US2256948A - Throttle and ignition contron for internal combustion engines - Google Patents

Description

-SSPL 23, 194 l- R. D. LLOYD ET A. 2,256,948

THROTTLE AND IGNITION CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Aug. .14, 1940 2 Sheets-Sheet l qyzoyd 6r' Roberti. @draf/555g wn'NEss- ATTORNEYS sep t.23,1941. Rp. LLQYD Em'. 2,256,948

THROTTLE AND IGNITION CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Aug. 14, 1940 2 Sheets-Sheet 2 RQylZLloyd Robert l). Gardner.- 80 INVENToRs Mgg/m2@ ATTORNEYS WITNE'SS Patented Sept. 23, 1941 THROTTLE AND IGNITION CONTROL FOR INTERNAL COMBUSTION'EN GINES Roy D. Lloyd and Robert L. Gardner, Pittsburgh, Pa., assignors of one-half to Pittsburgh Brass Manufacturing Company, Ptibllrgh Paf, a,

corporation of Pennsylvania ApplicationAugust 14, 1940seria1N0. A352,634,

(C1. 1go- 98) 13 Claims.

Our invention relates to new and useful improvements in internal combustion engines.

An important object of our invention is to provide a control arrangement for internal combustion engines which will synchronize the choke, throttle and ignition of the engine.

Another object of our invention is the provision for means for manually operating the vthrottle and choke. arrangement of the carburetor, which means will automatically and synchronously oper-ate the spark timing device.

Still another object of our invention is the provision of an improved arrangement for regulating the fuel flow from the fuel supply to the engine.

Yet another object of our invention is to uniquely associate the parts of the engine so that the same may be easily adapted for either upright orinverted mounting.

Other objects and advantages of our inven-Y tion, will be apparent dur-ing the course of the following description.

In the drawings, forming a part of this specilication, and wherein like numerals are employed to designate like parts throughout the same,

Figure 1 is a side elevation showing parts in section and parts broken away of an internal combustion engine constructed in accordance with our invention,

Figure 2 is a longitudinal sectional view taken on the line 2-,-2A of Figure l,

Figure 3, is a fragmentary vertical sectional view taken on the line 3-3 of Figure 2,

Figure 4 is a fragmentary vertical sectional view taken on the line 4-4 of Figure l,

vapors. compressed therein, by a piston (not shown) reeiprocallymountedand actuated l the conventional; manner- The crankcase isprovided at its opposite sides with outwardlyfextendins flanges ls-bymeans 0f which the-engine maybe mounted; 011 a, Suitable Support. The side Il 0f the Crankcase iS provided wth @bearing extension i8 in which: the crankshaft l!) isA rotatablyvsupported. The crankshaft extends substantially beyond the end ofthe-bearing extension and lthe face plate 20 is nxedly connected to the extending portion thereof-and withl the boss portion 2l disposed in slight spaced relation with the end of the bear-ing extension.- y Y o "I fhe sleevejportion 25 ofv the v spark timing de-f` vice2`2i s mounted for-rotation about the bearing extension I8. It is desirable vthat the ldevice be freely rotatable relative tothe extension, howevenlit is, equallyfiniportantthat its rotation be limited and that it be pneuented-from sliding loegiuidinaily: therealong We; have, therefore, Provided a Sei-Screw :23 which extends through en elongated- -Sloi 24 in. the. YSleeve Portion-ina man-, ner whereby the sleeve-isfreely, movable about a the extension but its movement is limited Aand deter-milled by the; ,Sei Screw. The upper peripheryof the sleeve isformedewith a platform l2 ,6 of substantially -xfectangular formation in plan having-an outer vperipheral groove 2l snugly re.

ceiving tio-ie.V Open side of the cover member 28.

Figure 5 is a fragmentary vertical sectional view taken on the line 5 5 of Figure 2,

Figure 6 is a side elevation of a modication of our device, and

Figure 'I is a longitudinal sectional view taken on the line 1 1 of Figure 6.

