US2200723A - Mixing device - Google Patents

Description

May 14, 1940. G. REICHHELM E1- AL MIXING DEVICE Filed Aug. 6. 1958 2 Sheets-Sheet 1 INVENTOR Y E N R O T T A May 14, 1940.

G. l.. RElHHELM E-r AL 2,200,723

.MIXING- DEvIcE Filed Ag. .6, 193s 2 Sheets-Sheet 2 rlwlfjww r11 m.

ATTORNEY Patented May 14, 1940 PATENT OFFICE c .t `2,200,723 t MIXING DEVICE George LQReichhelm, New Haven, and Eric Holm and'Frank A. Kane, Jr.

, Derby, Conn., and Otis C. Funderburk, Weston, Mass., assignorsl to Frank A. Kane, Derby,

Conn.

Application August f 6, 1938, Serial No. 223,526 s claims; lotte-18o) This invention relates to a compression control lapparatus for internal combustion engines,` and more particularly to a device for automatically operating an auxiliary intake throttle in accordance with the rate of flow of the fuel` and air stream from a conventional carburetor, this being `a continuation in. part of our patent application led April 26, 1938, Serial No; 204,364. f

It is primarily Within the contemplation of this invention to` maintain substantially constant predetermined intake manifold depressions ati all F.speeds when the carburetor `throttle is not holding the manifold vacuum to a greater valuerthan the predetermined depression-and to conse` quently reduce or entirely eliminate detonation;

`and in effecting this objective it is a further purlpose of our invention to control the said depression throughout `the entirerangelof engine operation Without in any Way restricting theflow `of `the fuel and air mixture at full-speed or wideopen throttle conditions. And in this aspect of o'ur inventionit is another one of `our objects to effect such control over conditions in thefintake `manifold as to produce closelycalibrated and predetermined depressions therein, invariably mainy tained during all. operating conditions of the motor. i I f l l It is known that in `internalcombustion en- `gines designed according to common practice the intake manifold depressions vary over a Wide range, generally from 18` to `22 inches `Hg at idling or slow running speeds to `a v alue `as W as one-half inch H2O-such extremely lowydepressions generally following the sudden opening of the carburetor throttle and being due to the fact that the flow resistance is comparatively `low for the lower flow rates of the fuel-air mixture.` And under these conditions, when theac- "celerator is suddenly depressed, it isan estab-` lished fact that there is a sudden surge affair#- `air being lighter than-gasoline-thereby notionly `producing a lean and hence improper mixture, but also, because of the unrestricted flow of the charge, i resulting in cylinder `compressionshigher `than normal. Under these conditions t flame 1propagation is most rapid, `and detonation or knockingf is the obvious result. In `conceiving `this invention it has hence been one of ourniain i objectives to improve `upon said conditionsby maintaining manifold l depressions of substantially constant value with predetermined throttle vopenings throughout the speedrange,` afore said,` thereby eliminating one of thelp'rime Iof detonation.

, `In accomplishing the aforesaid objectives,

and air mixture.

employ in our invention `an `automatic auxiliary throttle actuated in accordance With the liowof `the linal air and fuel mixture in theintake of `the motor, the device being of such a nature as not to offer any increased oW resistance at high Il oW .5 rates, such as occurs with governor devices; It is indeed one of` our objects to produce a result quite the reverse of that effectuated `by the usual governor appliance which offers no obstructionto the flow of the air-fuel mixture at low` speedslfbut 10 does throttle the engine at high speeds to cause a corresponding lack of proper cylinder fillingwhereas with our invention the throttling effect occurs at low speeds, therebeing a gradual reduction in iiow restriction as the speedincreases with practically no restriction `to the flow oftthe charge at full speed `or wide open throttle.` Cognizance is taken of certain other attempts-to accomplish this purpose, but most of these have resulted in the employment of relatively intricate and ineffective devices; and it is` hence further within the contemplation of ourinventiontoiattain these objectives by means of a simplefand eflicient apparatus. i

