US1488566A

US1488566A - Method and means for conserving waste gaseous fuel

Info

Publication number: US1488566A
Application number: US571527A
Authority: US
Inventors: Charles L Stokes
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-06-28
Filing date: 1922-06-28
Publication date: 1924-04-01
Anticipated expiration: 1941-04-01

Description

pri 1 1924.

C. L... STOKES METHOD AND MEANS FOR coNsERvING wAsTE GAsEoUs FUEL m22 2 sheeS-sheet 1 Filed Jur1`28,

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[1 1 11111/111111/ Irl/l r l IN V EN TOR.

April 1 1924. 1,488,566

c. L. sToKEs METHOD AND MEANS FOR CONSERVING WASTE GASEOUS FUEL Filed June 28 1922 2 SheecsfSheet 2 Patented Apr. l, 1924.

CHARLES L. SBGKES, OF LOS ANGELES, CALIFORNIA.

0D AND MEANS FOR `(1()h`l'SIlilRTINGr WASTE GASEOUSFUEL.

Application led June 28, 1922. Serial No. 571,527.

To all 'whoml z't may concern.'

Be it known that I, CHARLES LAWRENCE STOKES, a citizen of the United States, and resident of Los Angeles, in the county of Los Angeles and State of California, have invented certain new and useful Improvements in Methods and Means for Conserving Waste Gaseous Fuel, of which the following is a specification. Y My invention relates to improvements in feeding normally waste gaseous fuel to an internal combustion engine, which gaseous fuel is carburetted with air in a predetermined quantity so as not to affect the normal operation of the engine, and also not to ail'ect the normal operation of a vafcuum tank from which .the gaseous fuel is drawn by the suction of the engine.

The principal objectof my invention is t0 provide a method and means for continuously withdrawing normally waste gaseous fuel both from the reservoir and suction chamber of a vacuum tank by' the suction of an internal combustion engine to which the normally waste gaseous fuel is lfed oontinuously together with a predetermined quantity of air. j

It isanother object of my invention to continuously Withdraw normally waste gas.- eous fuel through both the reservoir and suction chamber of a vacuum tank in such a manner as not to interfere in the slightest manner with the normal operation of the vacuum tank.

Another object of my invention is to supply air to `both the reservoir and suction chamber of the vacuum tank through unitary means, by which means the air is supplied for the operation of the vacuum tank and also for withdrawing continuously the normally waste gaseous fuel.

Anotherobject of my invention is to provide, in conjunction with my arrangements for supplying heated air, a suitable apparatus for continuously supplying the heated air through a predetermined period of time for starting an engine in very cold weather.

Further objects will, become apparent as the description of my method and means is further dlsclosed.

Referring to the drawings:

Fig. 1 represents a vacuum tank in section embodying my improvements.v

Fig. 2 is a diagrammatic drawing, partly in section, showing the application of my system to an internal combustion engine and hquld supply tank on an automobile frame.

Fig. 3 is a. plan view of part of my improvements.

Fig. 4 is a vertical section along the lines 4-4 of Fig. 3.

In the drawings like numbers denote the same parts.

In'my co ending applications Serial No. 512,187, ile November 2, 1921, and Serial No. 523,648, led December 20, 1921, I have described methods and apparatus fo-r continuously feeding carburetted air from the suction chamber of a vacuum tank to an internal combustion engine, part of which carburetted air was intermittently drawn from thereservoir and part from the liquid supply tank, and in both cases the carburetted air was continuously drawn through the' suction chamber of the vacuum tank responsive to engine induction vacuum. In these aforementioned applications part of the carburetted air forming the continuous stream was drawn from the liquid supply tank.

