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Патент USA US2406854

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Sept. 3, 1946..
D. SAMIRAN‘
2,406,854‘
MULTIPLE TANK- FUEL SYSTEM~
, Filed Feb. 12, 1943
3., Sheets-Sheet 2
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Patented Sept. 3, 1946
2,406,854
‘ UNITED STATES PATENT OFFICE
2,406,854
MULTIPLE TANK FUEL SYSTEM
David Samiran, Osborn, Ohio
Application February 12, 1943, Serial No. 475,683
9 Claims.
(Cl. 158-364)
(Granted under the act of March 3, .1883, as
amended April 30, 1928; 370 0. G. 757)
2
The invention described herein may be manu
factured and used by or for the Government for
Referring to Fig. 2, which shows an enlarged
longitudinal cross section through one of the sole
noid-operated valves, the ?ow between the inlet
governmental purposes, without the payment to
me of any royalty thereon.
~
This invention relates to fuel systems and has
particular reference to systems employing a plurality of fuel tanks such, for instance, as the
system on an aircraft.
An object of the invention is to provide a fuel
system of this character with means to maintain
1e pressure in the fuel line substantially constant while changing the connection of the suction side of the fuel pump from one tank to
the next as successive tanks are emptied.
Another object is to provide power-operated
means to change the connections of the fuel
pump, which extend to the fuel tanks, from an
empty to a full tank, with means for automatically sensing the fact of an empty tank and applying the power means for making the change, then
disconnecting the power means after the change
is made.
Another object is to provide manually selective
means for quickly connecting to any one of the
several tanks, independently of the power means,
when that becomes desirable.
Other objects and advantages will be readily
perceived by a study of the following description
with reference to the drawings, wherein:
Fig. l is a schematic view of a fuel system made
according to my invention;
Fig. 2 is an enlarged View of the solenoid-oper-
5 33 which is lifted 'to “open” position by a sole
noid core 36, which is in turn lifted by coils 38
and 4G. The coil 38 is wound of relatively coarse
wire and few turns, While the coil 40 is wound
of ?ner wire, the intention being to apply a heavy
10 current to the coil 38 to lift the valve disk from
its seat, then discontinue the heavy current in the
coarse wire coil .38 and apply a small current to
the ?ne wire coil 49, to thereby hold the valve in
“Open” DOSitiOn With a minimum expenditure 0f’
15 energy- A solenoid-controlled valve, such as is
lOWIl in Fig. 2, will be described and claimed in'
a Separate application Of which I am joint in
Ventor.
A fuel discharge pipe 42 extends from the main
20 fuel pump l2 to the bottom of an air separator
44, the outlet pipe 46 of which delivers fuel to
the carburetor Id. The pump I2 is of the type
having a built-in relief valve such as is shown
at 57 in the enlarged View, Fig- 5 being thereby
25 adapted to maintain a given pressure Output, the
relief valve in this pump being adjusted to deliver
fuel to the outlet at ?fteen pounds pressure.
A ?oat 48 in the top of the air separator is so
loaded as to permit the discharge of vapor from
30 the top of the separator to the tops of the tanks
through a pipe 50 when the amount of accumu
lated vapor in the top of the air separator forces
ated valves of Fig. 1 shown in detail;
'
Fig. 3 is, an enlarged vertical axial section
the liquid fuel down to a predetermined level.
The air separator is unique in that it is ar
through-the air eliminator of Fig. 1;
39 and the outlet 32 is controlled by a valve disk
35 ranged to receive the fuel discharged‘from both
Fig. 4 is an enlarged vertical axial section
the main pump l2 and an auxiliary pump 52 and
through a special check valve of Fig. 1;
discharge the fuel free from air through a com
Fig. 5 is an enlarged vertical section through
mon pipe 46. It is shown in detail to an enlarged
either'the main pump or the auxiliary pump of
scale in Fig. 3 and comprises an outer vessel
Fig. 1;
40 II and a concentric imier vessel 13 secured to
Fig. 6 is an axial section through the powergether so as to leave a space l5 between them
operated selective switch for operating the solewhich connects with the opening I‘! into which
noid valves.
the engine-driven fuel pump discharges. A con
Similar numerals refer to similar parts
centric cone~shaped part I9 is secured at its
throughout the drawings.