It is another object of this invention to reduce fuel consumption in internalcombustion engines l not only by maintaining a proper fuel and air i ratio, but also by electing` more eiicient atomization. It is knownthat no matter how finelygasoline is atomized as it leaves the main carburetor jet, some of it is condensed on thevalve and valve shaft of the carburetor and is forced off in relatively large drops. We contemplate-by our in- .,Vention to extend the acceleratingY charge -over a longer dwell or period, particularly in doWnt draft structures, ourfdevice holdingr backallmexcess quantities or globules of gasoline ejected from .the acceleration pumpof the carburetorandlprventing such globules from immediately entering `the mixture stream, thereby enabling any, .such 0 collected residual gasoline to be forced across the `sharp edges of the` throttle valve forming part of our device upon a` continuedflow of theffuel In order to further enhance this effect, and produce a` more homogeneous l mixture,` we employ,`in a preferred fori-nef our throttle valve, serrated means for DrOducting a finely divided fuel, in a manner to be hereinafter set forth.

i With the elimination of the sudden injection `of quantities of unvaporized gasoline, it ispb'vious that the process of acceleration` isfurther iniprovedfin that crank` case dilution of the lubricating oil is reduced, the dan-ger to the cylinder "wwalls from unduly wetmixturesis removed, and

smoke in the exhaust is eliminated-all of which constitute further objects of our invention.

Still'another object of this invention is to eliminate back firing or pre-ignition of the intake mixture by providing a closure for the passage between the carburetor and the engine, and in this manner arresting the progress of any flame that may be present in the intake manifold.

Another object is to eliminate Hutter or the synchronized opening and closing of the throttle due to intermittent suction pulsations of the engine, this being accomplished by dampening vthe impulses which tend to cause such conditions.

And. a further object is to enable an internal l5 combustion engine to be designed with a higher y compression ratio thanv is normally possible, by lessening or entirely eliminating the detonation tendency at low speeds.

It is still aY further object of' our invention to 'to collect accumulations of liquid fuel under certain conditions.

Other objects, features and advantages will appearfrorn the drawings and description herein- 'after given.

Referring to the drawinngs,

Figure 1 is an elevation partly in section of a portion of an internal combustion engine showing the relative position of our invention-with respect to other conventional parts of the structure. y

Figure 2 is a plan view of the compression 'control apparatus constituting our invention.

Figure 3 is a section of Figure 2 taken along ,'lne 3-3, showing fragmentary portions of the carburetor structure and intake manifold, the throttle valve having a portion of its short arm upwardly bent, the valve being shown in two operative positions.

Figure 4 is an end view taken substantially 'along line 4--4, the cover plate being removed, certain of the parts being shown in two extreme positions.

Figure 5 is a perspective of the throttle plate and mounting therefor.

Figure 6 is a vertical section of a modifiedv form of, our invention, sho-wing a streamlined throttle valve and a variable Venturi arrangement, the valve being shown in twoypositions,

Figure '1 is a plan view of Figure 6.

Figure 8 is a vertical section, substantially similar to that of Figure 3, of a modified form of our invention. i

Figure 9 is an enlarged fragmentary view of Figure 8 showing the path of flo-w of the fuel stream with the valve in its partially open position.

Figure 10 is a view similar to Figure 9 showing the valve in its wide open position.

60 Figure 11 is a plan view of the structure of Figure 8.

Figure 12 is a perspective view of the slotted plate valve of Figures 8r to 11, inclusive.

Figure 13 isa fragmentary vertical` section' 65 substantially similar'to that of Figure 8 showing a plate valve with the short arm bent downwardly and Figure 14 is a View similar to Figure i3 showing the valve in two partially opened positions. Inthe drawings, and particularly in Figure l thereof, the compression control device I0 constituting our invention includes the casing il which is essentially a gland having inlet and outlet flanges I2 and I3 respectively, these being .75 attached by suitablev bolts 'and nuts lite the eliminate the tendency of a device of this class y 7the Icylinder 24.

