US1294000A - Charge control for internal-combustion engines. - Google Patents

Description

CHARGE APPLICM'IGN FLE APP.. bly-i915.

wiTNESSES L RWALKUP. CHARGE CON'ROL FOR INTRNAL CKOMBUSTICN ENGINES. APPUCAUON HLED APR. Ui, 1916. 1294,60@

INVENTOH 2 SHEETS-SHEET 2A Patented Feb, H, 19H1.

wnmissra'V OFFCE.

JOHN F. WALKUP, OE EMPORIA, KANSAS.

CHARGE CONTROL FOR INTERNAL--COMBUSTION ENGINES.

Application filed April 14, i916.

To all ui/wm, 'it muy concern:

l it, known that' l, Jonx lf. lvthtnkur, a citizen ot the United States, residing` atI Emporia, in the. county ot' Lyon and State ot Kansas, have invented certain new and useful Improvements in Charge tontrols for .lnternal-tombustion llngjmesj otwhich the following is a specification.

This invention relates to an improvement in charge controls tor internal combustion engines, and more particularly 4to such a control as is adapted Jfor use with kerosene gas, or Oil engines ot the 'tour-sti'oke-cycle type.

An object ol` m v invention is to provide a, control means tor explosive cng ines which may he manually set to 'vary the propor tionate parts of each of the ingredients ot the mixture, and which witl when theI engine is in operation act, autoimxtictdlv to control t'he entire volume et the miXt-tne as supplied t'o the engine.

A further object lies in the. provision ot means by ywhich the normal setting*r 'ot' theI main charge supply control can he varied. and also means by which the maximum decrease of the supply will be accomplished at, any desired speed of operation otl theJ engine. I

lVith the above and other objects in view5 my invention consists in certain novel 't'eaturesl` ol construction and combination ot: parts which ;\vill be hereinafter set forth in connection wit'h the. dra wings and then more particularly pointed outI in the claim.

in the drawings:

Figure l is a transverse sectional view through an engine cylinder and through the intake and exhaust ports thcreotl with my 'invention illustrated in an operative relation.

Fig. 2 is an enlarged detail sectional View to better show the construction et' the, mix

ingr device.

Fig. 3 is an enlarged detaii Tien' Showingr the throttle valve control governor lilo/HHS.

Fig. 4 is a detail View showin;T the nanner of connecting the throttle valve shittingrr rod to the. governor structure.

Fig. 5 is a fragn'ientary detail View shown ing the connecting arms to tee throttle valve.

As is shown in Fig. l, the cylinder 1 is illustrated as being of the valve-indimrd typerend the intake chamber. 2 and the ae Specieation of Letters Patent.

Patented Feb. 1i, 19M?.

seria1No.91,1a9.

haustV chamber 3 are placed in such relation that the int'ake and exhaust valves i and 5 are located at'ljacent,y the partition wall t3 separatingV the chambers 2 and The intake passage. T is extended from the chamber 2 through the side ot the cylinder l. and the exhaust passage. t is extended in line with the. passage 7 preferably through the opposite side ot the cylinder l.

rPhe tappet rods S) and '10 are mounted to he capable ot" endwise sliding movement through suitable hearing'openings provided in the cylinder easing and are extended in line. with the stems 1l and 12 of the intake and exhaust. valves 4- and 5, which stems. are screw-threaded screwed into mating' orifices t'nfovided on the ends o'l the tappet rods t) and 1t). (loil springs 13 and 14- are mounted around the tappet rods 9 and l() to normally exert. tension to close the valve` l and 5 against their seats, and a cam shatt 15 is mounted in suit ahle hearings formed on. the. cylinder casingr or upon other parts ot the structure. and has the valve operating cams lt and i7 secured thereon to engage, with the bearing' ends of the tappetI rods E) and lt). .Vhere the en- ,eine is ot the tour-cycle typer` the cams lt; and l? will be placed so that their e treme rise will be. substantially 900 apart or on the quarter tnrn-v it beine' so timed that the cam l? will first' become operative, and a driving' connection is established to moving' parts elI the engine through the frear wheel lt. the rearing 'for the drive to the rain shai't ifi beingr so proportioned that its turningr movement will be tinted one to two with respect to the rotation ot the crank shatt' ot the engine.

The outer end ot the intake passage is closed and a charge mixing' chamber is provided at 1f), below this closed outer end of the passage. 7.

