US2075651A - Internal combustion engine control - Google Patents

Description

March 30, 19,37. E, KUND 2,075,651

INTERNAL coMBusTroN ENGINE coNTEoL yFilex May 28, 1935/ Fig.1

/ TORNEYS Patented Mar. 30 1937.

UNITED sTATEs INTERNAL COMBUSTION ENGINE CONTROL Ede Kund, Budapest, Hungary i Application May 28, 1935, Serial No. 23,820 In Hungary June 7, 1934 9 Claims.

. As isl wen known, intake manifolds heated byl One object of my invention is to provide a device adapted to get the manifoldhot during the time when the engine is driven by the vehicle `and to get it cool when the engine is under charge, a further object of my invention being to. zo provide a device by which during the time when the engineis driven by the -vehicle the engine consumes no fuel lat all or 'at least as little as possible.

According to the presentinvention, both above mentioned objects may be attained by introducing exhaust gases into the intake manifold during the time when the vehicle runs by its own forces of inertiaor by the action of a sloping road, at which time the engine is driven by the vehicle. Thereby, on` the one side, the vacuum in the intake will be eliminated or at least highly diminished and, in consequence thereof, aspiration of the air-fuel-mixture will cease completely or almost completely and, on the other .35 side, the exhaust gases introduced,heat the manifold as desired. At the moment the throttle opens, introduction of the exhaust gases is cut oi! whereupon the aspiration of the air-fuelmixture will become normal again. At this moment, however, the intake manifold is very hoty owing to the exhaustv gases having been introduced previously and, accordingly, no fuel will precipitate on the manifold. 'Thereby very good and efllcient acceleration of the engine is obtained. 'I'he streamv of air-fuel-mixture sucked in cools gradually the intake which is no longer y heated by the exhaust gases and, accordingly, within a short time the volumetric efficiency gets as high as in the case of an intake which is un- '50 heated.

It will be seen from the foregoing that my invention unites the advantages of heated and unheated intakes, at the same time eliminating all their disadvantages and, aside from the foregoing, diminishes essentially the consumption of PATENT oEFlcE fuel by checking the superfluous consumption during the time when the engine is driven by the vehicle. Thereby, simultaneously, the braking effect of the engine is also'diminished because the said braking effect is less when sucking' takes 5 place without a vacuum than in the case when the said sucking takes place with a great vacuum and almost fully closed throttle.

The invention is illustrated by way of examples in the accompanying drawing, in which: 10 Fig. 1 shows diagrammatically one embodiment of the device according to my invention adapted for engines, the intake manifold of which has` lno heating jacket, and Fig. 2 shows a modification adapted for engines, the intake' manifold of 15 which is provided with a heating jacket, like reference letters indicating like parts in both gures.

According to Fig. 1, the intake manifold a communicates with the exhaust pipe by means of a pipe c, a buttery-valve b being provided to 20 cut olf the said communication under conditions to be set out later; d is the vthrottle ofthe carburettor to be controlled as usual by means of a foot-control lever e 4keyed to a shaft J'. To the said shaft f, another lever g is also keyed which may move against the action of a spring i in the direction of the arrow h if and when the said control-lever e is pressed down. A further spring is also provided to withhold the lower end of a-rocker-arm k when the said foot-control 30 lever e is pushed down. Accordingly, by push ing down the said foot lever e the upper end of the said rocker k will move rst and will thereby close the said butteriiy-valve b through a connecting rod l attached toa lever m integral with the axis of said valve b. When the butterflyvalve b is closed the further pressing down of the control lever e cannot result in a further movement of f the upper end of the said rocker k and,

therefore, the throttle d will open through the 40 action of the lower arm of said rocker 1c which is now able to overcome the resistance fof the said spring :i and thereby actuates the throttle d by means of a rod n and a lever o integral with the axis of said throttle. When the foot control 45.

lever e is released, it is the throttle d which closes first, the said closing taking place under .the action of the springs i and fand the valve b will open subsequently the saidopening taking place under the action of the spring i.

when the said clutch-pedal p is pushed down to declutch the engine the said pedal p will actuate not only the clutch controlv rod q as usual, but also the said butterfly-valve b. 'I'he clutch-pedal 55 y 'I'he reference 50 l letter p designates the usual clutch-pedal, and

' m, and thereby the .valve b will be closed. The

said closing is performed against the action oi the said spring i. The pedal p when released returns into its original position under the action of the spring of the clutch (not shown) thereby the cable r will get loose and thus allows the spring i to open the valve b by means of the rocker 1c, connecting rod l, and the lever m.

