US2735666A - Fresolone - Google Patents

Description

Feb. 21, 1956 v. FRESOLONE 2,735,666

EMERGENCY FUEL SUPPLY DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Oct. 5, 1951 2 Sheets-Sheet l i Q 5 i i Z! INVENTOR V/WFJPESOLOA/E ATTO NEY 1956 v. FRESOLONE 2,735,666

1 EMERGENCY FUEL SUPPLY DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Oct. 5, 1951 2 Sheets-Sheet 2 INVENTOR F E' I E VITO FessoLoA/s ATT RNEY United States Patent 2,735,666 Patented Feb. 21, 1956 EMERGENCY FUEL SUPPLY DEVICE FOR INTERNAL COMBUSTION ENGINES Vito Fresolone, Union, N. J.

Application October 5, 1951, Serial No. 249,881

4 Claims. (Cl. 261-71) This invention is an emergency fuel supply device for an internal combustion engine and is more particularly intended to be associated with the engine of a motor vehicle, motor boat, etc., when the fuel supply system for the engine becomes inoperative for any reason.

The invention was primarily conceived for use in the event that an automobile or a truck became inoperative while in transit because of an empty fuel tank or clogging of the fuel supply line. In such cases it has heretofore been necessary to obtain fuel from the nearest supply station or call a repairman to make repairs on the road. Such repairs require tools, etc., and the doing of this work along the road is uncomfortable, particularly in the winter time, and dangerous at all times on a busy highway.

The purpose of the present invention is to provide a simple and eflicient auxiliary fuel supply which may be readily and expeditiously substituted for the conventional air filter at the top of a down draft carburetor and, when so installed, will serve to supply sufficient auxiliary fuel to permit the vehicle to continue its journey to destination or to a shop where the necessary repairs may conveniently be made.

The invention additionally provides a safe and convenient method of priming an engine through its carburetor. It is the practice of some drivers and many mechanics to start a stalled engine by pouring raw gasoline into the carburetor; This is a particularly dangerous practice. for, if. a spark be present, due to backfire or short circuit, immediate ignition of such gasoline may result and cause serious injury to either or both the person and vehicle. When the present invention is used, gasoline may be fed through the carburetor for priming purposes or otherwise without any of these attendant dangers.

Another purpose of the present invention is to pro- Vide a simple and efiicient auxiliary'fuel supply to perrnit the simultaneous feed of fuel and top oil during motor tuning up and cleaning out operations, and the invention may be also used to feed oil with the fuel during running in of the engine of a new car.

Features of the invention, other than those adverted to, will be apparent from the hereinafter detailed 'description and appended claims, when read in conjunction with the accompanying drawings.

The accompanying drawings illustrate different practical embodiments of the invention, but the constructions therein shown are tobe understood as illustrative, only, and not as defining the limits of the invention.

Fig. 1 is a vertical central section through the device embodying the present invention, said section being taken in the plane. of the line 1-1 of Fig. 2.

Fig. 2 is atop plan view of the structure shown in Fig. 1.

Fig. 3 is an underneath plan view of the same structure.

Fig. 4 is a perspective view of an adapter removed from the device.

Fig. Sis a like view showing how the adapter is engaged with and locked to said device.

Fig. 6 shows a modified form of construction, this View being a central vertical section through the device.

Referring first to Figs. 1-5 of the drawings, 1 designates an auxiliary supply tank which may be conveniently made of two stamped sections, welded together midway of the height of the tank as shown. This tank is conveniently made circular and relatively flat so that it may be received beneath the hood and above. the carburetor of an automobile or truck. The tank is adapted to contain gasoline, either'with or Without other liquids, all adapted to be introduced through a filler opening normally closed by a filler cap 2. The cap is provided with a vent screw 3 to permit the flow of liquid from the tank through an appropriate outlet.

The top and bottom walls of the tank are centrally punched to provide vertically alined central coaxial openings and extending through both openings and projecting above and below the top and bottom walls of the tank is a cylindrical air tube 4. The air tube openings in the top and bottom of the tank are preferably so formed as to provide flanges 5 which facilitate the welding or brazing of the tube 4 to the tank in liquid impervious joints.