My application, now presented, shows improvements over the aforementioned applications inasmuch as I am now able to continuously, withdraw solely the normally4 waste gaseous fuel from both the reservoir and suction chamber of a vacuum tank in such a manner as to have no eiieet upon the normal operation of the vacuum tank and without having recourse to any supply of carburetted a^ir from. the liquid supply tank to form part of the continuous stream, although it is to be here understood that the addition of carburetted air from the liquid supply tank will in no manner detrimentally adeot the performance of my method as now described. j

Fig. 1v represents a vacuum tank of a well known. type at present 'on the market having a reservoir 1 inside of which-is placed a suction chamber 2. A head 3 is fastened to both suction chamber 2 and reservoir 1 4by screws 4 in an airtight manner so that the assembly of these three portions as a whole, with their component parts, comprises what is known as the vacuum tank. The interior of '2 is fitted withsuitable mechanism for alternately applying suction and atmosphere to the chamber, which mechanism consists in general of a ioat 5, whose upward and downward motion operates a lever 6 joined by a link -7 to a lever 8. Another lever 9 is "ously by pipe 30 to the carburetor 53 and engine 49. 31 is a drawoff plug in the bottom of 1 for withdrawing impurities vin the liquid fuel.

Reservoir 1, together with .suction chamber 2, is vented through a pipe 21, containing an enlarged chamber 22 having a resistance coil enclosed therein, and a pipe 27 leads from 22 and opens in the interior of 1 preferably slightly above the liquid level therein. v

A pipe 20 leads from a liquid supply tank 55, having an air vented filler cap 56, to thesuction chamberl 2 and pipe 16 is connectedthrough two arms of a fitting to the suction valve 10 and to a continuously open suction port 13, both of which are in head 3.

A passage 141leads through head 3 to air valve 11 from reservoir 1, and valve 11 can be reached by removing plug 15.

The continuously open port 13 is preferably contained in one end of a fitting 18 joined by a nut 17 to a cross,-one arm of which 16 leads'to the intake manifold 51 of engine 49, another arm of which is joined to the suction port intermittently opened and closed by valve 10 and another arm of which is connected by nut 19 to a fitting 32.

Into 32 is threaded the end of a fitting comprising a suction operated valve enclosed in a casing 33. The part of 33 which threads into 32 contains a ver'y small orifice 34,

preferably about the size of a No. 75 drill, t which communicateswith the interior of 33 'in orderto cause-movement, responsive to engine induction vacuum, of a plunger which consists of a rod' 37 having a closetting circular piece or` disc 35 and a valve pin 48. To one end of rod 37 is fitted an operating head 41 and to another part is fixed a sliding contact arm 39 having a contact point .47. Contact point 47 is designed to co-act with

spring terminals

45 and 46, ijoined 'respectively to lead

wires

24 and 25, and held thereto by

screws

58 and 59 respectively. Both

springs

45 and 46 are contained in an insulated chamber 40 which is fastened to the top of 33 .by screws 42.

.Y

Lead'wires

24 and 25 are connected tothe point 47 causes a closing of the circuit upon operation by pulling 41. In one side of chamber 2 is placed an rasate@ aperture or hole 50 which is preferably of the same size as 13, or about one-third larger in area.

The operation ofmyl device for continuously drawing off the normally waste gaseous fuel from both compartmentsof a .through 13 to the interior of 2. This suction is designed to be relieved through hole 50 whereby itis imparted to the space above the liquidn 1 and is designed to be relieved there by atmosphere passing through pipe ,21, chamber 22 and pipe 27. Pipes 21 and 27 should be of such size that they are amply able to break any induced vacuum through hole 50 and at the same time keep the'liquid in 1 under atmospheric pressure so that it may be continuously fed to carburetor 53, and also they should bel of such a size that in the position of the suction chamber apparatus as described sufficient air will pass also through passage 14 and the annular space around the stem of valve 11 so'that, notwithstanding any suction which may be applied to the interior of 2 through port 13, the liquid in 2 will none the less be under atmospheric pressure and be thereby dis' charged through valve-29 to reservoir 1.

Upon this-action taking place float 5 will fall, thereby causing a kick action to take effect on lever 9y whereb valve 11 will be closed-and valve 10 will e open.

