US2259656A - Internal combustion engine fitment - Google Patents

Description

Oct. 21, 1941. w. NEUMANN y INTERNAL COMBUSTION ENGINE FITMENT 2 SheeLs-SheerI l Filed Aug. 12, 1938 2 l 7 m d no 5 .v .0 ad h m n Jal; o0 nel', @wmf 'Oct 21, 1941. w, NEUMANN INTERNAL coMBUsToN ENGINE FITMENT Filed Aug. l2, 1938 2 Sheets-Sheet 2 Fly. a

VAYAVAVAVA'AV Patented Oct. 21, 1941 Y Willy Neumann,

Rollberg, Uber Bernau, near Berlin, Germany Application August iz, 193s, serial 105224,61 In Germany August 12, '1937 4 13 Claims. (Ci. 123-102) 'Ihls invention relates to an improved device for attachment to internal combustion engines.

An object of the present invention is to avoid excessive Wear upon the parts of an internal combustion engine of the high compression type.

It is known that internal combustion engines when subject to constant load at high speeds of revolution, for instance when used in automobiles travelling along modern automobile roads, wear rapidly, in that due to the constant high loading ofthe engine, bearings and pistons wear,

and valves burn. The wearing of the pistons and bearings, is due to the breaking down of the oil iilm or to general lack of lubrication; and the burning of valves is due to lack of adequate cool-- ing by reason of a bad metallic contact of the valve on its seat due to carbon deposit or dirt on the valve seat. Automobile engines are today not able to withstand the loading put upon them by travelling for long periods of time on full throttle.

.According to the present invention, at times when the engine is running at full throttle, the fuel mixture and if desired also the ignition is periodically cut o for a short time, for instance for one second. The speed of the vehicle during this period of relief for the engine will be reduced one or two miles anhour when the vehicle is travelling for instance at sixty miles an hour, which need hardly be considered, and would hardly be noticed bythedriver.

if the fuel mixture at each period of relief is only cut oil' from one of the cylinders, then no perceptible reduction of the motive output would occur. The engine however, which will be turning at for instance, 3,000 revolutions per minute when driving the vehicle at 60 miles an hour, will run free during this relief period for iifty revolutions, so that during thisfifty revolutions the contacting surfaces of cylinder and pistons, the main bearings and the ends of the crank shaft will be able to collect again a further oil nlm. Also the valves Ican cool in this relief period and the valve seats clear themselves, so that the danger of their burning is reduced to a minimum.

The cutting oi of the fuel mixture, as also if desired, the cutting olf of the ignition during the relief periods, are preferably effected by auxiliary devices which are independent of the carburettor throttle.

A hand operated switch arrangement is preferably provided which is put into action at full load condition oi the engine, and operates for instance automatically every two minutes the ignition coil for the motor, so that the cutting in and out is independent of the driver.

One form of construction of the device operating independently of the carburettor is shown by way of example in the drawings, lin which- Figure 1 is a fragmentary view of a carburetor intake manifold of an internal combustion engine showing means operatively connected thereto for shuttingoff the fuel supply and opening the circuit of the ignition system of the engine.

Figure 2 is a view partly in cross section of an electromagnet constituting the actuating mecha.

nism for said means.

Figure 3 is a view of a four cylinder internal combustion engine and diagrammatically showing the circuit for controlling the circuit of the ignition system of the engine.

Figure 4 is a longitudinal sectional view of a connection between the carburetor and intake manifold showing an auxiliary valve for momentarily shutting oli' the fuel supply to the engine and an atmospheric inlet between said valve and intake manifold.

Figure 5 is a cross sectional view of the connection shown in Figure 4.

Figure 6 is a diagrammatic view of means for periodically shutting olf the fuel supply to an engine arranged with a priming pump.

Figure 7 is a view of a four cylinder Dieselengine showing the embodiment of the inventio applied thereto.

