US1653607A

US1653607A - Fuel-supply tank

Info

Publication number: US1653607A
Application number: US153714A
Authority: US
Inventors: Chester W Ackerman
Original assignee: HALBERT J THRASHER
Current assignee: HALBERT J THRASHER
Priority date: 1926-12-09
Filing date: 1926-12-09
Publication date: 1927-12-27
Anticipated expiration: 1944-12-27

Description

Patented Dec. 27, 1927.

UNITED STATES.

PATENT OFFICE.

CHESTER W. ACKERMAN, F B-AINBRIDGE, OHIO, ASSIGNOR 0F TWO-FHTHS TO ROBERT L. RUSSELL AND ONE-FIFTH TO HALBERT .T. THRASHER, BOTH 0F CHARDON, OHIO.

FUEL-SUPPLY TANK.

Applicationflled December 9, 1926. Serial No. 153,714.

This invention relates to fuel supply'tanks for internal combustion engines. and more particularly to a fuel supply tank internally equipped with a carburetting apparatus, and instrumentalities so connecting the tank and motor that, under the aspirations of the latter, a carburetted mixture of high efficiency will be automatically deliverd to the motor for combustion.

In the utilization of the structure embodying my invention, the usual form of carbureter is eliminated, and the carburetting device is positioned directly within the fuel supply tank. A valve, controlled air pipe leads into the tank, as does also the manifold of themotor, and, during the operation of the motor, air is drawn into the tank and through the gasoline contained therein, the mixed air and gasoline then being subjected to such carburctting action that a mixture of high efficiency passes into the manifold and to the motor.

. It is therefore the object of the invention -to-comb1ne with a fuel supply tank or reservoir, a carburetting apparatus mounted therein and adapted to so mix the air and gasoline that a mixture of maximum efficiency will be led into the combustion chamber of the motor.

Other objects of the invention will be made apparent in the accompanying specification, when read in connection with the drawings forming a part thereof.

In said drawings: Fig. 1 1s a long tudinal sectlon taken through a fuel tank-embodying my invention;

Fig. 2 is a section on the line 2-2 of Fig. 1.

Fig. 3 is a section on theline 3-3 of Fig. 1, and, j

Fig. 4 is a detail in perspective, showing a portion of my carburetting apparatus.

Now referring specifically to the drawmgs, in which like reference characters-midlcate like parts. throughout the several views, A indicates the usual fuel supply tank of an internal combustion engine, here shown as of rectangular formation, and 1 is an elongation of the engine manifold, extending longitudinally over the top of the tank and closely adjacent thereto. Preferably a hood 1 encloses the manifold 1. and is spaced therefrom. As shown in Fig. 1, the manifold 1 communicates with the interior of the tank A, through

intakes

2, 3 and 4;. Intakes 2 and 4.- preferably comprise funnels having neck port-ions entering the manifold, the flared body portions extending into the tank A, as illustrated. The lower portion of in- It is to be understood that the manifold is provided, at some point in its length, with a butterfly valve 6 to control the flow of the mixture therethrough, and with a safety valve 7 to eliminate danger from backfire.

An air-inlet pipe 8, controlled by an adjustable valve 9, leads into the tank A adja-.

cent one end thereof, a detachable leg 10 being connected to the lower end of the pipe and positioned at the bottom of the tank,

extending longitudinally thereof, and secured in position by strap members 10, a V

strap 8' serving to secure the vertical portion of the pipe 8. A cap 11 is screwthreaded onto the end of the leg'10, being removable for cleaning purposes.

The upper face of the leg 10 of the pipe 8 is provided with a plurality of perforations 12' which are preferably punched out Wardly from the metal stock as shown, during the formation ,of the leg 10, whereby to provide upstanding flanges surrounding said perforations 12. j

The interior of the tank A may be said to be divided into compartments B, C, D and E. Compartment B is defined by which are imperforate, except as hereinafter referred to; compartment C is defined by the wall of the tank and the walls 13, and by perforated walls 14. andld' compartment walls 13, 13',

,is confined by walls 13 and the wall of the lit) ed, on the wall 16, a four sided shed 19 preferably of pyramidal configuration, the apex of which is just below the plane of the nozzles 18, andan aproned plate 20, provided with a plurality of perforations, is mounted on the apex'of said shed. Fixed on said plate 20 is a. vertically disposed baflle 21 carrying above it a protective hood 22. If desired a flat screen 23 may be provided for the top of the plate 20, as shown in the drawings.

Tubes 24 extend through the plate 16, beneath the shed 19, affording communication between compartments B and E, and each face of the said shed is provided with two perforations 19". Furthermore, as illustrated. in Fig. 2, two perforations 19" extend tplrough the plate 16 adjacent the base of the s ed.

