US924483A

US924483A - Fuel-feeder.

Info

Publication number: US924483A
Application number: US37152507A
Authority: US
Inventors: Augustus Manuel
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-05-02
Filing date: 1907-05-02
Publication date: 1909-06-08
Anticipated expiration: 1926-06-08

Description

A. MANUEL. 4

. FUELA FEEDER. APPLICATION FILED MAY 2,1907.

924,483?. Y Patented June8,19O9.

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,APPLIoATIoE -rILED 'MAY 2, 19o?.

' A. MANUEL. FUEL FEEDER.

Patented June 8, 1909.

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,l 'Wynia/Mirad 5 Aeuro-mams UNITED STARS AUGUSTUS MANUEL, 0F FRESNO, CALIFORNIA.

FUEL-FEEDER;

No. 924,483. Specification o i' Letters Patent.

Patented June 8, 1909. I

Application led May 2, 1907. Serial No. 371,525.

do declare the following to be a full, clear,

and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relatesfto that class of engines in which atmospheric air is carbureted or enriched by admiXture-therewith of a vapor of a suitable hydro-carbon to produce an explosive mixture or gas and more particularly to that type of reciprocating engines of the class which are knownas three port two cycle enginesf in which the explosion occurs with each revolution of the shaft.

The object ofthe invention is to provide a simlple yand positive mechanism for feeding fue y into the combustion or explosion chamber of the engine cylinder er into a relimi-` nary mixing chamber as desired an -before- `the explosion of fuel takes place thus reventing the explosive gases from accumu ating in the crank chamber and causing lire therein. f

.Another object ofthe invention is to provide means whereby the suction ofthe crank chamber will draw the fuel into the upper part of the by pass or port which leads to the combustion cylinder and keep it outof the crank chamber, and' thus prevent crank chamber lire. A

With these and otherobjects in view, the invention consists'of certain novel features of construction, combination and arrangement of parts as will be more fully described and particularly pointed out in the appended claims. 1

In the accompanying drawings, Figure 1 is a horizontalsection of a portion of a gaselene engine embodying this invention, taken on the line 1-1 of Fig. 2; Fig. 2 is a vertical longitudinal section thereof taken on the line 2-2 of Fig. 1 and Fig. 3 is a vertical transverse section taken on ,the line 3 3 of Fig. 2 Fig; 4 is a vertical transverse section taken I on line 44-4; of Fig. 1 and showing` the reservoir for the gasolene.

' The apparatus here shown is preferably made as an attachment for engines of the class mentioned and is designed to be bolted or otherwise secured thereto as the design of the engine shall require or render expedient; but it may be made as an integral part of the engine if preferred, in which case its shell or casin may be made: integral with the. casing or jac et of the engine. In the embodiment illustrated is shown an oval fuel reservoir 'I which is filled withgasde lene or other fluid fuel to a line 2 within onefourth of an inch of the level of the valve hereinafter described. The object in mak` ing the reservoir oval is to keep it as narrow as possible and at the same time provide su 'cient s ace to hold the necessary amount of-fuel for t ie engine to draw from.

The fuel is pumped into the reservoir 1 by a small plunger purnplnot shown) on the v'crank shaft through the pipe 8 which empties into the top ofthe reservoir. p When the reservoir 1 is filled te the line 2 it overflows througha pipe Il and is carried back into-the supply tank whereby the fuel isretained at the same height in the reservoir 1 at all fuel being drawn vfreni the reservoir 1 into the combustion tchamber 19 by the suction from the crank chamber 25. This reservoir 1 has arenievable top 5 provided with a vent opening for the passage of gas from the fuel to prevent ressure in the reservoir and an uneven supp y of fuel to the cylinder.

Rotatably mounted in the walls of the reservoir 1 at a point slightly above the liquid le'vel 2 is a valve stem S having a conical valve 9 at one end and an operating handle or wheel 10 at its other end. This valve stem 8 is surrounded by a suitable stulling box to prevent air or fuelffrom passing back Wardinto the fuel reservoir 1.' Leading from the lower part of the reservoir 1 is an inverted Z-sliaped 4channel or passage 11 the u per arm or passage 7 thereof leading into the valve chamber and is closed by a valve 9 which regulates the amount of fuel to be fed through said arm 11 into the channel 7. A chamber or shell 12 is arranged adjacent the reservoir' 1 into which the arm 7 of the .channel 11 opens.

