US1410098A

US1410098A - Fuel-control mechanism for internal-combustion engines

Info

Publication number: US1410098A
Application number: US396028A
Authority: US
Inventors: George M Hamilton
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-07-13
Filing date: 1920-07-13
Publication date: 1922-03-21
Anticipated expiration: 1939-03-21

Description

Patented Mar. 21, 1922.

3 SHEETS-SHEET l.

(i. M. HAMILTON. FUEL CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES.

- APPLICATION nusn JULY 13, 1920. 1,410,098.

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FUEL CONTROL MECHAN !$M FOR FNTERFML COMBUSUUN ERGENES.

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GIDBGE H. HAMILTON, OI OAKMONT, PENNSYLVANIA.

Specification of Letters Patent.

Patented Mar. 21, 1922.

Application filed July 13, 1920. Serial No. 896,028.

To all whom it may concern Be it known that I, GEORGE M. HAMILTON, a citizen of the United States, residing State of Pennsylvania, have invented certain new and useful Improvements in Fuel-Con trol Mechanism for Internal-Combustion Engines, of which the following is a specification.

My invention is an improvement in internal combustion engines, and particularly in the motors of this type as used on automobiles or similar self-propelled vehicles.

It has in view to provide means for cutting off the fuel supply to the explosion chamber or chambers of the engine at times when the car is running upon its own momentum, as in coasting, and for simultaneously reducing the vacuum of the cylinders, and increasing the compression.

Primarily, it has in view to effect a corresponding economy in the use of the explosive fuel at such times as the en ine is operating by motion transmitted to it rom the traction wheels and connected gearing.

Ordinarily, in such cases, the conduit between the fuel supply, as a'carburetomand the explosion chambers of the cylinder; 01' c linders is normally more or less-open, so t at when the engine is itself being operated by the turning over ofthe crank shaft and corresponding actuation of the plungers, there is an undesired suction of the fuel and a wastingthereof through the ordinary exhaust passages, whether the explosive mixture be ignited or not.

My invention has in view not only to provide. means for cutting off the communication between the fuel supply and the explosive chamber or chambers at such times as propelling power is not needed and at the same time opening communication from the cylinder or cylinders to the atmosphere so as to ensure an ample supply of air with resulting higher compression and a lower vacuum in the cylinders, but to effect such operation automatically through mechanism controlled by the conditions of the engine itself and its manifold.

The invention not only contemplates the simultaneous closing of the fuel supply and opening of the circulation to the atmosphere, and vice versa, by regulating valve mechanism, but also the control of the regulating valve mechanism itself, by means directly at Oakmont, in the county of Allegheny and affected by the conditions inthe manifold as to the amount of vacuum therein.

The present invention is similar in purpose and operation to that disclosed in a prior patent issued to me and Harry L. Tygard, on July 20, 1920, No. 1,347,192. It has for its object to provide a construction in which a common chamber open to the manifold is placed in communication with the carburetor or with the atmosphere alternately, by the placing of one or the other in communication by means of a double regulatin valve and stem and actuating mechanism t%erefor, controlled by a separate controlling valve, such controlling valve being itself subject to means directly communicating with the manifold or other conduit leading to the explosion chamber or chambers, and subject to the conditions therein at all times.

In the drawings, which illustrate one preferred embodiment of the invention.

Fig. 1 is a vertical sectional view through a valve mechanism interposed between the fuel supply and the manifold leading to the engine, and adapted to establish fuel circulation or air circulation therewith, in a manner generally similar to that disclosed in the prior application above referred to, and showing the fuel supply valve open;

Fig. 2 is a similar view, showing the mechanism in normal or relaxed position; and

Fig. 3 is a similar view, showing the controlling valve reversed with the carburetor valve closed and communication open to the atmosphere.

In the drawings, C represents the upper portion of a carburetor or other fuel sup ly device of any well known construction. he manifold M, also of ordinary type, leads to the explosion chamber or chambers of one or more cylinders communicating therewith by the usual lateral ports. Between the carburetor and the manifold is inserted my improved regulating device which consists of a suitable casing 2 of any convenient form having direct communication with the carburetor C by an intervening conduit 3, having a valve seated opening 4 leading into the interior chamber 6 of easing 2.

At its opposite sideis a valve seated opening 5 communicating with the atmosphere by ports 7 of an air inlet valve V, the construction of which will be described later.

