US2174972A - Fuel control for internal combustion engines - Google Patents

Fuel control for internal combustion engines Download PDF

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Publication number
US2174972A
US2174972A US12356937A US2174972A US 2174972 A US2174972 A US 2174972A US 12356937 A US12356937 A US 12356937A US 2174972 A US2174972 A US 2174972A
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United States
Prior art keywords
valve
inlet
arm
solenoid
engine
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Expired - Lifetime
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Dach Max
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Dach Max
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00Fluid handling
    • Y10T137/8593Systems
    • Y10T137/86493Multi-way valve unit
    • Y10T137/86815Multiple inlet with single outlet

Description

Get. 3, 1,939. M c 2,174,972 I FUEL CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Feb. 2, 1937 5 Sheets-Sheet 1 awe] "28 a; 2 '3 34- [hm/(e )Mom'fold E 1 4 1 FY 241 39 v FigtE'.
F 1gf5'. a f INVESTOR v BY v i v'ffiavs Oct. 3, 1939. M. DACH 2,174,972
FUEL CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Feb. 2, 1957 s Sheets-Sheet 2 F 76 campress d AiPEfl/K 46' 44 2 198 43 I: 8 o]en01dtak H w Fi .9. M W;
BY I
Oct. 3, 1939. M. DACH FUEL CONTROL FOR INTERNA L COMBUSTION ENGINES Filed Feb. 2, 1937- 3 Sheets-Sheet 3 /mfcr]re Mahi/Eli Tbfccelerator' INVENTOR ATT NE a oleno BY M 6 Patented 3, 1939 FUEL CONTROL FOR INTERNAL COMBUS- TION ENGINES Max Dach, Flushing, N. Y. Application February 2, 1937, Serial No. 123,569
Claims.
This invention relates to an attachment for internal combustion engines by means of which thefuel inlet to the engine can be entirely and completely closed when desired and the vacuum 5 in the intake as well as the vacuum in the manifold, if such is used, can be broken when desired. The closing of the fuel inlet and breaking of the vacuum in the fuel inlet or manifold, or both, may be accomplished by the vehicle that is being driven by the internal combustion engine reaching a. predetermined maximum speed or when the engine is running above a predetermined speed with the throttle open, or when the fuel is intended to be shut off and the vehicle is driving the engine; or the momentum of the engine itself is driving it.
The invention will be understood from the de-.
scription in connection with the accompanying drawings, in which Fig. 1 is a somewhat diagrammatic side view showing an illustrative embodiment of the invention; Fig. 2 is a vertical section through the fuel inlet; Fig. 3 is a-section similar to Fig. 2 showing a modification; Figs. 4, 5 and 6 are sections showing modifications of the valves shown in Figs. 2 and 3; Figs. 7 and 8 are side views, partly in section, of modifications of Fig. l; andFigs. 9, 10, 11, 12 and 13 are side views, partly in section, showing other modifications.
8 extends from the cut-out 6 to a winding of the solenoid 9, which solenoid has a movable or reciprocating core. A lead 10 extends from the other side of this winding to the ground and a switch It is shown in this lead, this switch l2 .being attached to the linkage, such as the foot pedal l3, for example, that controls the throttle 3.
Lead I4 may also be provided from the lead 50 Hi to a speed limiting device of any of the usual sorts, such for example, as that designated by reference character l5, that may be connected either to the engine or to the driven mechanism of the car. This speed limiting device I5 may be In the drawings, reference character I indione of the sorts now in use that is capable of being set at maximum permissible speeds. When the pointer I6 of the speed limiting device I5 reaches the limit for which the speed has been set connection is completed from the lead 10 to the lead II which is connected to the ground.
The movable core l8 of the solenoid 9 is connected by the link I! to the arm 20 on the shaft 2| of a valve in the inlet 2. The arm 20 on the shaft 2| is connected to one end of a tension spring 23, the other end of which spring is fixed in position. A stop 24 is provided for the arm 22,so thatwhen the solenoid 9 moves the arm 20 against the stop 24 the valve 25 carried by the shaft 2| is closed.