The side wall of the air tube 4 is provided at diametrically opposite points within and near the base of the tank with openings, shown as rectangular in form and about the margin of each opening is an inturned flange 6. Through the openings thus formed is thrust a tubular block 7 of similar cross section, shown as rectangular. The block '7 extends for the full diameter of the tube 4 and preferably projects outwardly slightly beyond the walls of the tube as shown best in Fig. 1 and is permanently welded, or otherwise secured in place, to form liquid tight joints between the walls of the tube and the block. The tubular block provides a straight through passage 8 as will be apparent from Fig. 1.

Midway of the length of the block 7, its upper wall is perforated to receive the shank 9 of a valve stem nut 19 which is permanently welded or brazed to the block. The upper portion of this nut has a coaxial cylindrical chamber 11, while the lower portion of the nut is coaxially counterbored and tapped, as at 12, to receive the threaded portion 13 of a valve stem provided terminally with a conical valve 14 adapted to cooperate with a coaxial conical valve seat 15 formed in the lower wall of the block 7.

Above its threaded portion 13, the valve stem is enlarged, as at 16, and the enlarged portion is provided with an annular groove 17 containing an O-ring 18 of packing material, such as synthetic rubber or some other appropriate packing substance which will not deteriorate in the presence of gasoline. The O-ring 18 forms a tight seal between the surface of the valve stem and the wall of the chamber 11 so that leakage at this point will not result when the valve is seated.

The valve stem is of suflicient length to extend above the upper end of the air, tube 4 where it terminates in a knurled knob 19 to which is afiixed an adjusting cap M. This cap has vent openings 21 and fine mesh screen 22 is positioned within the cap 20 to underlie these openings. This screen permits the passage of air or gases in both directions through the openings but precludes the passage of extraneous matter such as dirt, grit or the like. To guide the operations of the cap, its lower edge is preferably rabbeted at 23 to extend into the upper end of the air tube and form a bearing of sufficient length to permit adjustment of the valve within operative limits.

Within the air tube 4, and preferably near its upper end, a partition or shelf 24 is permanently afiixed. This partition has a central air valve opening 25 for cooperation with an air valve 26. Valve 26 has a hub 27 mounted to freely slide up and down on the valve stem 16, but a spring 28 is interposed between valve 26 and the top wall of the block 7 and is of such strength as to balance the weight of the air valve and its hub and normally hold the air valve in substantially the same plane as the air valve opening 25. The spring is sufficiently light to respond to suction in the lower portion of the air tube and to permit the resulting differential pressures above and below the air valve 26 to depress said valve and permit air to fiow downwardly through the air valve opening 25. Conversely excessive pressures below the air valve will cause it to be raised above the opening to permit the escape of such excessive pressures through the vent openings 21 of the cap 20. I

I may, if desired, position a spring between the valve 25 and the hub of the cap 20, as shown in Fig. 6, but I do not find this spring essential to the operation of the device of Fig. 1.

The device which I have described is adapted to be mounted upon the upper end or air inlet of a down draft carburetor after the conventional air filter, normally associated with the latter, has been removed. To provide such a mounting there is associated with the lower end of the air tube an adapter one of which is shown in Figs. 1,3, 4, and 5. This adapter is of novel construction. It is of tubular form with its upper portion 29 of an external diameter to fit into and telescope within the lower end of the air tube 4. This upper portion is provided with oppositely positioned bayonet slots 30 of such size and so located that the portion 29 may be inserted into the tube 4 and rotated so that the bayonet slots 30 are engaged with the block 7, or equivalently with the flanges 6, to rigidly secure the adapter to the device. The adapter may be locked in this position by providing the portion 29 with one or more stamped out projections 31 adapted to engage with correspondingly located depressions on the interior of the air tube 4 to preclude inadvertent retrograde rotation of the adapter. The projections 31 may be manually sprung free from the depressions when it is desired to change the adapter.

The lower portion 32 of the adapter is also cylindrical and is of a size to fit over the air inlet neck of the carburetor. This portion 32 is vertically slotted at 33 and is embraced by a clamping strap 34 which functions similarly to a hose clamp. The opposite ends of the strap are bent outwardly as shown at 35 in Fig. 3 and an eye bolt 36, having a shoulder 37, passes through perforations in the parts 35 and threads into a nut 38 welded in position. may be tightened about the portion 32 of the adapter, so that it is clamped firmly to the neck of the carburetor for the purpose of mounting the device of this invention rigidly in position on such carburetor. The device however, may be readily removed by simply unscrewing the r eye bolt. Since different carburetors have air inlet necks of different sizes, appropriate adapters are provided to fit carburetors of corresponding size.

