US1859283A - Primer for pumps - Google Patents

Description

' May 24,1932.

B. D. BARTON PRIMER FOR PUMPS Filed March 19, 1928 Ben D. lid/"t 2 Sheets-Sheet 1 INVENT OR Big/17W MP A TTORNEYS y 1932- B. D. BARTON 1,859,283

PRIMER FOR PUMPS Filed March 19, 1928 2 Sheets-Shet 2 1 lq' I u\ l M Yak a, N f lfl N of E we); Q

N I V I i I -nv) INVENY 'OR Em D. Ba /"t on bustion engine, the pump bein Patented May 24, 1932 UNITED STATES PATENT OFFICE BEN D. BARTON, OF BATTLE CREEK, MICHIGAN, ASSIGNOR TO AMERICAN STEAM PUMP COMPANY, OF BATTLE CREEK, MICHIGAN PRIMER FOR rUMPs Application filed March 19, 1928. Serial No. 262,834.

The main objects of this invention are:

First, to provide an improved priming mechanism for pumps, such as centrifugal, rotary and the like, which is entirely automatic in its operation.

Second, to provide an improved priming mechanism for pumps which is not likely to become flooded or inoperative.

Third, to provide an improved priming mechanism for pumps which is controlled by the pressure of the delivered fluid.

Fourth, to provide a priming mechanism which is very simple and compact in structure and readily applied as an attachment to a considerable variety of standard pumps now widely used and the product of various manufacturers.

Objects relating to details and economies of my, invention will appear from the detailed description to follow. The invention is defined and pointed out in the claims.

A structure which is a preferred embodiment of my invention is illustrated in the accompanying drawings, forming a part of this application, in which:

Fig. 1 is a side elevation of a pumping unit embodying the features of my invention, the driving member being an internal comof the centrifugal type, parts being bro en away to better illustrate the structural details.

Fig. 2 is an enlarged detail of the priming or control mechanism mainly in vertical section on line 22 of Fig. 4.

Fig. 3 is a detail section of the parts shown in Fig. 2 with the control valve in closed position.

Fig. 4. is a fragmentary end elevation from the left of Fig. 1. Y Y

Fig. 5 is a side elevation of a modified form or embodiment of my invention employing electric motors as driving elements.

In the. drawings similar reference characters refer to similar parts throughout the several views.

In the embodiment illustrated, the internal combustion engine designated generally by the numeral 1 and the pump designated generally by the numeral 2 are mounted on a common base 3. The internal combustion engine is shown mainly in conventional form and is provided with an intake manifold 4. and throttle valve 5.

The tangentially disposed discharge 7, this discharge having a return check valve 8. An impeller is indicated at 9. Other types of centrifugal or rotary or suction pumps where it is necessary toremove the air in effective priming may be employed.

I provide a casing consisting, in the embodiment illustrated, of a base member and a top member 11 havingflanges 12 and 13 between which the edges of the diaphragm 14; are clamped, thereby providing a pressure chamber 15 and a suction chamber 16. The base is provided with a conduit extension 17 threaded into the casing of the pump preferably at the top thereof so that the diaphragm is subject to the pressure. of the fluid within the pump.

The suction chamber 16 is connected by the conduit 18 to the pum at a central point and preferably just above the intake, although the point of connection would be varied according to the type of pump and even on the same types of pumps, maybe varied without seriously interfering with the successful operation.

A vacuum or exhausting means is connect ed to the chamber 16 and where an internal combustion engine is employed, I connect it to the manifold as by a conduit 19. V 1

This suction connection is controlled by the Valve 20 seating upwardly against the seat 21 in the lower end of the vertical passage 22 in the top member 11. This valve rests upon the diaphragm 14, the valve preferably having ahead 23, as illustrated. The

Valve is provided with a stem 24 projecting through a packing gland 25. A collar 26 is secured to the stem to receive the thrust of the coiled spring 27 so that the spring acts to' urge the valve to open position.

