US1571980A

US1571980A - Gasoline engine

Info

Publication number: US1571980A
Application number: US566423A
Authority: US
Inventors: Willard I Twombly
Original assignee: Wilcolator Co
Current assignee: Wilcolator Co
Priority date: 1922-06-06
Filing date: 1922-06-06
Publication date: 1926-02-09
Anticipated expiration: 1943-02-09

Description

Feb. 9 '1926.

w. l. TWOMBL'Y GASOLINE ENGINE Filed Jun e 6. 1922 INVENTOR. f

/ ATTORN Y.

Patenten. Fees. 1926.

UNITED STATES PATENT OFFICE.

WILLARD I. TWOMBLY, OF NEW YORK, Y., ASSIGNOR, BY MESNE ASSIGNMENTS, '.lO THE WILCOLATOR COMPANY, 0F NEWARK, NEW JERSEY, A CORPORATION OF DELAWARE.

Application mea :rune e,

To all whom t may concern:

Be it known that I, WILLARD I. TwoM- BLY, a citizen of the United States, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Gasoline Engines, of which the following is a specification.

This invention relates to gasoline engines, and has to do more particularly with fidevices for controlling the explosive mixture supplied to the cylinders of such engines.

The object of the invention is to provide a control mechanism by which the richness of the explosive mixture may readily be controlled, more particularly during the starting of the en ine. As is well-known, it is frequently di cult to start gasoline engines, particularly in cold weather, due to the fact that the cold passages through which the explosive mixture is introduced into the cylinders of the enginecause a condensation of the fuel, with the result that the mixture actually entering the cylinders become leaner than is desirable. When the engine has been running for a short length of time, the cylinders and the intake manifold become heated so that this difficulty is obviated. The present invention involves the provision of a control mechanism which permits the introduction of additional quantities of fuel into the intake manifold when the gases in the exhaust manifold are below the ordinary running temperature. When this temperature has been reached, the mechanism operates to cut off the flow of raw fuel, and if the temperature is exceeded the mechanism further operates to admit air into the intake manifold so that the explosive "mixture is reduced in fuel content to the desired extent.

The device includes a casing which is disposed adjacent the exhaust manifold and contains air and fuel inlets placed opposite each other and controlled by spring-pressed valves, the stems of which lie in opposed relation. An outlet from the casing is connected with the intake manifold and within the casing Vis a thermostatic element which is affected by the temperature present in the exhaust gases. The free, movable end of the element lies between the valve stems and when the temperature of the exhaust gases is low, the element lies in a position which causes the fuel valve to be freed from its seat, thus permitting fuel to be drawn 'the engine.

GASOLINE ENGINE.

1922. Serial No. 566,423.

through this intake and delivered through the outlet opening to the intake manifold of lrVh'en the temperature of the exhaust gases\has risen to a certain point the element moves to a neutral position so that the fuel valve is closed, but when this temperature is exceeded the element moves to a third position, in which it bears against the air inlet valve and lifts it from its seat so that air is drawn through the casing into the intake manifold. The device is simple and compact, and since the valves are operated directly from the thermostatic element, la positive action is provided for.

I will describe one form of apparatus embodying my invention and will then point out the novel features thereof in claims.

In the accompanying drawing Fig. 1 is a view showing in transverse section one form of apparatus embodying my invention.

Fig. 2 is a sectional view of the line 2-2 of Fig. 1 looking in the direction indicated by the arrows. Fig. 3 is a sectional view on the line 3 3 of Fig. 1 looking in the direction indicated by the arrows.

Similar reference characters refer to simi- 11, which connects with a pipe 12 leading to the intake manifold suction line of the engine.