When, for any of the reasons hereinbefore described, it is desired to use the device of this invention, the conventional air filter is removed, the adapter is brought into engagement with the air inlet neck of the carburetor and clamped in place to mount the device on the latter. While these operations are proceeding, the fuel valve 14 is engaged with its valve seat 15 so that the liquids are con tained within the auxiliary tank 1 without leakage or undesirable discharge. When the device is firmly in place, the cap 20 on the valve stem is rotated to back off the fuel valve 14 sufiiciently to permit fuel to be fed from the interior of the tank, through the passage 8 and through the valve seat 15 into the interior of the tube and adapter.

After valve 14 has been opened, the ignition is turned on, the operator steps on the starter and the engine is thereby turned over, resulting in suction in the inlet manifold. This suction is conveyed through the conven- By manipulation of the eye bolt, the clamp tional carburetor to the air inlet tube 4 and produces a subatmospheric pressure below the air valve 26. As soon as this occurs, atmospheric air pressure exerted upon the upper surface of the valve forces the air valve 26 downwardly and air sweeps through the air tube 4 and passes through the carburetor to the inlet manifold and thence to the engine cylinders. As this air passes through the tube 4, it picks up the fuel entering the air flow through the open valve seat, breaks it up, is carbureted thereby and carries it through the carburetor, through the intake manifold and thence to the engine cylinders and, if sufiicient fuel is being fed, the engine will start.

As soon as the engine starts, the cap 20 on the fuel valve stem should be adjusted to give the proper mixture. When the valve is thus adjusted, it will operate indefinitely on this adjustment or until the tank 1 is empty. The tank may be refilled for further operations of the same kind if desired, but ordinarily the emergency will have passed or the particular operation which it is desired to have the device carry out has been fulfilled. The device may then be removed and the air filter replaced. If the device has been used as an emergency measure until convenient repair can be made, the device is then no longer necessary for the engine will operate in the normal manner without it. I

It may be here pointed out that should backfire occur while the device is'in use, it can do no harm, for the air valve 26 will merely rise above the opening 25 and permit excessive pressure below this valve to harmlessly escape through the openings 21. Under normal conditions, however, the valve 26 will occupy a position substantially within the air valve opening 25 where it is ready to move in either an upward or downward direction as required and wherin this downward movement, against the pressure of the spring 28, will be sufficient to allow of a proper mixture of air with the fuel fed through the fuel valve seat 15.

In Fig. 6 another form of the invention is shown. This latter form comprises an emergency tank 1 with a suitable filler opening and an air tube 4. The tube 4 extends below the tank somewhat further than in Fig. l and is slotted at 33 to fit over the air inlet neck of a carburetor. A clamp 34 operated by an eye bolt 36, as hereinbefore described, may be utilized to clamp this device to the carburetor neck. The block 7a, which corresponds to the block 7, is made somewhat differently than the latter. It has fuel passages 8:: extending longitudinally therethrough and these passages lead to a centrally disposed stepped opening 39 in the block. Seated in this opening is a valve nut 40, the lower end of which extends beyond the bottom of the block and is threaded to receive a threaded cap 41 which binds the nut 40 to the block 7a. The valve nut is provided with transverse passages registering with the passages 8a of the block and these passages extend radially to a vertical passage terminating in an upwardly facing conical valve seat 42. Above this seat, the nut 40 is counterbored and tapped to receive valve stem 43, the lower end of which carries the valve 44. The valve stem is threaded at 45 to cooperate with the threads of the nut on the interior of the counterbore so that, through rotation of the valve stem, the valve 44 may be engaged with or disengaged from its seat 42.

Spaced above the valve seat 42 are outlet ducts 46 which open communication between the interior of the air tube 4 and the interior of the counterbore of the valve nut above the valve seat 42. When the valve is elevated from its seat fuel is free to flow from the interior of the tank 1 through passages 8a to and through the valve seat 42 and out through the radial outlet ducts 46 into the interior of the air tube 4 where it is picked up by inflowing air which is thus carbureted and fed to the engine.

