US1522447A

US1522447A - Fuel-control mechanism for internal-combustion engines

Info

Publication number: US1522447A
Application number: US434311A
Authority: US
Inventors: Margaret T Hamilton
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-12-31
Filing date: 1920-12-31
Publication date: 1925-01-06
Anticipated expiration: 1942-01-06

Description

G. M. HAMILTON FUEL CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES 2 Sheets- Sheet 1 G. M. HAMILTON FUEL CONTROL MECHANI'SM FOR INTERNAL COMBUSTION ENGINES Jan. 6. 1925.

2 ShQets-Sheet 2 )Patented dan. 6,. i925.

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GEORGE M. HAMILTON, OF OAKMON'T, PENNSYLVANIA; MARGARET T. HAMILTON ADMTNISTRATRIX'OF SAID GEORGE M. HAVIILTON, D-ECEASED.

FUEL-CONTROL MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

applicati@ mea December ai, 1920. semanita. 434,311.

To aZZ 'whom t may concern."

Be it known that I, GEORGE M. HAMILTON, a citizen ofthe United States, residing at Oakmont, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Fuel- Control Mechanism for Internal-Combustion Engines, of which' thefollowing 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 and resulting resistance.

Primarily, it has in view to effect a corresponding economy in the use of the explosive fuel at such times as the engine is operating Vby motion transmitted to it from the tractiony wheels and connected' gearing.

Ordinarily, in such cases, the conduit between the fuel supply, asa carburetor, and the explosion chamber or chambers of the cylinder or cylinders is normally more or less open, so that .when the engine is itself being operated by the turning over of the crank shaft and corresponding actuation of the plungers, there is an undesired suction of the fuel and a wasting thereof through the ordinary exhaust passages.

My invention has in view not only to provide means for cutting oif 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 rcompression 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.-

Also, to provide Ameans which are sufficiently sensitive to the varying conditions of suction e., vacuum) as exerted through the manifold and which will actuate operating mechanism adapted ,to promptly and positively respond to varying conditions to open and close the fuel supply and with a controlled accompanying'air supply to the manifold. v

rlhe invention not only contemplates the simultaneous closin of the fuel supply and opening'of the circu ation to the atmosphere, and vice versa, and regulating valve mechanism, but also the operation'k and control of the valve mechanism through means di rectly aected by the vacuum conditions in the manifold, utilizing a vacuum actuated member` .and connected spring controlled lever mechanism for opening and closing connection between the manifold or atmosphere respectively, for operation of the fuel and air regulating valve` The invention 'utilizes a rotatable cock or valve and actuating mechanism therefor controlled by a separate valve which itself is subject to means directly communicating with the manifold or other conduit leading to the explosive chamberor chambers and subject to the conditions therein at all times.

The invention also 4provides for positive independent manual operation of the said lever mechanism for utilizing the manifold conditions, and various other features of construction and advantage as shall be more fully hereinafter set forth.

The invention is somewhat similar in purpose and operation to that disclosed in my prior application filed July 13, 1920, Serial No. 396,028.

ln the drawings, which illustrate one preferred embodiment of the invention,

Fig. l is a vertical sectional view through a valve mechanism interposed between the fuel supply and the manifold leading to the engine, partly broken away, showing the fuel supply open and they air supply closed;

Fig. 2 is a sectional detail view of a controlling check valve as interposed between the manifold and the'lever-actuating suction-controlled mechanism;

Fig. 3 is a view similar to Fig. l, but showing the fuel supply closed and the air supply open; and,

Fig. t is a detail plan view of the spring controlled lever mechanism for the circulation/controlling valve between the manifold and the suction-actuated fuel valve controlling mechanism.

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In the drawings, C represents the upper f portion of a carburetor or other fuel supply device of any Well known construction. The'manifold M, also of any ordinary type,

leads to the explosion chamber or chambers i 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 having -direct communication with the carburetor` C by a conduit 3 opening into a middle cylindrical valve seated chamber 4 of casing .2.. Beyond the valve chamber 4 is a conduit 5 leading by a communicating conduit 6 to the. engine manifold M. Casing 2 is also 'pijovided with an air inlet valve V opening to the atmosphere by ports 7 and ycominunicating directly with chamber 4 of casing 2 by a valve controlled portA 8 between

conduits

3 and 5.

VVithinchamber 4 of casing 2fis a rotatable valve 9 having aported opening Whereby to put the fuel supply in communication with the manifold,.as in Fig. 1, with air supply closed, or -to close the fuel supply and furnish air to the manifold, `as in Fig. 3, dependent on the position of the valve. Valve 9 is provided with a lever 10 connected by stem 11 with the diaphragm 12 of a vacuum chambery 13 enclosed within a suitable casing 14-15 and mounted on a Asupporting bracket 16,` of any suitable kind.

Valve 9 is normally held closed by tension,

spring 17 of lever 10 for fuel circulation, and is reversed by manifold Suction on diaphragm 12,` depending on running conditions.

Between `manifold M and the diaphragm casing 14 is interposed a valve casing 18` having a valve seated port 19 leading by conduit 20 to the manifold, a. similar port 2l opening to the atmosphere, and a conduit 22 leading to diaphragml chamber 13.

