US2206824A - Device to gasify fuel oil - Google Patents

Description

July 2, 1940. A. J. BEHLING DEVICE TO GASIFY FUEL OIL Filed Nov. 19, 1956 3 Sheets-Sheet l INVENTOR. Arthur J 56/22 A. J. BEHLING DEVICE T0 GASIFY FUEL OIL July 2, 1940.

Filed Nov. 19, 1936 3 Sheets-Sheet 2 u nu.

July 2, 1940. A. J. BEHLING DEVICE TO GASIFY FUEL OIL Filed Nov. 19, 1956 3 Sheets-Sheet 3 s/IIIIII Patented July 2,

DEVICETO GASIFYIFUEL 01 Arthur J.Behling, Chicago, Ill. assig r or' to o Automotive Oil Power, Inc., Chicago, Ill.

Application November 19, 1936 Serial ums iso aims. c1. ma -122 This invention is adevice to gasify fueloils or other oils of low volatility for use in conventional internal combustion engines. o

It is well recognized in the internal combustion engine art that an engine designed to operate on a highly volatile fuel, such as gasoline, can also i be operated at lower cost and greatercomparative power and mileageefliciency on lessivolatile fuel", suchas kerosene, furnacefuel oil, and even higher boiling point fuels, after the [said engine has attained a sufficiently high temperature if other conditions requisite to the use of such higher boiling fuelsare met. i o

The problems incident to the use of fuels of higher boiling point than gasoline seem to be that of properly carbureting the low grade fuel, of heating suchcarbureted fuel to proper temperature so that it will be completely burned without excessive or objectionable detonation, and the provision of means providing instant ability for the operator to changeover from the use of i one fuel to the other, should it be desirableso to do.

In the automotive industry, especially t e freight carrying department, the lower costiofl operation combined with the higher efficiency obtainable from the successful substitutionof low-- er cost, higherbciling pointfuels, isin greatdemand subject to meetingthe further conditions affecting theso-called human element which plays such an importantpart in the operation of freight-carrying vehicles, the driversof whichfare rarely, if ever, highly skilledmechanics and who,

inorder to adhere to the timescheduleslpre scribed bytheir employers; must have their vehicles equipped with power, plants that can be relied upon to give the requisite service atall times withoutburdeninglthe operators with such mattersas effecting adjustments or making replacements, etc., during travel, nor to be obliged to operate an appreciably greater number "of leversthan those to which they have become accustomed. 3 r

Apparently, in the light of absence from general use, the type of gasoline-oilconsumingpow-r er plants whereinthe type of fuel or mixturesgof different fuels is attempted to be selected entirely automatically or partly so, havenot proved practical or desirable for many assignable reasons, among which there, may be assumed thatcars having devices so equipped cannot successfully meet the varying conditions of actual use on the road and that an appreciable degreeof skill and judgment or discretioniof the driver must be relied upon. It issafe' to state that ;the,1at-1 ATENT o FFicE Lil ter must be reduced to the lowest possible minimum to assure economic success in the use of power plants of the type referred to. The eco-,

nomic factor involves maximum periods of use of the cheaper fuel, ability to instantlyswitchfrom one fuel to another under certain conditions,

ability to operatethe Vehicle wholly on the lighter fuel if heavy fuel is not available, elimination of repairs and avoidance of loss of running timein effecting adjustments.