.t vater` hipe, i2() is led from the waterjacketetl motor cylinder l and is connected by a union conpliir;r 21. 'with a water supply nipple Q2 which is passed through the side wall of the mixing chamber 19 and han the valve Seat. Q3 formed around the inner open end theree't. A water supply cont-rol vaive 24. has the sCrewthreaded Stem 25 thereof threaded to a screw-threaded ori'lice previded through the side wall et the mixingl chamber 19 in alineinent. with the inonn'ting o1" the naar supply nipple 22 so that as this valve 24, which is et' the needle type,

at their ends and are/ samerotation due to the fact that the head 57 is lixed on the upper end of the governor shaft 53, the parts being thus so arranged that due to centrifugal action, the governor weights 6-11 and 65 will exert an outward drawing action against the. various toggle members and in consequence, the sliding base' structure 58 is raised Ialong the governor shaft 53. As has been stated, the upper end of the governor shaft 53 is provided with the external screw-threads and an adjusting nut (37 having the external surface thereof knurled to permit ready manual turning of the same is litted ,en the serew-threadcd porh tion to be adjustable along the length ot the upper portion of the shalt 53. The arms 68 are extended upwardly from yokes 59, and a collar 69 is carried by the upper ends of these arms 58 to be loosely received around the screw-threaded `portions of the shaft 53, and thus as the weights 64 and 65 are carried outwardly through the centrifugal action due to the turning of the shaft, the slidingr base 58 will be raised, but at the same time the height to which the same is to be raised in its extreme movement may be regulated by set-ting of the nut 67 s0 that the collar 69 will bear thereagainst when the base 58 has been raised to the proper degree oi' movement.

A collar 70 is mounted around the sliding base 58 and a sleeve 71 is extended downwardly from one side of this collar 70, this sleeve having the internal screw-threads as shown at Z2 formed in the bore thereof. It is the intention that the sliding base strueture 58 shall turn with the governor Ishaft 53 and the collar 70 must remain stationary, in view of which it is preferable that the ball bearings 73 be mounted between the base structure 58 and the collar 70 to relieve the 'friction incident to the turning of the base structure, and also this ring 70 is received in a. substantially groove-shaped formation on the base 58 so that as the base has sliding movement either up or down. the ring or collar 70 is positively moved therewith. A valve operating rod 74 is provided at its upper end with the external screw-threads adapted to mesh with the screw-threads 72 of the Sleeve 71, and to thus permit thisrod to 'be adjustably mounted vin conjunction with the collar 70, and at its lower end this rod 74- has an orifice adapted to receive the pin 75 mounted on the outer end of the throttle lvalve operating arm 50. By removing the rod 74 from its litting'over the pin 75, this rod may be turned to secure the proper adjustment into or out of the screw-threzuled orifice of the sleeve 71, and then the locking nut 7G maybe tightened in place and the rod 74 may ne again tted over the pin 75 so that as the collar is moved through the movement of the sliding base structure 58 generated by the centrifugal swinging out action of the governor weights 64 and 65, t-he valve operating lever 50 will be swung around the body of the shaft -18 and the throttle valve 49 will be actuated. A spring 77 is connected between the pivot pins G6, by which the upper and lower toggle bars or arms are pivotally connected together and in this way, the weights 6l and 65 are normally held swung to relations closely adjacent the sha it 53 and the weights 64 and 65 will not be permitted to immediately raise the base structure 58 to its extreme upward position when turning movement of the governor shaft 53 is initiated.

' From the foregoing it will be seen that I have provided a structure in which manual adjustment of the parts may be made to obtain the desired proportionate parts ot the various ingredients in the explosive mixture and also the proportion of mixture supplied to the air volume passing through the intake passage to the motor cylinder, and further that parts of the mechanism may be checked so that. the entire volume of air and explosive mixture passing to the intake chamber 2 will be varied in accordance with the speed lof rotation at which the engine is working.

lVhile I have herein shown and described only one specific form of my invent-ion` it will be understood that various modifications might lbe resortedto in the form and arrangement of the several partsl without departing from the spirit and scope ol my invention, and hence I do not wish to be limited to the exact disclosure but only to such points as maybe set forth in the claim.

I elaimz- In a charge control for internal combustion engines, the combination with an intake opening into the engine cylinder, a throttle valve therein, a governor, and comm-tions vbetween the governor and valve; oi a hot-air supply passage to the outer end of tluvintake, a cold air supply passage also thereto. a valve for controlling the cold air passage, a mixing chamber contiguous to the intake and opening tothe same between said air passages and the throttle valve, means for manually controlling the opening, and valved means for supplying the tluid fuel to said mixing chamber.

ln testimony whereof I aliix my signature in presence of two Witnesses.

JOHNV F. lVLKUP.

Witnesses lton'r. L. lrMus, Vlfmr. lvlouYrENY.

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