Upon this taking place it will be noticed that, the suction through 13 being fully met by the air admitted through hole 50, the excess of suction admitted to the interior of 2 by valve 10 being open, will be suflicient to raise liquid fuel from'tank 55 through pipe 2() and deposit the same in the interior of 2. Thereupon float 5 `rises and the cycle of operations withfhe valves 10 and 11 and 29 Awithstanding the continuous application of .engine suction to 2, which is increased and decreased according to the opening and clos'- ing of valve 10, that the vapors o-f light fractions of the gasoline, which are normally wasted, because in place of plug 15 there is iusually fitted an air vent through which gases escape to atmosphere, these vapors are continuously swept off the rsurface of the liquid in 1 by means of the air admitted through 21 and 27 and passed through hole a high degree.

50 and port 13 irres tive of whether the suction chamber is ifting the liquid fuel from tank 55 or not, and the sizes of holes v13 and 50 and the areas of the annular In this connection it-may behere noted that the dip tube 57 which extends nearly to the bottom of tank 55 and is connected to pipe 20, may ormay .not have therein, above the normal liquid levela small-hole for admission of atmosphere as already described in my aforesaid copending applications, in my reissued Patent No. 14,701, July 29, 1919, and in my Patents Nos. 1,230,596, June 19, 1917, 1,230,537, June 19, 1917, 1,288,266, Dec. 17, 1918, 1,303,610, May 13, 1919, 1,319,913, October 28, 1919, and 1,302,725, May 6, 1919, and the admission of atmosphere through such a vent, for the purpose of aiding in the elevation 'of liquid fuel from tank 55 to the vacuum tank, would in no manner interfere with my present improvements.

Engine 49 has an exhaust pipe'52, around which is Wound air pipe 21 and, if it be presumed that the weather is cold and it is desired to start the engine with ,a heated vapor it will be perceived that upon cranking the engine suction is applied through pipe 16, which is normally joined tot manifold 51 between the throttle 54 of carburetor 53 and the engine cylinders, and that said suction will be applied through fitting 32 and hole 34 to the interior of 33. y

All then that is necessary to supply heated air through the cycle of operations as already described, is to pull on 41 so that valve 48 is unseated and withdrawn' to the end of chamber 33 farthest from hole 34. It will be noted that chamber 33 is vented through hole 38 in cap 36, which cap holds the rod 37 and disc 35 in alignment with the interior circumference of 33. Attached to rod 37 is the contact arm 39 which is also drawn a predetermined distance upon pulling on 41, to the end that contact point 47 closes the circuit, in which is placed resistance Wire 23 which is thereby heated to As already stated the engine\ being cranked and suction being'thereby solely through hole 34 to the face of disc 35, the disc is slowly drawn to the opposite end of chamber 33 and the travel of disc 35 covers a predetermined period of time suficient to heat the air passing throug1t\ 21,

pplied 22 and 27 to such an extent that vapors from the surface of the liquids in l and 2 are liberated and carried along with the heated air through pipe 16 into the engine cylinders thereby forming a heated carburetted charge for starting the engine. At the same time it will be noted that any vapors normally contained above the liquid in 1` and 2 will also be carried along to the engine', and I find that I am thereby enabled to start and run an engine very easily in cold weather.

Upon the predetermined period of .time having elapsed, when `disc 35 would be drawn along chamber 33, valve'48 becomes seated, which precludes the passage of air into 32, and at the same time 47 is brought out of contact with 46 and 45, thereby opening the circuit and causing coil 23 to become cool. Thereupon the air is heated and supplied by passing through thevcoil around exhaust pipe 52, the Iengine Ahaving been running during this predetermined period of time, and thus in extremely cold weather a continuous supply of heated air can be provided for warming the liquid fuel in 1 and 2 and -at the same time continuously drawing 0E the vapors therefrom.

It is of course obvious that the coil around pipe 52 may be so made as to be connected or disconnected 'at will,\provided air is always supplied therethrough to the interior of 1, inasmuch as too much heated airwould not be desirable in very hot weather.

