US 1912203 A
Description (OCR text may contain errors)
May 30, 1933- H. HUEBER ET AL 1,912,203
FUEL SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed June 25, 1930 2 Sheets-Sheet 1 llllll 6 14 .v a Z as j "29 i 9 y xs 2o 1 m 3/ 12 A D X6:
- gwwmtom HQIUIQ )(ueber.
18 20 Erwin C.Hort0n,
aw WABW} May 30, 1933. H. HUEBER ET AL FUEL SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed June 23, 1930 2 Sheets-Sheet 2 gin-1w 11% 014, Henry )(ueber, Erwm C. Horton, AQQW. M.
Patented May 30, 1933 UNITED STATES PATENT OFFICE HENRY RUBBER, OI BUFFALO, AND EBWIN 6. HORTON, OF HAMBURG, NEW YORK,
ASBIGNOBB 1'0 T3100 PRODUCTS CORPORATION, 01 BUFFALO, NEW
FUEL SYS'IEI FOB INTERNAL COMBUSTION ENGINES Application menu: as, mo. Serial ll'o. mass.
This invention relates to a fuel feeding system for internal combustion engine power plants such as those with which the modern motor vehicle is equipped.
The fuel sup ly tank is usually disposed at the rear of the automobile and at a level below that of the carburetor, so that some intermediary must be provided to effect a transfer of the fuel from the tank to the carburetor. In the past this transfer has been effected through several different mediums, one of which involves the application of ressure to the fuel in the supply tank whereby the fuel is forced under pressure up to the carburetor. This pressure has heretofore been provided by means of a hand pump within convenient reach of the driver for operation as and when required.
The present invention aims to provide a fuel feeding system wherein the pressure in the sup ly tank is automatically maintained at an eflibient degree whereby a uniform feeding of the fuel to the carburetor is always maintained. It further provides a system by which the initial flow or transfer of fuel is promptl assured. The invention is also found in t e provision of means for using suction or negative pressure as .a motivating force to pump or create a pressure in the fuel supply tank on top of the fuel therein; and it resides more specificall in the arrangements and combinations 0 parts hereinafter described and claimed reference being made to the accompanying drawings wherein Fig. 1 is a view of a motor vehicle equipped with the present invention.
Fig. 2 is an enlarged sectional view through the pressure pump of the fuel stem.
Fig. 3 is a detall showing 0 a part of the Fig. 4 1s a sectional showmg of the carburetor as modified in accordance with-the present invention.
Fig. 5 is a sectional view through the pum as modified electrically, portions being le t in elevation.
Referring more in detail to the accompanying drawings the numeral -1 designates the gasoline or li uid fuel supply tank arranged at the rear of e motor vehicle and connected This pump is preferably of the dia hragip A type and the interior of its housing as the piston or diaphragm element 7 partitionin the same into a power chamber 8 and a wor chamber 9, the term diaphragm being used herein to include a iston. The power chamber is provided wit an inlet port 10 and an outlet port 11 the latter being connected by the conduit 5 to' the intake manifold and the former o ening to the atmosphere. Port 10 is contro led by a valve 12 while ort 11 is controlled by valve 13 the two va ves being connected to a valve mechanism which acts to seat one valve and unseat the companion valve at substantially the same time, and vice versa.
This mechanism may be of an approved or desired type and style althoug that herein depicted embodies a lever 14: to which the two valves 12 and 13 are connected and a spring snap action consisting of a coiled spring 15 suspended between two points of support 16 and having its intermediate portion connected by a stirrup or saddle 17 to the lever 14, the points of support 16 being connected to and carried by the piston or diaphragm. Consequently, as the diaphragm moves from one limit of travel to its opposite limit the spring 15 will be tensioned from an intermediate neutral position and when suflicient energy is stored up in the spring to counteract the forces tending to hold the seated valve operative, the latter will be removed from its-seat and the-unseated valve will be snapped quickly to its seat thereby reversing the fluid connections to the power chamber 8. The points of support 16 are connected to the diaphragm by a bracket 18 which also is formed with a pair of lugs 19 to restrict the upward distention of the spring 15, the downward distention being limited by contact with the central structure 20 of the diaphragm.
