US2123515A - Attachment for internal combustion engines - Google Patents

Description

1.. H. MESSINGER, JR 2,123,515

ATTACHMENT FOR INTERNAL COMBUSTION ENGINES July 12, 1938.

2 Shetsi-Sheet 1 Filed April 8, 1936 n O Q 6'6 v TIG/V/TIGIN COIL I INVENTOR HMessmger Jr July 12, 1938. 1.. H. MESSINGER, JR 2,123,515

ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Filed April 8, 1936 2 Sheets-Sheet 2 m 4 1 a 9 w w W a w 55 Patented July 1a, 1938 I 2,123,515

UNITED STATES PATENT OFFICE ATTACHMENT FOR INTERNAL COMBUS- TION ENGINES Lester H. Messlnger, Jr., Trumbull, Conn., as-

signor to Messinger Devices, Incorporated, Bridgeport, Conn., a corporation or Connectiout Application April 8, 1936, Serial No. 73,232 12 Claims. (Cl. 123-124) This invention relates to new and useful imrod and accelerator pedal to their full line posiprovements in internal combustion engine driven tions when moved therefrom. motorvehicles. The mechanism thus far described may be The objects and advantages of the invention either in theform shown-or may be of any other 5 will become apparent from a consideration of the desired or conventional construction. It is sim- 5 following detailed description taken in connection ply illustrated as a conventional arrangement in with the accompanying drawings wherein a satorder that theconstruction and operation of the islactory embodiment oi the invention is shown. -means of the invention may be ly d crib However, it is to be understood that the invention Bolted or otherwise secured in any desired posiis not limited to the details disclosed but includes tion on the automobile as, for example, on th'e 10 all such variations and modifications as fall withdash i0 is a housing 24 containing a'main switcha in the spirit 0! the invention and the scope of ing mechanism generally designated 25and a dethe appended claims. tailed description of the construction and opera-.

In the d awin tion 01 which will later be given.

Fig 1 is a side elevational view illustrating an This switching mechanism amongst its other l5 embodiment of the invention as applied to an functions controlsa circuit to coils 26 0! a soleautomobile; noid magnet mounted within ahousing 21 and Fig. 2 is aview showing certain parts uncovered the cores of said coils are shown at 28 as being and in their normal relative positions and the c d See 0 t e a s O the housing view also shows the wiring diagram; 21 by means of screws 29. The coils 26 may be 20 Fig. 3 is a view of the main control switch of held in place about thecores 28 by any suitable Fig. 2 in another position; means as. for ex mp by being driven thereon.

Fig. 4 is a view similar to Fig. 3 but showing the It is to'be understood that while the coils 26 are parts of the maincontrol switch in yet another shown as connected in series they y be 6011- position; nected in parallel. 25 Fig, 5 i a e ti nal vi w take substantially Housing 21 is connected with the intake manialong the line 5-5 of Fig. 2; fold it of the engine and in its lower portion the Fig. 6 is a sectional view through the valve h usin i lud s ap 3 t r u which air may operating means of the inventi be admitted directly to the manifold instead of 30 7 1s a plan View of pressure operated, through the fuel supply, means or carburetor i3. 30 switch means employed; and Arranged in h P r pening 31 is a valve 32 Fig, 8 is a. sectional view-through said switch the stem 33 Of which extends through the lower means. end of the housing as clearly shown in Fig. 6 Referring in detail to the drawings, in Fig. 1 and the pp end Portion w e extends into 35 is shown a portion of an automobile including a the Space between h m n t cells 26. 5

dash in and the usual floor boards ii. In front o this upper portion of e te t e e is of the dash there is shown a portion of motor secured an armature adapted to be attracted i2 to which fuel is fed as from a carburetor i3 y the -m s e and when so attracted through an intake manifold is, h supply f adapted to turn the valve stem 33 and conse- 40 fuel is controlled in the usual manner by a throtquently the Valve 32 shifting the valve to Open 40 m valve 5 the Stem of which is shown at |5a position whereupon air will be admitted through connected with an operating arm l5 extending to port to the manifold M between h engine each side of the stem and at one end connected and the carburetor. A spring 35 above the with a spring n the tendency of which is to ture 34 has one of its ends anchored to the housing as at 36 and has its other end portion 4:.

turn the throttle valve to closed position when moved therefrom wrapped repeatedly around the upper end por- Connected with the other end of the arm I6 is a 383 3233 21 2;3 1: 22} 3 g: i g gi i Tod the connection being formed as by pm stant pressure and the spring tends to retain the on the arm a an elongated 510i? m the valve in closed position and to return it to such 50 end of the rod. At its forward end this red It! position when moved therefrgm.