Opening and closing valve and 8*, provided with suitable seating faces on their contacting sides, are adapted to seat upon and j close either opening 4 or 5, inwhich case, the other ning provides for free-inward passage 0 either fuel mixture or air,

Valves 8 and 8 are mounted on the lower end of a. valve stem 9 which extends upwardly through a suitable bearing 10 in the 4 middle upper portion of casing 2, and also 1 0 through t e central bottom rtion of a diaphragm chamber 11. Sai chamber is 9 by a terminal nut 16, whereby to clamp the diaphra fixedly between them. A light spring 1 is provided to elevatethe valve 8 and hold it normally raised to maintain the circulation from the carburetor.

In operating valve 8 or 8- it Is desirable to utilize the suction of the engine through the manifold by exerting a partial vacuum at one side or the other of dia hragm 14, and to also control the efiect an suction of the same automaticallyby means also subject to the suction of the manifold; I accomplish this object by a valve mechanism for changing the manifold suction to one side or the other of the diaphragm 14, which mechanism itself is actuated by a secondary diaphragm, subject to the manifold suction,

in connectionwith a counteracting spring.

The object in view is to open the air inlet valve 8. and close the fuel mixture valve .8 at all times when the mixture coming throu h valve 8 would be wasted, and to close t e air valve 8? and open valve 8 at such times as the gas mixture is required to operate the engine to propel the car.

Experimentshave shown that, while the car is being propelled-by the explosion of the mixture, the vacuum in the manifold varies from zen/(0) to approximately 19 inches of mercury on the vacuum gauge,'and that when the engine isturned over b the momentum of the car, ,and with the t rottle closed, rather than by the explosions 'of the gas, the vacuum gauge varies from 19 inches to 22 inches and over. Also, that when the vacuum in the manifold is over 19 inches any gas be Such gas is entirely say in my invention by the closing of the valve 8' and opening valve 8' as soonas the vacuum gauge exceeds 19 inches, and so maintaining them coextensive with a vacuum of 19 inches or more. Therefore, the device is so arranged rting framework for the.

used is wasted.-

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that when the engine is not operating, and there being consequently no suction or vacuum, tl'e airvalve 8 will be normally closed and gas valve 8 will be open as in Fig. 1, with the carburetor C in open communication with the intake of the 'manifold. Also, that when the engine is operating-by its own power, the sup 1y of the mixturewill be controlled accor ing to the running conditions inthe usual way, for-the most economical operation.

The interior of chamber 11, at one side or the other of the diaphragm, is placed in communication with manifold M by a pipe 18 connected with valve casing 19 having-a ported valve 20 with circulating ports a and b respectively at opposite sides. The valve casing 19 has an air inlet port 21 and a suction pipe 22' leads from one side of the casing to the upper side of diaphragm 14 and a pipe 23 from the other side of the casing to-the other side of the diaphragm, as shown.

Assuming the engine is to be started, the valve 20 is in the normal position of Fig. 1 with the suction p'pe 18 communicating through port a and pipe 22 with the upper side of diaphragm 14, spring 17 closing valve 8 and opening valve 8, to supply explosive mixture .in starting the engine, and for subuent running. But, when the engine is being turned over by the momentum of the car it is desi ed that valve 20' shall be automatically shifted through the operation of a lever arm 24 having a terminal 25 engaged by the slotted terminal 26 of an arm 27 con-v nected at 28 to lever arm 29. Said arm is pivoted at 30 to a bracket 31 of a main supporting frame 32 and its upper end'is connected by spring 33 to any sultable point, as c, on thediaphragm casing 11, and by an ad'usting nut d to end of lever29.

The tendency of spring 33 under low or no vacuum conditions is to throw lever 29 over to theleft or towards the pullof spring 33 and open the under side of diaphragm 14 to the atmosphere and its upper side to suetion, as in Fig. 1.

To throw lever 29 in the opposite direction under varying increased vacuum conditions, I provide a diaphragm chamberB, which is connected to manifold M by. pipe 35 and is closed by a diaphragm 36 connected to arm -37 which is connected with lever 29 at 38,.

Bythis means, vacuum in the manifold will permit atmospheric pressure on the outer side of diaphragm 36 to withdraw lever 29 and linked terminal 26 against the resistance of spring 33 for a certain lost motion distance, as m, Fig. 1, depending on the length of the link, and corresponding to a vacuum of say zero to 19 inches. Under increased vacuum conditions, diaphragm 36 will then further withdraw lever arm 24, under a vacuum of say 19 to. 21 inches, throwing valve 20 to the position of Fig. 3 with suction through pipe 18, port a, and ipe 23, under diaphragm 14, to lower va ve 8 to shut off the as supply.

