US1849590A

US1849590A - Fuel supply system

Info

Publication number: US1849590A
Application number: US431883A
Authority: US
Inventors: Oron N Phillips
Original assignee: Individual
Current assignee: Individual
Priority date: 1930-02-27
Filing date: 1930-02-27
Publication date: 1932-03-15
Anticipated expiration: 1949-03-15

Description

March 15, 1932 0. N. l -"HlLLlPs ,8

FUEL SUPPLY SYSTEM Filed Feb. 27, 1950 Maid; 15, 193;.

o. N. PHILLIPS 1,849,590

FUEL SUPPLY SYSTEM lfiled Feb. 27, 1930 2 Sheets-Sheet 2 Patented Marwl5, 1 932 'UNITED STATES- ORON NZ P HILLIPS, OF REYNOLDS, ILLINOIS FUEL SUPPLY SYSTEM Application filed February 27, 1930; Serial Ito. 431,888.

This invention aims to provide a fuel supply system for an internal combustion engine which will afiord a smooth pressure at all times, the fuel being furnished at a pressure t which increases with the velocity of the motor until a maximum degree. Another object of the invention is to provi'le a fuel supply system which is not dependent upon gravity, the properamount of fuel being pumped l9 into the motor at any speed.

llt is within the province of the disclosure to improve generally and to enhance the utility of devices of that type to which the preseht inventionappertains.

With the foregoing and other objects in view, which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details or" construction hereinafter described m and claimed, it being understood that changes may be made in the precise embodimentof the invention herein disclosed, within the scope of what is claimed, without departing from the spirit of the invention. 1 In the drawings Figure 1 shows in elevation, a system constructed in accordance with the invention, parts being broken away, and parts being in section;

Figure 2 is a sectional View nozzle and attendant parts;

Figure 3 is a sectional detail of the vent valve; j

Figure 4 is a vertical section disclosing the valve which maintains a constantlevel in the tank;

showing the Figure 5 is a plan of the valve base of F ig- Figure 6 is a plan showing part of the valve mechanism at the top of the main fueltank;

Figure 7 is a section of the valve at the top of the main fuel tank. v

The numeral 1 marks the main fuel supply tank for an internal combustion engine used in connection with an aeroplane, auto, or

other instrumentality that requires a motor. of the sort alluded to. At 2, there appears av pump which is driven, preferably, bythe cam shaft 3 of the engine 4. An auxiliary tank, or filter tank, issupported at 6 in any convenient place, the tank 5 often being placed under the hood, in an automobile. Th7e dashboard of the. automobile is shown at Referring to Figure 1, in comparison with Figure 4, it will be seen that a float valve mechanism 8 is located on the bottom of the main fuel tank 1. The float valve mecha nism 8 embodies a base 9 having outstanding lugs 10'on its edge. The base 9 is supplied with upstanding guides 11 surrounding a passage 12 which extends downwardly through a reduced neck 14 on the base 9. The neck 14 projects through a hole 15 in the bottom of the tank 1, and a nut 16 is threaded on the neck, to afford a tight joint, and to hold the float valve 'mechanism 8 in place, the bottom of the tank 1 being bound hermetically between the base 9 and the nut 16, A pipe-17 leads from the neck 14"to the pump 2, which, preferably, is of the'sort shown in my co-pending applica tion, Serial No. 441,618, filed April 4, 1930.

The float valve mechanism 8 embodies a casing 18 having bayonet slots 19 adapted to' receive the lugs 10 on the base 9, a secure but releasable connection between the parts 9 and 18 thus being afforded. The casing 18 has longitudinal openings 20 and is surrounded by a fine-mesh screen 21. A float 22 is mounted for reciprocation in the casing 18 and'substantially fills the casing, so far as cross sec tion is concerned. The float 22 has an upper stem 23 which is guided in an aperture 24 in the top of the casing 18. The float 22 is supplied with a lower stem 25 carrying a valve 26 mounted to slide within the guides 11 of the base 9. The valve 26 has a tapered end 27 which seats onthe base 9 at the upper end of the passage 12.

A check valve mechanism 28 is mounted on the top of the main fuel tank 1, as shown in Figure '1, the check valve mechanism possessing sundry details of structure which have been made the subject of illustration in Figures 6 and 7.

The check valve mechanism 28 comprises a foot 29, in the form of a plate, having a cavity in its bottom, the foot 29 being secured to the top of the tank 1, with the cavity a in the head 33 and the body 32, around the bore 36, the passages communicating at their lower ends with the cavity 30, and at their upper endswith the chamber 35 withinthe cap 34. A check valve, for instance, .a ball 40, rests on the seat 37 under the compulsion of a compression spring 41 bearing at its upper end against the cap '34, and at its lower enditagainst the valve 40. By means of a coupling 42, one end of a pipe 43 is held in the inlet 38, and by means of a nut 44, the opposite end of the pipe is heldto an elbow 45 which is in communication with the tank I 5 through the top of the tank, the elbow 45 being external to a filter ba 46 arried by the top of the tank 5, the filler b g preferabl being made of chamois skin.