Therefore, with the valves 12 and 13 arranged as illustrated in Fi 2 the manifold suction will reduce the fiui pressure wlthin the power chamber 8 and lift the diaphragm to its uppermost position, aided b the fluid pressure on the opposite side of the diaphragm, as will hereinafter be more fully alluded to.
- When the diaphragm reaches or approaches its upper limit of travel the spring 15 will have its intermediate portion distended downwardly substantially as indicated by the dotted showing in Fig. 3, and when the forces tending to unseat the valve 12 against the atmospheric pressure thereon are of suflicient strength the valve 12 will be unseated and the stored up energy in the spring 15 will be expended in quickly shifting the valve 13 to its seat thereby interrupting the communication with the intake manifold and opening the chamber 8 to the atmosphere with the resultant rise in pressure within said power chamber 8. The diaphragm is therefore free to move downwardly or toward its opposite limit of travel and such reverse movement of the diaphragm is imparted by means of a spring 21. This spring may be located in either chamber but in the present showing it is disposed within the work chamber, being connected at one end to the central structure 20 of the diaphragm and having its opposite end anchored in a well 22 closed or sealed at its bottom as by means of a cap 23. The tension of the spring is obviously such as to permit upward movement of the diaphragm when the pressure in the chamber 8 is reduced by the manifold influences and yet is of sufficient strength to create a reverse urge on the diaphragm suflicient to return the diaphragm when not unduly resisted.
The work chamber of the pump is also provided with an inlet port 24 and an outlet port 25 the latter being connected to the fuel supply tank 1 while the former is connected to the atmosphere. The valve 26 controls the intake port 24 while valve 27 controls the outlet port, the action of the valves being to intake atmosphere upon the suction operated stroke of the diaphragm and to expel the intaken atmosphere to the tank 1 upon the spring actuated stroke of the diaphragm.
The suction operated pump may be arranged at any desired location although it is preferable to mount the same directly upon the supply tank. To this end the tank 1 may be provided with a hole bordered by a ring 28 on which the pump casing may be seated with an air-tight seal, and the inlet port 24 'made to communicate with the atmosphere through a conduit 29 while the outlet port 25 may open directly into the interior of said tank 1. Therefore, when the valve 13 is unseated and the work chamber 8 is open to the manifold 4 the upward movement of the diaphragm will cause the within the tank work chamber to inhale the atmosphere through the inlet port 24 until the valves 12 and 13 reverse their relationship whereupon the spring 21 will come into play and cause the intaken atmosphere to be exhaled into the tank 1. This dlaphragm movement will continue until the pressure Within the tank 1, above the liquid fuel therein, increases sufficiently to force the liquid fuel through the pipe 2 into the float chamber 30 of the carburetor 3.
The building up of an excessive pressure 1 is prevented or controlled by the spring 21 which must be of such tension as to permit the suction or fluid pressure movement of the diaphragm, as created by the pressure differential between the inhaled atmosphere on the underside of the diaphragm and the reduced pressure at the opposite side thereof. Consequently, when the built up pressure in the tank 1 reaches or approaches a predetermined degree it will balance or counteract the action of the spring 21 so that while the spring is in a position to urge the diaphragm downwardly on its expelling stroke such diaphragm movement is resisted by the accumulated pressure in the tank 1 and the diaphragm will therefore remain inactive until the tank pressure drops whereupon the spring 21 will resume its functioning. The spring 21 is therefore responsive in its action to the pressure in the tank 1. By this arrangement a constant and substantially uniform pressure is assured within the supply tank so that uniform feed of fuel from the tank to the carburetor will be maintained.