In the accompanying drawings, wherein for the purpose ofl illustration, are shown preferred embodiments of our invention, the numeral I0 designates a conventional two-cycle internal combustion engine body of the type including a crankcase Ii having a cylinder I2 integrally formed thereon and arranged thereabove. The engine here illustrated is of the type particularly adapted for use in connection with model aeroplanes and the Cylinder is, therefore, provided with a plurality of vertically spaced radial cooling fins I3. The upper end i4 o f the cylinder is closed and the spark plug I5 carried thereby extends into the cylinder for igniting the fuel The upper` surface of the platform is formed at substantially its middle with a pair of laterally spaced lugs 2 3 between which is' pivotally mounted the breaker arm 30. The arms 3l and 35 of the breaker extend at Opposite sides of the pivot andare rockablejaboutva horizontal axis. `The arm- 3| extends Ythrough a slot provided in the adjacent endv of thecover member 28 and the portionextending exteriorly of the cover is bent Y downwardly to abuttingly engage the boss portion 2l of the f ace plate. The boss portion is essentially circular in cross section except for a flattened section 3g andthe peripheral surface of the boss provides a `cani for rocking the breaker arm about its pivot. A coil spring 33 interposed between the arm 3l land the top ofthe cover member 28 ,operates to hold the outer end of the breaker arm impressed engagement with the cam surface ofthe boss wherebythe rotation of the boss with the crankshaft will cause the contact 34 carried by the arm 35 to move into and out o f engagement with the stationary contact 3.6.

As best illustrated in Figurev 1, the stationary contacte Provided with, e* laterally extending spring arm 31 which is secured to the top of the cover member by means of the screw 38. The shank portion of the screw extends upwardly through the spring arm and through the housing and is enclosed by a rubber grommet 39 which insulates the same from the cover. The portion of the shank extending above the cover` is provided with a pair of retaining nuts 4U for receiving and retaining the terminal of an electrical conductor therebetween. An insulating strip 4I extends from the grommet intermediate the spring arm 31 and the cover member whereby the adjusting screw 42 extending through the top of the cover above the contact 36 may be actuated to adjust the stationary contact 36 toward or away from the movable contact and to hold the same in a fixed position relative thereto at all times.

The throttle operating mechanism 43 is mounted on a tubular extension 44 which extends from the cylinder l2 in a direction opposed to the bearing extension I8 of thek crankcase. The internal bore 45 of the extension constitutes a fuel passage which communicates at its inner end with the lower end f the cylinder and at its outer end with the atmosphere. The extension is enlarged, as at 41, intermediate its ends, the side 48 of the enlarged portion being laterally offset to provide an essentially thick wall 58 and the side 49 thereof being open to receive the plug 5I. The plug is essentially circular in cross-section and the longitudinal axis thereof extends transversely of the fuel passage. A relatively large bore 52 extends diametrically through the plug and the plug is rotatable to move the bore into and out of register with the passage. The bore is of substantially the same diameter as the fuel passage and rotation of the plug to the position illustrated in Figure 3 will close communication of the fuel passage with the atmosphere. 0n the other hand, if theplug is rotated to the position illustrated in Figure 2, thebore will be in full register with the fuel passage to open communication of the fuel passage with the atmosphere. Y

The essentially small tubular member 53 extends axially through the plug and transversely of the large bore 52. The opposite ends 54 and 55 of the tube extend beyond the ends ofthe plug and the end 55 thereof extends through the essentially thick wall 50, the last-mentioned end of the tube being closed by a filler plug B. The vertical passage 51 in the wall 50 communicates at one end with the internal bore 58 of the tube through the port 64 and the otherend thereof receives the fuel supply pipe 59. The cover 60 of the fuel tank depends from and is formed integral with the extension 44 at a point directly below the enlarged portion 4 1. A11 exteriorly screw-threaded annular lip 6| is formed on the bottom surface of the cover which lip detachably receives the fuel bowl B2. The fuel supply pipe extends into the bowl and below the normal surface of the fuel therein as clearly illustrated in Figure 1. V

YThe tube 53 communicates with the large bore of the plug through essentially restricted ports 63 and the needle valve 65 is threadedly received by the extending end 54 ofthe tube, the pointed end 65 thereof being arranged and extending through an internal annular bead 81 formed in the tube intermediate the port 64 and thev ports 63. A coil spring 68 is interposed-between the outer face of the plug and the enlarged head portion of the valve, which valve may be threaded axially along the tube 55 whereby the size of the opening between the tapered end thereof and the annular bead 61 may be selectively regulated.