, The present invention is designed particularly to meet the needs of the drivers of automotive vehicles of alltypes in the simplest manner deemed possible and the essence of, which lies in the provision of means whereby an instant switch overfrom theme of onetype of fuel to another'may be eifected so that the engine may operate on the more volatile fuel to thepractical complete exclusion of the less volatile fueland wherein the more volatile, fuel is used in minimum proportion to the less volatile fuel when the engine is operated'on the latter in order that when the vehicle is stopped the driver may instantly switch over to the more volatile fuel for engine idling purpose and for attaining an initial speeding up in travel, after each stop before switching overto the use of less volatile fueLthus to. avoid delays incident to' stalling the engine due to ef fecting'the lastnamed switch-over too soon following a stop, it being obvious that by maintaining an engine-idling supply of the more volatile fuel at all times, the driver may, if he notices that the vehicle is slowingup following switching over to the less volatile fuel, switch back to the more volatile fuel before the momentum of the vehicleislost, As every stoppage of engine op-j eration necessitates resort to the electric-selfstarter, the reduction of such stoppages to the minimum also effects an economy.

Asjthe switch-over from onefuel to thetother I This device furtherseeksto provide a devi ceto gasify fuel oils which will be simple in operation and which may be readily attached to a conventional "engine without substantial changes of the regular parts thereof.

Among other objects this inventionl provides a device for gas'ifying fuel oils and provides at thesam'e time means whereby the engine may so I be started in theregular manner on gasoline and maygbe readily wchangedlover, atthe option of the operator, from operation ongasoline to operation on fuel or other less volatile oil.

Further, this invention provides a device which will enable the conventional engine to operate at high speeds on fuel oil, when the device is so set, but so made that when set to operate at higher speeds onfuel oil the engine will idle on gasoline fuel.

A still further object of the device is toprovide a means to thoroughly vaporize and gasify the fuel or other oil of low volatility and iprepare the same for combustion in a conventional internal .combustion engine, and further, prejventing the accumulation of any substantial quantitiesof unburned fuel within the cylinders and consequent dilution of the crank case oil.

Aside from the foregoing, it is a further object of theinvention to render the structure as simple, 7 cheap'and durable as possible and to' render the cost of installationof the same as low aspossible, and further, to so constructand install the same as to reduce the cost of repairs and replacements totheminimumV'fK. I I Other and further objectswill appear from the followingdescription of illustrated embodiments ofthe present invention. W v On the drawingsi I Fig. 1 is a side elevational View of the device attached to aconventional internal combustion engine, the device being indicated by full lines and the carburetors, intake and exhaust manifoldsbeing indicated by broken lines.

. Fig.2 is a perspective View, of the device at- I tao hedv to the intake and exhaust manifolds of aconventional engine, showing particularly the operating levers.- I

- Fig. 3isan end elevational view of the device, taken from the rearward end nearestthe dash or operating board, themanually operable control rod being shown in section, and the spring which controls the relative operation of the carburetor.

control levers beingbroken at its intermediate portion to better'illustrate the connection of theselevers to the transversely positioned control rods. 1

Fig. 4 isan enlarged side elevational view of the device. attached to a.- conventional engine, part ofthelmain body portion being broken in section to. show theposition of the internal fuel passageway or flue. I a. v.

. Fig. 5 is a vertical central cross sectional View of the device taken on line 5 5 of Fig. '1, the arrows indicating the direction taken by the vaporized-fuel in both gasoline and less volatile fuel'in reaching the conventional intake manifold. v v

Fig. 6 is an enlarged detail drawing'indicating the relative position of the carburetor operating rods which may selectively, at the optionof the operator, serve to operate either the gasoline or fuel oil carburetor. depending upon the relative position of the operating control rod.

Fig.7 is a perspective view of the collarsand I arms, the relative positioning of which controls. the selective operation of-one or the'other carburetors.

Fig. 8 is a side elevational-view of a modified form of the body or flue portion-,which is particularly. adapted for engines having exhaust ports in close relative position to the flue orbody portion. In this vieWpart of the outer wall is broken away to show the inwardly extending heat A eollecting surface and 'a portion ofthis surface being broken to show' the hollowed out internal portion behind it and the holes allowing ingress and egress of the exhaust gases into this hollowed out internal portion. 1

Fig. 9 is a central vertical cross sectional view taken on the line 9-9 of Fig. 8, further illustrating the inwardly extending heat collecting surface and the manner and means for directing the exhaust gases against this section and allowing the same to return to the conventional exhaust manifold.