The value of saving all thesey normally waste gaseous vapors from the ,vacuum tank will be apparent when it is noticed that in the normal operation of a vacuum tank such as is described, and not having my improvements thereon, reservoir 1 and suction chamber 2. are vented through a pipe inserted in place of plug 15. Thus, all the vapors of the lighter fractions from the gasoline are normally lost through the vent pipe replacing plug 15. y

When it is considered that gasoline comf prises a number of series of hydrocarbons of different-boiling points, for instance normal pentane boils at A97" F., and that normally the vacuum tank is placed in close proximity to the enginel where it attains a heat of sometimes 150o F., it will readily be apparent that much gasoline is boiled away andescapes to atmosphere. Up to the time of my present improvements the amount of i gasoline Wasted by the escape of these fractions is enormous, when it is understood carburetion in an internal combustion engine under all and every condition.

Itis to be noted that I do not content myself With `only partly breaking the Vacuum in suction chamber 2 when valve 1l is unseated or open, but the areas of holes 13 and 50, as Well as the annular areas around the stems of valves l() and l1 and the areas of pipes 2l and 2T are so fashioned that the operation of my method is Without effect upon the normal action of the vacuum tank and in consequence reservoir 1 is continuously under atmospheric pressure and suction chamber 2 is intermittently under atmospheric pressure.

I Claim:

l. The method of supplying Waste gaseous fuel to an internal combustion engine in a continuous stream from a vacuum tank embodying a suction chamber and a reservoir, which consists in applying the engine suction to the suction chamber and to the reservoir through piping connected to the engine cylinders, the suction chamber being subjected intermittently to atmospheric pressure through an air space above the liquid level therein and the. reservior being subjected continuously to atmospheric pressure through an air spa-ce above the liquid level therein, both of said air spaces being joined through a passage, whereby a continuous stream of air and vapors is drawn to the engine by its suction through both of said air spaces and said piping.

2. The method of continuously supplying an internal combustion engine by its suction with Waste vapors from a vacuum tank embodying a suction chamber and a reservoir and adapted to feed liquid fuel to the engine, which consists in applying the engine suction through piping to the suction chamber for raising liquid fuel thereto, intermittently restricting the suction and admitting air to the suction chamber for discharging liquid fuel to the reservoir, continuously supplying air to the reservoir and continuously applying the engine suc-tion to the reser'voir through said piping; said second mentioned air being carburetted by the Waste vapors from the liquid fuel in the reservoir and continuously drawn to the engine by its suction.

a 3. A vacuum tank, for supplying liquid fuel to an internal combustion engine by its suction from a. low level, embodying a suction chamber to which the engine suction is applied through piping for raising liquid fuel thereto and a reservoir for receiving liquid fuel from the suction chamber, in combination with means to app-ly said suction to the suction'chamber, means to supply air to the suction chamber, means to continuously supply air to the reservoir, means to intermittently discharge liquid fuel from the suction chamber to the reservoir, means to iis attached a carburetor,a liquid supply tank, in combination with means to apply engine suction continuously and in intermittently varying degrees to the suction chamber whereby liquid fuel is drawn int-ermittcntly thereto from the liquid supply tank and a continuous stream of carburetted air of substantially constant volume is drawn therefrom to the engine and means to feed the liquid fuel continuously from the reservoir to the carburetor. f

5. A vacuum tank comprising a suction chamber and a reservoir in combination with means to hold the suction chamber and reservoir together, means to apply a vacuum to the suction chamber, means to discharge liquid from the suction chamber to the reservoir, means to intermittently supply air to the suction chamber through the reservoir, means to continuously supply air from .the

`reservoir to the suction chamber, means to supply liquid to the suction chamber and means to discharge liquid from the reservoir, for the purpose described.