A double-acting valve 23 within casing 18 is adapted to open and close to control the suction through 'conduit 22, primarily through lever mechanism L and vacuum operated mechanism connected therewith, and secondarily through lever mechanism Z subject to manual operation.A o

Lever mechanism L consists of two toggle jointed levers. 24 and 25 xedly pivoted at 26 on a suitable support and provided at ltheir outerends with

springarms

27 and 28 connected by tension springs 29.

Lever 24 engages the neck 30 of valve 23 between spaced abutment shoulders 3.1, 3.2,

thereof so that as the lever is suddenly.

p thrust upwardly or downwardly by action of springs 29, one shoulder or the .other will receive a thrusting blow, tending to quickly and positively actuate the valvein 'one direction or the other." A link or rod .33 connects lever 25 (with diaphragm 34 of chamber 35` and casing 36,-37 which is in suc- -tion communicationvwith manifold( M by By this construction., as soon as engine over at a speed greater than that at which the'engine would-idle under the power ,of its eXplosions the vacuum in the intake manifold will increase This is the case when the machine-is coasting and with'a retarded or throttled fuel supply. Under such conditions, if the suction on diaphragm 34 is just sufiicient to lift lever 25\to about its middle position, any further increase in the vacuum will increase the pull, throwing lever 25 past the dead center, whereupon, springs 29 will lift valve 23. rlhis puts chamber 13-in direct communication with the manifold, shifting valve 9 to close the fuel supply ai'id openthe manifold to the air, as in Fig. This position will bemaintained as long as the speed of the engine is sufficient to maintain sufficient vacuum in the manifold to hold diaphragm 34 and levers 25, 24 up, .subject to the regulated counter pull of springs 40,41.

These springs are so connected with a resisting support, as bracket 16, as to operate together when the lever 25 is clear up,

and by one spring only, as when at the midl dle position. Thus, spring 40 is always under tension Vat' all positions of the lever, while spring 41 has a loose receding connection,.as shown, allowing it to collapse or become inoperative after thel lever has dropped sufficiently low. This effect'is secured by the fixed and

loose nut connections

42, 43, respectively.

the vacuum in the manifold is reduced by admission of air through port 8, springs 40-41 will' pull lever 25v down, and if the vacuum is sufficiently reduced, spring 40' will continue to act,- 'throwiiig' the leverl down below its dead center position. Springs 29 will then complete the action, thereby thrusting valve 23 downwardly, opening` air port 21 and closing vacuum port 19. This'destroys the vacuum in chamber 13 so that spring 17l will reverse valve 9 to agaiiivopen the fuell supply, as in -Fig. 1.

The object of using the double springs ,'40-41 is to make adjustment easy. .As

lever 25 should both rise Vand fall to a definite extent undercertain vacuum conditions dependent on the vacuum inthe manifold, it will be seen vthat one spring cannot easily A be adjusted to efl'ect the proper operation at if V the right time. Bysupplementing the ac.- tion of constant spring 40 b'y action of intermittent spring 41, which is not too strong to entirely counteract the upward movement l (if) to the atmosphere and supply fuel before the speed of the engine decreases sufficiently to effect closing automatically by the mechanism above described. Lever Z is therefore provided, pivoted at 42a on a supporting standard 43a and adapted to be depressed upon the top of^stem of valve 23 by action of pivoted link 44 and bell crank lever 45.' Said lever' is pivoted at 46 and has a pin or stud 47 engaging slot 48 of an operating thrust rod 4S), connected with the usual fuel control. Slot 48 allows for the play of the lever Z under automatic operation, while providing for positive actuation by rod 49, so that opening of the gas throttle throwing rod 49 backwardly with the end of slot 48 against pin 47 will cause lever Z to shift valve 23, closing port 19 to the manifold, and opening port 21 to the atmosphere, whereupon spring 17 will act.

Under certain conditions, as of momentary high vacuum in the manifold, it is not desirable to open port 8 to the atmosphere. To prevent this, l provide a check valve 50 in line 38, of any suitable construction, having a closing valve wing 51 provided with a l restricted flow by-pass port 52 (Fig. 2). By this means, any normal drop in the vacuum of the manifold will at once release suction on diaphragm, 34, by opening tendency of the check valve, while any sudden increase inthe vacuum will not be transmitted. lf necessary, a light spring 53 may be used pto ensure closing of the gate, and the port 52 may be made sufficiently small to provide foil a delay of several seconds before an increased vacuum in the manifold willv affect diaphragm 34. 1f desired, check valve 50 may be omitted.

Air inlet valve V is constructed to admit air in an amount varying with thesuction of the manifold under the restraining effect of a retracting spring. To this end, it is provided with a controlling gate member 54 within a casing 55 in open communication. with the interior 'of casing 2 through port 8, secured thereto as shown, and having the air inlet ports 7 above referred to. Gate 54 has a stem 56 kextending outwardly through a bearing 57 in the end of the casing and a retracting spring v58 is interposed between lthe casing and a washer 59 held upon the outer end of the Stem. The action of the spring is to normally tend to close the gate 54 to reduce the air supply toa minimum. To this end, a variable leakage space is provided between the gate 54 and casing 55 by one-or more set screws 6() which may be adjusted as desired to admit a minimum amount of air when the valve is retracted.