The casing Il of our compression control device contains therein a conduit 25 which communicates between the carburetor outlet 26 and the intake manifold 2l. The said conduit 25 is, in the preferred form shown, entirely unobstructed, except for the plate valve 28 which is pivvotally mounted with respect to the length thereof and which contains an upwardly bent portion 43a. As illustrated in the drawing, said mounting consists of a shaft 29 extending .transversely 'across'the conduit 25 and rotatably mounted within the walls of casing l l, that portion of the said shaft extending within conduit hav-ing attached thereto, by means of the screws 3B, the valve 28. It will be noted that shaft 29 is in engagement only with the engine side of valve 28, which in the down draft construction illustrated is vthe undersurface of said valve, the upper surface being substantially flat, except for the small screws 30. f

The casing contains exteriorly disposed with respect to the conduit a chamber 3l normally kept closed under operating conditions by the cover plate 32 attached to the casing by the screws 33. Said casing contains a boss 34 through which extends one terminal of the shaft 29, said terminal having rigidly affixed thereto the lever '35. Ancho-red at lug 36 of the casing is the spring 31 which is suitably attached to the lever 35 at portion 38 thereof. chamber 3| are the stops 39 and 40 to limit the movement of thelever 35 and consequently the valve 28.

It will be noted that the spring 31 constantly urges the lever 35 in a counterclockwise direction, whereby it is normally held in abutment against the stop 39, as shown in Figure 4, to keep the valve 28 in itstclosed position substantially obstructing the conduit 25 as shown in Figure 3. It will also be lobserved that, in the form illustrated, the lowermost edge M of the valve 2B is serrated, this being a preferred although not an indispensable arrangement.

As will be noted from an inspection of Figures 2, 3 and 4, the lever 35 is substantially at right angles to the plane of the valve 28. When the valve is in its closed position, the position of the lever 35 is as shown in full lines in Figure '4, and the spring 31 obviously exerts a force thereagainst in an angular direction with respect to the length of said lever 35. When, however, the lever 35 is brought to its open position against stop 40, as shown in Figure 4, the spring 31 extends substantially longitudinally of the said 'lever 35, and will exert a pull thereagainst in a 'direction substantially parallel toV the length of 'said lever. Hencer the moment arm of said lever 35 is decreased as the valve is brought to its open position, until, when it is in its ultimately extreme open position with the lever against stop '40, said moment arm is almost zero, so that aty said point the effective pull of the spring 3T 'is less than it is when the lever 35 is in the po- Extending into saidV `dash lines in Figure` 3. A `so selected and so calibrated as to effect a predei'sjition against stop 39. With this preferred arrangement, there is thus a constantly decreasing `yieldable resistance, as the valve 28 is being opened, against any opening effort applied thereto. The advantage of this construction will appearfrom the description hereinafter given.

`In the operation of this device the spring 31, as aforesaid, normally keeps the valve 28 in its closed position, thereby substantially obstructing the intake passageway to the engine. Hence at idling speeds of the engine the valve 28 may be in its ultimate or near ultimate closed positio`nthe small spaces between valve 2B and the Walls of the conduit being sufficient to permit the passage of small portions of the air-fuel mixture therepast. Upon increased demands of the engine and upon an opening of the carburetor Athrottle I6, it is obvious that greater quantities ,of the air-fuel mixture will enter the flow conduit 25, and inasmuch as the action of the enfgine causes a depression in the manifold 21 on ,the` engine side of valve 28, said valve will be `forced to open, against the action of spring-31, l,bytheair of the fuel-mixture coming into engagement therewith during its course of flow `through conduit 25.

i Ithas previously been `seen that the shaft29 ismounted off-center with respect to the valve 28, thereby dividing the valvejinto two portions, the long portion 42 and the short portion 43. `Although the incoming air strikes both of these portions, it is apparent that it will exert a greater total pressure upon the long portion 42 than upon the short portion 43, thereby causing an opening of the valveas is indicated by the dot- The said spring 31 is .termined resistance to themotivating current of air, in accordance with the particular design of `the engine, as will be more fully hereinafter set forth.` It is thus seen that the device comprising `our invention operates entirely automatically,

without any manual or mechanical controls, be- 'ing actuated solely by the flow of the final air and fuel mixture from the carburetor.

