US1736033A - Fuel-supplying system - Google Patents

Description

ov. 19, 1929. L;P.BARLOW 1,736,033

FUEL SUPPLYING SYSTEM I Filed Da e. 10, 1928 2 Sheets-Shet 1 Nov. 19, 1929. L. P. BARLOW 5 033:

FUEL SUPPLYING SXSTEM Fiid Dec. 10, 1928 {Sheets-Sheet 2 1 Patented-Nov. 19, 1929 J.

lJQGJlIi-Ii PATENT- OFFICE.

UNITED STATES LESTER r, BARLOW, or nETnoI'l MICHIGAN FUEL-SUIBPLYING SYSTEM Application filed December 10, 1928. 'seriall'o. 324,981. I

relatively high vacuum at alltimes at the fuel intake manifold of theengine. This is not always possible under'th'e varying conditions'of motorspeeds and loads with the re- 15flsult that the suction eifort of the engine on the system is so reduced at times, such as when running the engine, wide open for long "due to insufiicient vacuum.

To ,overcome these objections, mechanically operated force feed liquid fuel supply sys-' 'tems have been introduced. In these systems, the liquid fuel is supplied to the engine through the carburetor at a predetermined pressure above that: of the atmosphere-at all speeds-and loads of the engine so that thereis practically no opportunity for'failure of liquid fuelssupply once the system has-commenced to function. Because of the small quantities of liquid fuel consumed from. time to time during the operation of the average internal combustion engine, as employed on a" motor vehicle, the pump needed, to force the liquid fuel to the engine must, for practical purposes, be of low capacity. Because of this, considerable time is required after the auxiliary starting arrangement of the motor has been put intooperation for the pump to'fill the system to furnish the supply 40 required. At this point, I Wish to say that I am referring to those force feed systems inwhich the forcing pumps are driven main engine; Motors during extreme cold weather, when thoroughly chilled, rotate ,In extremely hot weather, in those systems, having) considerable surface exposed, as provided chambers, pump housings, etc., the liquid fuel periods, that the system is-subject tofailure by the slowly in starting and due. to this extreme slow rotation, the pumps may fail to prime,

y long lengths of tubing, large strainermay evaporate in the system in advance of the pump so that the evaporation is equal to the displacement of the pump. Because of thls, the pump may fail to prime the system when the engine isrotated in the eflort to get it Started,

One of the main objects of my invention is to provide means for automatically priming the system with liquid fuel quickly and positively,-.regardless of the conditions which have eifected priming of force feed system as heretofore; 4

In carrying out this main object, I utilize the suction effort of the rotating engine pre-' liminary to starting the engine to, prime the pump-and the-system. This allows a small capacity pump to be retained in the system main engine on the suction'strokes of its positions. Practically all of this displacement may be placed on the fuel system for priming purposes by closing the choker valve on the 'carbureterl This accounts for rapid priming of the system even whenlempt or dry.

From actual-installations, I- have een able tostart an engine incold weather with a dry system-withinthree to five-seconds.

Another object of my invention is to freethe'liquid'gasoline of all air and free gasesbforethe gasoline reaches the carbureter, and thereby :supply the carburetor with. solid liquid fuel vwhich is. essential to the proper performanceof the carbureter.- A further ob]e ct of my invention is to provide an air cushion for the gasoline in adand a quick and positive priming of the system eifected'by the large displacement ofthe Vance of the carburet'er, so" as to and the acceleration of the liquid fuel supply to the I carbureter and to also steady and regulate the pressure between the pump and the carbureter. i

A still further object of my invention is to allow the excessof free air and" vaporsaccumulating at the air cushion inexcess of that required therefor to be consumed, in the cylinders of the motor as fuel and thus not waste the same as would occur shouldthev v .be discharged in the atmosphere unburned The invention-also consists in the novel structure and arrangements thereof in my control device;

' system and Fig. 5 shows another form of improved Fig. 6 is a vertical sectional view of the vacuum control device as used in -sa1d system. In the drawings, 1 indicates the intake manifold of an internal combustion engine,

and 2 indicates the carbureter connected to said manifold as in assemblies of this general kind. 3, 4, indicate the choke and throttle valves, respectively, as employed'in these assemblies, the choke valve being in advance of the throttle valve, as shown.

The system for su plyin liquid fuel to the engine through t e car ureter 2, comprises a main fuel supply tank 5, usually arranged at the rear of the vehicle, and a force pump 6, which as illustrated, is of the rotary type and driven from the main engine, .in any suitable manner. Any type of pump, as customarily used in these systems, may be employed, it only being essential that the pump have the capacity required .to furnish the carburetor with itsfuel supply durmg the regular and intended-operation of the system.