is pivotally connected with an accelerator or M t d th housing 24 or th i tthrottle pedal 2| and a coil spring 22 is anchored ably located are binding posts 31, 38, 39 and 40 at one end to the rod and at its other end to a respectively. These posts are insulated from the stationary bracket 23 and serves to return the housing and from one another. Within the housing is a shaft 4|. rotatably mounting a bushing 38 on which is pivotally mounted a plate-like member 42 having up-tumed ears 48 pivotally connecting it with the bushing. Also within the housing and pivotally mounted on the bushing 88 is a second plate-like member or-an armature 44 bent or off-set intermediate its ends, as at 48 (see Figs. 3 and 4) and this off-set intermediate portion embraces the bushing.

A member 48 has an end portion 41 extending between and guided by the upper portions of the ears 43 and extending over the off-set portion of the member 44 and beyond one end of said member. Passing through the member 48 and an end portion of the member 44 is a bolt 48 surrounded by a spring 48 constantly tending to keep the member 48 against themember 44 but permitting said members to be pressed apart as shown in Fig. 3.

The member 48 carries a contact element connected with the binding post 38 as by a wire 8' and the plate-like member 42 carries a contact element 82 connected with the binding post 48 as by a wire 53. Further member 42 carries a contact member 84 connected with the binding post 88 as by a wire 85 and the armature memher 44 carries a contact member 88 connected with the binding post 38 by a wire 81. Within one end portion of the housing 24 there is arranged an electro-magnet 88, the coil of which is connected with the binding posts 31 and 38 by wires 88 and 88.

A lead 8| connects the binding post -88 with the positive side of a battery 82, which may be the usual automobile battery, while a lead 88 connects binding post 48 with a binding post 84 on the housing 21. Binding post 84 is connected with one of the coils 28 by a wire 88, the coils being connected by a wire 86 while the lead from the coils is shown at8'i connected with a binding post 88 from which a lead 88 extends to a ground. From the binding post 38 a lead 18 extends to the ignition coil 1| of the automobile.

Binding post 81 is connected with a pressure operated switch 12 by a wire 18 and a ground connection for said switch is shown at 14. Switch 12 is shown in detail in Figs. '7 and 8 and the relation of the switch to the engine is shown more particularly in Fig. 1. This switch comprises an outer casing in the form of a cast metal covering including a cup-like body portion 18 and a closure portion 18.

Closure 18 carries a tubular extension "pro- Jecting into the body 18 and at, preferably four, equally spaced points about its inner end such extension is provided with recesses 18 each receiving a small coil spring 18 and partially receiving a plug springs and having sliding fit in the respective recesses. The wall 8| of the body has a tapped opening 82 therein the purpose of which will later be fully described. On its inner side such wall is provided with spaced lugs 83. A bellows 84 is disposed in the body '18 and its inner end wall 85 is normally against the lugs 88 while its outer end portion is folded about and soldered or otherwise secured to an annulus 88 clamped between the open end of the body and the closure '18.

It is noted that the extension 11 of the closure together with the parts carried thereby are located within the bellows and therefor when the closure is in place the interior of the bellows is sealed with respect to the exterior thereof. The springs 19 may keep the plugs 88 against the 88 resting on or engaging said inner wall of the bellows or Just short of such wall in which later case the resiliency of the bellows will be depended on to keep its inner wall against or in close relation to the lugs 88.

Threaded into the closure 18 and its tubular 6 extension TI is a plug 88 locked in place as by a Jamb nut 88 and extending through such plug 88 is a long binding post 88 having a laminated contact head 8| at its inner end. A nut 82 on the outer end portion of the binding post 88 is 10 adapted to draw the head 8| toward the tubular extension 11 whereby to clamp insulation 88 against the outer and inner ends of said extension to insulate the post 98 therefrom. From Fig. 8 it will be clear that the contact head 8| is ar- 15 ranged in opposing relation to a contact 84 carried on the inner side of the end wall 88 of the bellows, but thatthe bellows andthe springs 18 with their plugs 88 tend to keep such contacts spaced apart. Lug 88 or other suitable means 20 may be provided for mounting the switch 12 in the desired position. The lead wire I3 is connected with the binding post 88 as by a clamp nut 98 on the binding post at-the outer side of the nut 82.