It is important to note that the shaft 29 is `mounted on the engine side of valvev 28, or on the side thereof disposed towards the intake manifold. This produces an effect approaching that of` an airplane wing construction having a relatively thick portion at one section thereof gradually `tapering down to a thin edge. Although the `form shown particularly in Figure 3 does not "precisely have such a construction, there being no'gradual tapering down of the valve towards the terminal edge thereof, nevertheless the effect `is substantially similar to that produced by a streamlined airplane wing, inthat the shaft 29 `tends to create an increased depression on the `underside of valve 28. In other Words, the` air lcoming in through the conduit 25 at the short side of the valve (the left side in Figure 3) will encounter a restricted portion formed by shaft 29 and the left wall 44 of the casing, thereby pro- ,ducing a Venturi effect and causing an` increased "depression, on the underside 'of valve 28. It is t'husobvious that the air passing through con- ,duit25` at the long portion of valve 28 (right `side, of conduit 25, Figure 3) will encounter less .resistance in its effort to turn the valve 28 in a y clockwise direction inasmuch as there is a greater pressure differential on opposite sides of `the valve. `Hence with a given carburetor throttle openingfthere will be a greater rate of nowof the charge through the conduit 25 when the shaft It will be noted that with the valve 28 in the full line positionof Figure 3, there is a restricted region 25a `between the bent portion 43a of the valveand theleft `wall of the conduit. Due to the restriction at this region it is obvious that a reduced pressure will be created at thel underside of the valve, thereby producing a greater pressure `differential on opposite sides thereof, in this manner reducing` the effort to operatively open the valve 28.

It will be noted that when the valve`28 is in its fully opened position as indicated by the dotdash lines in Figure 3, the uppermost portion 43h of the undersurface of the valve is disposed towards the carburetor, in the preferred form of this device, whereby a portion of the fuel stream entering the flow conduit will impinge thereagainst to further aid in the opening effort applied` to the valve at this point. In other words, due to the bent configuration of the short arm of the valve 48, producing a short bent portion 43a, a portion of the undersurface thereof is interposed in the path of thefuel stream when the valve is rotated beyond a predetermined point in its open position, in this manner causing the fuel stream to engage the undersurface 43h and assist in effecting an opening effort. If, however,- the valve had not contained said bent portion 43d, the fuel stream would engage the upper surface of the short side of the valve to partly counteract `the opening effort.

From the above description of the operation of this device, it will be apparent that when the carburetor throttle valve I 5 is opened, the depression inthe manifold 2| becomes lowered by reason of the fact that air flows through the conduit 25 towards the intake valves of the engine. As the carburetor throttle l 6 is opened still wider, more air flows through the device and lowersthe manifold depression accordingly, by providing a greater rate of flow through the carburetor to the engine cylinders. The greater the flow, the more will the valve 28 be opened until it reaches its extreme position` when the lever 35 is in abutment with stop 40, thereby offering no material restriction at this point to the flow of the final fuel and air mixture. In this manner the cylinders are charged with a larger volume of fuel at open throttle conditions, resulting` in higher mean effective pressures, which in turn produce `higher torques and increased power output.

creases, it is obvious that the opening effort of the charge impinging upon portion 42 of the `valve Will be proportionately decreased. But it will be remembered from the explanation hereinabove given that the effort of the spring 31 also decreases as the valve is being opened, so that the total effective net opening effort of the charge from the carburetor is substantially constant throughout the entire operating range of valve 28. l

- It is obvious that the `device above described can be set at any predetermined value of intake manifolddepression by employing a properly designed spring 3l, so that the intake manifold depression of the engine can be maintained substantially constant at the value thereof set by the manufacturer of the engine for maximum horse power and speed. With our invention the manifold depressions or partial vacuums cannot drop below the predetermined level, as determined by the tension within spring 3T.