’
_
Referring now particularly to the schematic
illustration Fig- 1, an engine I" Carries a main
45 periphery to the inner vessel 13 and a long tubu
lar portion 2| connects to the opening 23 into
which an auxiliary fuel pump discharges. The
fuel pump E2, the pump being operatively conspace 25 between the vessel I3 and cone l9 con
nected to the engine to be rotated thereby, and
meets to the outlet opening 21 from which the fuel
adapted to supply fuel to a carburetor I 4- A 50 flows to the carburetor through the pipe 46. The
manifold it connects the intake side of the fuel
?ange of a ?oat housing 29 is held between a
pump [2 to a series of tanks I to 6, inclusive,
cover 3| and an intermediate section 33, leaving
the‘fuel passing through solenoid-operated valves
a space 35 between the float housing and the
l8 to 28, which control the flow from the tanks
intermediate section. Circular rows of small
to the pump.
55 holes 31 and 39 connect the spaces I 5, 25, and
2,406,854
3
35 to each other. The float 48 is guided at the
bottom by a tube 4! which fits freely in a hub
43 of the ?oat housing and at the top by a valve
needle support (l5 which ?ts freely in a valve seat
member 6.1. The valve needle 43 is resiliently
held by a spring 5| extending upward from the
bottom of the support 45 which is fastened onto
the hub 53 on the upper side of the ?oat, whereby
the needle is resiliently seated when the float
4
pipe 42 to about twelve pounds. A signal lamp 85
is so connected to the switch terminal 10 as to
give warning whenever the switch 15 has reached
a “closed” position.
A second pressure-sensitive switch, which may
be broadly designated by the numeral 8!, com
prises a body ‘12 and a contact bar ‘M which is
adapted to be moved to connect the contacts 16
and 18. Switch 81 may be supported on the en
rises. The sides of the ?oat housing 29 have a 10 gine ill and is connected to the lubricating oil
system by a pipe 83, being responsive to the oil
plurality of perforations 55.
pressure of the engine. The switch 8| is con
The auxiliary fuel pump 52 shown to an en
structed substantially like the switch 15 with re
larged scale in Fig. 5 may be connected to either
spect to the diaphragm and the spring, except
one of the six tanks by a suction pipe 5%, the
that while the application of pressure to the up
tank selected. in the instant case, for illustrative
per surface of the diaphragm of the switch '15
purposes, being tank 6. A discharge pipe 58 ex
opens it, the application of pressure to the upper
tends from the outlet of the auxiliary pump to
surface of the diaphragm of the switch 8|
the bottom of the air separator M, whereby fuel
closes it.
from the auxiliary pump also passes through the
A main manual switch Bi! is provided to con
air separator and through pipe I16 to the car 20
nect the battery 82 to the post 84. An additional
buretor Me. The auxiliary pump is also of the
manually controlled switch 85 connects the switch
type having a relief valve 51 which maintains a
given pressure output, the relief valve 5‘! in the
auxiliary pump being set to deliver fuel under
a pressure of ten pounds. An electric motor 58
is provided for operating the auxiliary fuel pump.
Since the relief valve 5‘! is set to return fuel
from the high to the low pressure side at ten
terminal 10 of the switch 15 to the binding post
This switch
may be used whenever it becomes desirable to stop
rotation of the pump motor 58 while the main
. 88 of the auxiliary pump motor 58.
switch 80 is closed.
An automatic power-operated valve selector 9!]