The tank A is of air tight construction and, during the operation of the motor, the

valves 6 and 9 being properly adjusted, the aspirations of the motor cause air to be drawn into pipe 10 under a pressure greater f than the hydro-static head of the fuel in the

pipes

10 and 17, 17, and serve to create a suction in the tank through the

intakes

2, 3 and 4, drawing air into the pipe 8 and leg 10, and upwardly through the

pipes

17, 17, and

also upwardly, through theperforations 12,

12, into the gasolinein the compartment E During this process gasoline is also en;

trained into the apertures 17 17, in the pipes 17 17, and the mixed air and gasoline is carried upwardly in said pipes and forcibly ejected through the

nozzles

18, 18, against the bafie 21. The violent contact of the mixed air and fuel particles against the bafiie 21 serves to atomize the mixture, but the hood 22 serves to prevent access of any of the heavier particles through the port 3' into the intake 3, immediately above said hood. Certain of the most minutely atomized, or drier particles however, pass around said hood and enter said intake 3.

In the meantime air is also passin out of the orifices 12 and into and through t 1e main body of gasoline in the tank E, causing said gasoline to become violently agitated, and a certain amount of fuel laden air passes upwardly through the perforations in the plate 16, and through the tubes 24. It will be understood that, in the compartment B, the heavier particles offuel laden air have passed downwardly through the perforations in the screen 23 and plate 20, and drain downwardly along the sides of the shed 19,

gradually becoming lighter in this process.

The lightest particles are finally lifted by suction and subsequently pass out through lntake 3; the heavier particles continue their downward journey and pass through the perforations 19, in the sides of the shed, or

reach the perforations 19, at the base thereof, where they mingle with other upcoming fuel laden air, passing through the perforations 19 or the tubes 24, and either finally are deposited in the gasoline in compartment E, or passupwardly again and,

eventually, out through the intake 3, dependent upon their condition of carburation,

It is to be noted that the perforations in ,the top and bottom walls defining the compartments C and D, are arranged so that the perforations on the one Wall are staggered with respect to those on the other wall.-

While carbui'ation is taking place in the tions are out of line with those in the lower '7 plate, and the same process is carried out duringthe passage of the fuel laden particles through the platel i, and finally out through the

intakes

2 and 4. In all cases the light particles are retained until they are broken up orrarefied sufiicientlry to pass out of the intakes. It is throughithis continuous agitation and separation of the mixed particles of air and gasoline, together with the boil ing action caused by the passage of the air through the gasoline in the tank E, and the constant impingement of the mixed particles upon baflies in its upward path, that the production of' a fuel of maximum efiicie'ncy is possible.

It is to be noted that there is no communication between compartments B and the other carburetting compartments or chainbers, and that all the mixture which enters compartment B passes into the manifold through the port 3. Compartments C and l) are virtually one chamber, with a perforated baffle wall 15' separating them .to break up the mixed particles of air and gas,

and permit the lighter particles to finally pass out of the

ports

2 and 4, on each side of the compartment B.

The drier gas is produced; in the central compartment B, because of the violent'im- 'pingement of the mixed air and'gas globules upon the baffle 21, from the nozzle 18, and

the provision of the shed 19. with its down I Wardly inclined walls which permit slowgravitation of the heavier particles until 3 they become more rarefied.

The tank A is filled through the usual port 25, and may be drained through the pet-cock 26. I

Various modifications of the structure herein described may be suggested to those skilled in the art, but my invention covers all embodiments falling fairly within the scope of the appended claims.

I claim:

1. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a centrally disposed carburett-ing chamber, a carburetting chamber at each end of said tank, and a fuel chamber, an air pipe leading into said fuel chamber and perforated below the fuel level, an intake leading into said manifold from said central chamber, and other intakes leading into said manifold from said end chambers,

substantially as described.

2. The combination with a manifold of an I internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion, and a, plurality of carburetting chambers above said fuel chamber and communicating therewith, comprising a chamber on each end of the tankand a central chamber sealed against said side chambers, a port leading from each said chambers into the an air pipe leading into said fuel chamber and perforated below the liquid level therein.

3. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion, a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid therein, a jet pipe communicating with said air pipe, extending into said'carburetting chamber and terminating in a restricted nozzle, a ba'flie located in front of said nozzle, and a port leading from said carburetting chamber into said manifold, substantially as described. A

4. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion,'a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid therein, a jet pipe communicating with said air pipe, extending into said carburetting chamber and terminating in a restricted nozzle, a baffle located in front of 3 said nozzle. :1 port leading from said car-" buretting chamber 1nto sa d manifold, and-- a hood between said baffle and Said port.

5. The combination with a manifold of an internal combustion engine.,of a fuel tank provided with a fuel chamber in its lower.

portion. a carburettingchamber above. said fuel chamber, an a1r pipe leading into Silltl fuel chamber and perforated below the liquid level therein, a shed with inclined walls 'in said carburetting chamber, a baffle mounted V on the top of said shed, a jet pipe communieating with said air pipe, extending into said carburetting chamber and terminating in a restricted nozzle, directed towards said baffie, and a port leading from said carburetting chamber into said manifold.