As shown on the drawings:

Ihe numeral I is used to indicate the conventional exhaust manifold of a conventional multicylinder internal combustion engine, located below and the same vertical plane as the enlarged central portion 2a of the intake manifold 2. Said exhaust manifold has a substantially flat outer wall in which an aperture is made, as later-herein set out, and to which the main body portionor flue. 5 may be detachablyconnected as hereinbelow indicated,

The numeral 2 is used to indicate the conventionalengine fuel intake manifold which has,

at its. central portion, a substantiallysquare enlarged section 2a, said section having a relatively large hole or aperture formed in the top wall thereof and having a substantially elliptical collar portion formed around said holeon theouter periphery of said section 2a. v A plurality of threaded bolt holes formedin said elliptical. collar section adapted to receive and be fastened by 7 means of stud bolts'filled in said threadedholes to the face of the elliptical collar portion formed around the lower aperture in the T-shaped sec- The numeral 3 is used to indicate a substantially T-shaped casting or adapter having apertures formed at the-top and'bottorn thereof, each of said apertures having a substantially elliptical collar. section, the lower .collar'being bolted, as

above indicated, to the similarly formed collar in the intake manifold section 211, and the upper collar being adapted to be fastened by means of stud bolts to the outlet throat of a conventional downdraft carbur'etorindicated by the numeral 4, A. further aperture, substantially square in shape,,is formed at the side of said T-shaped adapter portion 3 adapted to be fitted, as later further set out, to the 'main bodyor flue portion of thedevice, indicatedby the numeral 5.

, Theduct or flue portion 5 in the form shown in Figs. 1 to 5 inclusive is a perpendicularly extending hollow duct or flue having an aperture on itsinner face at the uppermost part thereof adapted, as shown on the drawing, to befitted at that point to theside aperture in the T-shaped section 3. At its lowermost part said flue portion 5 has an aperture formed therein and a collarportion formed around said aperture adapted to be fastened, as shown on the drawings, to the outlet throat of j a conventional up-draft carburetor, indicatedby the numeral 6.

The flue or ductportion 5 has, as shown in Figs. 4 and 5, anoutwardly turned central portion indicated by the numeral 50, which extends substantially into the exhaustmanifold I through an aperture cut into the sideof the exhaust manifold. l. A gasket, indicated by the numeral la prevents'the exhaust gases fromleaking around TIT) thebody portion 5 at its point of contact with the face of the manifold I. A'plate, indicated by the numeral 5a; having an aperture therein, said aperture having a covering of .mica or other non inflammable transparent material, is bolted over 2,206,824 the hollow section 5b, as shown in Fig; 5;per- \mitting visual inspection of the color ofthe heated metal in said inturned. section 50.

. The modified form ofathe invention, shown in Figs. 8 and 9, dispenses with the outwardly turned U-shaped central portion 50 extending into an aperture in the exhaust "manifold,'and substitutes for'it the inwardly positioned heating surface 511,

substantially as shown which may, if desired", be formed arcuately or parallel totheouter wall of flue or duct This form is particularly adapted for use on those engines havingan exhaust port or portsin registry with theflue portion. As will be apparent from Fig. 9, this heating surface 502 substantially-narrows the throat of flue portion 5 i so that gases passing the heating surface 5dwil1 be raised to the required temperature. The pro- 5 portions and positioning of portion 5d must, of'

necessity, be varied in accordance with shape of various intake and exhaust manifolds inuse'and with various engine capacities.