Referring particularly to Fig. 1 it will he seen that the casing 10 is further provided with two oppositely disposed openings which are screw-threaded to receive two

valve plugs

13 and 14. Valve plug 13 opens into a pipe 15, leading to the main gasoline line, which supplies fuel to the engine,.whereas the plug 14 contains vent holes 25 opening to atmosphere. The valve plug 13 is provided with a valve seat and with a movable valve 17, which is pressed to a closed position against this seat by a spring 18. This'valve 17 carries a stem 19 which projects inwardly toward the middle of the casing 10 and is rectangular in cross section as shown in Fig. 3 to permit the flow of gasoline to the interior of the casing when the valve is open. The valve plug 14 is similarly provided with a valve seat with which cooperates a movable valve 20. This valve is pressed to close against its seat by a spring 21, and is provided with a stem 22 projecting inwardly toward the centre of the casing 10, and having a cross section similar to that of the stem 19.

The reference character 23 designates a thermostatic member, one end of which is fixed in the plug 10u by rivets 211. The opposite end of this member is free to move and is positioned between the two

valve stems

19 and 22. Movement of the member 23 downwardly as found in Fig. 1 will obviously open valve 17, whereas movement of this member upwardly as viewed in the same lfigure will open valve 20.

The parts are so proportioned that when the gases in the exhaust manifold are cold, the thermostatic member 23 occupies the position in which it is shown in F ig. 1, in which position it will be noted that the gasoline valve 17 is open so that raw gasoline is supplied directly to the intake manifold of the engine through the pipe 12. Nhen the engine is started the temperature on the exhaust manifold rises andthe effect of this is to cause the thermostatic member 23 to gradually move upwardly as viewed in F ig. 1. This permits the gasoline valve 17 to close gradually, and after this valve is fully closed the member 23 engages the stem 22 to gradually open the air valve 20, in other words, as the engine warms up, the supply of raw gas is gradually discontinued, and after this supply ceases a gradually increasing volume of air is supplied to the intake manifold until the maximum temperature of the engine is attained.

It will be seen from the foregoing that by virtue of my invention I am ableto automatically supply a comparatively rich mixture to the enginefto facilitate starting when the engine is cold, and a comparatively lean mixture to permit economical operation after the engine is fully heated.

Although I have herein shownV and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the attending claims, without departing from the spirit and scope of my invention.

vWhat I claim as my invention is:

1. A control device for internal combustion engines having exhaust and intake manifolds, which comprises a casing dismuseo posed adjacent the exhaust manifold and having a fuel inlet and an air inlet, a valve controlling each inlet, these valves having stems lying in opposed relation, an outlet from the casing connected to the intake manifold ofthe engine, and a thermostatic element in the casing affected by the temperature in the exhaust manifold and having a movable end lying between the valves and operable to open either valve without affecting the other.

2. A control device for internal combustion engines having exhaust and inlet manifolds, which comprises a casing having one end seated in the exhaust manifold and having an outlet connected to the intake manifold, an air inlet and a fuel inlet in the casing arranged in opposed relation, a valve for controlling each inlet, these valves having aligned stems entering the casing, and a therinostatic element having one end held in that portion of the casing 'which is seated in the exhaust manifold and having its free end lying between the valve stems, this elcment being adapted to be Amoved upon changes in temperature to force either valve from its seat without affecting the other.

3. A control device for internal combustion engines having exhaust and inlet manifolds, which comprises a casing disposed adjacent the exhaust manifold, a fuel inlet'and an ai;` inlet in the vcasing lying in opposed relation, a valve controlling each inlet, an outlet from the casing connected to the intake manifold of the engine, and a thermostatic element in the casing affected by temperature changes in the exhaust manifold and operable to'open either valve without affecting the other.

4. A control device for internal combustion engines having exhaust and inlet manifolds, which comprises a casing disposed adjacent the exhaust manifold, a fuel inlet and an air inlet in the casing, these inlets lying in opposed relation, a valve controlling each inlet, a spring holding each valve in its seat, an outlet from the casing connected to the intake manifold of the engine, and a thermostatic element in the casing affected by the temperature in the exhaust manifold and having a movable end lying between the valves, this element being operable upon changes in temperature in the exhaust manifold to open either of the valves without affecting the other.

WILLARD I. TWOMBLY.