6. An internal combustion engine having an intake manifold with a carburetor attached thereto in combination with a fuel supply tank at a lower vlevel than the oarburetor, a vacuum tank at a higher level than the carburetor, suction means-to apply engine vacuum to the vacuum tank whereby fuel is lifted from the supply tank to the vacuum tank, means to feed liquid fuel to the carburetor fro-m the vacuum tank and means associated with the vacuum tank to continuously feed carburetted air to the engine through said suction means, .the air being carburetted solely in the vacuum tank 'by the waste vapors from the fuel therein and primarily admitted to the vacuum tank for subjecting the same to atmospheric pressure through a oonstantlyopen orifice.

7. A vacuum tank comprising a suction chamber and a reservoir, a restricted passage from the suction chamber to the reservoir, a valve to control the passage of air through said passageway, a float to control said valve, a passage for supplying air to the reservoir, and an unobstructed passage to pass air' from the reservoir to the suction chamber; for the purpose of continupusly supplying an internal combustion engine by its suction with liquid fuel together with the Waste gases from the liquid fuel Which passes through the suction chamber and reservolr.

8. A vacuum tank having a suction chamber and a reservoir, a `controlled passage betweenl the suction chamber and the` reser Noir, in combination with means to apply vacuumtoQthe.suction chamber, means to admit-aintojthe 'suction chamber and the reservoir nd-,imeans to continuously withdrafwfai' 1fsa'idvacuum means from the reservoir through the suction chamberwithout passing through said controlled passage.

i. ,Y J9.` The method of supplying gaseous fuel vacuum tank embodying a suction chamber l for pumping liquid fuel and a reservoir for receiving the liquid fuel from the suction chamber, which consists in applying the engine suction to the suction chamber and to the reservoir through Vpiping connected to the engine manifold, the suction chamber and reservoir being continuously supplied with heated air for vaporizing the liquid fuel,

whereby a continuous stream of air and gaseous fuel is drawn to the engine by its suction through said piping from both the suction chamber and the reservoir.

v 11. The method of supplying gaseous fuel to' an internal combustion engine from a vacuum tank embodying a suction chamber for pumping liquid fuel and a reservoir for recelving the liquid fuel from the suction chamber, which consists in applying the en- 40 gine suction to the suction chamber and to the reservoir through piping connected to the engine manifold, the suction chamber and reservoir being continuously supplied with air through a common vent opening v into the reservoir, whereby a continuous stream of air and gaseous fuel is drawn to the engine by its suction throu h said piping and across the surface o the liquid K,in the reservoir.

12. The method of continuously supplying liquid and gaseous fuel to an internal combustion engine` from a liquid supply tank at a low level through a vacuum tank at a hi h level, the vacuum tank embodying a suctlon chamber and a reservoir, which consists in applying a portion of the engine vacuum to the suction chamber thereby lifting the liquid fuel thereto from the liquid supply tank, intermittently destroying said 6 vacuum and supplying alr to the suction chamber thereby discharging liquid fuel to the reservoir, continuously applying a second portion of the engine vacuum to the suction chamber and reservoir, and continuously vto supply liquid fuel to the suctionV chamsupplying air to the reservoir whereinv -air together with gaseous fuel is continuously fed to the engine both from the suction chamber and reservoir responsive to said second portion of the engine vacuum and the liquid fuel is continuously fed to the engine from the reservoir.

13. The combination with an internal combustion engine having an attached carburetor of a vacuum tank embodying a suction chamber and a reservoir, of means to apply the engine vacuum to the suction chamber. means to supply liquid fuel to the suction chamber, means to discharge liquid fuel from "the 'suction chamber to the reservoir, means to Avaporize liquid fuel in the reservoir, means to supply air to the reservoir, means to feed liquid fuel from the reservoir to the carburetor and means to continuously draw air and vaporizcd fuel from the reservoir through the suction chamber above the liquid level therein responsive to the engine vacuum through said vacuum applying means.