Should the supply of liquid fuel become exhausted both in the supply tank and in the carburetor, and a fresh supply of fuel be poured into the tank 1 there is provided means to accelerate the replenishment of the carburetor supply without over-taxing the battery of the power plant since obviously, under such conditions the engine would otherwise have to be turned over quite a number of times in order to build up sufficient pressure in the tank 1 to move the fresh supply of gasoline to the depleted carburetor. Therefore, to accelerate this transfer of fuel to the float chamber there are provided means for lifting the fuel from the tank 1 to the carburetor by direct suction. To this end, when the choke control 81 is operated to close the choke valve 32 in the air inlet 33 of the carburetor, whereby to increase the suction on the atomizing nozzle 34 of the carburetor, this being broadly the usual engine priming method, there is also provided means for closing the usual bleed or atmospheric vent 35 from the float chamber so that when the suction is increased about the nozzle 34 during a choking or priming operation, the negative pressure will also act through the float chamber and the conduit 2 to draw fuel from the tank 1 into the carburetor, aided by the atmospheric pressure in the upper portion of the tank 1 plus any additional accumulated pressure built up by the pump action in the meantime. A simple valve 36 may be provided to close the vent 35, this valve being seated upon operation of the choke and being unseated when the choke valve 32 is restored to its normal opened position. By this arrangement the float chamber will have its supply quickly replenished and as the float 37 rises on the incoming fuel it will obviously actuate its valve 38 to control the further inflow of fuel. The valve 36 is connected by suitable leverage or other connection to the choke mechanism so as to be actuated in common therewith.
In Fig. 5 is depicted an electrical form of pump which for the purposesof illustration is shown as embodying a solenoid 40 having its core 41 connected to the diaphragm 7 the action of the solenoid being similar to the action of the manifold suction in the preferred form to the extent that it lifts the diaphragm on its inhaling stroke and permits the spring 21 to move the diaphragm on its exhaling or expelling stroke. Obviously then, the solenoid circuit is closed at the lower limit of travel of the diaphragm and opened at its upper limit of movement by a limit switch (not shown). The circuit wlres for the solenoid may be connected to the bindhaving its outlet discharging into the supl tank for supplying positive air pressure tb the supply tank to thereby place the fuel under pressure and force the fuel therefrom to the float .chamber of the carburetor, means for operating the pump, and means for placing the float chamber substantially uninterruptedly under the suction influence of the manifold to lower the pressure on the delivery side of the supply tank and thereby assistthe positive pressure from the pump in raising fuel from the supply tank to the carburetor through an increase in the pressure differential on the fuel in the tank.
3. In combination with the float chamber of a carburetor, a fuel supply tank therefor 10- cated at a lower level, an air pump having its outlet discharging into the supply tank for supplying positive air pressure to the supply tank to thereby place the fuel under pressure for urging the fuel therefrom to the float chamber of the carburetor, and means for subjecting the float chamber to a subatmospheric pressure for cooperation with the positive air pressure on top of the fuel in the tank to increase the pressure difierential on such fuel and thereby effect movement of the fuel to the float chamber of the carburetor.
ERWIN G. HORTON.
ing posts 42 and 43 and suitably arranged in a this circuit is provided a pressure operated switch generally indicated at 44, being of any desired type of construction and having its pressure chamber connected by a passage 45 to the tank 1 so that when the pressure is built up within the tank to a predetermined degree the pressure switch 41 will function to interrupt the solenoid circuit and when the pressure within the tank drops the pressure switch will restore the circuit connection for resuming the action of the solenoid.
What is claimed is:
1. In combination with the float chamber of a carburetor, a supply tank therefor located at a lower level, and the intake manifold of an internal combustion engine; a suction operated air pump having its outlet discharging into the supply tank for supplying positive air pressure to the supply tank to thereby place the fuel under ressure and force the fuel therefrom to the oat chamber of the carburetor, means establishing fluid com- 5 munication between the manifold and the pump for supplying the latter with operating suction, and means for placing the float chamber uninterruptedly under the suction influonce of the manifold to assist the positive pressure from the pump in raising fuel'from the suIpply tank to the carburetor.
2. n combination with the float chamber of a carburetor, a sup ly tank therefor located at a lower level, and t e intake manifold of an internal combustion engine; an air pump