Switch 12 (see Fig. 1) is connected to be responsive to the pressure of the water being circulated in the cooling system of the engine |2. A water pump 81 is driven from the engine as through gears (not shown) and through a connection 88 draws water from the lower end of a radiator 89a. Through a pipe line I88 the pump discharges into the water jacket of the engine. A nipple. |82 connects an elbow |8| with the tapped opening 82 in the switch body. Therefore the pressure of the coolant being circulated by pump 91 is acting on the bellows and owing to the particular hook-up shown the velocity pressure of the coolant is acting directly on the bellows.

It will be understood that the plate-like mem- 40.

bers 42 and 44 are mounted for pivotal movement together and separately about the shaft 4|, such members moving with the bushing 88 about the shaft. To one side of said shaft between the plate-like members there is arranged a spring 45 I88 having one of its arms connected with each of the members. The normal tendency of this spring is to move said members apart and to keep the contacts 88 and 82 separated. A spring I84 is arranged between the other end portion of member 42 and the bottom wall of the. housing 24 and serves to prevent the members 42 and 44 pivoting freely around the shaft 4| in a direction to bring the contact 88 into engagement with the upper wall of the housing and to prevent the contact 84 or an end portion of member 44 coming into engagement with the lower wall of the housing.

Thespring I88 causes the off-set portion 48 of member 44 to press against the bushing 88 and forcing downwardly on the member 42 causes the upper ends of openings 43a of the ears.43 of member 42 to bear downwardly, on the bushing. Thus the spring causes the members 42 and 44 to lock themselves about the bushing 88. However, the bushing is free to turn about the shaft 4| so that at the proper times, as will later be described, the members 42 and 44 may rock together or relatively about the shaft without undue friction. If desired the openings 43a in the cars 43 may be elongated as and for the purpose set forth in my application Serial No. 13,019, filed March 26th, 1935.

Extending through a wall of the housing 24 in allgnmentwith one end portion of the member 78 42 is a push rod or member I shown as in the form of a bolt. This push rod is slidable through the wall of the housing and normally is disposed with its inner end in spaced relation'to the .member 42. A bell-crank I06 is arranged at the outer side of the housing being pivoted at I01 and connected at one end of this bell-crank is a rod I08, the said rod at its other end being connected to the rod l8 at I09.

In operation the throttle lever 2| is depressed in the usual manner against the action of the spring 22 to open the throttle valve and the valve 32 in the air port 3| remains closed so that there is no change in the normal operation of the cue gine while it is under load or with open throttle. As long as the engine is being operated at a speed sufllcient to cause the pump 91 to maintain, on the fluid being circulated, that degree of pressure necessary to keep the bellows 84 compressed with the contact 94 in engagement with the contact 6|, binding post 39, wire 60, from the coil of the magnet through wire 59, binding post 31, wire I3 to binding post 90 of the switch I2 and the ground wire I4 of the switch.

It will be noted in Fig. 2 that the contacts 54 and 56 are in engagement and that the circuit between the ignition means II and the battery is closed. Further, contacts 50 and 52 are sepa-'- rated so that the circuit to the coils 26 controlling the air valve 32 is open and such valve is therefore closed. If the throttle mechanism is now released or retarded while the engine maintains the predetermined speed as, for example, if the automobile is coasting in gear and the engine is operating above a predetermined speed as when the vehicle wheels are driving the engine, the bell-crank I06 engages and pushes the rod I05 inwardly and it engages an end portion of the plate-like member 42 and rocks said member about its pivot shaft 4| in opposition to the spring I03.

Since the plate-like member 44 is being held against movement by the charged magnet 53 rocking of the member 42 will serve to separate the contacts 54 and 56 to open the ignition circuit and to bring contacts 50 and 52 into engagement closing the circuit to the coils 26 with the result that the armature 34 is attracted and against the action of spring 35 the valve 32 is swung to open position. This admits air to the manifold between the engine and the carburetor and relieves any vacuum in the manifold. The air port 3| is large so as to admit suflicient air to supply the engine requirements and therefore fuel will not be drawn into the engine and there will be a free intake and exhaust of air by the engine.

No appreciable amount of vacuum is needed to take air into the engine through the port 3| and the opening of the valve 32 gives a free wheeling effect since the pistons of the engine do not have to work against vacuum. As air, .substantially free of fuel is drawn into the engine when the valve 32 is open it will be clear that a considerablesavings in fuel results.