The tube 59, having a central longitudinal passage formed therein, isplaced to extend substantially into the exhaust manifold directly opposite an exhaust port in the cylinder block. A

collar member or coupling 5 fastened to flue pertion 5 by means of stud bolts and having a centrally formed passage therethrough, this passage connecting with aperture '5h inj flue portion 5, is

then fastened to the tube 5g by means of stud bolts. Gaskets are used at the points of contact of coupling 5 with thebody portion 5. and with tube portion 5g and also at the point of contact of tube 5g and the outer surfaces of exhaust manifold I, to preventleakage of the exhaust gases. .As shown in the drawings, a further connection be used.

or coupling, indicated by the numeral. 56, serves to connect aperture 52' (Fig. 8) with a second aperture formed in exhaust manifold I, to allow I the exhaust gases collected by tube 59 and which pass through connection 5f and heat surface 501, to be returned to the exhaust manifold I. Con nection 5e is attached to flue portion 5 and exhaust manifold I by means of stud bolts and gaskets are also used at the pointsof connection to prevent leakage of the exhaust gases. n

The form of structure above setforth effectively directs the exhaustgases against the internal heatingsurface and isequallyas eifective inop eration as the form shown infFigJ5. It is obvious that on larger motors a plurality of exhaust gas collecting tubes similar in x function to that indicated by numeral By in Fig. 9,.may be employed and a plurality of exhaust outlets or one than that illustrated, may

substantially larger The numeral I indicates a conventionalelectrically operated fuel pump, whichQis operatively connected to a source or fuel oil and whieh'dis charges into the bowl of the fuel oil carburetor 6. Said fuel pump I receives its impulsive energy from the conventional engine electricalsystem and is cut in or out of operation by the lever an of switch 8, shown in Figs; 1,2. and 4 operated by rod II, as hereinaiter. described. i

It should further be. obvious that l the carburetors can be gravity fed onrsome types of installations or that other conventional meanslmay be used to supply fuel to the additional buretor forming a partfof this device The numeral 9 indicates ahorizontally slidable rod or wire which operates in asurrounding casing 9b and terminates at its rearward end in an operating button or handIeYQa. The casing 8b,

car

ventional foot throttle.

is fastened at its rearward end to theoperating or dash board and is supported at its forward end by the bracket I I] which is rigidly fastened to the motor. i

As indicated on thedrawings, the slidable rod 9 terminates at its forward end in an adjustable armor protrusion I Ia which is adjustably but solidly connected to the slidable rod II. At its rearward end rod II rests slidably in a guide formed in bracket I0, and is connected at its forward end to. the operating lever 8a of switch 8, controlling the operation of fuel-pump I. At its intermediate section the rod I I carries an adjust- .able transversely extending bolt III) which con.- nects to the upward extending lever I3 or the con The numeral I Zindicates a double-ended arm or member having a slot formed therein, in which the bolt III) is slidably positioned, and which is preferably fastened, asshown in Figs. 2, 3 and 4, at its upper central portion to the semirotatable rod or rockshaft I4, such that when rod II is in its most rearward position in the slot insaid member I2 upward movement of throttle lever l3 will cause movement of rod or rockshaft I4. in a direction opposite to the movement imparted to said rod or rockshaft' I 4 when rod II is in its forwardmost position. As shown in Fig. 2, rod .I4 is rotatably supported by the brackets Md and Mb. Loosely fitted on rod I4, said rod M extending through holes in said levers, are arms, or

of the adjustment bolt I47, as particularly shown in Fig. 6, and are so positioned that the rotation of rod I4 in one direction will impart move- .ment of lever 14c, allowing lever Md to idle.

Rotation of said rod I 4 in the opposite direction will impart movement onlyto lever, Md. The coil spring I9 extending, as shown in Figs. 3 and 6, between said rods I5 and It serves to keep the rods in close relativeoperating position and effectively closing the butterfly valve in, the one carburetor, while the other carburetor is functioning. 1 I

In operation the knob 9a may be pushed to its forwardmost position by the hand or foot,

causing rod II to assumeits forwardrnost'position in the internally formedslot in arm member and rods Me and I2. In this position the engine throttle will open the butterfly valve in the upper or gasoline carburetor 4. Wherever the term manually is used herein, it should be obvious thateither hand or foot operation is intended. i

The engine may then be startedin conventional manner on gasoline and inlthis position will continuously function on gasoline fuel as long as is desired or necessary. In the position set out above the conventional throttleleverswill only operate the levers and rods on the upper or gasoline carburetor, the rods and armsoperating the lower or fuel oil carburetor being inoperative and held in closed position by the spring I9.

