US1463481A

US1463481A - Vaughn e

Info

Publication number: US1463481A
Authority: US
Publication date: 1923-07-31
Anticipated expiration: 1940-07-31

Description

July 3l, 1923.

V. E. MORRISON FUEL EcoNoMlzER Filed Feb. 24

Gitan,

ioA

for'i-ntroducing air into the manifold. be- -tvveen the carburetor and inlet ports of the "expensive/device that is adapted to intro- Patented July 31, 1923.

UNITED i sTA'ri-:s PATENT oli-fries.

VAUGHN E. MORRISON, orfniacraora MICHIGAN., AssIGNoitor ONE-HALE To CARL` r.

BECKWITH, or DETROIT, MrCIGaN.

FUEL Ecoivoiuizna.

Applicationlled February 24,'1919. Serial No. 278,690.

To 'LU/wm it may comer/1,.'

Be -it known that "I, VAUGHN E. MonRisoN, a citizen of the United States, residing at Detroit, 'county of Wayne, State of Michigan, have invented a certain 'new and usefullinprovement in Fuel Economizers, and declare the Afollovvi'nnf to be a full, clear, and

exact description of t-he same, such as will 'enable others skilled in the art to which it pertains to make and use the saine, refer- 'ence being had-to the accompanying drawings, which form a part of this4 specification. yThis invention relates to fuel economizers -forf' internal combustion engines, and consistsI of an automatically-'acting air valve engine, and-a manual device for controlling theoperation of the' automatic valve. lhe object of the invention-1s to provide an induce air into the intake manifold in varying quantities Vdepending upon the degree -ofvacuum produced in the manifold, the

'construction' being such that, under a sul- `ciently highvacuum, the air .valve is'autovmatically closed and automatically opening on' a decreaseof vacuum. Another ob]ect is to provide a devioe of the character stated ythat is adjustable whereby the device may close-under various degrees of vacuum in themanifoldl i f In the' usual internal `combustion engine when the engine' is idling-that is, when it is throttled down and the air intake port' of the carburetor practically closed,.the degree ofvacuum in the intake manifold is high. To introduce air into the manifold 'at this time would lbe to increase the speed of operation of the engine which is undesired. This invention therefore seeks lto provide a device for automatically introducing air into vthe manifold, which device is automatically closed under a predetermined degree of vacuumand that will automatically open asr the throttle valve is opened and the engine speed is increased. Thus the device automatically acts entirely in accord with the desired operation of the engine. Many devices of this character heretofore in use are provided with valves which open 'automatically on reduction of pressure in the manifold, and the greater the reduction of pressure in the manifold the greater the opening of the valve, which is productive in various constructions Within the limita-` tion of the appended claims, and that the Vdrawing illustrates only a single type of construction'as an example.

= In the drawings Fig. l is a diagrammatic view showing the use of the device on the intake manifold of an engine. i

` Fig. 2 is a vertical section of the part of the device attachable to the intake manifold y showing the spring-opened valve,

Fig. 3 is a vertical section of a manually operable device for causing operation or cessation of operation of the automatic valve.

Ordinarily an internal combustion engine is controlled through operation of the throttle valve of the carburetor allowing a greater or lesv 'unie of lloW of air there- -throug-h. When the engine is throttled the air intake of the carburetor is closed to a greater or less extent and/this caus.- ari increase in the degree of vacuum in the manifold due to the fact that the pistonl displacement is greater in volume than may be supplied by the volume of air per unit of time flowing into the manifold under a closed throttle and the vacuum is decreased in the manifold en openin of the throttle and allowing a grear vo unie of flow of air per unit of time. Evidently, With a closed throttle, admission of air at suchtime would increase the speed of operation of the engine which is contrary to the desired effect produced by closing the throttle.

This invention seeks to provide a device for the admission of air to the intake manifold automatically controlled by the degree of vacuum in the manifold, the valve remaining open toA allow the flow of air thereinto during all variations in the degree of vacuum in the manifold up to a predetermined nslent at which the vacuum is sulficient 'orlosc 1h1- "zilve To this end therefore, the invention primarily consists of a rhnnibered body l having an opening at the lower end through which air may flow and lill provided with a valve seat 2 therein for the longitudinally' reciprocable ,valve 3 and 4. The upper end of the valve body has a longitudinally threaded aperture to receive the adjusting screw This adjusting screw is provided with a longitudinal bore G for the stem -l of the valve member which is reciprocable therein. This adjusting screw is provided with an elongated terminal portion i' and about this portion, engaging the valve at the lower end and a shoulder on the screw, is a coiled compression spring 8, the tendency of which is to hold the valve 3 oli' from its seat. The tension of this spring may be increased or decreased by turning the screw 5 into or out of the body 1 ot' the device predcterininiug the degree of vacuum required to seat the valve. A lock nut 9 is piovided by means of which the screw may be fixed in its adjusted position. Opening into the body above the valve seat is a conduit 10 having a threaded terminal portion for insertion in a threaded aperture provided in the manifold 11 as will be readily understood `from dotted A'lines in Fig. 2. The extent of opening of the valve 3 by action of the spring is limited by means of a pin 12 secured in a convenient portion of the device and preventing the closing ot the inlet end of the body or restriction of the said inlet by the valve being forced there against. The device is automatically operable as is above described and Without the addition of the inlet conduit 13 shown in Fic. 2, and the automatic operation of the va ve is as follows-Normally,` due to the tension of the spring 8, the valve 8 is held open against the limit pin 12 and air is allowed to flow through the ehambered body l and conduit 10 into the manifold 1l and this results in fuel economy in that air is introduced that is not passed through the earburetor and the mixture in the manifold is thus reduced in richness. The valve will remain open to a greater or less extent under the varying` degrees of vacuum ordinarily produced in the manifold dependingr upon the tension of the spring 8 and, upon a sul'Y ticiently high degree ot' vacuum beingy attained in the manifold to overcome the ten` sion of the spring. the valve 3 is closed as is shown in full lilies in Fig. 2 preventing an nduiission of air into the manifold` 'lhc purpose ot this. as is heretofore stated.y lo permit operation of the engine at slow Aspeed under a closed throttle at which time an udmission ot air into the manifold would cause in increase in the speed of operation of the engine.