According to Fig. 2, the connections of the control-pedal e with the throttle d and the valve b are quite the same as in the case of Fig. 1. The

clutch-.pedal p, however, instead of being attached to the valve b, is connected with a change-over valve u controlling the heating jacket v of the intake a. The said connections being effected by means of a rod s and a levert integral with the axis of said valve u, such that when the clutch pedal p is pushed down, the change-over valve u establishes communication between the pipe Should at t e moment when thev clutch-pedal p is pushed d the pedal e controlling the throttle d bein its extreme idle position so that the valve b is open, then exhaust gases will get from pipe c into the heating jacket v of the intake a, and will heat the said intake a, the gases escaping from the heating jacket v through a conduit pipe w. In case the clutch-pedal p is in its operative position, the change-over valve u cuts off communication between the heating jacket v and the pipe c leaving the communication between the pipe c and the intake a free. Accordingly, in that case operation of the device will be quite the same as that of Fig. l.

-What I claim isz- 1.` A device for controlling the operation of internal combustion 'engines for vehicles, comprisc and -the eating jacket 1J of the intake a..

40 ing a communicative conduit between the intake and the exhaust, valve means lpositioned in said l conduit, and means for actuating the said valve means to establish and cut oil the said communication between the intake and the exhaust,A said valve means being operatively connected with the clutch-control-lever of the engine.

2. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit between the intake and the exhaust, valve means' positioned in said conduit, and means for actuating the said valve means to establish and cut oi the said communication between the intake and the exhaust, said valve means being operatively connected both with the clutch-control-lever and with the means actuating the throttle of the engine, the said connection being adapted to automatically establish f communication between the intake of the engine and the exhaust pipe when the clutch-lever is in its operative position and, simultaneously, the throttle control lever is in its extreme idle position, and for cutting oil.' the said communication when the said clutch-lever is in its disengaged position or the throttle control lever is in one of its loading positions, i. e. in a position other than the said extreme idle position.

3. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit. between the intake and the exhaust, valve means positioned in said conduit, and means for actuating the said valve means to establish 'and cut off the said communication between the intake and theI exhaust, said valve means being operatively connected with the clutch-control-lever of the engine, which lever, in its disengaged position, positively closesy the said valve means, at least one spring being provided to open the said valve means when the said clutch-control-lever is in its operative position.

4. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit between -the intake and the exhaust, valve means positioned in said conduit, means for actuating the said valve means, said actuating means being adapted for establishing the said communication between 'the intake of the engine and the exhaust pipe when the clutch-lever is in its operative position and, simultaneously, the throttle control lever is in its extreme idle position, and for c utting oi! the said communication when the said clutch-lever is in its disengaged position or the throttle control lever is in one of its loading positions, i. e. in a position other than the said'extreme idle position.

5. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit between the intake and the exhaust, valve means positioned in said conduit, means for actuating the said valve means to establish and cut off the said communication between the intake andthe exhaust, a heating jacket encircling the said intake, and. valve means therefor adapted to establish and cut off communication between the said conduit and the heating jacket.

6. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit between the intake and the exhaust, valve means positioned in said conduit, means for actuating the said valve means to establish and cut oil the said communication between the intake and the exhaust, a heating jacket encircling the said intake, and valve means therefor adapted to establish and cut of! communication between the said conduit and the heating jacket, said valve means for the said heating jacket being operatively connected with `actuating means to be controlled by the engine operator.

7. A device for controlling the operation of internal combustion engines for vehicles, comprising a communicative conduit between the intake and the exhaust, valve means positioned in said conduit, means for actuating the said valve means to establish and cut on the said communication between the intake and the exhaust, a heating jacket encircling the said intake, and valve means therefor adapted to establish and cut ci! cbmmunication between the said conduit and the heating jacket, said valve means for the said heating jacket being operatively connected with the clutch-control-lever, the said connection being such that the said valve means is held open when the said clutch-control-lever is in its disengaged position. v

8. A device for controlling the operation of internal combustion engines for vehicles, compris-v ing a communicative conduit between the intake and the exhaust, valve means positioned in said conduit, means for actuating the said valve means to establish and lcut oiI the said communication betweenthe intake and the exhaust, a

'heating jacket encircling said intake, additional valve means adapted to establish and cut of! communication between the said conduit and said heating jacket, and means for actuating the additional valve means tov introduce exhaust gases into theheating jacket during the time when the engine is idling.

49. A device for'controlling the operation of internal combustion engines for vehicles, compriaing a communicative conduit between the intake and the exhaust, valve means positioned in said l0 cation between the said conduit and said heating Jacket, and means tor actuating'the additional valve means, themeans for actuating both valves being adapted to establish communication between the exhaust pipe of the engine and the intake when the throttle control lever is in its extreme idle position and. simultaneously, the clutch-level is in its operative position, and for establishing communication between the exhaust pipeV and the heating Jacket of the intake when the throttle control lever is in its extreme idle position and, simultaneously, the clutch-lever is in its disengaged position.

, EDE KUND.

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