In our invention as hereinabove described, there cannot be such a sudden surge of air into the engine cylinders as generally occurs in conv ventional designs when the throttle is suddenly bend of opened, inasmuch as valve 28 is partially closed at such time and restricts the flow of the charge. It is thus obvious that when such sudden surges of air are prevented at the time of acceleration, not only is a proper fuel 'and air ratio maintained, but the unusually high compression resulting from such air surges is prevented, thereby removing one of the main factors causing detonation.

It is generally known that after a certain engine speed or throttle opening, this tendency to detonate is considerably reduced or entirely eliminated. Under these conditions it is yoften desired to remove the valve 28 as a material impediment to the passage of the mixture from the carburetor, and in this connection the upward the valve, as illustrated, is particularly useful. The angle of the bend can be so designed that when the valve 28 is opened sufficiently under the influence of the engine suction to pass beyond the detonation danger Zone, the undersurface 43h of the valve will be interposed directly in the. path of the fuel stream to cause a complete and full opening of this valve in the manner above set forth. In this manner the upward bend 43a of this valve enables it to be quickly brought into its least obstructing position when the danger of .detonation no longer exists.

If upon suddenly opening the carburetor throttle wide, the acceleration pump of the carburetor, if it is provided with such a means, should eject excess quantities of unvaporized globules of gasoline, these will be received and held back by the valve 28; and only as the said valve 28 is gradually opened against the action of spring 31 will such accumulations of gasoline be forced into the intake manifold-this process being obviously a gradual one due to the resistance of said spring 3l. This provides a greater acceleration period, and enables any such unvaporized particles of gasoline to be forced across the sharp edges of valve 28 to be dispersed therefrom in a finely divided state. It should be noted that in its preferred form, the peripheral edge of valve 28 is sufliciently removed from the walls of the conduit (when in its closed position) to provide a very narrow slit between the said walls and substantially the entire periphery of vthe Valve, thereby presenting a dispersing edge of considerable linear proportions for atomizing the fuel stream flowing therepast. And for enhancing lthis effect, we prefer to serrate the edge 4 l, thereby enabling this device to function as an efficient vaporizer, particularly inasmuch as the said serrated edge 4l is at all times positioned in the Zone of highest velocity in conduit 25.

It is also apparent that inasmuch as large quantities of unvaporized fuel are prevented from entering the intake manifold at the instant of acceleration, there will be less crankcase dilution of the lubricating oil, and the cylinder walls will be free from unduly wet mixtures. Furthererly calibrated, and can function efficiently at all rates of flow therethrough.

In the modified form of this invention shown in Figures 6 and 7, the underside 45 o-f the valve 46 is built up substantially in the shape of an airplane wing, the thickest portion thereof being in the region of shaft 4l, the valve tapering down therefrom to its edges. In this form, the outlet portion of the conduit 48 contains a somewhat restricted portion 49 due to the inwardly tapering wall 56; and positioned between the wall 50 and the axis 41, on the engine side of the valve, is the wall 5l, preferably of streamlined construction and extending transversely across the conduit. Due to the restriction in throat 52, it is obvious that a reduced pressure will be created at the underside of the valve 46, thereby producing a greater pressure differential on opposite sides thereof. It will also be observed that the wall 5l further provides two smaller throats or restricted regions 53 and 54, separating that portion of the charge which enters through passageway 52 1' into two sections, and inasmuch as two restricted regions are now formed, the depr-essions below the valve 46 will be greater, resulting in more effective operation, particularly 'when the valve.

46 is in its open position as shown in Figure 6.

It will be noted that when the valve 46 is in its open position, the uppermost portion 45a of the undersurface 45 is disposed towards the carburetor, in the preferred form of this device, whereby a portion of the fuel stream entering the conduit 48 will impinge thereagainst to further aid in the opening effort applied to the valve at this point. Without such an arrangement, the fuel stream would engage the upper surface of the short side of the valve to partly counteract s the opening effort.

In this aspect of our invention, it is apparent that the action of the fuel stream against surface 45a of Figure 6 is similar in effect to the action of l the fuel stream upon undersurface 43h of the" bent portion 43a of the valve of Figure 3. In both cases a portion of the underside of the valve is disposed in the path of the oncoming fuel stream to cause a further opening effort applied to the valve at a certain predetermined point in the open position of the valve.