lreferubly, the device is provided willi un air conduit 13 and :i valve member .ll is provided which uutomaticall) closes the mouth of thil conduit und prevents thiA uutomatic operation of [he vulve device shown in Fig, Q. This valve member ll is prrr '-ided in :i case 1:3 having a crossiaperture 1li therein with which" the conduitl eonnected. The valve has an aperture 17 adapted to register' with the aperture 1G in the case by depression of'the valve member to the position shown in full lines in Fig. 3. A coiled spring 18 is provided at the bottom of the member 11- tending to force the said member to position shown by dotted lines and closing the aperture 16. As will be understood also from dottedr lines in said l lfig. 3, a pinA 19 is secured to the valve member 1l extending through a slot 2f) in the `case which limits, the extent of upward movement of the valve body. 14 by thi` spring 18. Also, it is to be understood that. on depression oi' the valve head 14 to the position shown in full Llines in Fig. 3, the lower recessed end 2l of the4 valve body seats in the lower end of the case 15 at which limit ol' movement the aperture 17 through the valve l-lis in registration with the aperlurc lo ol' the case. Normally, in the construction shown, the valve member 14 is forced to the position shown by dotted lines in the drawing closingthe aperture 16 and conduit 113 to llow of air, and this provides un etlicienl'` and serviceable deviee forcentrolling operation of the enginer In vdriving the city streets with a partially openthrollle. which limits the speed of travel to about ten to lilfteen miles perr hour, the opening ot thisl conduit 13 to flovvofair causes the engine to pick up speed withoutfalteration ol the setting ot the throttle valve and,`

il the valve member 14 is released -to operation by the spring 18, the engine will: immediately reduce in speedto thatr determined by the setting of the throttle valve and thus by this arrangement a, ,continual operation or' the throttle valve is eliminated. The automatic closing r of the valve` in the case l prevents an excess flow ot' air -into the nninifold when the engine isidlingor operatingr under u closed throttle.

For convenience in oositioning the control member shown in Fig. 3, I have provided .r shoulder 2:2 thereon, intermediate its ends und the upper end is threaded to receivi` :l threaded nut 23. The body is rimsertible through an aperture provided in the l'oothoard it ot' the vehicle, the board being .secured between this nut and the shoutdcr us will be readilyv understood. Prefer- ;rblv. this valve control member is located.

adi-.trent the clutch pedal extending upward through the footboard und the member11 is controlled by the foot of the operator. rlhus. when the device is in use the operator muv simply rest his foot on the pro helmuend ol' the plutr 1l which opens the ronduit lll increasingr the speed of the elifinibut the moment the operator takes his foot trom tinI said position to operate the vlulch. thc speed ot' the engine is automaticall reduced, and an engine may be con trol ed from a low to a higher speed merely by the depression of this valve member 14 to a greater or less extent.

From the foregoing it is to be seen that the use of the device results in the economizin of fuel either with or Without the use o the manually controlled valve member on the footboard, and that the device is automatic in its operation, closin upon a certain determined high degree o vacuum and automaticallyr opening on the lower degrees of vacuum produced in the manifold occasioned by variation in the opening of the throttle valve and in fact is complemental to the operation of the throttle valve.

Having thus briefly described my invention, what I claim is- 1. A fuel economizer for internal combustion engines having an intake conduit comprising a chambered casing having an outlet opening into the air intake, a valve therein, a seat for the valve, a spring for holding the valve of its seat, a conduit connected with the intake end of the case, and a foot-controlled device for the conduit consisting of a casin attachable to the footboard of a vehicle, te casing having an aperture therethrough with which the conduit communicates, a plunger having an aperture registrable with the said aperture in the casing, and a spring for projecting the plunger upward to close the conduit.

2, A fuel economzer for internal combustion engines comprisin the combination with the intake manifo d, of a chambered casing openin into the manifold a springcontrolled va ve therein operated by a reduction of pressure in the manifold to close the valve, a conduit leading into the casing, and a control device for the conduit consisting of a easing having an aperture therethrough with which the conduit is connected, a spring-controlled valve member normally tending to close the conduit, the valve consisting of a reciprocable plunger adapted to be depressed to open the valve, and means for lmiiting the valve in its movement.

In testimony whereof, I sign this specification.

VAUGHN E. MORRISON.