(see Figs. 1 and 6) comprises an electric motor 92
pounds pressure, and the engine pump l2 puts
fuel into the high-pressure side at ?fteen pounds 30 which may preferably have an inbuilt speed
reducing gear box of high ratio so that the shaft
pressure, a check valve 59 is provided to prevent
94 may operate at greatly reduced speed——that is,
fuel returning from the high pressure side
the motor 92 may preferably rotate as much as
through the auxiliary pump 52 to the tank 5.
two hundred R. P. M. to one B. P. M. of the shaft
Check valve 59 shown in detail in Fig. 4 com
94. A dielectric disk 95 is concentrically sup
ported on the ?ange 91 of the motor 92, and
prises a casing 6| divided into three compart
ments—63, 65, 6'!—by two spaced-apart Sylphon
carries a circular row of twelve electrical con
diaphragms 69, compartment 65 being open at 8‘!
tacts, pairs of which are connected to the sole
to the atmosphere, whereby, since the atmos
noid-operated valves, contact IL being connected
pheric pressure acts in opposite directions on the
two Sylphons 69, any change in altitude, and its 40 to the lifting coil of valve l8, and contact I being
connected to the holding coil of valve [8; contact
consequent change in atmospheric pressure, does
2L being connected to the lifting coil of valve 20,
not affect operation of the valve. A valve head
and contact 2 being connected to the holding coil
‘H has its stem 13 sealed to both diaphragms by
of valve 2%; etc. A cam 98 is secured to the shaft
nuts 89. Valve head ‘H is biased to “open" posi
54 to rotate in unison therewith. A contact arm
tion by the spring 11 which reacts against a par
we is loose on the shaft 94 and insulated there
tition 19 extending from the casing 6!. Com
from by a dielectric bushing 95 but is caused to
partment B3 and the space 99 above the relief
rotate with the shaft by means of a plunger [02
valve 51 of the auxiliary pump are connected to
which is slidable in a dielectric bushing I03 in
the pipe 4% by a pipe 9!, whereby the Valve 59 is
closed by the pressure in compartment 63 when 50 the end of the arm H30 and has its free end ex
tending into one of the six notches I94. A knob
m5 is provided, the knob and the arm H10 both
being fast on the bushing 95, whereby the con
tact arm I09 may be manually rotated in advance
of the slow rotation of cam 98 when so desired.
ever the discharge pressure of the main pump 12
exceeds the discharge pressure of the auxiliary
pump 52 by a predetermined amount, and the
spring 99 of the relief valve 51 is assisted in pre
venting leakage backwardly through the auxil
iary pump by the same pressure while compart
ment 61 is connected by a pipe 33 to the pipe 46
through the air separator 44 and to the outlet
56 of the auxiliary pump when the valve 59 is
A spring I86 maintains the plunger I02 seated in
open.
A dielectric plunger I Ii) is carried on a metal arm
Connected into the high-pressure side of the
two fuel pumps above described, by connecting
into the pipe 42, is a fuel-pressure-sensitive elec
trical switch which may be broadly designated by
the numeral 15. Switch ‘[5 comprises a body 60
divided into two compartments by diaphragm 62
which is moved in one direction by the pressure
whichever notch it happens to engage.
On the outside of cam 98 are a series of six cam
lobes I08 equally spaced around its periphery.
H2 which is hinged at HG to the dielectric disk
96, the free end of this arm being adapted to en
gage an extension of the binding post H6 of the
motor 92. A coil spring H8 urges the arm H2
" toward engagement with the binding post exten
sion. The point of contact between the arm H2
and the extension of the binding post H6 serves
in the pipe 42, but urged in the opposite direction
by a spring 64 whereby, in the absence of suf?