Should the speed of the engine drop below that necessary to operate the pump in a manner to maintain the necessary pressure on the fluid being circulated then the bellows 64 will expand carrying contact 94 away from contact 9| opening the circuit to the magnet 58. Such magnet being deenergized the plate-like member or armature 44 will be released and will rock about the pivot 4| in a direction to bring contact 56 into engagement with contact 54, thereby closing the engine ignition. circuit, and carrying the contact 50 out of engagement with contact 52 opening the circuit to the coils 26.

While the parts are in the positions of Fig. 3, that is, with the ignition circuit open, the throttle mechanism retarded and the valve 32 open, should the throttle mechanism be advanced the bellcrank I06 will be carried away from the push rod I05 and the latter will move out of the housing 24 permitting the parts to return to the positions in which they are shown in Fig. 2. This return movement of the parts will be accomplished by the spring I04. It will be understood that when the throttle is advanced the engine will be speeded up so that the pump will be operating at increased speed and the pressure of the fluid being circulated will be raised whereby the bellows 94 .will be partly collapsed to bring the contact 94 into engagement with the contact head 9|, thus again closing the circuit to the magnet 59.

When the throttle is retarded the speed of the engine drops and should the engine drop to a predetermined low speed (either while idling or while operating slowly under load) the fluid being circulated by pump 91 will not be under suflicient pressure to keep contacts 9| and 94 in engage ment so that the circuit to magnet 58 will be open and the magnet will not be energized. Under such conditions retarding of the throttle lever will shift the push rod I05 inwardly and the entire switch mechanism 25 will rock about the shaft 4| into the position shown in Fig. 4. There rock the member 42 and bring the contact 52 into engagement with the contact 50 without applying sufficient pressure to the armature or member 44 to force said member away from the magnet 58. That is, when the contact 52 engages contact 50 it may push the same upward slightly tensioning the spring 49 which will yield as indicated in Fig. 3.

From the foregoing it will be understood that with the disclosed means the valve 32 will open whenever the throttle lever 2| is retardedand the engine is being driven at a speed suflicient to have the pump 91 force the pressure of the fluid it is' circulating up to the point necessary to have the bellows collapsed to cause contact 94 to engage contact 9|. Thus the valve may open while the automobile is coasting in gear or when the throttle lever is advanced and suddenly released as when shifting gears.

Obviously by loosening the jamb nut 89 and adjusting the plug 88 the position of the contact head 9| may be adjusted relative to the contact 94 so that greater or less movement of the bellows will be necessary to bring the contact 94 into engagement with the contact head 9|. It is preferred that the mentioned adjustment be such that the pressure of the fluid being circulated will act on the bellows to cause contact 94 to engage contact 8| whenever the engine is operating above idling speed and will be insuflicient for the stated purpose when the engine idling.

The engine may idle :in the usual manner since on the engine dropping below a predetermined speed contacts II and 94 separate and the valve 32 closes. Also such valve closes immediately the throttle is advanced as this permits the push rod I" to move outward or drop downward away from the member 42. It will now be clear that the device is automatic in its operation and requires no special attention on the part of the operator and that the device will not cause stalling of the engine when the latter is operating at low speed.

While the present device provides for the saving of fuel as above noted attention is directed to the fact that with the throttle closed and the engine being driven by the vehicle at a speed or speeds above idling speed, should the valve 32 be closed or not provided fuel would be drawn into the engine and cracked on coming into contact with hot parts thereof and then discharged in the form of obnoxious gases. With the present arrangement this is largely prevented. It is also noted that the coils 26 as well as the coils 58 operate oil the battery and by a constant voltage so that said coils do not have to be built to withstand the fluctuating voltages delivered from the automobile generator. The energizing of coils 26 and 58 by a constant current is very desirableso as to have a constant magnetic pull and to obtain the constant current it is necessary to have constant voltage. Therefore in the present case the said coils are energized from the battery 62. While the pressure switch I2 is described as responsive to the pressure of the fluid being circulated in the engine cooling system it will be clear that the pump might be the oil pump of the engine or might be a pump entirely distinct from .either the water or oil pump of the automobile.

In connection with the operation of the device it will be noted in Fig. 3 that the magnet 58 is energized and that the contacts 54 and it are spaced so that the ignition circuit is open and that the contacts 50 and 52 are in engagement so that the circuit to the valve actuating coils 26 isclosed. Now if the pressure of the fluid being circulated by the pump 91 drops below a predetermined point the parts of switch 25 will move into the relative positions of Fig. 4 and the circuits will be reversed. That is, the ignition circuit will be closed and the circuit to the coils 2i will be opened so that the valve 32 will be closed and the engine will be idling.