A conduit 7, connects the intake side of the pump 6 with the supply tank v5, in the usual manner and a conduit 8, connects the discharge side of the pump with a receptacle 9, which is arranged above the carbureter in'the system shown in Fig. 1. The receptacle 9 may be fastened to any suitable support close to the. carbureter. As shown in Fig. 1, the receptacle 9 is fastened directly to one of the horizontal arms or portlons of the intake manifold 1, so as to avoid. the use of connecting tubing between the receptacle and the manifold. The connection shown is made through the cap 10 of the receptacle and said cap is provided with two passages, 11, 12, both opening into the interior of the receptacle. The assage 11 is connected with conduit 8, and t e passage 12 is connected with the interior of the manifold 1, through a connecting nipple 13 which also suspends the receptacle from the manifold.

A cage 14 depends from the cap 10 within the receptacle 9, and provides a housing for a float 15 which has a rod 16 extending vertically through it and guided at its lower end in an aperture in the bottom wall of the cage. The ball valve 17 is at the upper end of saidrod and co-operates with a seat 18 at the inner end of the passage 12 to open and close the same as the valve is moved off and on to its seat in the raising and falling'of the float. The float may be a hollow metal one or it may be made of solid floatable mate rial, such as cork. The cage 14 is provided with a number of openings 19, 19, preferably arranged in its bottom and uprightwalls so that the liquid fuel furnished the receptacle 9 in the functioning of the systemmay freely reach the float to operate it and also prevent the float from having piston effect as it raises and falls.

A conduit 20 connects the bottom of the receptacle 9 with the liquid fuel intake of the carburetor 2,'and a non-return check valve 21 is provided at the connection as shown in Fig; 3. This valve could be located in the conduit 20 or at its connection with the rc-.

ceptacle 9, if desired.

The system shown and described operates as follows:- Assuming that the system is empty, as when first installed, the tank 5 is first filled with liquid fuel as gasolenc." The rest of thesystemwill be empty and float 15 willseat on the bottom ofthe cage 14. The valve 17 will then be off its seat 18, to connect the interior of the receptacle 9 to themanifold 1, through the passage 12. On rotating the engine, through its auxiliary starting devices, either by hand cranking or by the i usual starting motor, the suction effort of the engine on the suction strokes of its pistons will create a heavy suction on the fuel system through the receptacle 9, and draw liquid fuel from the tank 5 into thesystem and prime the pump 6. The system will receive the fullest effect of the engine suction if either the choke valve 3 or the throttle valve 4 at the carburetor is closed. As it is the usual practice to close the choke valve before or at the same time the starting devices are set in motion, the operator will not likely forget to close the choke in order to effect quick starting of the engine. The pump 6 being rotated by the engine will as soon as it is primed, aid the suctlon to quickly fill the receptacle 9. The suction on the latter will act through the pipe 20 to seat the check valve 21 and close the carburetor 2 to the system and prevent air being drawn into the receptacle 9 through the carbureter. The receptacle 9 will quickly fillunder the combined action of the rotating pump and the engine suction and the suction on the system will be automatically cut off as soon as the receptacle is filled sufficiently to lift the float 15 to close the valve 17 against its seat 18. As soon as this, happens, the receptacle 9 will be closed to the vacuum pull andthe pump 6, by its continued rotations, will quickly buildup a a liquid head in the receptacle 9 to a pressure above that of the atmosphere. This pressure 4 very rapidly, even with a dry or empty sys-q tem, and the engine is quickly started under ItS OWD power, thereby. saving wear and tear on the starting devices, as well as the "battery. lVhile the pump 6 is operating to supply liquid fuel to-the carbureter 4', the system is operating as a force feed system.

The valve 17 at this time is held closed against .itsseat 18 by the combined effect of three forces, the suction effort of the engine'on the valve through the passage 12, the pressure of the pump and the lifting power of the float 15 as long as the liquid level in the chamber 9 stands high enough to keep the float raised.