In order to start the engine, the supply of air to the cylinder should be materially reduced or eliminated altogether and'fes'sentially raw fuel supplied thereto. The handle 89 extending radially from the outer end of the plug 5l may be manually grasped to effect rotation of the plug'within the enlarged portion of the extension 44. If the plug is rotated so that the large bore 52 is not in register with the fuel passage 45, the portion of the passage communicating with the atmosphere will be closed. In order that the fuelmay have access to the cyl- 'inder we have provided the essentially small bore 10 which operates as an automatic choke and which affords direct communication between the large bore and the fuel passage when the plug is in the above-mentioned position. The fuel maythen' be drawn from the fuel bowl by the suction created in the crankcase during the compression stroke of the piston, the fuel flowing through Ythe fuel supply line 59 and into the passage 51 where it is discharged into the tube 53 through the port 64. I The flow of the fuel along the tube 53 is controlled by the adjustment of the needle valve; however, the fuel has egress from the tube through the' ports 63 and into the large bore 52 from which it has egress into the fuel supplypassage 45 through the essentially small bore 10. The above positioning of the plug will thus prevent atmospheric air from being introduced into the cylinder but will'assure an adequate supply of fuel.

It is well known that it is highly desirable that the spark timing device be disposed in a retarded position when the engine is being started or operated at a slow speed and that it is necessary that the same be moved to an advanced position as the'speed of the engine is accelerated. In view of the fact that the positioning of the'spark timing device is so closely corelated with the speed of the engine we have provided means for coordinating the movements of the'spark timing device 22 and the throttle operating mechanism 43.

The engine body is formed intermediate the bearing extension I8 and the tubular extension 44 with a'peripheral groove 1l and the ring 12 is mounted forV rotation therein. The ring comprises semi-circular sections 13 and 14 the ends of which are arranged in overlapping relation and connected by the pivot pins 15. The ends of the pins extending above the ring are formed with enlarged spherically curved heads, one of which heads receives the universal connection 16. The connection is carried by one end of the link 11 the opposite end 8| of which link is pivoted to the projecting end of the plug 5I adjacent its peripheral edge. The plug 5l rotates about a horizontal axis and the ring 12 moves about a Verticalaxis, however, the link 11 uniquely connects the parts so that manual actuation ofthe plug will effect a corresponding rotation ofthe ring. The portion of the ring which extends in closest proximity to the spark timing device is provided with a depending apron 18 the bottom edge of which is provided with beveled'gear teeth 19 which mesh with the beveled gear teeth 88 formed on theinner end of the sleeve 25. Rotation of the ring will, therefore, effect a corresponding rotation of the vsleeve to adjust the position of the spark timing device relative to the actuating cam of the crankshaft.

When the plug is positioned to move the small bore 'i0 into register with the fuel passage,cthe link 'I1 will be disposed in the dotted line position illustrated in Figure 1 and the ring 'l2-will be rotated about the body of the engine to move the spark timing device to a retarded position. If the throttle lever is then advanced slightly so that a small quantity of atmospheric air may flow through the bore 52, the advancement of the spark timing device will be negligible and-it is essential for the bestoperation of the engine that the spark timing device be advanced but slightly during the initial advancement of the throttle. The slight advancement of the spark timing device during this initial operation-of the throttle lever is assured by theunique association of the link with the plug. By inspecting Figure l it will be seen that the initial rotation of the plug will move the end 8| of the link a relatively great distance in a vertical direction but that only slight lateral movement thereof will be effected. It is the lateral movement of the link which'effects rotation of the ring and movement of the spark timing device. However, as the throttle is advanced toward the fully open position, the advancement of the spark timing device will be accelerated because of the fact that the end 8| of the link will be moving toward the top portion of its arc and relatively faster horizontally than vertically. It may thus be seen that we have coordinated and synchronized the actions of the choke, throttle and spark timing device so that each is automatically and properly positioned by the simple expedient of operating the throttle control lever.

By making the extension li separate from the body and joining the same thereto by a fluid-tight connection the same may be rotated 180 and the universal connectionv l5 engaged With the other of the pivot pins'l. If this construction is followed the engine may be operated with equal eiiicacy in eitherl an upright or invertedV position.