6. The combination with a manifold of an portion,

internal combustion engine, of a fuel tank provided with a fuel chamber in its lower a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid level therein, a shed with inclined walls in said carburetting chamber, a baffle mounted on the top of said shed, a jet pipe communicating with said air pipe, extending into said carburetting' chamber and terminating in a restricted nozzle directed towards said baiile, a port leading from saidcarburetting chamber into said manifold, and a hood posit ioned between said baflie and said port.

7. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion, a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber perforated below the liquid level therein, a shed with inclined walls in said carburetting chamber, a baflie mounted on the top of said shed, two jet pipes connected tosaid air pipe and each upwardly and having angled portions entering said carburetting chamber, each portion terminating in a restricted nozzle directed toward said bafiie, and a port leading from said carburetting chamber to said man- 'ifold.

8. The combination with a manifold of an internal combustion engine, of a'fuel tank provided with a fuel chamber in its lower portion, a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid level therein, a shed with inclined walls in said carburetting chamber, a bafHe mounted on the top of said shed, two jet pipes connected to said air pipe and each extending upwardly and having angled portions entering said carbure'tting chamber, each portion terminatingin a restricted nozzle directed toward said baflie, a port leading from said a hood between said bafile' and said port.

9. The combination with a manifold of an};

internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion, a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid level therein, a'shed with inclined walls in' said carburetting chamber, a per forated plate on the apex of said shed, a bafiie mounted on said plate, a jet pipe communicating with said air pipe, extending into said carburetting chamber and terminating in a restricted nozzle directed to wards said baffle, and a port leading from said carburetting chamber into said manifold. '10. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower .portion a carburetting chamber above said fuel chamber, a partition separating said two chambers, an air'pipe leading into said fuel chamber and perforated below the liquid therein, a jet pipe communicating with said air pipe and terminating in arestricted nozzle entering said carburetting chamber, a shed with inclined walls mounted on said partition and located in said car buretting chamber, a plurality of apertur es in the wall of said shed, a plurality of apertures in said partition at the base of said shed fuel chamber, a partition separating said two chambers, an air pipe leading into said fuel chamber and perforated below the liquid therein, a /jet pipe communicating with said air pipe and terminating in a restricted nozzle entering said carburetting chamber, a shed with inclined walls mounted on said partition and located in said car-.

buretting chamber, a plurality of apertures in the wall of said shed, a plurality of aper- 3U tures in said partition at the base of'said shed and communicating with said fuel chamber, a bafie mounted on said shed in front of said nozzle, a port in said carburetting chamber leading into said manifold, and a hood mounted between said bafie and said manifold; I

12. The combination with a manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower --portion, a carburetting chamber above said fuel chamber, an air pipe leading into said fuel chamber and perforated below the liquid level-therein, a jet pipe communieating with said air pipe and terminating'in' a restricted nozzle leading into said carburttmgchamber, a baffle in said latter chamber in frontof said nozzle, a port in the said jet pipe establishing communication between said pipe and the liquid in said fuel chamber, and a port leading from said carburetting chamber to said manifold.

13. The combination with the manifold.

of an internal combustion motor, of a fuel tank prov ded with a fuel chamber in its lower portion, a carburetting chamber above nsane? said fuel chamber, a wall separating the two chambers, an air'pipe leading into the fuel chamber and perforated below the liquid level therein, a jet pipe in communication with said air pipe, and perforated below the liquid level, said jet pipe terminating in a restricted nozzle leading into said carburetting chamber, a perforated shed with inclined walls mounted on said wall and within said carburetting chamber, a baffle carried by said shed and positioned in front of said nozzle, tubes leading from said fuel chamber intosaid carburetting chamber and beneath said shed, and a port leading from said carburetting chamber to said manifold.

14. The combination with the manifold of an internalcombustion motor, of a fuel tank provided with a fuel chamber in its lower portion, a carburetting chamber above said fuel chamber, a partition separating the two chambers, an air pipe leading into the fuel chamber and perforated below the liquid level therein, a jet pipe in communication Withsaid air pipe, and perforated below the liquid level, saidjet pipe terminating in a restricted nozzle leading into said carburetting chamber, a perforated shed with inclined walls mounted on said partition and within said carburetting chamber, a bafie carried by said shed and positioned in front of said nozzle, tubes leading from said fuel ,chamber into said carburetting chamber and beneath said shed, said partition havin a plurality of perforations at the lower e ge of said shed, and a port leading from said carburetting chamber to said manifold.

v 15. The combination with the manifold of an internal combustion engine, of a fuel tank provided with a fuel chamber in its lower portion and a carburetting chamber above said fuel ehamber, a wall separating said chambers, an air pipe leadinginto said fuel chamber and perforated below the fuel level, perforated pipes extending from said air pipe into said carburetting chamber and adapted to mix air, and fuel in-said fuel chamber and to lead the mixture formed thereby into said carburetting chamber, a shed with inclined walls mounted in said carburetting chamber, and ports in said shed and said Wall affording communication be-v tween said chambers.

In testimony whereof I affix my signature.

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