The air ifiet valve V is so designed that it will always tend to maintain a vacuum of approximately 2% inches or slightly more in the manifold as long as the engine is being turned over by the momentum of the car at any speed greater than that at which the engine would idle with the clutch disengaged and the gas supply retarded. In other words, air inlet valve 8 will open whenever the vacuum in the manifold exceeds 19 inches,-and will remain open as long as the air coming in through valve V is insufficient to reduce the vacuum below 2. inches, which is the equivalent of 19 inches or over of vacuum were the valve 8" closed, i. e., with gas retarded, an engine speed whlch will maintain a vacuum of over 19 inches, with valve 8 closed will maintain a vacuum of 21; inches, or over with valve 8 open and the air coming in through the restricted openings of valve V. Valve V is constructed to admit air in an amount varying with the suction and vacuum of the manifold. To this end it is provided with a tapered variable controlling gate or valve 39 within the tapered casing 40 leading to the manifold through valve seat 5. Gate 39 has a stem 41 extending through the end of casing 40 and a light spring 42'is inserted between the end of the casing and a terminal nut 43 which normally tends to close the valve to cut off the air supply, but not entirely. A variable leakage space is provided between the valve 39 and casing 40 by means of a series of temper screws 44 which may be adjusted as desired to admit a minimum sup. ly of air when the valve is retracted. .lever 45 pivoted at 46 and provided with any suitable connection 47, leading to the usualgas control, bears against the end of stem 41, so that it may be thrust inwardly to further open gate 39 for increase of the air supply, to the manifold. The immediate effect of such air supply, in connection with the opening of the throttle, is to reduce the vacuum condition in the manifold below 2% inches, whereupon, valve 8 will close and valve 8 will open to supply fuel, simultaneously with the actuation of the accelerator mechanism, for generation of driving power in the engine.

The lost motionslot of link 26 is sufficiently long to allow diaphragm 36 to move back or forth, subject to tension of spring 33, as effected by the fluctuating vacuum conditions in casing 34 between say zero and 19 inches of vacuum with the corresponding non-imparting movement 'of lever 29 as to lever 24 arm 27 without shifting valve 20, as indicated by m, Fig. 1 When the vacuum in the manifold exceeds say 19 inches. link 26 will then move lever 24 and valve 20 to the position of Fig. 3, so that suction through pipe 18, port a, and pipe 23 is exerted on lower side of diaphragm 14,-opening air valve 8 and closing gas valve 8.

Also, when valve S is open and vacuum in the manifold fluctuates between over 19 inches and 2% inches spring 33 will be strong enough to overbalance the tendency of diaphragm 36 to shift lever 29 and link 26 against the spring tension, and they will therefore be shifted by the spring inoperatively as to valve 20, to the extent indicated at w, as in Fig. 3. A further drop in the vacuum to below 2% inches will allow spring 33 to move lever 29 further toward lever 24 when slotted link 26 will then turn valve 20, putting suction on the upper side of diaphragm 14, as in Fig. 1, closing the air valve 8, and opening gas valve 8. The purpose of this is that while the vacuum in the manifold is still above zero, the engine will not stop running even if the clutch is disengaged while valve, 8 is open. That is, assuming valve 8 is open and the clutchis disengaged, the engine would slow down.

until valve V could not maintain 2% inches of vacuum in the manifold, and valve 20 would shift, closing valve 8 while the engine is still revolving fast enough to suck gas from the supply through open valve 8 to, start up explosions for operation of the engine in the normal way.

The construction and operation of the invention will be readily understood and appreciated from the foregoing description.

It effects a very material economy in fuel, and at the same time effectually prevents the formation of carbon in the cylinders. Various changes or modifications .may' be made by the skilled mechanic in design,

proportions, or other details, or application to any particular type or form of carburetor, manifold, or other conditions ofinstallation, and I therefore do not desire to be limited to the exact construction shown;

What I claim is:

1. In an internal combustion engine, the combination with the intake conduit, of a valve-controlled communication therewith leading to the fuel supply and to the atmosphere respectively, alternately acting valves therefor, means subject to the suction of the engine for actuating said valves, and means also subject to the suction of the engine for controlling said means.

2. In an internal combustion engine, the combination with the intake conduit, of a valve-controlled communication therewith leading to the fuel supply and to the atmosphere respectively, alternately acting valves therefor,=means subject to the vacuum conditions of the intake conduit for actuating said valves, and means also sub- 4. In an internal combustion engine, the

'15 combination with the intake conduit, of a valve-controlled communication therewith leading to the fuel supply and to'the atmosphere respectively, alternately acting valves therefor, means subject to e 'ne for actuating said valves, means also su jfict to the suction of the engine for cont l said means, and means independent of said conditions for opening communication to the atmosphere.

combination with the intake conduit, of a valve controlled communication therewith leading to the fuel supply and to the atmosphere respectively, alternately acting valves therefor,means subject to the suction of the engine for actuating said valves, means also su ject to the suction of the engine for controlling said means, and means controlling the atmosphere sup ly.

