US2426740A - Engine control - Google Patents

Description

F. c. MocKV ENGINE -CQNTROL sept. 2, 1947.

fff;

Filed Jan. 29, 1957 INVENTOR. ank C. Moc

ATTORNEY.

Patented Sept. 2, 1947 ENGINE CONTROL Frank o. Mock, south Bend, 1nd., assigner, by

mesne assignments, to Bendix Aviation Corpov ration, South Bend, Ind., a corporation of Dela-4 ware vApplication January 29, 1937, Serial No. 123,063

1 59 Claims. (Cl. 123-119) This invention relates to internal combustion engines and more particularly to fuel mixture controls for internal combustion engines.

An object of the invention is to provide a fuel mixture control foran internal combustion enjmined power outputv which will be maintained constant irrespective ofthe temperature and pressure of the atmosphere.

Other objects and features of the invention will beapparent from the following/description taken in connection with the accompanying drawings, in which:

Fig. l is a somewhat diagrammatic showing of the improved fuel mixture control as applied to an internal combustion engine.

Fig. 2 is a fragmental view showing the manual fuel control in the increased fuel position.

Fig. 3 is a showing of a modified form of control mechanism.

Fig. 4 is a showing of a modified form of ingine which will automatically deliver a correct 5 stalling the bellows in the exhaust manifold.. fuel and air mixture throughout a wide range in Referring to the drawing, and particularly to atmospheric pressure. I Figs. 1 and 2, theengine is represented at I Another object of the invention is to provide a. which is provided with an exhaust manifold 2, device for a fuel injection engine that will prean air inlet manifold 3 and a fuel injection pump vent the delivery of an ov er-rich fuel and air mix- .4 which is manually controlled by apparatus ture at high altitude. hereinafter described. The fuel pump comprises Another object of the invention is to provide a plungers 6, one for each engine cylinder, which fuei mixture control which will vary the mixture are reciprocated by cam 1 acting through the in accordance with the density of the air'charge 15' bell-crank 8, fuel being drawn in. through pipe 9 in the engine. and injected intothe engine cylinder through Another object of the invention is to provide pipe II and nozzle I2. -The cam 1 is axially slida fuel mixture control which will vary the fuel able upon the splined shaft I3 by bell-crank I4 mixture in accordance with a number of having projections I6 extending into the groove variables, including the temperature and prescollar I1. The Pump is shown in an intersure in the intake conduit and the temperature mediate fuel position `and the quantity of fuel and pressure in the exhaust conduit. injected at each stroke of the plunger is increased Another object of the invention Ais to provide when the cam 1 is`moved downwardly and dea control for a fuel injection engine having a creased when itis moved upwardly. Movement manual fuel control that will tend to reduce the of the cam is obtained through the manually fuel supply when the air pressure controlled operated control rod I9 pivotally secured to bellthrottle reaches substantially its wide open posicrank 2|, one arm of whichis provided with a tion. roller 22 which is movable within the cam groove Another object of the invention is toiprovide a 23 of lever 24 which is connected with bell-crank control for a fuel injection engine that will for- I4 by rod 26. The above described linkage is so cibly move the manual control toward a decreased arranged that movement of rod I9 toward the fuel position when the air throttle reaches subleft, as viewed in Fig. 1, moves the cam 1 downstantially its wide open position. wardly to increase the fuel and movement of the Another object of the invention is to provide a rod I9 toward the right moves the linkage in a contro1 for a fuel injection engine having an air 35 manner to. decrease the fuel. Bell-crank 2l is pressure controlled throttle in which the throttle provided with a hollow extension 21 in which is valve may be manually moved from its extreme mounted a spring pressed plunger 28 having a open and closed position. roller 29 which is adapted to move over the sur- Another object of the invention is to provide face of arm 3l ,of the bell-crank lever 32 which an automatic mixture control that will deliver a 40 is pivotally mounted at 33 on the fixed bracket constant fuel charge regardless of the external air 34, it being noted that lever 24 is also pivotally pressure. mounted on the xed bracket at 36. Lever 32 is Another object of the invention is to provide 4operatively connectedwith throttle valve 31 by an automatic mixture control that will enable an rods38 and 38', both of which are pivotally con' airplane pilot to set his engine for a predeternected at 40 `with lever 42 and rod 38' having a pivotal connection with the throttle operating lever at 39, the connecting linkage between throttle 31 and bell-crank 32 being so arranged that opening movement of the throttle causes'the bellcrank to rock inga counter-clockwise direction against the forceof spring 4I. In order to provide against closure of throttle 31 and too greatan enrichment of the mixture, in the event of a failure of bellowsv 44 or 53, it is desirable to incorporate a safety feature. To .this end casing amano 21 is provided with an arm 25 projecting beneath the'lever 3| and'adapted to limit its downward movement. The outer end of lever 3| has its under side of such a contour that in the event4 of failure of either or both bellows, spring 4| will force the lever against arm 25. Althoughr the mixture will be enriched by failure of the bellows, it will not be enriched beyond the point at which the engine will not operate. 'I'he quantity of fuel injected into the engine at each stroke of the pump is positively controlled by manual operaf tion of rod |9,'but the operation of throttle 31 is dependent on the pressure within the air inlet manifold 3. Movement 'of the throttle valve in accordance with the manifold pressure is 'accomplished by connecting the rod 38 with arm 42 of a bell-crank lever, the arm 43 of which is connected to an evacuated bellows' 44 secured to the inner side of air tight casing A46. The bellows 44 may be evacuated to any desired degree and is preferably formed of some inherently elastic material whereby the bellows will'expand when the pressure within the casi'ng 46 is reduced. The engine intake manifold pressure is transferred to casing 46 by conduits 48 and 49 which are connected to points spaced in the direction of ow within the manifold. Conduit 48 is preferably of a larger capacity than conduit 49 in order that the pressure within casing 46 shall-be substantially the same as the pressure within-manifold 3.