When the engine has achieved "normal-operate ing temperature the knob 9a and rod l I connected thereto may be pulled to its rearwardmostposition. In this position the bolt llb is positioned in the forwardmost portion in the slot in arm member l2 and upward movement of throttle rod or lever I3 will rotate rod 14 in a directi'onfloppositeto the rotation imparted thereto when the bolt l Ib'is rearwardly positioned in the slot in arm member I2. When in this position the collar I 4e which controls the movement of lever I40 contacts said lever I40 causing it and rod IE to move opening the butterfly valve in the fuel oil carburetor 6. The rearward movementv imparted to rod ll likewise pulls the switch arm or lever 8a into operativepositi'on, causing the electric fuel pump 1 to function, delivering fuel oil'to'said carburetor 6. v In the form particularly illustrated by Fig. 5, the heated exhaust gases passing out through exhaust manifold I pass the outwardly protruding section 50, heating it to a relatively high term I In the modified form illustrated in Figs. 8 and 9 the gases from the exhaust port or ports are directed against the heating surface 5d, heating it to a high temperature. The exhaust gases pass upwardly as indicated by the arrow in Fig.

9 and return through coupling 5e to the exhaust manifold. The position of the tube 5g opposite the exhaust port, collects the exhaust gas at high velocity and an effective circulation of the gas is maintained, 1

In operation the fuel vaporized by carburetor 6 passes section 511, is heated and thoroughly gasifled thereby, just as is done by the form illustrated in Fig. 5, passes to the conventional fuel intake section 2a, into intake manifold 2 and is conventionally exploded in the cylinders of the engine.

60 that when set for operation on fuel oil at idling Experience has shown that the gas thus generated is highly combustible, relatively free from carbon or other undesirable residue and that the power of the engine is increased and additional mileage per gallon of fuel may be had by the use of the lower grade fuel oils. g

It is obvious that, if found desirable, the carburetors and operating levers may be so adjusted speeds the engine will idle on gasoline vapor supplied by the upper carburetor and the lower carburetor can be wholly out of operation. 7 Also, if desirable, the levers and rods may be so adjusted that not only will the engine be forced to idle on gasoline but an additional charge of gasoline vapor may be supplied the engine to enrich the fuel oil vapor when the engine is accelerating. From the foregoing it will be apparent that in the use of the invention, nothing is left to the discretion of the operator except to determine when the heated portionof the flue is hot enough to permit switchover from gasoline to furnace oil and vice versa upon stopping the vehicle; The number of operating parts of the apparatus is reduced to a very small number which may be made'sturdy enough to be extremely durable thus reducing possibilities of necessity for repairs or replacements toa very low point.

, The'particular objects of the invention as set forth in the statement thereof are accomplished by the particular embodiment herein illustrated and described, but it will be apparent that destructural embodiment as to the whole or any a part thereof except as defined in the appended claims. I

I claim:

1. In a device to gasify fuel oil the combination of an internalcombustion engine having an intake manifold and an exhaust manifold, a carburetor adapted tovaporize gasoline, a throat connection on'said intake manifold, said gasoline carburetor discharging directly into said throat on said intake manifold, a carburetor adapted to vaporize fuel oil and discharging into a hollow flue, means in said flueto collect heat from said exhaust manifold, and to thereby gasify the fuel oil vaporized bysaid fuel oil carburetor to combustible state, said flue discharging into said throat on said intake manifold, said throat beingcommon to both said gasoline carburetor and said flue, and manually operable, inter-acting levers connected to said carburetors adapted to selectively and intermittently control the operation of said carburetors independently of one another from a common operating means.