lVith the upper edges of the ports 19 in the side wall of the cage, positioned atsome distance below the top of the cap 10, there is provided a recess or pocket in the chamber 9 I above said ports to trap any air or vapors remaining in the chamber 9 as the liquid level rises to and above the. upper edges of these ports. This provides an air cushion. which compensates for the irregularity of the pump delivery and consumption of the carbureter, due to increasing or decreasing the speed of the pump or varying the consumption of the carbureter. If no appreciable amount of air or vapor is supplied to the cushion by the incoming liquid fuel through the passage 13, the liquid level in the chamber 9' will stand approximately at the flotation point of the float at the closing time of the valve 17 As the pump continues to furnish liquid to the chamber 9, the pressure in the chamber will be increased, and the liquid level in the chamber will rise directly in pro ortion to the amount ofpr'essure supplie by the pump. In no event. does this level rise much above the upper edges of the ports 19 for the reason that these ports are completely covered by the liquid and the air cannot escape, due to the liquid seal at theports. This is the maximumheight of the liquid in the chamber 9 and as indicated by the dotted line a in Fig. 2. With the tank 5 on a motor vehicle, the splash of gasoline therein due to the movement of the vehicle becomes aerated and quantities of air and fuel vapors are discharged into the chamber "9 through the air cushion, thereby augmenting the cushion and in time building up a volume of air and vapors sufl'icient to depress the liquid level to a point permitting the float to drop and open the valve 17. The excess amount of air and vapors thus supplied may escape into the manifold '1 and lie-burned as fuel in the engine cylinders and not go to waste as would occur should such excess air and vapors be discharged into the-atmosphere. As the excess air and vapors escape, the liquid level is to permit the'floa't valve to open and vent rapidly raised the discharge of the pump into the chamber 9 and the rising level carries 'with it the float 15, causing the valve 17 to seat-andprevent the liquidfuel from escaping through the vent. This action of the fluid is periodic and enablesan air cushion to be continuously maintained in chamber 9 above the liquid level therein during the operation of the motor,'so as to serve'as a flexible con1-.

pensating medium between the pump and the carbureter. For installations requiring extremely high lifts'of liquid which may be 're'- quired in .stationary jobs, itis necessary to have a larger air space dueto the'higher vac-.v

uum in the chamber '9 necessary to prime. "On

' the high lift-job, when'the prime takes place due to the rarification in the chamber 9', I

enough airspace must be maintained above the liquid level to permit stretching of the I entrapped air far enough-tolower the level the chamber so that it'may discharge.

Should the engine stop for any reason, as by'the' voluntary action of the operator or driverof the vehicle turning off the ignition, the receptacle 9 being connected through its level in the receptacle, as by leakage in the cap '10 only With'the'pump 6, cannot drai v 7 into the pump or the supply tank 5 should the valve 17 open by the lowering of the liquid relatively large, it will hold. a suflicient amount of liquid fuel in reserve for the car bureter to keep the latterfllled by gravity .While the valve "17 is open to c7ondit1on the carbureter for quick startingof the engine on the operation of its auxiliary starting deioo vices. With the .valve 17 open and the engine] dead, the system including its receptacle 9,

is open to. the atmosphere through the intake 1 manifold 1, and the tubes or conduits 7, 8, and

the pump 6, which is usually'above-the tank 5, may .drain into the tank, thus requiringthe suction effort of the engine on its rotation by the starting devices to prime the pump and the" rest of the system to condition it for force feed operation. v

In providing a reserve supply of liquid fuel 2 for the carbureter-the receptacle 9 must be made considerably larger than-required mere- 1y to accommodate the float 15 and its valve 3 I 17 and its 'cage 14. This naturally increases the cost of the fixture, and adds to the cost of the entire system. To save expense in this regard, I make the system as illustrated in principle and in the same manner as before, the only materialdifl'erence being in the size and location of'the floatc'ontaining receptacle. As shown in Fig. 5, the receptacle 22' is located below the carbureter 23, but above the- Fig. 5.' This system operates on the same pump 24 which is the same as the pump 6 and is connected by tubes 25, 26, with the supply tank 27, and the receptacle 22, respectively.

With the receptacle located below the carbureter 23, it is necessary to provide a rather and separated by a partition wall 33, as shown in Fig. 6. The chamber 31 contains the float 34 and is made just large enough to accommodate the float and permit it to have the required freedom of up and down movement without the necessity of providing any guides, for thefloat other than the upright walls of the chamber. The tube 28 is connected to the cap 30 of the chamber 31 and opens into the center of-said chamber through a passage 35 in said cap. The inner end of this passage is provided with atapered seat 36 for a ball Valve 37 carried on the upper side of the float 34 so as to open and close the passage 35 in the rising and falling of the float.

The chamber 32 contains a ball check 38 to close a port 39 inthe bottom of the chamber, through which port the chamber 32 is connected to the chamber 31 by a passage 40 cored or drilled in the body of the receptacle 22. The chamber 32 contains a guard 41 in the form of a rod depending from a closing plug 42 to prevent undue. displacement of the ball check 38 in its opening movement.