cient pressure in the pipe 42, the spring 64 moves
a contact bar 65 into engagement with contacts
68 and ‘H1, thereby keeping switch 15 closed as
shown in Fig. 1 until the pressure in pipe 42 is
restored. The spring 64 is so proportioned that
switch 15 closes upon a drop in pressure in the 75
as a switch which may be hereinafter referred to
as the switch I29. Electrical conductors connect
the post 84 to the terminal 68 of switch 15, the
terminal ‘E0 to its signal light 35, the terminal
70 to the terminal 16, the terminal 18 to the bind
ing 'post i IS, the terminal ‘l'il through the switch
86 to the binding post 88, and the post 84 to the
arm H2 and the contact arm I09. I
2,406,854,
5
6
' ITheoperation of the mechanism is as follows;
If the engine is at rest and no fuel pumps are
92‘from the‘ ignition post through both switches
‘I5 and BI, the arm could readily stop rotating
in operation, the reduced pressure in the body 50
before it had reached a proper position for hold
of the switch ‘I5 will have permitted the switch to
ing open the valve 20 of tank 2, since the fuel
beclosed as shown, while absence of oil pressure 5 pump I2 might readily- have built up a pressure
in the engine. I0 will have permitted the switch
of twelve pounds and opened the switch ‘I5 in
8| to beopened as shown. In order to start the
advance of a complete movement of the arm I00 ~
engine, the main switch 80. and the manual switch
through 60 degrees to its next succeeding posi
86 should now be closed. This will supply current
tion. With the arrangement shown, when a tank
to the binding post 88 of the auxiliary pump mo 10 from which fuel is being pumped becomes empty
tor 58. Rotation of the auxiliary pump 52 will
and air passes through the pump I2, resulting in
nowbuild up a pressure of ten pounds in the car
a drop in pressure on the diaphragm 62, and the .
buretor I4, which is enough to start the engine
valve ‘I5 thereby closes and starts rotation of the
The building up of the pressure in this manner
arm I00, rotation may not cease until the arm
should be accomplished before there is any at 15 has traveled through one-sixth of a revolution,
tempt to start the engine. The ten-pound pres
even though pump I2 may build up sumcient
sure supplied ‘to the carburetor I4 will not, how
pressure to open the switch ‘I5 ‘before the one
ever, operate the switch ‘I5 tof‘open” position, in- ‘
sixth revolution has been completed. It should
asmuch as this switch is setto open at twelve
be kept in mind also that the auxiliary pump 52
pounds. As soon, however, as the engine starts, 20 continues to supply fuel under a pressure of ten
thepump I2, which is set to deliver fuel at ?fteen
pounds pressure and which is driven by the en
gine, will operate the switch ‘I5 to “open” posi
tion, while the oil pressure built up by the engine
pounds up to the instant that the engine-driven ,
pump I2 builds up its pressure to twelve pounds
and opens the switch ‘I5, which insures a satis
factory fuel pressure during the entire time that
will operate thepswitch ill to its “closed” position. 25 a change-over from an empty to a full tank takes
As soon as this occurs, current will be cut off from
place.
the auxiliary pump motor 58, and the duty of
When the next succeeding lobe I08 has raised
supplying a ?fteen-pound pressure to the car
the lobe He and opened the switch I20, the arm
buretor I4 will be assumed by the pump I2, the
I00 will have passed the contact 2L by which the ‘
check valve 59 becoming operative to prevent 30 valve 20 was opened and will now be resting only
fluid from the pump I2 being pumped in reverse
on the contact 2 by which the valve 20 will be
direction through the relief valve 51 of the aux
held open. The width of the arm I00 and the
iliary pump 52, and the relief valve 51 being re
size and spacing of the contacts, however, should
inforced'against leakage by virtue of the ?fteen
be such that the arm engages the contact 2
pound pressure being applied in the space above 35 slightly before it leaves the contact 2L, for other
the relief valve to hold it closed.