v 2. In a device to gasify fuel oils for use in internal combustion engines the combination of an intake manifold and. an exhaust manifold, a carburetor adapted to vaporize gasoline operably connected to said intake manifold, a perpendicularly extending hollow flue operably connected to said intake manifold and adapted to collect heat from saidexhaust manifold, a carburetor adapted to vaporize fuel oil discharging into said flue, the vaporized fuel from said fuel oil carburetor being heated by said flue in passing therethrough, a fuel pump adapted to deliver fuel to said fuel oil carburetor and operating levers adapted to selectively control the operation of said carburetors and said fuel pump.

3.1 Ina device to gasify fuel oils for use in internal combustion engines the'combination of an intake manifold. and an exhaust manifold, a

said intake manifoldand adapted to; collect heat from said exhaust manifold, a carburetor adapted to vaporize fuel oil discharging into saidflue, the vaporized fuel from said fuel oil carburetor being heated by said flue in passing therethrough, an electrically operated fuel pump adapted to deliver fuel-to said fuel oil carburetor, and aperating levers adapted to selectively control the operation of said carburetors and the control switch of said fuel pump.

4; In combination with an internal combustion engine having an intake and an exhaust manifold nation of a fuel ,oil carburetona flue into which if having a side aperture therein, a downdraftcarburetor; adapted to vaporize gasoline, saidqcar- ,buretor discharging into a throat, said throat operably connectedto said intake manifoldfand having a centrally positioned side openturethereinqa vertically extending hollow flue cperably connecteolto said aperture in said throat, said flue having an inwardly extending hollowyrprotruding section formed thereon, :said protruding section extendingsubstantially into said aperture inthe exhaust manifoldandadapted to absorb heat from the gases in said exhaust manifold, an updraft carburetor operably. connected to said hue and discharging thereinto, the vaporizedifuel oil from said fuel oil carburetor being heated in passing throughgsaid flue, andaUplurality or manually operable control levers adapted to allow selective and intermittent coaction-of said carburetors.

5. In combination with an internal combustion engine having an intake :and an exhaust manifold having an aperture therein, a downdraft carburetor adapted itoi vaporize gasoline, said car- ,bureto-r discharging into a substantially T-shaped tending hollow protruding throat,said throat operably connected to said intake manifold and having acentrally positioned sideaperture the1tein,a verticallyextending hollow flue operablyficonnected to said, aperture in said throat, said flue ha'vingan inwardly exsection formed thereon, said protruding section extending; substantially into said aperture in said exhaust manifold and adapted to absorb heat from saidexhaust manifold, an l pdraft carburetor operably connected to said flueanddischar'ging thereinto, the vaporized fuel oil from said fuelloil carburetor being heated in passing through said flue, an

intermittently operable fuel ,pump adapted to supply fuel tosaid fuel oil carburetor, and nanually operable means to intermittently control the same, and a plurality of manually operable 9 control levers adapted to allow selective and intermittent co-action of said carburetors.

6. In combinationwith an internal combustion l engine having an intake and an exhaust manifold, a substantially ,T-shapedthroat having a side aperture connected to said intake manifold, a downdraft carburetor adapted tovaporizegasoline connected and discharging into-said throat, a metal flue having a hollow-internal section exe tending to said side aperture and connected thereto and opening thereinto, said flue having an inwardly turned substantially U-shaped pro truding section extending into said exhaust manifold adapted to absorb heat fromthe gases in said manifold, said hollow internal section following the path ofhsaidinwardly protruding section, an updraft carburetor adapted to, vaporize fuel oil, a fuel pump adapted'to furnish oil to said carburetor, apump control switch and saidupdraft carburetor discharging into said metal flue at the lower termination thereof, a plurality of car,- buretor controlrodsj extending from said jcarburetors and terminating centrally in a plurality of selectively operable leversoperating from a common central horizontallyextending control, rod, a double acting arm connected tofsaid rod having a slot thereinadapted to receive theend of a throttle lever, a horizontally slidable rod adapted to shift said throttle lever in said slot in said arm reversing the rotatable motion of said arm and operate a switch and terminating rearwardly in a manually operable knob aifixed to u said rod.