In the modification of our invention illustrated in Figures 8 to 12 inclusive, it will be lseen that the long and short portions 6l] and 6i, re-

spaced, parallel, relatively narrow slits 63 and 64, respectively, extending transversely with respect to the pivotal axis 65. This form of our invention is particularly` useful in eliminating ture, during idling conditions-thus reducing the tendency of the valve to accumulate masses of gasoline thereon to subsequently dump the fuel spectively, of the valve 62 contain a plurality of s .05 the danger of accumulations of liquid fuel upon'Y into the intake manifold upon an opening there- .14

ac` Yf.,-,;lis thevalve` is `partially opened, as ,illustrated 14in Figure "9, there are obviously some air currents ,always passing through all the slits, inasmueh aslthe Aslitted portions are disposed in ,the pathof the fuel stream. This action will force `the liquid fuel through the slits so that action made possible therewill be a well distributed lm of the fuel on both sides of the valve, and not only on the upper surface thereofias would occur with a solid plate valvejThe equal distribution of the liquid fuel `on both sides of the valve is further effectuated by the spaced arrangement of `the slits which extend over both the long and short portions of the valve, thereby spreading the film evenly throughout the area thereof. And not alone is this by the direct passage through the slits of accumulated globules of liquid fuel, but also by the capillary action of the elongated slits( It is thus apparent that with this arrangement there can be no undue accumulations or pools `of liquid fuel upon the valve, the air current on both sides of the open or partly q open `valve forcing the film off the lowerperiphery ofthe valve. It will further be noted that when the valve is in its Wide open position as indicated in` Figure 10, the parallel slits 64 are all substantially vertically disposed, the walls of the slitsforming channels for directing the fuel lm oniboth sides of the valve downwardly towards Athe periphery for dispersion into the fuel stream. The lowermost terminals of each of the slottedportions 64ihence constitute a plurality of dispersing points, in the nature of serrations, from which any liquid fuel that had accumulated on the valve is torn off. It is thus apparent that the slitted portions form an important part of the structure of this` form `of our invention, and at times are very necessary in a compression control device of thisnature.

The modification ofour invention shown in Figures 1.3 and 14 contains the valve 66, the short portion 61 of which is downwardly bent, as distinguished from the upwardly bent arrangement of the structures hereinabove described. This form of valve eifectuates what might be considered a retarded opening on the short side of the valve. For example, in Figure 13 the valve is shown in its closed position; and in Figure 14 the dot-dash representation shows the valve in a partly open position, yet the valve passageway in the region of the short portion 61 is still substantially closed; and upon examination of the fullline position of the valve in Figure 14, it will be seen thatthe left side of the passageway is still partly obstructed whereas the right side presents a substantial opening for the passage of the fuel stream therethrough. Not only is this arrangement useful when certain engine conditions require such. a retardation, but it also has its value in producing a directional eect of the i of the fuel stream from the carburetor to the various cylinders of an engine.

It is of course understood that the various embodiments above described and shown in the drawings are illustrative of our invention and not employed by way of limitation, inasmuch as numerous changes and modifications may be made within the scope of the appended claims without departing from the spirit of this invention;