The valve 25 is a cylindrical rotary valve and is shown in Fig. 2'in its closed position. A passageway 26 is. provided in this valve so that when it is turned sumciently from the position shown in Fig. 2, communication is established through the fuel inlet to the intake manifold. An openan opening 28 is provided through the side of the valve casing 29, so that communication is established between the atmosphere and the intake manifold when the valve is closed, thus breaking the vacuum. At the same'time, the fuel inlet is entirely shut OH with the valve 25 in th position shown in Fi 2.
In the modification shownin Fig. 3, a partition 30 is provided in,the valve, thus leaving two parallel passageways '26 and 26" and openings BI and 32 respectively are provided from these passageways to the surface of the valve. Openings 33 and 34'are provided. in the valve casi 29 similar to the opening 28 so that the vacuum in the intake 2, as well as the vacuum in the intake manifold I, is broken when the valve is closed. An opening 35 having a screw 36 for adjusting the size thereof, may also be provided in the valve casing 29 to communicate with an opening 31*near the surface of the valve 25a. This opening may be used for admitting another fuel or deodorant if desired.
In the modification shown in Fig. 4, a valve 25b is shown which when placed in the inlet 2 will entirely shut oil. the fuel in its closed position without breaking the vacuum in the inlet or the manifold. The valve 25cshown in Fig. 5 is provided with an opening 39 and an opening 40 so that when placed in the valve casing shown in Fig. 3, the vacuumin the inlet will be quickly broken and that in the intake manifold can be broken as gradually as desired by adjusting the screw 36.
In the modification shown in Fig. 7 the core of the solenoid9 is connected to the arm 43 of a three way valve 44 in the pipe 45 leading from a compressed air tank. When the solenoid operatesto open the valve 44 the air forces the piston 48, of the cylinder 41 to the right. This pis-. ton is connected by an arm 48 and link 48' to the arm 20 of the valve in the inlet 2 so that this valve is closed, when the solenoid 8 is energized in either of the ways already indicated.
A compression spring 48 opens the valve 28 when the valve 44, which is normally kept in its closed position by a spring or otherwise. is turned to the position to permit the air to escape from the cylinder 41.
The parts shown in Fig. 8 are somewhat similar to those shown in Fig. '7, except that the three wayyalve 44 is installed in a pipe 58 leading from the intake manifold to the cylinder 5| which is provided with a piston 52 with a compression spring 53 behind it. Suction in the cylinder 5| when the valve. is opened causesthe valve in the inlet 2 to be closed, and the spring 53 opens this valve when the vacuum is released.
Instead of using a cylindrical valve, as indicated above, a butterfly valve may be used. The cylindrical valves already described, as well as the butterfly valves about to be described, can be connected by linkage mechanism to the accelerator pedal or other operating mechanism, and the valve 3 in Fig. 2 may be used as a choke valve, while the other valves are operated by the accelerator pedal or otherwise.
In the modification shown in Fig. 9, a butterfly valve 55 is operated in a manner similar to the way the valve 25 already described is operated, but instead of having openings through the valve itself for breaking the vacuum in the fuel inlet and the manifold, auxiliary valves are provided in the inlet. Two of these valves 56 are shown which are normally seated against the valve seats 51. When the valve 55 is closed its edges strike pins 58, passing through the walls of the inlet. pivoted on lugs 60 and operating the valves 56. Tension springs 8| normally keep the valves 56 closed.
In the modification shown in Fig. 10 the valve is the throttle valve which is operated by the accelerator pedal or otherwise. The valve 65 closes completely when the foot is taken off of the accelerator and the solenoid 9 is energized due to the closing of the switch l2 (Fig. 1). Pro-' vision is made for opening this valve 65 to its idling position when the engine slows down sufficiently to cause the solenoid 9' to be almost demagnetized. The intake vacuum is also broken while the engine is decelerating.
In Fig. 10 a lug 68 isprovided on the valve 65 and core l8 of the solenoid 9" carries an adjustable pin 61 which can strike the lug 68.
The core l8 alsocarries a head 88 that is faced with rubber or other material that will make an air tight fitting against the inlet 2, and the spring 10 is interposed between the head 88 and the end of the solenoid 8', In the operation of the modification shown in Fig. 10, when the solenoid 9' is energized by the operator lifting his foot 01f of the accelerator pedal and the engine is running above a predetermined minimum speed, the core I 8' of the solenoid is withdrawn to permit the valve 65 to close completely and at the engine slows down sufficiently to practically deenergize the solenoid 8' the spring 10 pushes These pins are connected to levers 59,
the head 88 against the inlet 2, thus closing the air inlet H and causing the pin 81 to strike the lug 68 and open the valve 85 to the idling position.