In carrying out the embodiment of the invention shown in the accompanying drawings, a tubular member i is interposed between a carburetor 2 arranged with the usual throttle valve 2a and the intake manifold 3 ofan engine i3 and said member i being provided with a throttle valve @L Said valve is adapted to be actuated to position to close the passage through the member I by an eiectromagnet coil 6 through a pair of pivotally connected links 5, 5a having the free end of link 5 connected to the valve d and the free end of link 5a pivoted to one end of a plunger core 8 slidably mounted in the coil 6. When r the coil 6 is de-energized, the valve 4 is urged to open position by a spring l connected at the opposite ends to the engine manifold 3 and an intermediate portion of the link 5, as shown in the dot and dash line position in Figurel.

The circuit of the electric ignition system of the engine is adapted to be opened simultaneously with the shutting off of the fuel mixture from the carburetor 2 to the intake manifold 3 by the auxiliary valve 4. To accomplish this purpose, the plunger core 8 is -provided with a pin 9 extending axially from the end of said plunger core opposite the end connected to the link 5a, as

shown in Figure 1. When the plunger 3 is drawn into the coil 6 by the energization of saidcoil,

the ratio of the gearing I l. 2.0 and 2l. Theshaft I3 may be rotated by an electric motor instead of 3 toward the contact I9 actuating said contact into engagement with a contact II mounted in spaced relation with the contactlll. The contacts III and II are connected in the electric cir-4 cuit of a coil forming a part of the ignition system of the engine, so' that the engagement of the contact I with the contact II will short circuit said ignition coil (see Figure 3), and the circuit of the ignition system is opened when the valve 4 is actuated to closed position by the energization of coil 6. v

Figure 2 shows the normal .position of the plunger core 8 when the coil 6 is de-energized and the pin 9 is positioned to permit the contact I0 to assume a position out of engagement with the contact II. plunger core 8, the valve 4 is in open position and the electric circuit of the ignition system is closed, whereby the engine is operating in its usual' manner.

The electromagnet coil 6 is energized from a source of electricity which may be the source of electricity for the ignition system of the engine, such as a storage battery, as indicated at I4 in Figures 1 and 3, and the circuit .of said coil 6 is controlled by an intermittently operative circuit breaker, as diagrammatically shown at I2 in Figure l. The circuit breaker is adjusted to intermittently close the circuit of the coil 6 at predetermined time intervals of short duration.l whereby the valve 4 is actuated to close the communication between the carburetor 2 and the intake manifold 3 by the coil 6 through the core 3 and links 5, 5a, and open the electric cir-v cuit of the ignition system of the engine .through the short circuiting action of the contacts I0 and II".

The control device comprising the coil 6, core 8, links 5, 5a, pin 9 and contacts I0, II shown in Figures 1 and 2, are shown connected in the electric circuit of the ignition system of an internal combustion engine, I3 in Figure 3. In said Figure 3|, the intermittently operative circuit breaker I2 is shown as comprising a pair of contacts I5 consisting of a fixed contact electrically grounded in the engine block I3 by conductor I5a. other contact is carried by a resilient arm electrically connected to the source of electricity I4 and normally positioning said contact out of engagement with the fixed contact, and adapted to be intermittently actuated to engage the fixed contact by a cam I9 arranged on the periphery of a disk I1 mounted on a rotatable shaft I6. The shaft I6 is rotated from the engine shaft 22 In this normal position of the being rotated from the engine, shaft 22. The controlling means 5, [for the valve 4 may be 'placed in automatic operation by the operator of the vehicle through a switch located on the instrument board of the vehicle and diagrammatically shown at 23 in Figure 3 as being interposed in the connection between one terminal of the coil l and the lsource of electricity. The circuit -of the coil 5 is completed by grounding the other terminal in the engine block I3, so that it is connectedto the conductor I5a of the contact Il. In Figure 3, the ignition system of the engine I3 is shown as comprising spark plugs 24, there being one spark plug for each cylinder of the engine, a distributor 25 having four iixed contacts electrically connected with the spark plugs and a contact maker electrically connected with a coil 25l having a primary winding 26a`electrically' connected in the circuit of c0116 and the contact II, so that closing of the circuit of the coil 6 by the contacts I5 will actuate the plunger core 8 into the coil 6 and the contact I0 by pin .9 into engagement with contact II which will short circuit the primary winding 26a and intermittently open the circuit of the ignition system simultaneously with the shutting off of the fuel supply by the valve 4. The feed of fuel to the engine may be interrupted without opening the ignition circuit of the engine by omitting the pin 9 and contacts Ill, II and the circuit thereof with theprlmary winding 26a. f The valve 4 may not completely close the passage in the connecting member I when it is actuated to closed position by the energization of the The..

