US1869430A

US1869430A - Internal combustion engine

Info

Publication number: US1869430A
Application number: US389781A
Authority: US
Inventors: Alexander H King; Earle A Ryder
Original assignee: Pratt and Whitney Aircraft Co
Current assignee: Pratt and Whitney Aircraft Co
Priority date: 1928-06-05
Filing date: 1929-08-31
Publication date: 1932-08-02
Anticipated expiration: 1949-08-02

Description

Aug. 2, 1932.

A. H. KING ET AL INTERNAL coMBUsTIoN ENGINE Original Filed June 5, 1928 EARL f4. P705/ E @y f//Wz/ v f77-ro t/ 'stations ro THE PRATT a WHITNEYAIRGRMT vPatented Aug. 2,. '1932 ,Lease UTET* Original appllcationled June 5, 1928,

is invention lrelates in general to internal combustion engines and is .more particularly concerned .with thermostatic controis governing the operation of the same between certain ranges of combustion'cylim der temperatures. This invention is a division from our original application, Serial Number 283,081, filed June 5, 1928, and is especially directed to such thermostatic de' W' vices as applicable to spark adjustment l5 of low grade final seizing of the pistons Within their cyltemperature of the cylin I inders-and the destruction of the engine.

. Y llt is well recognized that failure of an engine due to overheatin is due to excessive er head or cylinder walls, and the excessive temperature may be 'caused either by high combustion tempera-4 v ture, deficiency of the cooling system, or a condition such as detonation, which causes a disproportionate part ofthe heat of cornbustion to be. transferred' to the cylinder walls.

The prior art engine temperatures lcontains eiiorts regulate by control of the cooltrol of the cooling 'Water circulation. Such means are edective to maintain a certainmini'- mum temperature which may be desirable for operation, but are powerless to limitthe maximum temperature of the combustion chamber or cylinder Whenever the conditions of operation cause the evolution and transfer to the cylinder walls of more heat thanthe cooling system is capable of absorbing. In order to remove the danger which might 'il-.i ER'H. KING .AND EABLE A. RYDER, 0F WEST HARTFORD, i. 1

'spark l control to the ing means, as, for example, thermostatic conirons', con?, or Troma con'- INTERNAL COMBUSTIQN ENG smal no. essen.' Divided nia ein applicaties-nea esem ai;

ma. sensi no. 399,781.

otherwise arise from excess loads, oor fuel selection, improper sparlr timing, eliciency of. the cooling s stem or othercauses of overheating, it is t le to provide a means, governed by cylinder temperature, for controlling the amount oi heat supplied to the cylinder walls. ln general any control is `eective which operates to reduce the pressure and/or temperature of combustion; or to prevent detonation it conditions likely to cause detonation are present.

' Combustion temperature may belowered purpose of this invention and detonation, it any, reduced by closing the throttle, retarding the spark, enriching the fuel mixture, or by various combinations of the three. `it is, therefore, an object of thisl invention to provide 4a means, governed .by combustion cylinder temperature tor con trolling, within certain bounds, the setting of the spark adjustment control.

lt is the prime object of this invention to position atherrnostat at a point vitally afected by overheating, such as on, or adjacent to, the barrel or head ofone of the engine cylinders, and to connect the same by suitable means to the spark adjustment control in. such a manner that excessive cylinder .temperatures will result in a retarding of the temperatures will be avoided.

It is another object of this invention to provide in the connections between the thermoeec't that destructivel static device and the engine spark adjustment control a certain degree olost motion to prevent the thermostatic device from becoming vedective until a predetermined cylinder temperature Ahas been attained, and to provide for adjustment in these connections'. f

It is a further object of our invention to provide an' adjustable linkage between two magnetos or distributor heads on the same engine whereby both may be inuenced by a singlethermostat. 4 l Other objects of our invention will appear v in the following specification and claims and will be disclosed in the accompanying drawing in which- The figure is a rear elevation of a portion of a V-type internal combustion engine vwith our thermostatic control mounted thereon and illustrated partly in section.

v Referring now with greater particularity to the drawing, it will be seen that our device is. comprised as follows:

A thermostatl 1, preferably though not necessarily, com rised of two dissimilar metals having di erent co-etlicient of expansion and welded or riveted together, is secured by any suitable means, such as is illustrated at 2, to the cylinder block 3 of the engine at a point at, or adjacent to,'the'head of the said cylinder. At its free end the thermostat has, fxedly or integrally secured thereto, a pin 20. This pin is adapted to travel in a slot 21 in the upper portion 22 of a spark adjusting control rod 23. This rod is comprised of two

principal parts

23 and 24 adjustably securable to each other by a gland 25 liaving'oppositely screw-threaded bores 2G and 27. A lock nut 28 is provided to hold the rod parts in any position to which they may have been adjusted.