The stem '24 is operatively connected through the bell iirank lever 28 which is pivoted at 29 on a bracket 30 and the link 31 to the arm 32 on thethrottle valve so that when the valve is open, the throttle is closed to idling position, thereby increasing the sucpump 2 has a central intake 6 and a tion. As soon, however, as the pump is primed, the pump fluid acting on the diaphra 1 1% closes the valve, ofi the suction and opening the throttlewhich '5 is a desirable feature in the control of the engine. 1

The control is very responsive, that is, as soon as the pump ceases to act, for instance, failurevof thewater supply such as frequently occurs, for instance, in structural work where it is desired to keep an excavation free from seepage, the throttle is closed on the engine, thereby cutting down the speed of the engine, the valve being opened so that an exhaust connection is established with the pump. Assoon as the level of water rises to cover the intake of the intake pipe as indicated at 33, the air is exhausted and the water is lifted until the pump becomes operative. As soonas this takes place, the fluid acts on the diaphragm to close the valve. The conduit 18 preferably has an enlargement or liquid trap 181 therein, thisenlargement being of a capacity substantially greater than the capacity of the suction chamber end of the conduit so that in the event of the water passing into the conduit with the exhausted air, the air is separated P from the water or the air bubbles pass through the water. As soon as the pump becomes operative, the water. is drawn out of this separating chamber or trap.-

In the modification shown in Fig. 5, I

' i employ an electric motor as a driving means for the pump. As an air exhausting means, Iprovide a small pump 36 driven by a motor 37 and connected by the conduit 38 to the suction chamber 16, this conduit corresponding to the conduit 19. The lever 28, in this embodiment, is connected to a switch member 39, the coacting contacts being indicated at 40. This switch controls the motor 37 so that when the valve 20 is opened, the switch is closed, thereby starting the motor 37 which continues to operate as long as the valve is closed. When, however, the pump becomes operative, the valve is closed by the pressure actuated member and the motor i stopped. It will be understood of course that the motor 35 runs continuously.

My improved priming mechanism is very efiicient and entirely automatic in its operation. The parts are simple and economical and not likely to become inoperative in use. I have illustrated and described my improvements in two embodiments or adaptations which I believe will enable those skilled in the art to embody or adapt the same as may be desired.

Having thus described my invention, what I claim as new and desire to secure by Let ters Patent, is:

1. In a structure of the class described, the combination with a centrifugal pump and an internal combustion engine for driving thereby cutting said pump rovided with an intake having a throttle, o a casing, a diaphragm within said casing providing a pressure chamber and a suction control valve actuated by said diaphragm controlling said intake suction con-' nection, and operating connections from said suction control valve to. said throttle whereby the throttle is closed toidling position when the suction control valve is open and opened when said suction control valve is closed, the

suction connection to the pump being made to a part of the pump casing which is normally at lower pressure than the port at which the pressure connection is made.

2. In a structure of the class described, the

combination with a centrifugal pumpand an internal combustion engine for driving said pump provided with an intake, of a casing, a diaphragm within said casing providing a pressure chamber and a suction chamber, the said pressure chamber being connected to the umpso that said diaphragm is subject to the fluid pressure therein, said suction chamber being connected to the pump, a suction connection for said suction chamber to said intake, and a control valve actuated by said diaphragm controlling said intake suction connection, the suction connection to the pump being made to a part of the pump casing which is normally at lower pressure than the part at which the pressure connection is made.

3. In a structure of the class described, the combination with a pumpand an internal combustion engine for driving said pump having an intake provided with a throttle valve, of an air exhaust connection from said intake to said pump, a control valve for said exhaust connection, a spring acting to normally open said valve, operating connections from said valve to said throttle whereby the throttle is opened when said valve is closed and closed to idling position whensaid valve is opened, and actuating means for said valve operatively associated with said pump to be actuated by the fluid delivered by the pump, the suction connection to the pump being made to a part of the pump casing which is normally at lower pressure than the dpart at v which the pressure connection is ma In wltness whereof I have hereunto set my hand.

' BEN D. BARTON.

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