through a gear I9 fixed on'the shaft I6 and meshing with a gear 20 meshing with a worm gear 2l fixed on the engine shaft 22. When the cam I6 engages the resilient contact arm of the contacts I5, the electromagnet coil 6 is energized and the plunger core 3 is drawn into said coil and the valve 4 is actuated to close the communication between carburetor 2 and intake manifold 3 and interrupt the feed of fuel to the engine I3. In the present illustration of the invention, the interruption in the fuel feed will occur upon each revolution of the disk I1. This intermittent closing of the valve 4 may be varied by changing c'oll 6 with the result that fuel will be fed to the intake manifold 3 when it is intended to completely shut off the fuel feed to the engine. This incomplete closing of the valve i for any reason may Abe overcome by introducing air into the manifold which will produce a fuel mixture which is too lean or weak to ignite. 'I'his is accomplished by providing a perforation 21 in the connecting member I between the valve 4 and the intake manifold 3 to constitute an inlet for atmospheric air, and a disk 29 mounted on a shaft 28 rotatably mounted in the member I, and by which shaft the valve 4 is pivotally mounted in the member I. 'I'he disk 2'9 is arranged with a, perforation 36 adapted to be positioned in registry with the perforation 21 in the closed position of the valve 4, as shown in Figures 4 and 5, so that the air is drawn into the manifold 3 only when the valve 4 is in closed position. The disk 29 is actuated simultaneously with the opening of 'the valve 4 under the influence of the spring 1, to position the perforation 30 out of registry with the perforation 21, and prevent air from entering the manifold 3.

In Figures 6 and 7, the invention is shown to be adapted toy control the feed of fuel -to an engine arranged with a priming pump and particularly to a Diesel engine, and comprises a two-way valve 32 rotatably mounted in an enlargement in a pipe 3| for delivering fuel/from a primary pump 43 to a `jet spray nozzle 44 arranged in the compressionchamber of an engine 42. In Figure '1, there are shown four pipes 3| and four jet spray nozzles 44, one pipe and nozzle being for each cylinder of al four cylinder engine. The valve 32 is adapted to control the delivery of fuel to the nozzles 44 and return of the fuel to a fuel supply tank 45 through pipes 33 connected at one end to the enlargements in pipes 3I and at the opposite ends in communication with tank Il, asshown in Figure '7. The valve'll is actuated to predetermined positions by electromagnetic means similar to the electromagnet l, I shown in Figures 1 to 3, inclusive, andcomprising a coil I8' mounted on the exterior of the engine l2 adjacent each valve 32 land a plunger core 3i slidable in the core and operatively' connected' to the valve 32 through a link connection 34. The cores -35 are normally positioned out of the coils Il by a spring 3l', and the links 34 are connected to the valves 32 and cores 3B to actuate the valves to open the communication between the priming pump 43 and nozzles M when' the cores 3l are out of' the coils 36, as shown in Figure 6, and close said communication when the cores are drawn into ,the coils. The coils. are` in ,electric circuit with a source of electricity,"such as a battery 31, and said 'circuit is Vnormally open and adapted to be momentarily closed by a circuit makercomprising an annular series of equidistantlyl spaced and'v normally open contact makers 38 equal in'number tothe number of cylinders of the -engine A42, there being in the present instance four of such contact makers.

v v2. A method of controlling internal combustion engines independently. of" the speed ot the 1 engine, which consists in interrupting the supply 'cianv ignitable 'fuel mixture to the engine for short intervals of time', at periodic intervals.l

V3'. A method of controlling multi-cylinder internal combustion engines independently of thespeed of the engine, which consists in interrupting the operation oi the cylinders successively for of time.