6. In an internai combustion engine, the

, combination with the intake conduit, of a valve -controlled communication therewith leading to the fuel supply and to the atmoshere respectively 40 therefor, means subject to the suction of the e e for actuating said valves, means also an ject to the suction of the engine for controll' said means, and means independent of sai valves for regulating the atmosphere P a a In-aninternal combustionen 'ne,means for cutting off the fuel supply an d for opening the combustion chamber to the atmosphere consisting of asupply. conduit pro- 5 vided with a fuel openin and an air opening, alternatel acting va actuating mechanism subject to suction of the e ne, a vacuum utilizing valve oontro ing to effect operation of the fuel and air valves, and means subject to suction of the en e for controlling the vacuum utilizing va ve. 8. a In an internal combustion engine, means for cutting off the fuel supply and for opening the com ustion chamber to the atmosphere consisting of a, supply conduit provided with a fuel operin and an air opening, alternatelyl acting va ves therefor, valve 3 actuating mec anism subject to suctionof II the engine, a vacuum utilizing valve for conthe suction of the 5. In an internal combustion engine,the

alternately acting valves 'of the movable head with diaphragm and with the controlling valve. ves therefor, valve.

for. the suction on said mechanism.

trolling the suction on said mechanism to effect operation of the fuel and air valves; and means subject to suction of the engine for controlling the vacuum utilizing valve provided with a retracting spring.

' 9. In an internal combustion engine,means for cutting off the fuel supply and for opening the combustion chamber to the atmosphere consisting of a supply conduit provided with a fuel opening and an air opening, means controlling the inflow of air through the air opening, alternately acting valves for the fuel opening and air opening respectively, valve actuating mechanism subject to suction of the engine, a vacuum utilizing valve for controlling the suction on said mechanism to efi'ect operation of the fuel and air valves, and means subject to suction of the engine for controlling the vacuum utilizing valve. 7

10. In an internal combustion engine, means for cutting ofi the fuel supply and for opening the combustion chamber to the atmosphere consisting of a" supply conduit provided with a fuel opening and an air opening, alternatelly; acting valves therefor, valve actuating mec anism provided with a movable head subject to suction, an enclosing casing therefor, a controlling valve adapted to connect the casin at either side of the movable head with t e supply' conduit and withthe atmosphere respectively, and means subject to suction of the engine for controlling the operation of said valve.

11. In an internal combustion engine, 1 means for cutting-01f the fuel supply and for opening the co}n bustion chamber to the atmosphere consisting of a supply conduit provided with a fuel opening and an air opening, alternately acting valves therefor, valv actuating mechanism provided with a .movable head subject to suction, an enclosing casing therefor, a controlling valve adapted to connect the casing at either side 7 t e supply 'con- 1 duit and with the atmosphere respectively, a diaphragm and-chamber having a suction conduit connected with the engine intake passage, and means connected with the 5 12. In an internal combustion engine, means for cutting 011' the fuel supply and for opening the combustion chamber to the atmos' here consisting of a supply conduit provided with. a fuel opening and an air opening, alternately acting valves therefor, valve actuating mechanism provided'with a movable head subject to suction, an enclosing casing therefor,- a controlling valve adapted to connect the casing at either side of the movable head withthe supply conduit and with the atmosphere respectively, a

. communicating valve seated conduit leading to the air supply and provided with an independent air controlling device, alternately acting valves for said valve seated conduits,

and means subject to the suction of the engine for actuatmg said valves.

14. In an internal combustion engine, the combination with the intake conduit, of a communicating valve seated conduit leading to the fuel .supply, an op ositely disposed communicating valve seated conduit leading to the air supply and provided with an independent air controlling device, alternately acting valves-for said valve seated conduits having a common stem, and a movable head for said stem subject to the suction of the engine.

15. In an internal combustion engine, the combination with the intake conduit, of a communicating valve seated conduit leading to the fuel supply, an op ositely disposed communicating valve seated conduit leading to the air supply and provided with an independent air inlet valve casing and a separately actuated valve therefor, alternately acting valves for said valve seated fuel supply and air supply conduits respectively,

and means subject to the suction of the engine for actuatlng said valves.

'16. In an internal combustion engme, the

combination with the intake conduit, of a I valve controlled casing communicating therewith having a conduit leading to the fuel supply and to the atmosphere respectively, alternately acting valves therefor, means subject to the suction of the en ine for actuating said valves, and means in ependent of engine suction for opening communication from the atmosphere to the interior of the atmosphere conduit.

' In testimony whereof I hereunto afiix my signature. i I I GEORGE M. HAMILTON.