US1823887A - Fuel feeding apparatus - Google Patents

Description

P 22,1931 I J. c. COULOMBE 1,823,887

FUEL FEEDING APPARATUS Filed March 5, 1925 2 Sheets-Sheet l INVENTOR Joseph C. Coulombe,

ATTORN EY Sept. 22, 1931. J. c. COULOMBE FUEL FEEDING APPARATUS Filed March 5, 1925 2 Sheets-Sheep 2 i1 L h wwwv mz g g 4 m. 2 222 A w uA 1 1 iili, l i .4 F g 0 5 7 5 4 4 ATTORNEY .l atented Sept. 22,

P ENT. OFFICE .J'OSEPH Lo. GOULOMBE, or .KOKOMO, INDIANA FUEL FEEDING APPARATUS Application filed March "5,

lhe invention relates to apparatus for feeding liquids wherein the source of supply is at a comparatively low level While the device is at a higher level and distributes li'liquid to a lower level'by gravity flow; .in

other words, a pump for raisingand delivering liquids, but of the particular type operated by sub-atmospheric pressures for raising liquid to the pump chamber.

Such devices are generally well known in the art and particularly identified as fuel feeding devices such as are employed in connection with automobile engines.

The invention, herein described, relates to such a pump and its particular application to the fuel feeding system of'an automobile. It is more particularly directed to the control of suction employed for securing sub-atmospheric pressures in the device.

The most common expedient for securing sub-atmospheric pressures is to connect-the vacuum feed with the intake manifold of the engine. It has also become a practice .to derive suction from the oil pumping system of the automobile.

In either case, there are variable suctions dependent upon the speed of the engine and the depression in the intake manifold.

VThere oil pumps are utilized for maintaining suction effects, the variability is caused by changes in engine speed.

here the intake manifold is employed. variations occur due to throttling and engine speed. For instance, with a Wide open throttle and the engine laboring, there is a low limit of, suction in the manifold, whereas with the throttle partially closed, there is an increased depression. Necessarily, the mixture is somewhat affected, according to the dilution through the suction connection, with a vacuum device. 'Where the suction is induced from the oil pump, an adequate suction may alwaysbe attained for high and low speeds, but in prior de vices, so far as known, at some sacrifice to the circulation in the oil system. i

The suction connection may be made'vvith the oil pump with suitable restrictions, but in designing for this, in order to secure the. desired sub-atmospheric condition for low through the pump,;thus giving adequate cir- 192'5. serial'lfIo. 13,224.

engine speeds, an unnecessary amount of oil must be circulated.

To correct the above conditions and secure balance conditions for all speeds, is the primary object of the present invention which has, as other objects, a restriction of the .oil intake of the pump at low engine speedslow suction-and at the same time, giving ample flow to the pump for circulation. To provide, in conjunction with the restriction to secure suction at the lowest engine speeds, lowest suction-an autonratic means of increasing the variable flow culation of oil (in case an oil pump is employed) forall'engine speeds.

Finally, the'obje'cts may be stated as including a means for securing ample vacuum, pressures on low speeds and all speeds of the engine. To this may be added a compensating arrangement between the suction induced in the manifold and the suction induced by the pumping system.

Referring to the drawings: 7 s

Figure l is a somewhat diagrammatic yiew of an engine employing the fuel feeding system.

Figure 2 is asecti'onal view through the supply tank, and its connections.

Figure 3 is a sectional View through the suction connection manifold.

Figure 4 is a detailed plan view of the parts of'Figure 3.

Figure, 5 is a vertical section through the inlet side of an oil circulating pump adapted to beem'ployed in practicing the invention, the section being taken on a plane parallel to the plan'e'of the paper and the figure re volving from the position indicated in Figure l.

Figure 6 'illustratesa Weighted valve plug in the inletto the pump.

Figure 7 is a detailed cross section view on line 77of Figure 6.

Figure 8 is a vertical section showing a reversible weighted valve plug, in the inlet to the pump. p

The diagrammatic showing of Figure 1, may be considered as embodying the usual elements of an automobile engine which has an inlet manifold A, a water cooling system including a circulating pump P, an oil circulating pump system including an oil pump 0, a carburetor C, a fuel feeding device D, and a fuel supply tank B,

The fuel feeding device D, may be of any of the well known types commonly employed in which there is a fuel connection 1, between the device and the fuel tank 13, a suction connection 2, by which fuel is drawn up from the tank B, to the vacuum feed D, and a delivery connection 3, to the carburetor C.

As illustrated herein, a suction connection 2, communicates with a suction manifold 4, thru suitable nipple 5. This manifold has a chamber 6,with two metered openings. The metered opening 7, is controlled by a valve 8, normally resting on a valve seat 9, and controlling communication through a duct' 10, with the intake manifold of the engine.

