US1766867A

US1766867A - Internal-combustion engine

Info

Publication number: US1766867A
Application number: US211975A
Authority: US
Inventors: Lionel M Woolson
Original assignee: Packard Motor Car Co
Current assignee: Packard Motor Car Co
Priority date: 1927-08-10
Filing date: 1927-08-10
Publication date: 1930-06-24
Anticipated expiration: 1947-06-24

Description

June 24, 1930. 1.. M. WOOLSON 1,766,867

INTERNAL COMBUSTION ENGINE Filed Ailg. 10, 1927 gwuvntot $45? 4 LIUNEL M NaaL 502v.

Patenteclflune 24, 1930 UNITED STATES PATENT OFFICE LIONEL M. WOOLSON, OF DETROIT, MICHIGAN, ASSIGNOR TO PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN INTERNAL-COMBUSTION ENGINE Application filed August 10, 1927. Serial No. 211,975.

This invention relates to internal combustion engines and more particularly to control devices therefor.

Generally, control devices for internal combustion engines are independently operated and in the operation thereof great care is exercised to adjust such devices in their proper relation with respect to each other in order to attain the best performance of the engine. The independent adjustment of the control devices requires many movements consuming considerable attention from an operator or pilot, thus detracting from attention that would otherwise be given to piloting the vehicle. This is particularly true in the operation of aircraft engines.

Furthermore, the independent operation of control devices imposes upon an operator the necessity of remembering at all times the correct position of the control devices with respect to each other during any particular eriod of operation of the engine. Aside rom these objections, accuracy and precision in setting independent devices are frequently unattained because of the personal equation enterin into the adjustment thereof.

An 0 'ect of the invention is to provide a control evice for an internal combustion enine.

Another object of the invention isto provide a unitary control for concomitantly operating the throttle and spark of an internal combustion engine.

Another object of the invention is to pro vide a unitary control for the throttle and spark of an internal combustion engine having a varying and alternating movement, whereby a large movement of the spark is produced when the corresponding movement of the throttle is small and vice versa.

Another object of the invention is to rovide a single control for an internal combustion engine whereby the throttleand s ark may be set in their proper relation wit respect to each other with accuracy and precision for any period of operation of the enne. Yet another object of the invention is to provide a unitary control for the concomitant operation of the throttle and spark of an internal combustion engine, whereby the spark will be advanced and the throttle opened at predetermined positions found most advantageous in attaining the best performance of the engine.

A further object of the invention is to provide a unitary control for the throttle and the spark of an internal combustion engine, so arranged that a small movement of the control device produces a large movement of the operating lever of the spark whereas the corresponding movement of the throttle is small.

A still further object of the invention is to provide a unitary control for the spark and throttle of an internal combustion engine having the advantages of a positive control, highly efiicient in operation and yet of marked simplicity as a whole and in respect to each of its component parts so that its manufacture is economically facilitated, both as regards to parts and their assembly.

Other objects of the invention will appear from the following description taken in connection with the drawings forming a part of this specification, and in which:

Fig. 1 is a diagrammatic illustration of a unitary control device, illustrating the position of the control elements in the first period of operation of an engine, which is that of starting, wherein the throttle is nearly closed and the spark retarded;

Fig. 2 is a. similar view illustrating'the position ofthe control elements when the engine is idling or warming up, the throttle being substantially closed and the spark partly advanced;

Fig. 3 is a similar view illustrating the position of the control elements when the engine is cruising, the throttle being over half open and the spark substantially fully ad'- vanced, and

Fig. 4 is a similar view illustratingthe p0 sition of the control devices when the engine is under full speed wherein the throttle is wide open and the spark fully advanced.

In order to attain the-best possible performance of an internal combustion engine, the spark and the throttle of the engine must be operated concomitantly with a varying and alternating ratio of movement between them, so that the spark and throttle will be set in roper relation with respect to each other d iiring any particular period of operation of the engine. It may be said that there are four particular operating periods inan engine. This is particularly true in aircraft engines. These particular periods of operation may be briefly given, as follows: engine starting, in which period of operation the throttle is nearly closed and the spark retarded; engine idling or warming up, in which period of operation the throttle is substantially closed and the spark' artly advanced; cruising, in which perio of operation the throttle is over half open and the spark substantially fully advanced; and full speed, in which period of operation the throttle is wideopen and the spark fully advanced.

These periods of operation have been given in chronological order and are so illustrated, it, of course, being understood that they are susceptible of reversal and that movement from any one period of operation to another in the order given or the reverse thereof, may be accomplished with both precision and exactitude. It is, therefore, ap arent that a unitary control for the thrott e, and spark is most desirable and advantageous, since aside from the extremely important advantage of operating the control elements always in proper relation with respect to .each other and thereby avoiding the. necessity of such close attention, the movements required of the operator or pilot are reduced to a minimum so that he can devote more attention to the actual piloting of the vehicle.