In the modification shown in Fig. 11, the throttle valve 15 is connected by an arm 18 to thelink 11 that is connected to the core of the solenoid 9'. If desired, a manually controlled valve, which may be similar to the valve 3 shown in Fig. 2, may be installed in the inlet 2 and be used as a choke valve, as already described. The arm 18 is also provided with an arm 18 having adjustable pin 18 which strikes a spring pressed closure 80. This closure 88 is pivoted on a pivot 8| on which a spring 82 is mounted tendto turnthe closure 88 in a clockwise direction as seen in Fig. 11. An air inlet 83 is provided in the wall of the inlet 2 and has a flat side against which the closure normally rests to close it. The solenoid 8' in Fig. 11 is energized either by the operator lifting his foot from the accelerator pedal while the engine is running above a predetermined minimum speed, or by the caror engine exceding a predetermined maximum speed. The solenoid 9' comprises a winding 84 in which a hollow core of magnetic material 85 moves and is connected to the link 11. The linkage mechanism I3 which may carry the switch l2, as already described, has its outer end enlarged as shown at- 86 and a compression spring 82' is interposed between this enlarged end and the closed end of the hollow core 85.
In this modification when the solenoid 9' is energized the core 85 is drawn inwardly, thus closing the valve 15 even if the accelerator pedal is still in its running position. At thesame time the pin I9 on the arm 18 strikes one end of the closure member 88, that is pivoted on the pivot 82, and thus opens the air inlet 83 and breaks the vacuum in the intake manifold l. However,- when the speed of the vehicle or of the engine decreases sufflciently to cause the solenoid 9' to be practically deenergized the spring 82 opens the valve I5 to the idling position, or this valve stops at whatever position it may be held by the operator.
In the modification shown in Fig. 12 the valve 88 in the inlet 2 may be completely closed in any of the ways described above, or a cylindrical valve may be used instead of the butterfly type.- A choke valve similar to the valve 3 of Fig. 2 may, if desired, be used in the inlet 2'0f this modification, as stated above. The valve 88 is to be closed completely either by the engine or car exceeding a predetermined maxium speed or by releasing the accelerator, as already described. In this Fig. 12 another way of opening the valve to its idling position is shown which operates after the engine has slowed down sufficiently.
The arrangement shown in this Fig. 12 comprises a T-shaped connection 89 to the inlet manifold I. It has one of its arms 89 externallythreaded and its other arm 89 is threaded both externally and internally. A thimble 98 is screwed upon the arm 89" and this arm is prolvided with an internal plug 9| which can be adjustedv in position and held in its adjusted position by the lock plug 92 which may be provided with a slot 98 to be reached by a screw driver therefore adjustable on the arm 22' and a lock nut III is provided for holding it'in adjusted positions. An opening 22' is provided in the wall of the housing 92 leading into the connection 29 and an air bleeder opening 22' is provided through the diaphragm 28. A rod or pin IIII is connected to'the diaphragm it by means of nuts I02 and extends through an opening I02. The pin III carries a stop I04 that is preferably provided on its outer face with packing material to fit against the outside of the inlet 2 and close the opening Ill through which this pin extends. A compression spring I is interposed between the side of the housing 98 and the stop IIM. The pin I02 strikes a lug I01 on the valve 88 and opens this valve to an adjustable idling position, when the spring I08 presses the closing member I04 against the inlet 2.
The device shown in Fig. 12 normally operates to keep the closing member I ll pressed against the inlet 2, but when the vacuum in the manifold I becomes too high, due to existing speed of the engine, for example, the valve 84 is withdrawn from its seat and the vacuum on the right hand side of the diaphragm it pulls the pin IIII and closing member I, thus breaking the vacuum and slowing down the speed. The point at which the vacuum operates in this way can be adjusted by adjusting the plug SI and the extension 91 on the T-connection 89. The bleed of air through the air bleed opening 8! permits the spring I to move the closing member I -to close the opening III! after the valve 94 is closed.