. n F igure'2, it appears that a nozzle 47 is seated removably in the horizontal portion of the elbow 45,- the nozzle having a bore 48, and being provided with a foot 49 that bears agaist the end of the nozzle 45. The pipe 43 is flared at 50 to fit against the foot 49' of the nozzle 47, or against the end of the nozzle 45, and the parts specified are held together by a packing 51 (metallic or otherwise) within the nut 44 and engaged by the end wall 52 of the nut.-

A,pipe 53 is connected at one end tothe pump 2, and is connected at the opposite end to an elbow 54 mounted in the top of the tank 5 and. discharging into the filter bag 46, hereinbefore mentioned.

Avvent pipe 55 is provided and may-be of approximately-rectangular form, one end of the vent pipe communicating with the tank 5 through the top of the tank, and the other end of the pipe projecting toward the dashboard 7. There is a cap 56 on the horizontal end of the pipe 55, and the pipe 55 has a slide opening 57 located closely adjacent to the cap 56, the opening 57 being under the governance of a valve 58 threaded in the cap 56 and journaled in the dashboard 7, the valve 58 being supplied with a turning button 59 disposed within convenient reach of the driver of the vehicle, to the rear of the dashboard 7.

nism 28 to the main tank 1.

by a check valve 62 that closestoward the um p In practical operation, the supply line from the tank 1 to the carburetor (not shown) includes the pipe 17, the suction and force pump 2, the pipe 53, the elbow 54, the filter bag 46, the auxiliary tank 5, and the pipe 61. The fuel has to pass throu h the filter bag 46, and im urities in the uel will be retained in the lter bag. The fuel goes forward to the carburetor under adequate and constant pressure. The fuel is kept clean and free from moisture because it is filtered through the chamois bag 46 under pressure. The filter bagcan be removed and cleaned, upon occasion. The auxiliary tank 5, which encloses the filter bag 46,'serves as a supply tank for the carburetor, storing up fuel which frequently leaks from the carburetor. The tank 5 insures a sufficient quantity of gasoline in the carburetor bowl at all times. The check valve 62 revents fuel from returning to the pump 2 rom the auxiliary tank 5, and also aids in preventing the return of fuel to the tank 1 from the pump when thesystem is not working.

The excess fuel flows through the elbow 45, the pipe 43, and the check valve mecha- The cartridgelike nozzle 47 may be easily and quickly mounted in place, it being possible to substitute one nozzle for another, the bores 48 of the nozzles being different. In this way,,the amount of fuel going back to the main tank 1 through the pipe 43 can be regulated, and the exact pressure to the carburetor through the pipe 61 can be attained.

The valve 58 can be manipulated by means of the button 59 to break the partial vacuum in the auxiliary tank 5. Because the heat of the motor evaporates the more volatile part of the fuel, it is of prime importance to allow fresh fuel to flow into the carburetor in cold weather, to facilitate startin or when the carburetor is dry, after stan in idle for a lon time. By manipulating t e valve 58 until the vent 57 of Figure 3 is o med, 9. fresh supply of fuel is permitted to ow from the tank 5 to the carburetor, as and for the purpose specified.

When the fuel falls to a predetermined level in the tank 1, the float 22 moved downwardly, and the valve 26 closes, the flowof fuel through the pipe 17 being stopped, and the engine 4 ceasing immediately to operate. In view of the provision of the mechanism of Figure 4, especially in conjunction with the check valve of Figure 7, the auxiliary tank 5 and all of the various pipes remain full, and are never sucked dry of fuel, as

takes place in ordinary mechanisms, when the fuel is permitted to be depleted complete- 1 As to the'operation of the specific check valve of Figures 7 and 6, the fuel enters by the inlet 38, traverses the bore 36, enters the chamber 35, after having raised the check valve 40, and moves downwardly through the flow pipe 43,- and the pipe 17, form a loopshaped conduit, in which the main fuel tank 1 and the force pump 2 are interposed, the auxiliary or filter tank 5 being interposed in the said conduit, and being located between the outlet side of the pump and the inlet of the main tank 1. The pipe 61 may be re; ferred to as a third pipe, and thenozzle47 may be denominated a reducer.

Having thus described is cl imed is In a device of the class described, a loopshaped conduit, amain liquid tank interposed in the conduit, a force pump interposed in the conduit, an auxiliary tank interposed in the conduit and located between the outlet side of the pump and the llflet of the main tank, an outlet for the auxiliary tank,

a vent for the auxiliary tank, a valv ositively closing the vent to permit the pump to maintain an even pressure, and means under the control of an operator for opening the valve, to procure a flow through the outlet when the pump is stopped.

In testimony that I claim the foregoing as my own, I have hereto afiixed my signature.

ORON N. PHILLIPS.

the invention, what