When the engine, with which the system of Fig. 5 is equipped, is idle, the float 34 lowers as soon as the engine stops and the system is open .to the atmosphere through the manifold 29 by the valve 37 being open. This permits the system from the chamber 31-to drain into the supply tank 27. The carbureter 23 cannot drain into thetank or into the chamber 31 because its chamber 32 is closed at its bottom .by the ball check 38.

When the engine is rotated, preliminary to. starting by the operation of the engine starting devices, the suction effort of the engine acts on the system through the chamber 31 Y to prime the pump and fill the chamber 31 with liquid fuel from the tank 27. The rotating pump. 24 aids the suction and as soon as the chamber 31 is filled with liquid fuel, the float 34 rises and closes the valve 37. This cuts off the suction effort on the system and the pump 27 acts as before to supply the carbureter 24 with liquid fuel by a force feed through the chambers 31 and 32, the ball check 38 being lifted ofl its seat by the pressure built up by the rotating pump.

In both systems, the suction effort of the engine during the starting period is employed to prime each system and its pump. Thereafter both systems automatically operate to supply liquid fuel .to the 'carbureter on the force feed principle with, all the advantages of a force feed operation. In both of the systems, the action of cutting in and out the suction effort of the engine is out of the control of the operator so that the suction of the engine is automatically set in operation whenever the systems require priming to condition them for their regular and intended force feed operation. While each system as a wholeis one complete and integral system, each system is composed of two interconnected systems, one operating on the vacuum or suction principle for priming the other as a rapid and positive delivery thereto at all I times regardless of the angularity of the vehicle.. In having the liquid fuel for the mixing device pass through the receptacle 9 or 22, the liquid contents of the latter are maintained relatively cool by the incoming cooler fuel from the supply tank. Thisserves to keep the fuel in the receptacle below a temperature at which it will boil vor vaporize either in extremely hot weather as well as when the'receptacle is mounted directly on the'manifold and close to the engine where it would be within the influence of the heat radiated therefrom. Another reason why this can be accomplished is because the liquid contents of the receptacle by the force of the with an integral web 45 which projects up.

from the cap and extends across the same on its outside side. which opens at its inner end by a downward turn into the receptacle 44' through the cap and at its outer end through the exterior of the lug where it has flanges 47 for attaching the cap to the front side of the manifold 48 as shown in Fig. 4. The manifold 48 is pro- Said web has passage 46 W vided with a flat surface on its front side to seat theflanges 47 and there has a port 49 to connect the passage 46 with the interior of the manifold. Gaskets may be placed be tween the manifold and the attachingparts of the cap 43 to make a gas-tight oint.

The details of structure and arrangement of parts shown and described may be variing from -.1. The-combination with-an'internal com-.

bust ion engine, -carbureter and liquid fuel supply system therefor; ofa pump for forc- 'ingliquid fuel through the system to the cara bureter at'ajpressu're above "that of the atmospher e,a 'check'valve in the system at the carbureter, and means connected to the engine'suctionand to the system betweentlni check valve and the discharge. side of the pump for conditioning the system for reg? t ula-r' operation A above atmospheric pressureand for'automatically controlling thepriming of the system and the pump bywengine suction, ;sa'1 d means in .its operation. being -2; -The'combinati on with an internal comresponsive'only-to engine su ction and. the disbustion engine,. carbureter and liquid fuel supplying system therefor,- of apumpfor:

chargefiuids from the pump.

bustion engine, earbureter and liquid fuel. supply -system',-of' a pump for forcingliquid fuel through the system. to the carbureter at a pressure above thatof the atmosphere, a

"check valve in the systeminadvanceof the carburet'er; a device connected to the engine opening and 'closing the'same to ,the engine sliction a'nd to the systembetween the check v-alveand the discharge side of the pump, and avalve in said device for automatically suction, said valve being responsive onlyto,

.the'engine" suction. and totlie discharge fluids from the pump'for conditioning the system "for the automatic primingthereof and the pump by engine suction when the valve is open and for conditioning the system for regular operation above atmospheric pressure when the valve is closed. 1

3., The combination withan internal com- ,.bu'stiori engine, carbureter andliquid fuel supply system therefor, of a pump for fore;

ing liquid -fuel'thr,0ugh"the system .to the carbureter ata pressureabove that of the atmosphere, a check valve in the s stem in advance of the carbureter, a cham er con nected to'the engine suction and-to the system' hetween-. -the check valve and the dis:

'carbureter; and a float valve in'said'chamher "for automatically-opening and closing the" same totheengine suction, said valve being charge'sid'e of-the pump. and through which chamber the fuel passes from the pump to the:

responsiveonly to the engine suction and to the automatic priming thereof and thepump; i co .the dischargeflui-ds fromthe pump for condi tioning 2 system for-regular operation above atmospheric pressu're when the valve is'closed and vforbonditi'oning the system-for by engine suction, when the' valve is" open..