Referring by numerals to the drawings, 10

represents the throttle valve of an internal combustion engine, the valve being provided with an operating arm 11. An ignition device 12 is also provided for the en ine, which may be the usual timer and distri utor, having an operating arm 13. Arranged to operate the arms of the throttle and the ignition device, is a double bell crank lever 14. As shown, the double bell crank lever 14 comprises aligned

arms

15 and 16, and a lateral arm 17 connected by a reach rod 18 to a suitable operating handle, not shown. The bell crank lever is pivoted as indicated at 19 to a suitable support and the aligned

arms

15 and 16 are pivoted as at 20 and 21 to suitable rods or

linkage

22 and 23 pivotally connected respectively to the arm 11 of the throttle valve 10 and the arm 13 of the distributor 12.

The rod or linkage 22 between the arm 15 of the bell crank 14 and the arm 13 of the distributor 12. is positioned normal to the arm when in the first period of operation of the engine, i. e. the starting position, in which position the throttle is closed and the spark fully retarded. and during this period a small movement of the bell crank lever on its pivot 19 produces a large movement of the linkage 22, and hence the arm 13 of the distributor 12 to partly advance the s ark, Whereas a corresponding movement 0 the rod or linkage 23, which is substantially parallel to the

arms

15 and 16, imparts a relatively small or negligible movement to the rod or linkage 23 and thence to the arm 11 of the throttle 10. Under usual conditions this movement of the throttle valve is hardly perceptible owing to the connections between the linkage and the various arms, thus upon completion of the second period of operation, the throttle is substantially closed While the spark is partly advanced. V

In advancing to the third period of operation, i. e. cruising, movement is imparted to the reach rod 18 to actuate the bell crank lever 14, until the throttle valve 10 is opened half way and the spark substantially fully advanced. Owing to the rapid increase of the angle between the arm 15 and the linkage 22 operating the distributor 12, and the relatively small increase of the angle between the arm 16 and the linkage 23 operating the throttle valve 10, the movement 01 the distributor is large whereas the corresponding movement of the throttle valve is small.

Upon movement of the reach rod 18 to further actuate the bell crank lever 14 to set the throttle valve and the distributor for the fourth period of operation or full s eed of I the engine, wherein the throttle is wi e open and the spark fully advanced, it will be observed that the angle between the arm 15 and the rod or linkage 22 connecting the arm 15 to the distributor, has, by previous movements, so greatly increased that the arm 15 and the rod 23 are substantially in alignment. Accordingly, the movement imparted to the arm 13 is nil or negligibleswhereas the angle between the arm 16 and the rod or linkage 23 connecting the arm 16 to the throttle valve is material and quite sufficient to fully open the throttle valve. In other Words, in adjusting the control device for the fourth period or full speed, wherein the throttle valveis Wide open and the spark fully advanced, there is substantially no movement to the spark whereas there is material movement to the throttle valve.

It will be observed that in setting the control device in the various stages of operation of the engine, there is a varying and alternating ratio of movement between the throttle and the spark. In advancing from the first period of operation of the engine to the fourth period of operation in successive order or stages, the movement of the spark is large while the corresponding movement of the throttle is relatively small and vice versa, it of course being understood that in making adjustments from the fourth period of operation to the first the reverse of these movements take place.

Although this invention has been described in connection with certain specific embodiments, the principles involved are susceptible of numerous other applications that will readily occur to persons skilled in the art. The invention is, therefore, to be limited only as indicated by the scope of the appended claims.

Having described the various features of my invention, what I claim as new and desire to secure by Letters Patent is:

1. A control device for an internal combustion engine comprising throttle and spark controls, a movable member and connections between the movable member and the controls whereby a small movement imparts a relatively large movement to the spark whereas the corresponding movement of the throttle is small.

2. A control device for an internal combustion engine comprising a movable member and connections between the movable member and throttle and spark controls,

whereby a small movement of the movable member imparts a large movement to the spark control and a relativel small movement to the throttle control and further movement in the same direction imparting a small movement to the spark control and a relatively large movement to the throttle control.

3. A control device for an internal combustion engine having a throttle valve and an ignition device comprising a lever, means for oscillating the lever, and means for connecting the lever to said throttle valve and to said ignition device respectively, whereby upon oscillation of the lever var ing andalternating relative movements etween the throttle valve and the ignition device is produced.

4. A control device for an internal combustion engine comprising a double bell crank lever, means for oscillating the lever, linkage connecting the respective ends of the lever to a throttle valve and a timer respectively, whereby movement of the lever produces varying and alternating relative movement between the throttle valve and the distributer.

5. A control device for an internal com- .bustion engine comprising a double bell crank lever having alined arms and a lateral operating arm, linkage connecting the alined arms to a throttle valve and a distributer respectively, and means connected to the lateral arm of the lever for oscillating the lever, whereby varying and alternating relative movements between the throttle valve and the distributer are obtained.

6. A control device for the control elements of an internal combustion engine comprising a movable member, and means connecting each of said elements to said member to operate the elements with a varying relative movement concomitant with movement of said member.

7. A control device for an internal combustion engine having movable controlling elements comprising a movable member, and connections from said member to the control elements for relatively moving said elements alternately, and concomitantly with movement of said member.

In testimony whereof I afiix my signature.

LIONEL M. WOOLSON.