wise the valve would close as soon as the arm left
Thus far no electric current has as yet been
' the contact‘ 2L. When change in connection has
delivered to the binding post II6 of the valve
thus been made between an empty tank I and a
selector motor 92, inasmuch as the switch ‘I5 and
full tank 2, no further changes will take place
the switch 8| have not thus far been closed at 40 until tank 2 becomes empty. If, however, tank
the same time; neither has current been delivered
2 when thus connected was found to be already‘
to the binding post IIB through the arm II2,
empty, the selector merely passes over it, since
since this occurs only when the spring [I8 effects
air drawn from empty tank 2 and transferred to
contact of the arm with the binding post, which
pipe 42 would close the switch ‘I5 and move the
may not occur until the lobe I08 of the cam moves
arm I00 forward to connect the tank 3. Thus
from under the lobe I III of the arm. The contact
the automatic selector will search the entire series
arm I00, therefore, up to this time, has main—
of tanks and will not stop until a full one is found,
tained the valve I8 in its “open” position and
the auxiliary pump meanwhile maintaining a
will continue to so maintain it until current is
satisfactory fuel pressure until a full tank is
in some manner supplied to the binding post I I6. 50. found. Such an arrangement is desirable be
1 When the engine has been in operation for a
cause it may sometimes happen, particularly
sufficient time to empty the tank I, the pump I2
where the system is used on war craft, that one
will momentarily draw air from the empty ‘tank
of the tanks will have been punctured and the
I and pump it into the pipe 42, which will in
fuel lost, in which case it becomes necessary that
stantly cause the pressure in the discharge pipe 55 the selector operate to pass such tank and con
42 to drop. ' When it‘ has dropped to as little as
nect the system to one that is full. As an added
twelve pounds, which will be almost instantly,
measure of safety, I may provide a multiple hand
the switch ‘I5 will close, while the previously
operated fuel valve I22 by which any one of the
closed switch 8| remains closed, the air drawn in
tanks may be connected to the pump I2 should
by pump I2 passing out through the air separator
automatic operation of the selector valve fail.
44.’ When both switches ‘I5 and 8| are closed,
The need for using this 'manual valve would ap
current will ?ow to the binding post I I6, and the
pear upon an extended signal from the light 85.
selector motor 92 will begin rotating the cam 98
I claim;
‘
'
clockwise, carrying the contact arm I00 with it.
1. The combination, in an aircraft fuel system,
As soon as the cam 98 rotates slightly, the lobe 65 of an engine, a main fuel pump driven by said
I08 moves from under the lobe I I0 and the spring
engine, .a plurality of fuel tanks each connected
II8 closes the switch I20, after which current
to the suction side of said pump, an electromag
will be supplied to the binding ‘post Il6 directly
netically operated valve interposed in each of the
from the post 84 until the next succeeding lobe
I08 moves under the lobe IIO, thereby opening
the switch I20 and stopping the arm I00 at the
desired place.
The above arrangement is highly desirable, for
lines which connect a tank to the pump, a sole
,noid for holding the valve open, a carburetor con
nected to the discharge side of said pump, an
auxiliary fuel pump having its suction side con—
nected to one of said tanks independently of the
while the arm I00 would continue rotation as
electromagnetically operated valve and having
long as current wasbeing supplied to the motor 75 its discharge line connected to the discharge side
2,406,854
7
of said main pump, a check valve in said dis
charge line biased to prevent ?ow from the dis
charge side of the main fuel pump to the dis?
charge side of the auxiliary fuel pump, an electric
pump being adapted to deliver fuel at a higher
pressure than the auxiliary fuel pump, a check
valve adapted to. prevent flow from the discharge
side of said main fuel pump to the discharge side
motor for driving said auxiliary fuel pump, an 5 of said auxiliary fuel pump, a pressure responsive
switch associated with the main fuel pump,
electric current source, a switch for connecting
adapted, upon a predetermined drop in pressure
said electric motor to said source, a pressure op
at the discharge side of the main fuel pump, due
erated means connected to the discharge side of
to a receptacle to which its suction side is con
said main fuel pump for holding said switch open
nected being empty, to close and direct an elec
by said discharge pressure, a rotatable switch
tric current to operate said electric motor driven
having circumferentially spaced insulated cur
auxiliary fuel pump, and electromagnetic means
rent supplying contacts for directing current to
the coils of the electromagnetically operated
operative by said switch, upon closing, to discon
valves, an electric motor for rotating said rotat
able switch, a cam rotatable by said motor, said
nect the suction side of the main fuel pump from
the empty receptacle and connect it to a full re
ceptacle, whereby said main fuel pump may pro
vide said predetermined pressure to open said
pressure operated switch to stop said electric mo
cam having a series of lobes and a series of de
tent notches, each corresponding to the number
of electrically operated valves, a cam operated
switch, successively operable to open position by
each of said lobes upon rotation of said cam, a
tor driven auxiliary pump.
