US1963628A

US1963628A - Fuel saving valve

Info

Publication number: US1963628A
Application number: US667027A
Authority: US
Inventors: Mallory Marion
Original assignee: Mallory Research Co
Current assignee: Mallory Research Co
Priority date: 1933-04-20
Filing date: 1933-04-20
Publication date: 1934-06-19
Anticipated expiration: 1951-06-19

Description

June 19 1934. M. MALLORY 3,5

- FUEL sgvme VALVE Filed April 20, 1935 MARION MAQLLORY INVENTOR BY I M, ,flfl A id- I A ORNEY Patented June 19, 1934 UNITED STATES PATENT; OFFICE 1,963,628 FUEL SAVING VALVE Marion Mallory, Detroit, Mich., assignor to The v of the resulting diluted mixture,

Mallory Research Company,

corporation of Ohio Application April 20, 1933,

Toledo, Ohio, a

Serial No. cs-1,027

4 Claims. (Cl. 123-117) The object of this invention is to simultaneously advance the spark by the vacuum above the throttle and, at the same time, open a. valve by the same mechanism which advances the throttle, which admits air or exhaust gases into the vacuum above the throttle so that the mixture is diluted and its total quantity increased. The mere addition of extra air or exhaust gases without advancing the spark, or the advance of the spark without admitting more air or exhaust gases will not increase the mileage appreciably. The dilution of the mixture slows up the explosion and hence, to get the full advantage the spark should be advanced.

The figure shows the preferred form of my invention.

In the figure:-

10 is a circuit breaker, 11 is the arm for advancing the spark, 12 is a rod connected to this arm 11 by means of a cable guided by pulleys 33 and .34, 13 is a groove in the rod 12, His

'50, 32 is connected with a passage through the guide 15 which the groove 13 controls. In the position shown, the-groove 13 is out of alignment with the passage .14, so that the passage 14 is interrupted, as it is not when the shaft 12 is in any other position. The passage 14 communicates. with the outlet 16 from a carburetor 1'7 through a pipe 3.6. This carburetor is controlled by a throttle valve 18, another pipe 19 connects the outlet 16 with valve chamber 20, in which there is a reciprocating, cylindrical valve 21; 2 2 is an atmospheric vent admitting air pressure to operate the valve 21.-

23 is an opening in valve 21, which is shown in alignment with an opening 29, through which the inlet vacuum communicates with a cylinder 37. A spring 25 opposes the action of the valve 21. 26 is. an adjustable abutment so that spring 25 can be adjusted exactly. A look nut 2'? is used to lock 26 in place. The valve 21 slides in'the cylinder 24 inside the casting 20. I 28 is a by-pass for admitting atmospheric air over the top of valve 21 into the chamber 3'1 when the valve 21 is moved down so as to cut off communication between 19 and 29, 30 is the'body of the operating cylinder into which the vacuum is admitted from 19 through 29, 31 is a spring engaging by means of the wire 35. with a piston 32 inside the cylinder 37. In itsturn, the piston mospheric vent 38 is provided in the wall of the. cylinder body 30 to operate the timer l0 incorporates a governor of a well known type in which the governor weights 39 engage the piston rod 12. An atpiston 32. The

withua slotted cam plate 40, and thus advance the cam 41 in the usual way. An alternative method of diluting the -mixture by means of exhaust gases is shown on the right, in which an exhaust manifold 42 is connected with the cylinder 30, through an elbow 43 tapped into the exhaust manifold 42. A pipe 45 connects this elbow with a boss 44,- which communicates with the inside of the cylinder 30. With this construction, the atmospheric vent 38 is closed off.

' Both whenthe exhaust gases are connected and when the atmospheric air is connected, air or gas flows into the passage 14, past the needle valve 49. When the piston 32 moves to the left under the action of either the exhaust gases from 42 or the atmospheric air acting through 38, a groove 13 in the piston rod 12 is brought v into alignment-with the passage 14.

Operation When the engine is idling, vacuum is created in 16, so that the vacuum communication from 16 through 19 tothe chamber 24 causes the valve 21 to move down, so as to place the atmospheric vent 22 in communication with the passage 28 '80 and thus with the cylinder 37; The spark is thus not advanced because the spring 31 gives the spark the full retard when the vacuumin 16 exceeds or equals the vacuum ordinarily reached when the engine is idling. ."When the vacuum in 16 disappears, as it does when the throttle 18 is wide openjthen the piston 32 moves to the right,

again retarded. Whenever the that air or exhaust gases are admitted past the needle valve 49, down the passage 14, acrossthe groove 13, down the pipe 36, out of the nipple 14 and into the mixture outlet 16. A valve 46 is provided in the pipeline 45 and'a valve 4'7 is provided in the pipe line 36, so that the exhaust pressure can be disconnected when inlet vacuum is used and vice versa.

-What I claim is:--

1. In an internal combustion engine, an ignition timing device, an inlet passage, a throttle valve therein, a valve admitting air thereto on the engine side of said throttle, inlet vacuum responsive means controlling both said valve and said ignition timing device, additional means for controlling the ignition timing device comprising a centrifugal governor acting independently of said vacuum responsive means.

2. In an internal combustion engine, an ignition device, an inlet passage, 9. throttle valve therein, a valve admitting air thereto on the engine side of said throttle, inlet vacuum responsive means controlling both said valve and said ignition timing device a valve controlling the admission of vacuum to said means, additional vacuum responsive means for preventing the operation of said first means when the inlet vacuum equals or exceeds the engine idling vacuum, additional means for controlling the ignition timing device comprising a centrifugal governor acting independently of said vacuum said first means when the inlet vacuum equals or exceeds the engine idling vacuum, additional means for controlling the ignition timing device comprising a centrifugal governor acting independently of said vacuum responsive means.

4. In an internal combustion engine, an ignition timing device, an inlet passagaa throttle valve therein, a valve admitting air thereto on the engine side of said throttle, inlet vacuum responsive means adapted to advance said ignition timing device and to open said valve on an increase in vacuum, additional vacuum responsive means adapted to admit atmospheric air to said first vacuum responsive means when the inlet vacuum equals or exceeds the engine idling vacuum.

- ON MALLORY.