'valve disc being flexed in response to reduction in volume of the variable volume member to direct fuel from the variable volume member through said passage means to the induction system of the engine.

4. Priming means for an internal combustion engine comprising housing means having a passage adapted to be connected with a supply of liquidfuel, a manually actuable variable volume fuel storage member connected with said housing means, passage means connecting the housing means with the induction system of an engine, valve means in said housing means, said valve means comprising a disc of flexible material, an interior portion of the housing means providing an annular seat engageable with the peripheral region of a major surface of the valve disc, said housing means having a second annular valve seat engaged by the opposite major surface of the valve disc adjacent a central region thereof, an expansive coil spring normally biasing the central region of the valve disc into engagement with the second valve seat, and a sphericallyshaped member disposed between the coil spring and the valve disc, said valve disc being flexed to admit fuel from the supply into the variable volume storage member upon increase in volume of the said fuel storage member, said valve disc being flexed in response to reduction in volume of the variable volume member to direct fuel from the variable volume member through said passage means to the induction system of the engine.

-5. Priming means for an internal combustion engine comprising housing means having a passage adapted to be connected with a supply of liquid fuel, a manually actuable variable volume fuel storage member connected with said housing means, said variable volume fuel storage member being of flexible material having an open end defined by an inwardly extending flange, a body member having an outwardly extending flange contiguous with the flange on said variable volume member, said body member having a shank portion, a collar having an opening receiving the shank portion and having a peripheral region contiguous with the exterior wall of said variable volume member, said shank portion having passage means for connection with said housing means, locking means cooperating with the shank portion of the body member for securing said flanges and said collar in sealing engagement with the variable volume member, passage means connecting the housing means with the induction system of an engine, valve means in said housing means disposed to admit fuel from the supply into the variable volume storage member upon increase in volume of the said fuel storage member, said valve means being movable responsive to reduction in volume of the variable volume memher to direct fuel from the variable volume member through said passage means to the induction system of the engine.

6. Priming means for an internal combustion engine equipped with a carburetor having a fuel and air mixing passage, housing means, a fuel delivery passage opening into the mixing passage and in communication with said housing means, means for conveying liquid fuel from a supply to said carburetor and to said housing means, a manually actuable variable volume fuel storage member having connection with said housing means, a valve of flexible material in said housing means, said valve being responsive to manual pressure on said variable volume fuel storage member to direct fuel from said member through the fuel delivery passage into the mixing passage of the carburetor and upon enlarging volume of the fuel storage member to direct fuel from the supply into said member.

7. The combination according to claim 6 wherein the carburetor is of the aspirated diaphragm type and the variable volume member is a squeeze bulb.

8. Fuel priming means for an internal combustion engine equipped with a carburetor having a mixing passage, means for conveying liquid fuel from a supply to the carburetor, a fitting disposed between the carburetor and the engine having an opening registering with the mixing passage of the carburetor, a fuel passage in a wall of said fitting, housing means in communication with said full passage, a manually actuable variable volume fuel storage member, said housing means having fuel conveying connections with the fuel supply and the variable volume member and the passage in said fitting, and valve means in the housing means, said valve means being responsive to variations in volume of the member to admit fuel from the supply into the variable volume member upon enlargement of the said member and to direct fuel from the variable volume member through the passage and into the opening in the fitting upon reduction in volume of the variable volume member.

9. Fuel priming means for an internal combustion engine equipped with a carburetor having a mixing passage, means for conveying liquid fuel from a supply to the carburetor, a spacer member disposed between the carburetor and the engine having an opening registering with the mixing passage of the carburetor, a fuel passage in said spacer member, a squeeze bulb, housing means having fuel conveying connections with the fuel supply and the squeeze bulb and the fuel passage in said spacer member, and valve means in the housing means, said valve means being responsive to variations in volume of the squeeze bulb to admit fuel from the supply into the squeeze bulb upon enlargement of the said bulb and to direct fuel from the bulb through the fuel passage and into the opening in the spacer member upon reduction in volume of the bulb.

10. Fuel priming means for an internal combustion engine comprising housing means having a passage adapted to be connected with a supply of liquid fuel, a manually actuable variable volume fuel storage member connected with said housing means, a fitting having an opening forming a component of the induction system of the engine, a fuel passage in a wall of said fitting in communication with the opening in the fitting, tubular means connecting the fuel passage with said housing means, a manually actuable variable volume fuel storage member connected with the housing means, said housing means having a tubular portion arranged to receive liquid fuel from a supply, valve means in said housing means comprising a disc of flexible material, said housing means having valve seats engaged by opposite major surfaces of the valve disc, said valve disc being flexed by reduction in volume of the variable volume member to direct fuel from said member to the fitting, said valve disc being flexed to admit fuel from the supply upon increase in volume of the variable volume member to fill the variable volume member with fuel.

11. The combination according to claim 10 wherein the variable volume fuel storage member is a squeeze bulb of flexible material.

12. In a priming means for an internal combustion engine, housing means having connection with a supply of liquid fuel, means connecting the housing means with the induction system of the engine, flexible valve means in the housing, a manually actuable squeeze bulb associated with said housing means forming a variable volume fuel storage means, said squeeze bulb being of flexible material and having an internally extending flange defining an opening in one end thereof, a metal member extending through the opening and having an outwardly extending flange contiguous with the flange on-said squeeze bulb, said metal member having a passage in communi cation with the housing means for admitting fuel into and conveying fuel away from the squeeze bulb, said metal member having a shank portion, a reinforcing collar having an opening accommodating the shank portion and a peripheral portion contiguous with a peripheral region of the squeeze bulb, and locking means cooperating with the shank portion for effecting a liquid tight seal between the flanges on the metal member and the squeeze bulb.

11 2 p I v I Referencesj'Cited UNITEnsTATEs ATE Ts 1,369,608'- 2/1921Bim111r -8 123,-187.5 1,495,315 5/1924 -'.Ball 3,371,658 3/1968 Turner -'123v187.S

FOREIGN PATENTS. I' l I 13,058 1 2/19'1'1 Great*Britain. 486,858

2/19l8 Francel' MARK M. NEWMAN, Primary Examiner DOUGLAS HART, Assistant Examiner Us; 01. ix.R.

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