In Fig. 6 the partition or shelf 47 in the upper portion of the tube 4 is formed on a depending flange 48 of the cap 49 with wire mesh 50 between the flange 48 and the cap 49 to cover the vent openings 51 in the cap. The

air valve 52 is placed between a lower spring 53, corresponding to the spring 28, and an upper spring 54 arranged to balance one another when the air valve 52 is in substantially the plane of the partition 47.

The structure of Fig. 6 operates in substantially the same manner as described with respect to the preceding figures. However, adapters may be used with the device of Fig. 6 for carburetor neck sizes other than that which the lower end of the tube will directly fit.

Either form of the invention shown has proven to be highly eflicient in the carrying out of its intended functions. It may be attached and detached with ease and expedition and is absolutely safe to use. It overcomes the difficulties and disadvantages which have been prevalent in prior devices of others suggested for emergency purposes and meets a long felt want in its field of use.

This invention should not be confused with the ordinary conventional carburetors with which internal combustion engines of motor cars, trucks, etc., are universally provided. On the contrary, it is an additional device, separate and apart from the conventional carburetor, and is used in conjunction with the latter only when the conventional carburetor fails to perform its intended functions or when it is desired to augment the normal functions of a carburetor in the carbureting of fuels by the introduction of an additional substance or solution over and above that normally delivered through the conventional carburetor.

This invention has proved of great worth and utility, particularly when carried as an accessory to be applied in the event of failure of the induction system for lack of fuel in the main tank, clogging of feed lines, or otherwise. In such cases, the conventional carburetor is utterly useless in the absence of the emergency device forming the subject matter of this invention which when mounted as hereinbefore described will immediately render the engine operative, irrespective of the condition of the associated conventional carburetor.

The foregoing detailed description sets forth the invention in its preferred practical form but the invention is to be understood as fully commensurate with the appended claims.

This application is a continuation-in-part of my application Serial No. 169,565, filed June 22, 1950, now abandoned.

Having thus fully set forth my invention, what I claim as new and desire to secure by Letters Patent is:

1. An emergency fuel supply device for attachment to the conventional carburetor of an internal combustion engine, comprising: a fuel storage tank wholly separate and independent of such carburetor, an air tube extending vertically through the tank, means for detachably securing the lower end of the air tube to the inlet of the conventional carburetor, a transverse walled passage extending across the air tube near the bottom of the tank for the passage of fuel from the tank, a cup shaped member secured in an opening in the upper wall of said passage, said cup shaped member having a threaded opening in its bottom, there being a coaxial valve seat formed in the bottom wall of said passage, 2. fuel valve coacting with the valve seat and having a valve stem extending upwardly through the air tube with a threaded portion coacting with the threaded opening in the base of the cup shaped membet, and an adjusting knob secured to the upper end of the valve stem and rotatable therewith to adjust the fuel valve relative to its seat.

2. An emergency fuel supply device for attachment to the conventional carburetor of an internal combustion engine comprising: a fuel supply tank wholly separate and independent of the carburetor, an air tube extending vertically through the tank, a fuel supply tube arranged transversely across the air inlet tube and internally communicating with the interior of the storage tank, and valvular means for controlling the discharge of fuel from the interior of the fuel supply tube to the interior of the air tube, in combination with an adapter one end portion of Which is fitted into the lower end of the air tube and is provided with bayonet slots engaging the fuel supply tube to detachably secure the adapter to said air tube and tank.

3. An emergency fuel supply device according to claim 2, wherein the air tube is of cylindrical form and the end portion of the adapter which extends into the air tube is of complementary close fitting cylindrical form to have a telescoping fit with the air tube.

4. An emergency fuel supply device according to claim 2, wherein the opposite end portion of the adapter is longitudinally slotted, and a manually operable clamp for contracting the slotted end portion of the adapter into engagement with the air inlet of a conventional carburetor.

References Cited in the file of this patent UNITED STATES PATENTS 1,020,615 Magnuson Mar. 19, 1912 1,328,235 Lane Jan. 13, 1920 1,809,387 Melkman June 9, 1931 2,389,685 Pike Nov. 27, 1945 2,403,606 Meyer July 9, 1946 2,449,659 Lane Sept. 21, 1948 2,485,701 Cristofani et a1. Oct. 25, 1949 2,521,576 Fresolone Sept. 5, 1950

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