US1721989A - Fuel-control device for internal-combustion engines - Google Patents

Description

J. F. DIXON FUEL CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES Filed July 6, 1926 J atrozueq Patented July 23, 1929.

UNITED STATES JAMES F. DIXON, 015 LOS ANGIE-LES COUNTY, CALIFORNIA.

FUEL-CONTROL DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application ,filed July 6, 1926. Serial No. 120,837.

My invention relates to and has for its purpose the provision of a device for controlling that supply-of fuel to the internal combustion engine of a motor vehicle necessary to idling and in such manner that when the engine is disconnected from the drive shaft the carbureter will be automatically controlled to admit the idling fuel supply to the motor but when the engine is connected to the drive shaft the idling fuel supply is automatically cut off, all independently of the conventional throttle operating mechanism, whereby the waste offuel incident to coasting of the vehicle either on level ground'or downhill may be automatically prevented and with it the excessive exhaust of gases so objectionable and injurious to the public.

My invention is particularly adapted, al-

, though not necessarily, for use on motor trucks, buses and other forms of relatively large motor vehicles, and in its present embodiment, it is associated with the clutch mechanism of the vehicle to allow the necessary supply of fuel to the motor for idling only when the clutch is disengaged and to completely discontinue the idling fuel supply when the clutch is engaged, so that should the foot throttle be released to permit closing movement of the throttle valve the latter will not be held in partly open position for idling as in certain systems of fuel supply. or a bypass duct permitted to remain open for idling as in other systems where the throttle valve closes completely when released. Thus, release of the foot throttle as in coasting will not permit the continued supply of fuel to the engine as heretofore so that Waste of fuel and the resultant excessive obnoxious fumes exhausted from the motor are prevented.

I will describe only two forms of fuel control devices embodying my invention and one adaptation of one device to a motor vehicle, and will point out the novel features thereof in claims. a

In the accompanying drawings,

Figure 1 is a view showing in side elevation one form of fuel control device embodying my invention in applied position to a motor vehicle;

. Figure 2 is an enlarged fragmentary view showing in side elevation the control device shown in Figure 1 in applied position to the throttle valve of the motor;

Figure 3 is a view similar to Figure 2 show- 55 ing another position of the device from that shown in Figure 2;

Figure 4 is a fragmentary sectional view of a carbureter showing another form of control device embodying my invention in applied position thereto.

Referring specifically to the drawings, in Y which similar reference characters refer to similar parts in each of the views, my inven tion in the embodiment shown in Figures 1,

22 extending from the shaft and connected to a foot pedal 23. The rod 19 is provided with p a spring 24 which operates to yieldably urge the throttle valve 16 to completely closed position, as shown in Figure 2.

The fuel control device comprises a cam 25 rotatable on a pin 26 projecting from the carbureter 17 so situated that the cam 25 is in engagement with one arm of the lever 15. This cam 25 is rounded for a greater portion of its periphery and is provided with a fiat portion 25% The cam 25 is provided with an arm 27 pivotally connected to a vertical rod 28, the latter, in turn. being pivoted to an arm 29 fixed to a shaft 30. The shaft 30 is provided with an arm 31 operatively connected to a rod 32 with the latter in turn connected with an arm 33 fixed to a shaft 34. The shaft 34 constitutes part of the conventional clutch actuating mechanism including a pedal 35.

In the operation of the control'device just described, he cam 25 occupies the position shown in igure 3, when the pedal 35 is depressed to eifect disengagement of the clutch. In this position of the cam, its rounded periphery functions to prevent the complete closing of the throttle valve 16 under the action of the spring 24, yet it permits further opening of the throttle valve through manipulation of the pedal 23. The degree to which the throttle valve is maintained in open position by the cam 25 is such that fuel from the carbureter will be delivered to the engine in quantities sufficient to maintain the engine in operation when idling. It will be understood, however. that to prevent complete closing of the valve 16 it is necessary that the clutch pedal 35 be depressed. With the clutch pedal elevated so that the clutch is engaged, the cam 25 occupies the position shown in Fi ure 2, in which its fiat portion 25* is out 0% contact with the arm of the lever 15 and thereby permits the throttle valve 16 to occupy completely closed position. In this position of the valve, the supply of fuel to the engine is prevented.

From the foregoing operation, it will be manifest that my control device operates to prevent or permit complete closing of the throttle valve according as the clutch is disengaged or engaged. Inactual practice, the device operates to prevent the delivery of fuel to the engine when the clutch is engaged, as is the condition when the vehicle is coasting and the foot pedal 23 released to allow complete closing of the valve under the action of the spring 24. In this manner, the waste of fuel incident to the coasting of the vehicle and the excessive exhaust of obnoxious fumes is pre vented. With the clutch pedal depressed, the throttle valve is automatically moved to open position so that when bringing the vehicle to a standstill suificient fuel can be supplied to the motor to prevent stalling thereof by 'a mere depression of the clutch pedal. 1

Referring now to Figure 4, I have herein shown another form of control device-embodying my invention applied to a carbureter 36 having therein a throttle valve 37 and a duct 38 which constitutes a by-pass around the valve 37 to allow the supply of fuel to the engine in quantities sufficient for idling purposes when the valve 37 is closed. \Vithin this duct 38 is a. valve 39 rotatable to occupy open or closed position with respect to the duct so as to permit or prevent the passage of fuel therethrough and into the intake manifold. This valve is provided with an arm 40 connected to a rod 41 which corresponds to the rod 28 and, hence, is operatively connected to the clutch pedal 35 for operation thereby.

Through actuation of the pedal 35 the valve 39 can be moved to open or closed position according as the clutch pedal is depressed or elevated to disengage or engage the clutch. From this operation it will bevmanifest that the valve 39 operates in the same manner as the first device to permit the supply of fuel to the engine in quantities suflicient for idling purposes only when the clutch pedal is depressed.

, Although I have herein shown and described only two forms of fuel control devices embodying my invention, it is to be understood that various changes and modifications may be made therein without departing from the spirit of the invention and the spirit and scope of the appended claims.

I claim'as my invention:

1. In combination, a throttle valve for internal combustion engines, normally urged to closed position, means manually operable from a point removed from the throttle valve for opening the latter, and a second means manually operable from a point removed from the throttle valve for opening the latter independently of the first means, the last means comprising a cam mounted for movement, and a member operatively connected to the throttle valve and actuated by the cam to open the throttle valve in response to movement of the cam to one position.

2. In combination,- a throttle valve for in ternal combustion engines, a member posif tively connected to the throttle valve for actuating the latter, and a movably mounted cam engaging the member for actuating the latter to open the throttle valve in response to movement of the cam to one position.

3. In combination, a throttle valve for internal combustion engines, a member opera tively connected to the throttle valve for actuating the latter, and amovably mounted cam engaging the member for actuating-the latter to open the throttle valve in response to movement of the cam to one position, said member comprising an arm fixed to the axis of the throttle valve, and said cam comprising a disk rotatably mounted on a fixed axis and having a flattened portion engaging the arm when the throttle valve is closed.

' JAMES F. DIXON.

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