4. The combination, in an aircraft fuel system,
of a main fuel supply receptacle, a main fuel
pump having its suction side connected to said
main fuel supply receptacle, a reserve fuel supply
container, an auxiliary fuel pump having its suc
said detent notches, said ‘notches and said lobes
being so spaced on said cam that when the arm 25 tion side connected to said reserve fuel supply
container, a fuel receiving means, the discharge
engages a valve holding solenoid contact, the cam
side of both said pumps being connected to said
operated switch is open, electrically conductive
current supplying arm rotatable about the axis
of said cam, a detent member carried by said arm
for resiliently engaging in any selected one of
fuel receiving means, and a fuel pressure respon
means for connecting the current source in paral
sive means associated with the main fuel pump,
lel through the fuel pressure operated switch and
through the cam operated switch to the rotatable 30 adapted, upon a predetermined drop in pressure
switch electric motor, electrically conductive
means for connecting the current source to the
arm of the rotatable switch, and electrically con
ductive means for connecting the current source
through the fuel pressure operated switch to the
at the discharge side of the main fuel pump to
operate said auxiliary fuel pump.
5. The combination, in an aircraft fuel sys
tem, of a main fuel supply receptacle, a main fuel
pump having its suction side connected to said
main fuel supply receptacle, a reserve fuel sup
auxiliary pump motor.
ply container, an auxiliary fuel pump having its
2. The combination, in an aircraft fuel system,
suction side connected to said reserve fuel supply
of a plurality of main fuel supply tanks, a main
container, a fuel receiving means, the discharge
engine driven fuel pump, valves operable to con—
nect the suction side of said pump to either of 40 side of both said pumps being connected to said
said main fuel supply tanks, a reserve fuel supply
container, an electric motor driven auxiliary fuel
pump having its suction side connected to said re
serve fuel supply container, a fuel receiving
means, the discharge side of both said pumps
fuel receiving means, and a pressure responsive
means associated with the main fuel pump,
adapted, upon a drop in pressure at the discharge
side of the main fuel pump to a pressure slightly
above the discharge pressure capacity of the aux
iliary fuel pump to operate said auxiliary fuel
being connected to said fuel receiving means, and
pump, whereby restoration of the discharge pres
the main fuel pump being adapted to deliver fuel
sure of the main fuel pump is required to stop
at a higher pressure than the auxiliary fuel pump,
the auxiliary fuel pump.
a check valve adapted to prevent flow from the
discharge side of said main fuel pump to the dis 50 6. The combination, in an aircraft fuel system,
of a main fuel supply receptacle, a. main fuel
charge side of said auxiliary fuel pump, a pres
pump having its suction side connected to said
sure responsive switch associated with the main
main fuel supply receptacle, a reserve fuel supply
fuel pump, adapted, upon a predetermined drop
container, an auxiliary fuel pump having its suc
in pressure at the discharge side of the main fuel
pump, due to a tank to which its suction side is 55 tion side connected to said reserve fuel supply
container, a fuel receiving means, the discharge
connected being empty, to close and direct an
side of both said pumps being connected to said
electric current to operate said electric motor
fuel receiving means, each pump being adapted
driven auxiliary fuel pump, and electromagnetic
to maintain a predetermined discharge pressure,
valve operating means operative by said switch
upon closing to close the valve of the empty tank 60 the predetermined discharge pressure of the main
pump being higher than that of the auxiliary
and open the valve of the next full tank, where
pump, and a pressure responsive means associ
by said main fuel pump may provide said prede
ated with the main fuel pump, adapted, upon a
termined pressure to open said pressure operated
predetermined drop at the discharge side of the
switch to stop said electric motor driven auxiliary
65 main fuel pump to a pressure between the dis
pump.