In the modification shown in Fig. 13 the valve III) in the inlet 2 is shown as a butterfly valve that is operated by the shaft III. 'An arm H2 is .attached to the shaft III- and this arm H2 is connected to the accelerator by the connection indicated somewhat diagrammatically at I I 2. An extension I I4 is-provided on the arm H2 and an adjustable set screw III is provided near the end of this extension,
An opening I II is provided from the atmosphere or a source of gas or deodorant into the inlet 2. This opening may be similar to the air inlet 82 shown in Fig. 11, or it may be a pet cock or other well known device that can be opened and closed. An arm I" is pivoted on a pivot III aroimd which a spring II! is provided for normally causing one side of the arm I" to close the opening iii. A lever I2! is pivoted at I2I so that one end of this lever strikes one end of the arm I I1 and the other end of this lever is pivoted as shown at I 2I to the core I22 of the solenoid I22 which is similar to and is operated in a manner such as has been described above in connection with the other modifications.
In the operation of the device shown in Fig. 13,
when the operator removes his foot from the accelerator the valve IIII is closed in the usual way.
1 throttle IIII energizes the solenoid I22 in the way already described, whereupon the core I22 turns the lever I 20 so that its lower end turns the arm II'I anticlockwise against the tension of the spring IIO, thereby establishing connection from the air (or other source) with the inlet manifold I, thereby breaking the vacuum. When the car slows down sufficiently to practically deenergize the solenoid I22 the spring Ill turns the arm III sumciently to close the opening H6 and simultaneously turns the lever I20 so that its upper end strikes the set screw III, thereby opening the valve IIII to its idling position.
I claim: a
1. In an internal combustion engine having an intake manifold, a fuel inlet leading into said manifold, means to stop all fuel from passing through said inlet and break the vacuum in sai d manifold either when said throttle is released orwhen a member driven by said engine reaches a predetermined maximum speed, and means to regulate the time it takes for said vacuum to be come broken.
2. In an internal combustion engine having an intake manifold, a fuel inlet leading into said manifold and means to stop all fuel from passing through said inlet and establish communication between the atmosphere and said manifold at a predetermined maximum speed with the throttle open.
3. In an internal combustion engine having an intake manifold,.a fuelinlet leading into said manifold and means to stop all fuel from passing through said inlet and break the vacuum in said manifold at a predetermined maximum speed with the throttle open, and means to regulate the time it takes for said vacuum to become broken.
4. In an internal combustion engine having an intake manifold, a fuel inlet leading into said manifold and means to stop all fuel from passing through said inlet and establish communication between the atmosphere and said manifold when the throttle pedal is released at a predetermined maximum speed.
-5. In a device of the character described, an internal combustion engine, a fuel inlet for said engine, a throttle valve in said inlet, magnetically operated means to close said throttle completely when fuel is not needed with the engine running and means to open it partially when idling speed is reached.
' MAX DACl-I.
US12356937 1937-02-02 1937-02-02 Fuel control for internal combustion engines Expired - Lifetime US2174972A (en)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2469779A (en) * 1945-05-23 1949-05-10 Robert F Nowalk Vehicle governor
US2733696A (en) * 1956-02-07 schneider
US2767698A (en) * 1954-06-02 1956-10-23 Ray P Walters Speed control system
US2876753A (en) * 1954-02-09 1959-03-10 Irvin B Chandler Manually controllable automobile governor
US2883975A (en) * 1957-10-23 1959-04-28 Lee M Spetner Automatic speed governor
US4117740A (en) * 1977-07-12 1978-10-03 Thermo King Corporation Multi-stroke throttle linkage mechanism

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2733696A (en) * 1956-02-07 schneider
US2469779A (en) * 1945-05-23 1949-05-10 Robert F Nowalk Vehicle governor
US2876753A (en) * 1954-02-09 1959-03-10 Irvin B Chandler Manually controllable automobile governor
US2767698A (en) * 1954-06-02 1956-10-23 Ray P Walters Speed control system
US2883975A (en) * 1957-10-23 1959-04-28 Lee M Spetner Automatic speed governor
US4117740A (en) * 1977-07-12 1978-10-03 Thermo King Corporation Multi-stroke throttle linkage mechanism

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