The metered opening 11, is controlled by a similar valve 12, and a valve seat 13. This valve controls a duct 14, connecting through a nipple 15, with the intake side of the oil pump 0. There is also a duct 16, communicating with the intake of the oil pump and the crankcase of the engine.

The outlet side of the pump communicates through a duct 17, to the distributing system for lubricating the engine.

It will, of course, be immediately apparent that suction may be derived, as illustrated, through a connection with the oil pump, or it might be secured from any pumping device, as for instance, the water circulating pump or an independent pump, although, as specifically hereinafter described, its special connection with the oil pump has many distinct advantages.

The oil pump 0, is here illustrated as of the gear type, although such a type is not essential to the invention. As illustrated, the driving gear has a greater number of teeth'than the driven gear. There is particular advantage in this arrangement for oil circulating, in that the high speed ratio maintained, gives a desirable flow which is advantageous in conjunction with the suction connection and permits condensation of the size of the gear pump which is of special advatage in connection with the use on automobiles.

The connections for the suction conduit and oil inlet conduit are conveniently provided in a special fitting which consists of a tubular nipple 18 having threaded thereon, a tubular body 19, with a-nipple 20, for connection with the suction conduit and a nipple 21, for connection with the oil inlet conduit. This forms an inner chamber 22, and there is a metered suction opening 23, to the chamber. At the lower end of the chamber there is a valve seat 24, controlled by a valve 25. This valve has a metered opening 26, providing for passage of oil to the pump when the valve 25, is seated and permitting a sufficient flow for the lowest speeds of the engine. It is relatively larger than the metered opening 23, of the suction connection and there is thus produced, an adequate suction for operating the fuel feed, at the lowest engine speeds and, at the same time, there is provision for sufiicient flow of oil for lubrication.

As illustrated in Figure 5, the valve 25, is weighted by a spring 27, while in Figure 6, a valve member is made of a specified weight and thus used without a spring. The body of the valve 29, above its seat, is cut away to provide ducts 28, so that, as the valve is raised from its seat, there will be a flow through these ducts as well as through the metered opening 26.

The arrangement of parts in Figure 6, is substantially identical with those of Figure 5, with the exception of the omission of the spring 27.

The weight of the valve plug 29, is suflicient to hold it to its seat 30, upon low suction or low engine speed and it will rise cording to the pull induced upon it as the pump accelerates, always settling back toward its seat as the speeds decrease.

The principle of operation is the same, whether the valve of Figure 5, or Figure 6, is employed.

On low engine speeds, a lubricant will be drawn through the valve opening 26, of the valve plug 25, or the valve opening 31, of the valve plug 29. The flow produced through this orifice will be sufiicient to iii-- duce adequate suction in the suction connection 14, for operating the feed device D.

As the speed increases, the valve will be raised from its seat, permitting a flow of additional lubricant through the ducts 28, about the valve seat 24. This additional flow, of course, induces a somewhat higher suction in the conduit 14, and also gives adequate supply of oil for lubricating purposes. In other words, there is a balanced condition wherein the proper amount of oil may always be fed, even at the lowest speeds, for inducing sufiicient suction for operating the vacuumfeed device D, without over circulation of oil, and the increased flow for high engine speeds will be automatically regulated according to the speed over that of the minimum required.

The manifold 4, in the suction line, has certain advantages in that it gives a connection to the intake manifold and a connection to the oil pump for securing depression to operate the tank D.

In Figure 8, there is illustrated a slightly modified form of weighted valve plug which has particular advantages. This form of the device obviatesa necessityof having an oil duct running through the plug, inasmuch as the posltion .of the'valve plug upon (the valve seat Wlll give requisite automatic-compensation to provide for necessary flow :at

means of connection 47, for the inlet oil pipe. The weighted valve plug 48, has at both ends, a tapered valve 49, 50. These assume the form of truncated cones and have stop projections 51, 52, extending beyond the taper.

The valve chamber surrounding the valve plug is of suiiicient diameter to permit full flow past the valve plug when it is drawn from its seat by the inflowing liquid.

The stops 51, 52, limit the upward movement of the valve plug by impinging against the wall 53, at the top of the conduit 43.

Obviously, there will be no restriction in the line between the valve seat 46, and the conduit 43, as ample provision is made for volume about the body of the .valve plug 48.

This weighted valve plug 48, serves the purpose; and functions much the same as the plu s heretofore described, although i is of a free-floating type.

Vhen resting upon its seat, and slight suction takes place, it will have a tendency to tilt with its upper portion resting toward the interior wall of the casing 45, thus leav- Iing a sufiicient opening about the valve seat 46, for feeding the pump at low speeds.