5. A method of controllingcombustion independently of the speed of the engine, which consists in-weakening the fuel mixture to'the engine-below the ignition point ofthe mixture at l periodic intervals of time. Y

6. A method of'controlling internal combusl tion engines 'independently of the speed yof -the and each contact maker is interposed in the electrical connection between 'a coil38 and the bat@ tery 31. The' contact makers are successively closed by a cam 40 arranged onthe periphery of successively actuate the valves 32 to close the portion of the pipes 3| leading from the valves to the nozzles 44 lfrom the portion of the pipes 3| leading from the valves to the priming pump I3, whereby the feed of fuel to each cylinder of the engine 42 is momentarily interrupted at predetermined spaced intervals of time. This interruption in the feed of fuel'to the engine is automatic and may be placed into operation or dis` continued at the option of the operator through the actuation of a switch mounted at a convenient place, such as the instrument board of a motor vehicle, and interposed in the circuit of the coils 3d as shown in a diagrammatic manner at 5d. in Figure 7. When the coils 36 are energized the valves 32 will be actuated to open communication between priming pump 43 and supply tank t5.

The embodiment of the invention shown in Figures 6 and 7 may be applied to an internal combustion engine by inserting a valvein the fuel feed pipe to the carburetor in place of the valves 32 whereby an electromagnet 36, .35' wouldengine, which consists in interrupting the operation of the engine for short intervals of time at periodic intervals.

cally interrupt the fuel mixture supply to the engine for short intervals of time, and means to engine, which consists'of partially shutting oft thefuel mixture from the engine and adding pure air to the portion of the ignitable. fuel mixture passing to. the engine to dilute said mixture below the ignition point for short intervals of time at periodic intervals of time.'

7. A'device for attachment tolinternal-combustion engines, consisting of means to periodibring said interruption means into operation.

8. A device Vfor attachment to internal combustion engines, consisting of a pipe connection adapted to be fitted between carburetor and engine, means to control extra air ow into said connection, `means to periodically operate said control, and means to bring said control into operation.

9. A device for attachment to internal combustion engines comprising means to vary the fuel mixture by air dilution over a range beyond its point of ignition, an electromagnet operating said means, and means to periodically open and close the circuit of said `electromagnet for yshort intervals of time.

10. A device for attachment to internal com-v bustion engines, comprising means to vary the fuel mixture by air dilution over a range beyond its point of ignition, an electromagnet operating. said means, means to periodically open and close the circuit of said electromagnet for short intervals -of time, and means t'o simultaneously short circuit the ignition of the engine.

1l. A device for attachment to internal combustion engines, comprising a pipe connection adapted to be inserted between carburetor and engine, an air inlet therein, means to cover said air inlet, means to periodically displace said coverin'g means, means to operate said displacing means at regular'intervals of time for short periods ottime, and means to set said operating means into action. y

12. A device for attachment to internal combustion engines, comprising a pipe connection adapted to be inserted between carburetorand engine, a throttle valve therein,. an electromagnet, a movable core in said electromagnet, a connection between said core and lsaid throttle valve, a periodically operated automatic circuit breaker in the circuit of said electromagnet, and means to bring said circuit breaker into operation.

13. A device for attachment to internal combustion engines, comprising a pipe connection adapted to be inserted between carburetor and ,A

bring said circuit breaker into operation, apair of contacts in the ianition circuit of the engine. and means oontrollina' the opening and closing ot said'contacts and connected to the core of said WILLY NEUMANN.

5 electromaanet.

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