charge pressures of the two said pumps to operate
3. The combination, in an aircraft fuel system,
said auxiliary fuel pump, whereby restoration of
of a plurality of main fuel-supply receptacles, a
the main pump to its predetermined pressure
main fuel pump having its suction side connected
capacity will stop operation of the auxiliary
to either of said receptacles, a reserve fuel-sup
pump.
ply container, an electric motor driven auxiliary
'7. The combination, in an aircraft fuel system,
fuel pump having its suction side connected to
of an engine, a main .fuel supply receptacle, an
said contaainer, a fuel receiving means, the dis
engine driven fuel pump having its suction side
charge side of both said pumps being connected
connected to said main fuel, supply receptacle,
to said fuel receiving means, and the main fuel 75 a reserve fuel supply container, an electrically
2,406,854
driven fuel pump having its suction side con
nected to said reserve fuel supply container, a
fuel receiving means, the discharge side of both
said pumps being connected to said fuel receiv
ing means, each pump being adapted to main
tain a predetermined discharge pressure, the pre
determined discharge pressure of the engine driv
en pump being higher than that of the electri
10
-
which is between the discharge pressures of the
two pumps to operate said electrically driven
pump, and a check valve interposed between the
discharge sides of the two pumps biased to pre
vent ?ow from the discharge side of the engine
driven pump to the discharge side of the electri
cally driven pump.
'
9. The combination, in an aircraft fuel system,
cally driven pump, and a pressure responsive
of an engine, a plurality of main fuel supply re
electric switch associated with the main fuel 10 ceptacles, an engine driven pump having its suc
pump, adapted, upon a predetermined drop at
tion side connected to either of said main fuel
the discharge side of the main fuel pump to a
supply receptacles, a reserve fuel supply con
pressure between the discharge pressures of the
tainer, an electrically driven pump having its,
two said pumps to operate said auxiliary fuel
suction sideconnected to said reserve fuel supply
pump, whereby restoration of the engine driven
container, a fuel receiving means, the discharge
pump to its predetermined pressure capacity will 15 sides of both pumps being connected to said fuel
stop operation of the electrically driven pump.
receiving means, the engine driven pump being
8. The combination, in an aircraft fuel system,
arranged to maintain a given discharge pressure
of an engine, a main fuel supply receptacle, an
and the electrically driven pump being arranged
engine driven fuel pump having its suction side 20 to maintain a lower discharge pressure than
connected to said main fuel supply receptacle,
the engine driven pump, a pressure responsive
a reserve fuel supply container, an electrically
electric switch connected to the discharge side
driven fuel pump having its suction side ‘connect
of the engine driven pump, adapted upon a drop
ed to said reserve fuel supply container, a fuel
at the discharge side of the engine driven pump,
receiving means, the discharge side of both said 25 to a pressure which is between the discharge
pumps being connected to said fuel receiving
pressures of the two said pumps, to operate said
means, the engine driven pump being arranged
electrically driven pump and electromagnetic
to maintain a predetermined discharge pressure
means operative coincidentally with said pressure
and the electrically driven pump being arranged
responsive electric switch to disconnect one main
to maintain a lesser discharge pressure than the 30 fuel supply’ receptacle from the suction side of
engine driven pump, a pressure responsive elec
the engine driven pump and connect another
tric switch connected to the discharge side of the
main fuel supply receptacle thereto.
main fuel pump, adapted, upon a drop at the dis
charge side of the main fuel pump to a pressure
I
DAVID SAMlRAN.
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