7. In a charge forming apparatus the'combisaid fuel oil carburetor may discharge, an inheated exhaust fumes and :discharge'the same again into saidexhaustlmanifold thereby heating said in-set surfacetin said flue and adapting it v to gaslfy fuel oil vaporized by said fuel oil carburetor, a relativel'ylunheated throat'forming a common intake for vaporized fuel oil from said flue and vaporized gasoline froma gasoline carburetor and means for alternating the functioning of said fuel oil carburetor and said gasoline carburetor.

the, internalarea thereof; and forming a heat collecting portion, a gas tightconnection between saidheat collecting, portion and the ex- ,.,haust manifold of an internal combustion engine, means to direct exhaustgases against said heat collecting portion and means to permit said 1 M20 8. In a device to gasifyfuel oil the combination of a carburetor adapted to vaporize fuel oil and vto discharge the, vaporized fuel oilinto a flue, a fiue having a wall partition therein restricting exhaust, gases to return to said exhaust manifold,;a throat common to said flue and a gasoline carburetor into which each may discharge said throat being connected to the intake manifold of an, internal combustionengine and manually operable means t intermittently and selectively operate the gasolineand fuel oil carburetors "relatively independently of one another from a common operating lever.

r 9 In a device of thedescribe d class the combination of a gasoline carburetor and a fuel oil 1, carburetor, a, fuelgoil pump and switch-over means for controlling the operation thereof, co-

acting meansto gasify fuel oil vaporized by said fuel oil carburetor and means for intermittently and selectively controlling the operation of each of said carburetorsrelatively independently of.

one another, comprising a manually operable lever rigidly attached to a relatively transversely extending ,slidable trod. controlling said switchover forsaid fuel pump andfla lever positioned in the slot of, a semi-rotatable portion having such ,a slot therein, semi-rotatable in an opposite direction when the said semhrotatable 1 portion being said lever is in the forwardmostportion of said position therein, a rodrigidly attached to said semi-rotatable slotted portion and semi rotatable in opposite directions therewith, a pair of locking members on said rod, a pair of levers lockedby said locking members, said locking members permitting one of said levers to remain inoperative when the rod on which they'are -mounted is turned in one direction and the other lever to remain inoperative when said rod is turned in an opposite direction, bell cranks on each of said carburetorsv and links, connecting each of said levers to apbell crank ofone ofsaid carburetors, said construction, permitting optional operation of each of said carburetors relatively independslot than when said lever ,isin rearwardmost ently of the other from a common point of con trol. l l

10. Incombination with an internal combustion engine, an unhoused intake manifold, an exhaust manifold, a carburetor adapted to Vapormeans common and thereby gasifying the vaporized high'boiling point "mixture passed therethrough, means: for

returning said exhaust gases to said exhaust manifold, the vaporized fuel mixture flue discharging into said intake manifold in an intake opening commonto said first carburetor and said flue and means for selectively" and intermittently operating each carburetor independ- 'ently'ofxthe other-fromat commonmeans of co trol.

11. In a device togasify fuel 'oil,-in-combination with an internal combustion engine having an unhoused intake manifold and;v anexhaust manifoldhavi'ng a-s'ide aperture therein; a carbur'etor'adapted to vaporize-gasoline in communication-with a normally relatively short and unheated throat --common-tosaid carburetor and a flueysaidthroat being in direct communication with the-intake of said engine, a substantially elongated flue -havinga tortuous internal passageway formed therein in communication with 'said unheated throat at one end of said flue and with a-carburetor adapted to gasifyrfuel oil at the other end of said flue, a portion of said flue being formedto extend substantially into said aperture in said exhaustmanifo-ldand be heatedby the gases therein, thereby-gasifying the fuel oil vaporized by said carburetor, a fuel oil carburetor;

and a lever system adapted -to permit selective operation of each carburetor independently of the other from a common throttle lever.