14. A vacuum tank embodying a suction chamber and a reservoir in combination with means to apply suction to the suction chamber for raising liquid fuel thereto, means to supply liquid fuel to the suction chamber, means to discharge liquid fuel froln the suction chamber to the reservoir, means to discharge liquid fuel from the reservoir, and means to supply air to the suction chamber and reservoir above the liquid level therein, said air supplying means including a conduit for venting the reservoir and a constantly open passage connecting the reservoir through the suction chamber with said suction means; whereby a continuvous stream of air and gases derived from the liquid fuel is withdrawn pfrom the suction chamber and reservoir through said suction means and thev liquid fuel is discharged intermittently to and continuously from the reservoir.

15. A vacuum tank for supplying fuel to an internal combustion engine embodyin a suction chamber and a reservoir in com ination with a passage for applyingthe engine vacuum to the suction chamber, vmeans ber, means to discharge liquid fuel from the suction chamber to the reservoir, means for applying heat to the reservoir, means to admit air to the reservoir, means. tol` pass liquid fuel from the reservoir to the engine, and means to pass gases from the reservoir to the suction chamber and said passage; for the purpose of continuously feeding liquid fuel to the engine and continuously withdrawing air, together with vapors released from the liquid fuel in the reservoir, through the suction chamber and said pasi sage responsive to the engine vacuum.

fait

16. A vacuum tank for supplying fuel to an internal combustion engine embodying a suction chamber and a reservoir in combination with a passage for applying the engine vacuum to the suction chamber, means to supply liquid fuel to the suction chamber, means to discharge liquid fuel from the suction chamber to the reservoir, means for applying heat to the reservoir for a predetermined period, means to admit air to the reservoir, means to pass liquid fuel from the reservoir to the engine, and means to pass gases from the reservoir to the suction chamber and said passage; fori` the purpose of continuously feeding liquid fuel to the engine and continuously withdrawing air, together with vapors released from the liquid fuel in the reservoir, through the suction chamber and said passage responsive to the engine vacuum.

17. A vacuum tank embodying a suction chamber for pumping liquid fuel and a reservoir for receiving the liquid fuel from the suction chamber in combination with means to apply vacuum to the suction chamber and reservoirmeans to continuously supply air to the suction chamber and reservoir, and means to connect the reservoir and. suction chamber above the liquid level therein with the vacuum applying means, ,whereby a continuous stream of air, mixed with gases derived from the liquid fuel in the suction chamber and reservoir, is withdrawn from the vacuum tank.

18. A vacuum tank embodying a suction chamber for pumping liquid fuel, the suction chamber having aconnection for Supplying liquid fuel, a connection forcontinuously supplying suction, a passage for continuously supplying air, a port for interiassce mittently supplying an `excess of air and a connection for discharging liquid fuel.

19. The method of continuously supplying carburetted air to an internal combustionv engine from a vacuum tank embodyin a suction chamber adapted to supply liqui fuel to the engine, which consists in continuously applying the engine vacuum through a conduit to the suction chamber thereby drawing liquid fuel thereto, continuously supplying air to the suction chamber, intermittently7 supplying an excess of air tothe suction chamber thereby intermittently discharging liquid fuel from the suction chamber, and continuously withdrawing air together with waste vapors from the liquid fuel through said conduit.

20. A vacuum tank, for supplying lqiuid fuel to an internal combustion engine by its suction from a low level, embodying a suction chamber for. receiving liquid fuel from the low level and a reservoir for receiving liquid fuel from the suction chamber in combination with means to apply a portion of the engine suction to the suction chamber for raising liquid fuel thereto, means to intermittently supplyV air to the suction chamber for discharging liquid fuel to the reservoir, means to continuously supply air to the reservoir for discharging liquid fuel to the engine and constantly open means to apply a second portion of the engine suction to the reservoir for withdrawing said l,continuously supplied air together with waste vapors derived from the liquid fuel. lSigned at Los Angeles, in the county of Los Angeles, and State of California, this *23rd day of June A. D. 1922.

CHARLES L. STOKES.