.4. l'Ih-eycombinati'on with an 1nternalc0m-' v bustion" engine,carbureter= and." liquid fuel 3 supply system therefohof a-ipu'mp for forcliquidsfuel'jthrough the system; to {the carbureteryacheck valve in the system in ad; v

vance of the carbureter, a chamber connected to the engine suction, and tothe system betion, said valve being responsive only to the engine suction and to the discharge fluids from .the pump for conditioning the system (for regular operation above atmosphericpressure when the valve is closed and forconditioning the system for the automatic prim- -ing'thereof and the pump by engine suction whenthe valve is open, said chamber being located above ,the carbureter and being of a size to provide a head of liquid fuel there;

for, v t

v5. The combination with an internal comfprcing liquid fuel through the system to the Icarbureter, a check.valve in the system in ad-' vance of the carbureter,--a chamber connected "to the engine 'suction and to the system betweenthe check valve andthe discharge side of the pump and'through'which chamber the fuel passes from the pump to the carbureter,

es s

and a float valve in said chamberfor open-' ing and closing the same to engine suction, said valve being responsive only to the engine suction and to the discharge fluidsfrom the pump for conditioning the system for regular operation above atmospheric pressure when the valve is closed, and for conditioning the system for the automatic priming thereof and the pump by' engine suction when the valve is open, said chamber being located above the carbureter and being'conne'cted at its lower end to the carbureter' and at its .up-

perjend'to the discharge side of the pump so as not to drain into the pump on stopping thesame.

6. The combination withan internalfcombustlon eng1ne,-1ts intake manifold, carbuthe system to the carbureter, a check valve in the system in advance'of the carbureter,a device connected to the engine suction through the manifold and to the system be;

tween the check valve and the discharge side of the pump, and a valve in said device for automatically opening and closing the same -.to the engine suction; said valve in its op-' eration being responsive only to. the engine reter and liquid fuelsupplying system therefor of a pump for forcing liquid fuel through suction and to the discharge fluid of the pump for conditioning the system for-regular operation aboveatniospheric pressure when the valveis closed and "for conditioning the system for the automatic priming thereof and the-pump by; engine suction when the valve .7. The combination'with an internal com- :is' open, said device being attachedto'and'directly supported'by the manifold; j

bustion engine, carbureter and liquid fuel supplying system therefor, of a pump for forcing liquid fuel through the system to the carbureter at a pressure above that of theatmosphere, a check valve in the system in advance of the carbureter, a chamber con nected to the engine suction and to the system between the check valve and the discharge side of the pump and through Which 10 chamber the fuel passes from the pump to the carbureter, the passing fuel also serving to keep cool the liquid contents of the chamber, and a valve in said chamber for antomatically opening and closing the same to the engine suction, said valve being responsive only to the engine suction and to the discharge fluid from the pump for conditioning the system for regular operation above atmospheric pressure when the valve is closed and for conditioning the system for the automatic priming thereof and the pump by engine suction when the valve is open.

-8. The combination with an internal combustion engine, and liquid fuel supplying 5 system therefor, of means including a pump for forcing liquid fuel through the system to the carbureter at a'pressure above that of the atmosphere, means connected to the engine suction and to the system between the a0 carbureter and the discharge side of the pump for controlling the automatic priming of the system and the pump by engine suction and the operation of the system above atmospheric pressure, said means in its operation a being responsive onl to the engine suction and to the discharge uid from the pump, and

valve means at the carbureter for closing the system to the atmosphere when priming thesame.

40 9. The combination with an internal combustion engine, carbureter and liquid fuel supplying system therefor, of a pump for forcing liquid fuel through the system to the carbureter at a pressure above that of the atmosphere, a chamber connected to the engine suction and to the system between the carbureter and the discharge side of the. pump, .a float valve in said chamber reponsive only to engine suction and to the discharge fluid from the pump for'automaticaL' 1y opening and closing the chamber to engine suction for controlling the operation of I the system above atmospheric pressure and t the priming ofthe system and. the pump by engine suction, said chamber being formed 1 \{0 provide a pocket therein above the valve 'ror the accumulation of air or vapors to form f an elastic cushion for the liquid fuel in said cha'mber, and means'for closing the system I at the carbureter'to the atmosphere. In testimony whereof I afiix my si ature. s LESTER P. 'BAR CW.

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