In the form of our invention illustrated in Figures 6 and '7, the projecting end of the plug l is formed at its periphery with a segmental section of gear teeth B2. A collar 83 is carried by the extension and its opposite edges 84 and 85 are formed with gear teeth 8'6.and 8T, the teeth 81 having a driven engagement with the teeth 82 of the plug. The portion of the ring 'I2 disposed below the collar 83 is provided with an upturned flange portion 133r the edge of which is formed with gear teeth 8S, which teeth mesh with the gear teeth 8S formed at the inner end of the collar. The opposite side of the collar is similarly formed with a: dependingv apron having gear teeth 19 which meshwith the teeth 8G of the sleeve for effecting rotation ofthe sleeve relative to the crankshaft.

The construction, of the second form of the invention, other than as described above, `is identical with the construction rdescribed for the first form of the invention. 'Y

In operation, manual rotation of the plug 5| will effect a rotation of the collar 83 about the extension 44 and the rotation of the collar will move the ring about the body. Movement of the ring in the above manner will advance and retard the spark timing device in the manner hereinbefore described.

It is to be understood that the forms of our invention, herewith shown and described, are to beftaken as preferred examples of the same, and

thatl various changes in the size, shape and arrangement ofi parts may `be resorted to without departing from the'spirit of our invention, or scope of the, appendedclaims. Y

Having thus `described our invention, we claim:

1. In an internal' A'combustion engine having a body portion, a spark timing device and a throttle arm, gear means. carried by the spark timing device, gear means mounted for rotation about said body portion and meshing with the rst gear means, and a connecting link pivoted to the. throttlearm and' to the second gear means whereby actuation of the throttle arm will act through the medium off the said-gears to actuate the spark timing device.

2. In an internal combustion engine, a crankcase having a bearing extension for receiving the crankshaft of the engine, a spark timing ldevice operated by the crankshaft and including a circular gear portion mounted for rotation about the said bearing extension, aring mounted for rotation Vin a` peripheral groove in the` crankcase,

3. In `an vinternal combustionengjine, anupstanding crankcase having a horizontal bearing 'f extension for receiving the crankshaft of the engine, a spark timing device Yoperated by the crankshaftV and includingl a.eircular gear portion mounted for rotation-about the said bearing extension-a ring mounted for-rotation in a periph-eral groove in the crankcase, said ring having a depending apron provided with gear teeth meshing with the gear portion of the spark timing device, a throttle lever swingable` vabout a horizontal axis for regulating the fuel oW to the engine, and a connecting` link pivoted to the ring and tothe throttle `lever at one side of its pivot so that positioning of the throttle leverin the choke position will dispose the attached .end of the link at the-bottomr of its swing whereby the initial advancementofthe lever will effect a substantial upward swinging ofthe linky but relatively lslight lateral movement. thereof to rotate the ring and whereby furtheradvancement of the throttle lever will effect a more rapid lateral movement ofk the llink to, in turn, effect accelerated actuation of theV ring. n

4. In an internalhcombustion engine, an upstanding crankcase havingv a horizontal bearing extension for-receiving the crankshaft, a spark timing 4device operated byk the crankshaft and including a circular gear portion mounted for rotation about the saidbearing.extension, a ring mounted for rotation in a peripheral groove in the crankcase, said ring having a depending apron provided with gear teeth meshing with the gear portion of the spark timing devica and a throttle lever operatively associated with the said ring in a manner fwhereby initial movement, of the throttle arm to increase the flow offuel to the engine will effect Vonlyvslight movement of ther sparktiming Vlldevicerelativreto the crankshaft but whereby further; actuation o f the throttle lever will effectfa more rapid relative movement of the spark'timin'g device.

5. In an engine, a spark timing device movable about a horizontal axis, a ring movable about a vertical axis, gear means connecting the ring and spark timing device, a throttle lever swingable about a horizontal axis for regulating the fuel flow to the engine, anda connecting link pivoted to the ring and to the throttle lever at one side of its pivot so that positioning of the throttle lever in the choke position will dispose the attached end of the link at the bottom of its swing whereby the initial advancement of the lever will effect a substantial upward swinging of the link but relatively slight lateral movement thereof to rotate the ring and whereby further advancement of the throttle lever will effect a more rapid lateral movement of the link to, in turn, effect accelerated actuation of the spark timing device relative to the said crankshaft.