The lower rod portion 24 is pivotally connected at its lower end to the spark lever 26 which in turn is pivotally connected toits companion spark lever 27 by means of a rod 28', the engine shown being of the duel ignition type. The rod 28 is, vin turn, pivotally connected to the hand spark control rod 29. It will be noted that the rod 28 is divided into two "portions adjustably connected to each other by a gland 29. The purpose of this adjustable connection is to permit of adjustment of the relative settings of the two spark controls to the c linders in the dual ignition system. The e ective length of the composite rod 23-24 may be adjusted by means of the gland 25 and so vary the setting at which the pin 2O will reach the bottom of the slot 21 and hence the temperature setting beyond which the thermostat will cause a retarding of the spark. The movement of the parts is shown in dotted lines as illustrating the action of the thermostatic control under conditions of excess temperatures.

From the foregoing it will be seen that the operation of our device is as follows:

When the engine temperature rises the thermostat moves in the direction of the osition shown in dotted lines. After the pm 20 reaches the bottom of the slot 21, any further depression of the free end of the thermostat ca used by increased or excessive temperatures will result in moving the spark lever 24 to retard the spark. This in turn will result in a lowering of the combustion chamber pressure and temperature. The land 25 provides for adjustment of the osit1on of the rod 23 and its eyelet 21 relative to the pin 20 and hence regulates the point at which the thermostat will become effective. The gland 29 provides for a differential spark setting between the two sparking devices.

Having thus described our invention what we claim is- 1. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted in thermal communication with said engine, and means operatively connecting said thermostat and said spark control to actuate the latter, said means being ineffective to operate said control at any normal engine temperature but operating to retard the same when the engine temperature rises to a predetermined excessive degree.

2. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine, 8' and means operatively connecting said thermostat and said sparkcontrol to actuate the latter, said means being ineiective to operate said control at any normal engine temperature but operating toretard the same when the engine temperature rises to a predetermined excessive degree.

3. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine, and means operatively connecting said thermostat and said spark control to actuate the latter when the temperature of said engine reaches a predetermined degree, and means for adjusting said connecting means to vary the point at which said thermostat becomes effective upon said spark control.

4. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine, and means operatively connecting said thermostat and said spark control to retard the latter when the temperature of said engine reaches a predetermined degree, and means for adjusting said connecting means to vary the point at which said thermostat becomes effective' upon said spark control.l

5. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine 115 and in thermal communication therewith, a rod operatively connecting said thermostat and said spark control to actuate the latter, said rod being provided with means whereby said thermostat is ineffective to operate said 12 control at any normal engine temperature but operates to retard the same when the engine temperature rises to a predetermined excessive degree. l

6. In combination, with an internal com- 125 bustion engine having al spark adjusting control, a thermostat mounted on said engine and in thermal communication therewith, a rod operatively connecting said thermostat and said spark control to actuate the latter 139 when the temperature reaches a predetermined degree, and means for adjusting the effective length of said rod.

7. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine and in thermal communication therewith, a rod operatively connecting said thermostat and said spark control to actuate the latter when the temperature reaches a predetermined-de ree, said rod having means permitting o lost motion between said thermostat and said control to the extent that said thermostat will be ineifective to operate said control at any normal engine temperature.

8. In combination, with an internal combustion engine having a spark adjusting control, a thermostat mounted on said engine and in thermal communication therewith, a rod 'operatively connecting said thermostat and said spark control to actuate the latter when the temperature reaches a predetermineddegre, and means for adjusting the effective length of said rod, said rod having means permitting of llost motion between said thermostat and said control to the extent 'two spark distributing control devices, and

means operatively connecting said distributing devices, sa1d means being adjustable to provide a differential spark timing between said devices, a thermostat in thermal communication with said engine, and means operatively connecting said thermostat to said control devices to actuate the latter in response to engine temperature changes, said last named means being adapted to permit of normal engine temperature increases Without influencing said controls but operating to retard the same when a point of excess temperature is reached. l

11. In combination, with an internal combustine engine havin a dual ignition system, two spark distributing control devices, and means operatively connecting said distributing devices, said means being' adjustable toprovide a differential spar timing between said devices, a thermostat in thermal communicatiton with said engine, and means operatively connecting said thermostat to said control devices to actuate thelatter in -response to engine temperature changes, said last named means being adapted to permit of normal engine temperature increases without influencing said controls but operating to retard the same lwhen a point of excess tem rature is reached,'and means for adjustmg said last named meansto determine the temperature at which said thermostat will become effective upon'said controls.

In testimony whereof we have aixed our signat res.

EARLE A. RYDER.

ALEXANDER H.'KING.