As the speed increases and a greater flow is required and secured, the valve plug will straighten up and rise from its seat until,

. at the highest speeds, there is a full opening from the inlet at the valve seat 46, to the conduit 43, said opening permitting a volume or flow equal to the capacity of the conduit 43, and without any undue wire drawing effect.

It is apparent that by making the valve plug 48, double ended, it can be reversed without impairing the operation of the device. This is a great aid and makes the 4 device fool proof in its assembly. There have been cases in which the plug of Figure 6, has been reversed and its improper func tioning has caused defective operation.

Naturally, the drawing over of more or "less saturated vapor from a tank B, to the oil circulating system, if in very large volume, causes a certain dilution.

As the vacuum produced by the oil pump is arranged to provide adequate suction at all running speeds, irrespective of the position of :the throttle, the work upon the oil pump zmaybe relieved whenever the suction of the manifold, mine for instance, to ipartiallyclosedithrottle, and high speed, greatly exceeds the requisite suction produced by'the oil pump. In such a case,the valve 12, would be closed by .the excess suction induced thru the manifold suction and the opening of the valve '8. This would temporarily induce suction for the tank D, and under these @conditions, the effect of dilution through the connection '10, would benegligible.

As a convenient means of retaining the ball valvessland 12,.aspring 8a, having an inturned arm 8?), *is'sna-pped into a groove 80,:and 2thus prevents excessive rise of the ball valves.

From the above, '-it is apparent there isprovidedn balance :inthesuction line which relieves the-pump, at excessive speeds and without dangerous ldilution, by the connection with the intake manifold.

At "low speeds, where .suction is :taken from :the intake :manifold, there is often failure of .adequate suction for operating the .tank ED, and this often occurs where the throttle is w'ide open and the engine is laboring. as in hillaclimbingl. At alLsuch times, the .oil :pumpzprovides requisite suction to operate the etank iD.

This manifold device, with its double suction connection :is also .of material advantage in conjunction with .the tank arrangement herein shown.

T0 lighten the column of liquid to be lifted to the tankD, from-the supply tank B,-.a meteredeair opening is provided in the connection.

This meteredopening; serves a double purpose, namely, that 1 of lightening the column of liquid so that there will be'a feed to the tank f1), with a comparatively light subatmospheric :pressure induced through the suction connections,;and to prevent flooding wheneverthe mainitank B,is elevated above the :feed tank '1).

As illustrated in :Figure 1, this metered opening is :placed .at .M, within the tank B, near its top, and opens :to the feed line 1. In this :position, the metered opening is enclosed within 71.7116 tank, above the-liquid level thereof, and :free :from contamination with a duct 3.8, through ametered opening 39.. Acap -40, secures ,adustistrainer 41, over rtheendiof.theichamber 37 ,Figure 2, as compared with locating the metered air opening near the. top of the tank as in F igure 1. V I

hen the air opening is within the tank the suction induced in the line and tank,

above the liquid level, causes more orless dust to enter the gas'olene tank and foul the liquid contents thereof.

When the metered air opening is arranged exteriorly of the tank and the airthereto is filtered as is possible with the filter of Figure 2, comparatively no dust particles will be drawn into the tank. or its contents. Obviously, any air entering the tank B, will be filtered free from dust.-

The fuel line 1, is connected to the nipple 42, with the usual expansion type of joint. There are certain advantages in having the metering device exterior to the tank inas much as it can be opened and cleansed, if desired, and the chamber 87, aflfords a means of providing a purifying packing.

Obviously, the exact type of valves and structural forms may be modified to suit the exigencies of any particular require- .ient, those shown herein being illustrative for the purpose of defining the invention and its scop That I claimas my invention and desire to secure by Letters'Patent is:

1. In a device of the character described, an engine, a reduced pressure fuel feeding device therefor having a liquid fuel supply connection and a suction connection, a pump for circulating a fluid for the engine and producing sub-atmospheric pressures in the suction connection, a manifold interposed in the suction connection between the fuel feeding device and the circulating pump, a connection from said manifold to the intake manifold of the engine, metered valve openings in the manifold, valves automatically controlling the intake manifold connection and the pump connection of the manifold and automatic means including a valve at the intake of the circulating pump permitting circulation of fluid at all timesand increase in the flow and consequent suction at the suction connection upon increased speed of the engine and pump.

2. In a device of the character described,

an engine, a reduced pressure fuel feeding device therefor having a liquid supply connection, a suction connection, a manifold connected therewith, a pump for circulating 5 fluid for the engine and connecting with the manifold at its inlet side, a connection from the manifold to the intake manifold of an engine, metered valve openings and automatic valves controlling the respective connections of the manifold; and automatic means including a valve at the inlet of the pump for varying the appreciable inlet of the suction of the pumping device and responsive to the suction of the suction connection of the fuel feeding device, upon variations in speed of the engine and pump.

JOSEPH C. COULOMBE.

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