12; An apparatus of='the-' type specified including a carburetor for ahighly volatile fuel, a car- -buretorfor a less volatile fuel, separate ducts connecting said respective carburetors with the intake' manifold "of theengine, a portion ofthe duct leading from the-second-named carburetor to said manifold being disposed in the path of I "exhaustgasesof the engine, a-source of supply of the less volatile fuelnormally disconnected from the second-named carburetor, a source of supply of the more volatilefuel permanently connected with the first-named carburetor, a manually operable control device common to both said carburetors and at all times operatively connected with one and disassociated from the other of said carburetors, and a single manually operablemeans for selectively associatingeither one of said carburetors with'said device and when actuated to associatethe said device with the second-named carburetor connecting the latter with its source of supply of 'fuel.

13. An apparatus of the type specified including a carburetor for a highly volatile fuel, a carburetor for a less volatile fuel, separate ducts connecting said respectivecarburetors with the .intake manifold of the engine, a portion 'of the duct leading from the second-named carburetor to said: manifold being disposed in the path of from .said

I combustion engine.

exhaust: gases of the engine, asourc'e of supply of the less volatile fuel normally disconnected from the second-named carburetor, a'source of supply of the more volatile fuel permanently connected with the first-named carburetor, a manually operable control device common to both said carburetors and at all times operatively connected with one and disassociated from the other of said carburetors, and a singlemanuallyoperable means for selectively associating either one of said carburetors with said device and when actuated to associatethe said device with the second-named carburetor connecting the latter with its source of supply of fuel, said means including a spring connected with the first-named carburetor for adjusting the same to supplyno more than engine idling fuel tothe engine while the second-named carburetor is connected with i the engine 14, In a device to gasify fuel oil the combination of a carburetor adaptedto vaporize fuel oil, a flue, said-carburetor being adapted to discharge into said flue 'a wall-partition formed integral with said-flue, said'wall partitionrestricting the internalportionof said flue and forming a heat' exchanger, an integral back wall for said heat exchanger, a gas-tight connection between said back wall and the exhaust manifold of an internal combustion engine, tube means extending into said exhaust manifold for directing exhaust gases into said heat exchanger, connection means for returning the exhaust gases to said exhaust manifold, a carburetor adapted tovaporize gasoline, a throat common to the discharge ends of both said flue and said gasoline vaporizing carburetor, said throat being 'connectedto the intake manifoldof an internal combustion engine, and manually operable means to permit selective operation of the fuel oiland gasoline carburetors independently of each other from a single operating lever.

15. In a device of the described class, the combination of acarburetor adapted to atomize fuel of high boiling point, said carburetor altered to permit its operation only when the butterfly valve thereof is opened, a flue into which said carburetor'may discharge, a double wall in said flue, the internal wall extending into said flue and restricting the internal portion thereof, and

forming a hollowed-out portion between one outer wall and the internal wall and into which exhaust gases may be directed from the exhaust manifold of an internal. combustion engine to form a heat exchanger, tube means extending into the exhaust manifold of the internal com-.

bustion engine and in register with the exhaust port thereof, said tube means being in communication ='with said hollowed-out portion for directing exhaust gases thereinto, outlet means communicating from said hollowed-out portion to the exhaust manifold of the internal combustion engine to permit return of the exhaust gases to the exhaust manifold, the end of said flue opposite the carburetor aforementioned dis-' charging the high boiling point fuel vaporized therebyinto the intake manifold of the internal ARTHUR J. BEHLING.

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