, WhatI` claim is: e

1L 'A compressioncontrol apparatus containing a thrttling device for controlling the `flow of the' final air and fuel mixture into an internal combustion engine, comprising a casing having an intake conduit adapted to communicate between Vthe carburetor and the intake of the engine,a throttle valve pivotally mounted within the conduit and normally substantially obstructing the path through said conduit, said path being unobstructed except for said valve, a lever coa'ctively connected with the pivotal mounting "for the valve, stop means to limit the open and closed positions of `the valve, and yieldable means coacting iwith said lever for continuously` urging saidvalve towards its closed position, said yieldable means exerting a constantly decreasing effort against the lever as the valve is being opened, the `axis `of the pivotal mounting for the valve being olf-center with respect to the length thereofwherebyv the valve is divided into a long portion and a shortportion, said short portion of the valve being bent a predetermined amount towards the carburetor, said long portion being operativelymovable towards the intake of the `engine when an opening effort is exerted on the valve, said valve being operatively responsive to` Aa pressure differential on opposite sides `thereof andbeing so positionedin the casing as to be adapted to be opened in opposition to said yieldcombustion engine, comprising a casing having anintakeconduit adapted to communicate between the carburetor and the intake of the engine, a throttle valve pivotally mounted within the conduit and normally substantially obstructing the path through said conduit, said path being unobstructed except for said valve, a lever coactively connected with the pivotal mounting for the valve and vextending substantially at right angles to the plane of the valve, stop means in the path `of said lever for limiting its extreme positions to correspond with the open and closed positions of the valve, and a spring anchored to the casing and operatively secured to the lever whereby the spring exerts a force in a direction tion, said short portion of the valve being bent a predetermined amount towards the carburetor, said long portion being operatively movable towards the intake of the engine when an opening eifort is exerted on the valve, said valve being operatively responsive to a'pressure differential on opposite sides thereof and being so positioned in the casing as to be adapted to be opened in opposition to said spring by the said mixture `exerting an opening effort first only against the said long portion of the valve, and after a predetermined point against both the long portion and the bent short portion of the valve.

3. .A throttling device comprising a conduit, a yvalve pivotally mounted off-center Within the conduit whereby the Valve is divided into a long portion and a short portion, both portions containing a plurality of spaced relatively narrow elongated slits extending transversely with respect to the pivotal axis of the valve to theperipheral edge thereof to form channels for directing fuel accumulated on both sides of the valve to the periphery thereof, and means to actuate the valve.

4. A throttling device comprising a conduit, a valve pivotally mounted off-center within the conduit whereby the valve is divided into along portion and a short portion, each portion containing a plurality of spaced, parallel, relatively narrow slits, the slits of both portions extending transversely with respect to the pivotal axis of the valve to opposite portions of the peripheral .edge thereof to form channels for directing fuel accumulated on both sides of the valve to the periphery thereof, the short portion being out of the plane of the long portion, and means to actuate the valve.

5. In an internal combustion engine, an intake passageway for the final fuel and air mixture, a valve in said passageway for controlling the flow of said mixture, and yieldable means coasting with said valve and constantly exerting a closing effort thereon, said valve being operatively sides thereof whereby it will be opened in opposition to said closing effort by said mixture acting thereagainst during its flow through said intake passageway, said valve having a portion of that surface thereof normally remote from the carburetor. so formed as to be disposed fwithin the path of said iinal fuel and air mixture from the carburetor when the valve is moved beyond responsive to a pressure differential on oppositeV a predetermined point in its open position, whereby the said mixture will impinge upon said surface to increase the opening elort exerted upon the valve, the valve containing a plurality of spacedv relatively narrow elongated slits extending through the body of the valve to forni channels for directing fuel accumulated on both sides of the valve towards the periphery thereof.

6. A throttling device for controlling the flow of the final air and fuel mixture into an internal combustion engine, containing a disc valve pivotally mounted off-center and normally substantially obstructing the intake of said mixture into said engine, the valve being operatively responv sive to a pressure differential on opposite sides thereof whereby it will be opened by the said mixture acting thereagainst during its flow to;- wards the intake of the engine, the long portion of the valve being operatively movable towards the intake of the engine when an opening effort is exerted on the valve, the short portion of the valve being bent a predetermined amount towards the carburetor side thereof, whereby the surface of said short portion normally remote from the carburetor will be disposed in the path of the mixture stream from the carburetor when the valve is moved beyond a predetermined point in its open position, the valve containing a plurality of spaced relatively narrow channel-like slits extending transversely with respect to the pivotal axis of the valve to the peripheral edge thereof to form channels for directing fuel accumulated on both sides of the valve towards the periphery thereof.

GEORGE L.. REICHI-IELM.

ERIC HOLM.

FRANK A. KANE, JR.

O-TIS C. FUNDERBURK.

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