6. In an engine provided with a fuel intake passage having communication with the fuel chamber of the engine and with the atmosphere, means for regulating the flow of fuel through the passage comprising a plug extending transversely of the passage and having a relatively large bore movable into register with the passage to permit atmospheric air to have access to the fuel chamber and movable out of register with the said intake passage to prevent atmospheric air from having access to the fuel chamber, and a relatively small bore connecting the large bore with the side of the passage communicating with the fuel chamber when the large bore is in a non-registering `position to close communication between the fuel chamber and the atmosphere.

7. In an engine yincluding a fuel intake passage having communication with the fuel chamber of the engine and with the atmosphere, a plug arranged in obturating relation with the passage, said plug having a relatively large bore movable into and out of register with the fuel passage and a relatively small bore effecting communication between the large bore and the side of the passage communicating with the fuel chamber when the said large bore is out of register with the passage, and a fuel supply means having exclusive communication with the said large bore.`

8. In an engine including a fuel intake passage'having communication with the yfuel chamber of the engine and with the atmosphere, a plug arranged in obturating relation with the passage, said plug having a relatively large bore movable into and out of register with the fuel passageY and a relatively small bore effecting communication between the large bore and the side of the passage communicating with the fuel chamber when the said large bore is out of register with the passage, a fuel supply means having exclusive communication with the said large bore, and valve means for regulating the flow of fuel into the said large bore.

9. In an engine including a fuel intake ,passage having communication with the fuel chamber of the engine and with the atmosphere, a plug arranged in obturating relation with the passage, said plug having a relatively large bore movable into and out of register with the fuel passage and a relatively small bore effecting communication between 'the large bore and the side of the passage communicating with the fuel chamber when the said large bore is out of register with the passage, a relatively small tubular member extending through the passage and communicating therewith through essentially restricted ports, and a fuel supply line opening into the tubular member for supplying fuel to the large bore through the said ports.

10. In an engine including a fuel intake passage having communication with the fuel chamber of the engine and with the atmosphere, a plug arranged in obturating relation with the passage, said plug having a relatively large bore movable into and out of register with the fuel passage and a relatively small bore effecting communication between the large bore and the side of the passage communicating with the fuel chamber when the said large bore is out of register with the passage, a relatively small tubular member extending through the passage and communicating therewith through essentially restricted ports, a fuel supply line opening into the tubular member for supplying fuel to the large bore through the said ports, and vvalve means for regulating the flow of fuel through the said ports.

1l. An engine body having a crankcase provided with a lateral extensionv and a cylinder provided with a lateral extension, a sleeve rotatably mounted on the said last extension and having oppositely directed gear parts, a throttle arm provided with gear means meshing with one of the gear parts of the sleeve, a spark timing device rotatably mounted on the first extension and including a gear part, and a ring mounted for rotation about the body intermediate the said extensions, said ring including a rst segmental gear means meshing with the other gear part of the sleeve and a second segmental gear means meshing with the gear part of the spark timing device.

12. An engine body having a 'crankcase provided with a lateral extension and a cylinder provided with a lateral extension, a spark timing device mounted for rotation on the said first lateral extension, a ring mounted for rotation about the body and having a driving connection with the spark timing device, a throttle lever,

-and a sleeve mounted for rotation on the second lateral extension having a driven connection with the throttle and a driving connection with the said ring.

13. In an engine having a fuel intake passage communicating with the fuel chamber of the engine and with the atmosphere, a crankshaft, and a spark timing device movable relative to the shaft, a manually rotatable plug arranged in obturating relation with the fuel passage, said plug having a relatively large bore movable into register with the fuel passage to open communication between the fuel chamber and the atmosphere and out of register therewith to close communication with the atmosphere and a-relatively small bore leading from the large bore and opening into the fuel passage when the said large bore is in the said last-named position, and means coordinating the movements of the plug and the said spark timing device .whereby the spark timing device will be in a retarded position when the small bore is in register with the fuel passage and in an advanced position when the large bore is positioned to open communication between the fuel passage and the atmosphere. y y

ROY D. LLOYD.

ROBERT L. GARDNER.'

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