When the parts are positioned as in Fig. 4 should the pressure of the fluid being circulated be increased the circuits will again be reversed as the parts will be drawn into the relative positions in which they are shown in Fig. 3. While the parts are as shown in Fig.4 should the engine be speeded up without depressing the throttle lever as when the automobile starts down a grade the ignition circuit would be opened and the circuit to the coils 26 closed so that the valve 12 would be opened. However, should the throttle be advanced when the parts are positioned as shown in Fig. 4 the parts would shift into the positions in which they are shown in Fig. 2

engine operate in the usual manner.

groans voltage circuit included in said last means, and

other means controlled by the engine speed and controlling the second mentioned circuit.

2. The combination with an internal combustion engine including a fuel supply means, an air port to admit air to the engine independent of the fuel supply means, an electrically operated valve normally closing said airport and adapted on being energized to open the port, a constant voltage circuit to operate said valve, means controlling said circuit, a second constant voltage circuit included in said last means, and other means controlled by the engine speed and controlling the second mentioned circuit.

3. The combination with an internal combustion engine including a throttle lever, means including an electrically operated valve for stopping the flow of fuel to the engine, a constant voltage circuit to operate said valve, a second constant voltage circuit, magnetic means in the second constant voltage circuit and controlling the flrst constant voltage circuit, other means controlled by engine speed and controlling the second mentioned constant voltage circuit, and means controlled by the position of said throttle lever which also controls'said first constant voltage circuit.

4. The combination with an internal combustion engine including a fuel supply means and a throttle lever controlling said means, means including an air port to admit air to the engine independent of the fuel supply means, an electrically operated valve normally closing said air port and adapted on being energized to open the the position of said throttle lever which also con trols said first constant voltage circuit.

5. 'The combination in an internal combustion engine, a fluid circulating pump actuated by said engine, means including an electrically operated valve for admitting air to the engine substantially to the exclusion of fuel, and means responsive to the pressure of the fluid being circulated which means controls a circuit to operate said valve.

6. The combination in an internal combustion engine, a throttle lever, a fluid circulating pump actuated by the engine, means including an electrically operated valve for stopping the flow of fuel to the engine, a constant voltage circuit to operate said valve, -switching means controlled by the position of said throttle lever and controlling said circuit, and means responsive to the pressure of the fluid being circulated which means also is adapted to render said switching means operative and inoperative.

7. The combination in an internal combustion engine including a. throttle lever, a fluid circulating pump actuated by the engine, means including an electrically operated valve for admitting air to the engine substantially to the exclusion of fuel, a constant voltage circuit to an ignition circuit, an air port to admit air to the engine independent of the fuel supply means, an electrically operated valve normally closing said air port and adapted on being energized to open the portfa fluid circulating pump actuated by the engine, means adapted to cause energizing of said valve and disruption of said ignition circuit, and means responsive to the pressure of the fluid being circulated which means controls the second mentioned means when the engine is being driven.

9. The combination with an internal combustion engine including a fuel supply means and an ignition circuit, an electrically operated valve adapted when energized to cause stopping of the flow of fuel to the engine, a fluid circulating pump actuated by the engine, means adapted to cause energizing of said valve and disruption of said ignition circuit, and means responsive to the pressure of the fluid being circulated which means controls the second mentioned means when the engine is being driven.

10. In combination with an internal combustion engine including a fuel, supply and an ignition circuit, an electrically operated valve adapted to open on being'energized and admit air to the engine substantially to the exclusion of fuel, a fluid circulating pump actuated by the engine, means adapted to cause energizing of said valve and disruption of said ignition circuit, and means controlling said first mentioned means and responsive to the pressure of the fluid being circulated by said pump.

11. The combination with an internal combustion engine including a fuel supply and an ignition circuit, an air port to admit air to the engine independent of the fuel supply, a valve normally closing said airport, a fluid circulating pump actuated by the engine, means to cause opening of said valve and disruption of said ignition circuit, and means controlling the first mentioned means and responsive to the pressure of the fluid being circulated by said pump.

12. The combination with an internal combustion engine including a fuel supply and an ignition circuit, means to cause stopping of the flow of fuel to the engine, a fluid circulating pump actuated by the engine, means to cause actuation of said first means to stop the flow of fuel to the engine and to cause disruption of said ignition circuit, and means responsive to the pressure of the fluid being circulated by said pump and controlling the second mentioned means.

LESTER H. MESSINGER, JR.

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