The construction and operation will be readily understood from the foregoing description. It eHects \a very material economy in fuel, and at the same time effectually prevents the formation of carbon in the]A 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 of installation, and l therefore do not desire to be limited to the exact construction shown.

"VV hat l claim is:

41. fn aninternal combustion engine, the combination with the intake conduit, of a casing communicating therewith and with the fuel supply andatmosphere respectively, a rotatably mounted valvetherein between the intakejconduit and the fuel supply, means subject tosuction of the engine for actuating said valve, and means also subject to the suction of the engine controlling the operation of the valve actuating means.

2. in an internal combustion engine, the

the operation of the valve actuating means, l and means also Subject to engine suction for ropening communication to the atmosphere.

3. ln an internal combustion engine, the combination with the intake conduit, of a casingi communicating tlierewitlrand with the fuel supply and atmosphere respectively, a rotatably mounted valve therein, means subject to suction of the engine for actuating"said valve, and a separate air inlet valve subject to engine suction adapted to supply air to the intake conduit when the rotatably mounted valve is in a position to open communication therewith. l

4. ln an internal combustion engine, the combination with the intake conduit, of a casing communicating therewith and with the fuel supply and atmosphere respectively, a rotatably mounted valve therein, means subject to suction of the engine for actuating said valve, and a separate air inlet valve casing communicating with the rotatable valve casing and with-'th atmosphere and having a spring-retracted valve and adjustable abutment bearings therefor,

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5. lin an internal combustion engine, the

i combination With the intake conduit,v of a casing communicating therewith and with the fuel supply at opposite sides and laterally With the atmosphere, a -valve member thereinhaving .a circulation passage for putting 'the intake conduit into communica- `tion vvith the fuel supply and a Wall for closing the atmosphere supply in such position, and when reversed to put the intake conduit into communication with the atmosphere andito, close the fuel supply by said wall, and ineans subject to suction of the engine for actuating said valve.

6. in an internal combustion engine, the combination With the intake conduit, of a casing communicating therewith and With the fuel`supply at opposite sides and later.

ally with the atmosphere, a valve member therein having a circulation passage for putting the intake conduit intocommunication with thev fuel supply and a Wall for closing the atmosphere supply in such position, and

, when reversed to put the intake conduit into Ji'uel supply and the atmosphere respectively,

communication with the atmosphere and to closeI the fuelsupply by. said wall, means subject to suction ofthe engine foi-actuating said valve, and a reversing spring for said valve. i

7. lin an internal vcdmbustion engine, means for cutting o the fuelsupply and for opening the combustion lchamber to the atmosphere consisting of a valve casing communicating with theintake conduit, the fuel supply, and the atmosphere respectively, a valve therein provided witlran actuating lever, a movable head subject to engine suction nonnected to said lever, a casing for said a valve therein provided With anactuating lever, a movable head sub]ect to engine suctions connected to said lever, a casing for said head, a controlling yallve adapted to connect the casing with the intake conduit and with the atmosphere respectively, a diaiaiaaiiv phragm and chamber having a suction conduit connected With the intake conduit, means connected WithV the diaphragm and with the controlling valve, and independentlever'mechanism for actuating the controlling valve.

9. The combinationwith the intake con-` duit and fuel'supply valve of an internal .combustion engine and a suction-actuated operating element for said valve communieating with the intake conduit, of a valve interposed between said element and the conduit operable to open. the said element to the conduit or to atmosphere respectively, co-acting spring controlled lever mechanism for actuating said valve,operating means therefor also subject to engine suction, and independent lever mechanism for actuating the controlling valve.

10. Controlling valve mechanism'consist-` ing of a valve casing having circulating portions4 adapted to communicate with an engine intake conduit, with a suction chamber,

and with the atmosphere respectively, a

valve alternately controlling the circulation tothe intake conduit and atmosphere, a pivoted lever engaging said valve, a pivoted oppositely extending suction actuated lever, and fa-spring connecting said levers beyond their pivoted bearings. l

l1. Controlling valve mechanism consisting of a valve casing having circulatingportions adapted to communicate With an engine intake conduit, With a suction chamber,

and with the atmosphere respectively, aA

valve alternately .controlling the circulation to theintake conduitand atmosphere, a pivoted lever engaging said valve, a pivoted oppositely extending lever, a spring connecting said levers beyond their pivotal bearings, aiid a suction actuated element communicating with the intake conduit.

12. Controlling valve mechanism consisting of a valvec'asing having circulating portions adapted to communicate With an engine intake-conduit, with a suction chamber,

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and with the atmosphere respectively, a i

valve alternately controlling the circulation to the intake conduitiand atinos here, a pivoted lever engaging said valve, a pivoted oppositely extending lever, a spring connecting said levers beyond their pivotal bearings, a suction actuated element communi-l cating With the intake conduit, and a re-` tracting springk for the suction actuated lever.

In testimony whereof I hereunto aflix my signature.

v GEORGE HAMILTON.

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