`Arranged at the outer end of the channely arm 7 which opens into the chamber 12 is a valve ,seat 13 on which is seated a conical valve 14 mounted on the stem 15 which projects through the wall of the

chamber

1,2 and on which a spiral sprine 16 is mounted between the valve 14 and the wall of the chamber 12. This spring 16 serves to hold the valve 14 normally on its seat and to return it tc its closed position after being-opened.

lioosely mounted on the outer end of the valve stem 15 is a cam` member 17 adapted to slide vertically on said stem. This cam member 17 is operated by an eccentric on the crank shaft (not shown), said eccentric 'forcing the cam 17 upwardly on the outer stroke of the piston 24 into contact with the roller 18 mounted on the chamber 12 and the upward movement of the cam member 17 on said. roller causes it and the stem 15 to move outwardly and open the valve 14 against' the tension of the spring l'i'or letting out the fuel from the passage 7, into the port 19 which leads to the combustion cham'- er 19. This opening of the valve 14 b V the cam member 17 occurs on the compression stroke ofthe piston when suction is on in the crank chamber 25 vand the valve 20 being opened the desired distance by means of a hand lever (not shown), the fuel is drawn into the chamber 12 by the suction of the chamber and on thepower stroke of the piston, the valve 14 is closed and the fuel su ply cut of. l/Vhen compression begins in t ie crank chamber 25 on the power stroke ol the piston, the air admitted through the opening 23 when the piston 24was at the limit of its compression stroke is forced out through the passage 21 and chamber 12 intov the combustion chamber 19 and carries with it the 4fuel admitted to the chamber 12 with which it is thoroughly mixed to form an explosive gas. Vihcn suction is on in the crank chainber, the valve 1s is opened only a suflicient time to permit the desired amount of fuel to be drawn into said chamber 12, communication being established between saidcliamber 12 and the crank chamber .by means of the .passage 21.

When compression in the crank chamber commences on the Abackward or power stroke of the piston, the compressed air in said crank chamber is forced out through .the passage 21 into the mixing chamber 12 where it comes into contact with the fuel drawn thereinto and passes with it into the combustion chamber 19 There is .no opening for air to enter the upper part of passage 21,' and hence no fuel can get into the crank chamber to cause explosion. Should any of the fuel pass into Vthe assageV 21 no gas would be formed as the fue would be too rich in carbon to form a gas until mixed with air, and there being noair passing through said passage'frxthe fuel would remain there until forced out .jon the compression in the crank chamber produced by the power stroke of the piston. The valve 141 is closed when the pressure is on in the crank chamber to prevent the air rushing into the reservoir 1.

The oval shape of the reservoir 1 ada ts the device for use on an automobile or ot ier moving engine as the raising or lowering of the height of the fuel in the passage 7 is thereby revented. By making the reservoir deep an as narrow as possible consistent with the necessary space to provide the necessary f uel for the engine to draw on, the less variation there will be in the level of the liquid relative to the overflow and it will thus be evident that the narrow reservoir with the ovcr flow arranged at the center of one side thereof will result in less splashing and in keeping .the fuel at an approximately even height thus furnishing an even supply of fuel to the cylinder. Thus, if the reservoir or tank were made one-half the width of' that shown the variation in the overilow line would be at least one-half less. This oval shape permits the opposite side of the tank to be kept ver)7 close t'o the ovci'ilow, thus retaining the fuel at an even height which is very necessary to the successful running of the engine.

l. The combination of an oil reservoir, a combustion chamber adjacent thereto, a crank chamber having a crank shaft operable therein and provided with a'n air inlet, a piston operable in said combustion and crank chambers and connected with said crank sha-ft, a mixing chamber arranged bctween said combustion chamber and said reservoir, a duct leading from said reservoir to said mixing chamber, a passage connccting said crank and mixing chambers, a passage connecting said mixing and combustion chambers, a spring pressed valve arranged iii said duct, a cam-member mounted to slidevertically on tliestem of said valve and adapted to be operated by the crank shaft to cause said cam member to move upward on the compression stroke ofthe piston, and means for engaging said cam member on its upward movement to force it outward to open said valve.

2. The combination of an oil reservoir, a 1combustion chamber arranged thereto, a crank chamber having a crank shaft operable therein, a piston operable in said combustion and crank chambers and connected with said crank shaft, a mixing.

chamber arranged between said combustion chamber and said reservoir, a duct leading from said reservoir to said mixing chamber, a passage connecting said crank and mixing chambers a passage connecting said mixing and combustion chambers, a spring pressed valve arranged in said duct, a cani member ad j acent moved upward on the compression stroke of mounted to slide vertically on the stem of In testimony whereof I have hereunto set saidy valve and adapted to be operated by y hand in presence of two subscribing wit- AUGUSTE-'Us MANUEL.

the crank shaft whereby said cam member is' nesses.

the piston, and a roller mounted to engage. VVitneesesr: said Gam member on its upward movement v GEO. H. CLARK, to force it outward to open said valve. E H. W. CLARK.