In the construction shown in Fig. 1, pipe 46 is connected to the inlet manifold y3 some little distance on the down-stream Vside of the connection leading to pipe 49. Therefore, at all times there will be a circulation through casing 46 and the bellows 44 will be subjected to the temperature of the inlet manifold as well as the pressure. If the bellows 44 is not completely evacuated, or if it contains a fluid, it will expand both in accordance with the temperature and static pressure of Vthe manifold. The dif` ferential in pressure between the two spaced points may be increased somewhat by the use of Venturi tube 5|, the use of which is recommended,` as it will enable the apparatus to function properly when used in connection with a supercharger, not shown, which may be connected to the lower end of the inlet manifold. The throttlefvalve 31 'is also controlled in accordance with the pressure and temperature of the exhaust gases within .conduit 2 by means of an .expansible bellows 53 which is-secured to the housing 46 and has its movable end secured to thek upper extension of lever 42 'at 54. The

,interior of bellows 53 is connected through pipe 56 to an expansible bellows 51 located in the interior of the exhaust conduit 2. In sorrne cases it-may be desirable to control bellows 53 only by the pressure of the exhaust ,gases and in such cases the bellows 51 may be shielded from the hot gases by locating the bellows in a recess as shown at 60 in Fig. 4, or by the use of a suitable baille 65. Bellows 51 and` 53, as well as conduit 56, are preferably filled with a fluid which will expand with temperature and also cause bellows 53 to expand when the bellows 51 is compressed by the pressure of the exhaust gases within exhaust conduit 2.l A manual adjustment of the bellows is effected by means of a headed screw 58 which is connected to the lever 43 by a tension spring 6|.v It will .be noticed that by a proper 'selection of spring 6| and the angularlty of lever arm. 43-the balancing force of spring 6| upon the bellows may be made substantially constant for various positions of the .arm acted upon by the` spring '6|v will be in'- creased, therefore by a proper .selection of levers the bellows may be substantially balanced in all of its positions. Throttle valve 31 is provided with an arm 62 which is mounted on the throttle shaft 63 and in substantially the wide open position of -the throttle valve is adapted to contact the operating member 64 bf the control valve generally designated at 66; The control valve 66 comprises a housing 61, the interior of which isconnected to a source of oil pressure by pipe 68 and .is drained by pipe 69 through a bushing 1| having grooves 12 and 13 which are connected to the interior of the bushing by radial holes 14 and 15. Within bushing 1| is slidably mounted a piston valve 19 having 'relieved portions 9| and 82. Piston 19 is normally urged toward the vleft by spring 84 which abuts against the removable plug 96; In the normal position of the valve, conduit 81 is alignedwith relief portion 62 whereby any fluid in 81 may be drained out through pipe 6 9 and there isno connection between-pressure pipe 68 and conduit 81. Conduit 81 is connected to the interior of casing '69 in which is slidablymounted a ,piston'9| normally urged to itsinner` position by spring 92. Piston 9| is provided with a rod 93 having an enlarged head 94located in the path of movement-of roller 96which isfsecured to leverl 2|.

Inthe form ofthe invention shownin Fig. 3,

the operating member 64 is actuated by an evacu atedbellows 98 which is secured 'to a fixed member 99, the bellows 98 being evacuated to 'anydesired degree and preferably -formed of 'an elasticmaterial wherebyfa decrease of pressure causes the bellows to expand and move thecontrolling member 64 toward the right.

' '11; being noted that the mechanical advantage of the lever32 to compress the spring 4| is increased and the throttle valve 31 can operi further for any given intake manifold suction.y

The operation of the above described mechanism up to this point is quite similar to my copending application, 'Serial' No. `r618,380, filed June 20, 1932.

IfV the abovefdescribe'd fuel control be installed y on an airplane', the throttle 31 will follow the operation of the manual fuel control and deliver the correct proportion of fuel for all ordinary altitudes, but it will be understood that under certain conditions of extreme high altitude or decreased atmospheric pressure, the vthrottle valve may be wide open and still not permit enough air to enter the engine vto give a correct mixture for the quantity of fuel injected. This point may be. designated -as the critical position of the apparatus. and in order to secure a correct 4mixture the operator must either manually reduce the fuel or descend tf. t region of higher pressure.

In the present invention a means has been provided whereby the fuel control will be auto- I matically moved to ay decreased fuel position when the throttle valve is wide open. 1 For eilectis so located with respect to lever arm 62 that in substantially the wide open throttle position the plunger 19 will be pushed toward the right and groove 13 will be broughtinto communication with groove .12 by means of the relieved portion 8l. The pressure Within groove 13 is trans-f ferred to the casing 89 by means of conduit 81 and piston 9| is moved upwardly to contact roller 96 and positively-move the manual control to reduce .the fuel. Thechange in the fuel control position changes the position of roller 29 with l respect to 3i and the spring Il iseifective to'partially close the throttle 31 and permit plunger 19 to return to the position shown. in Fig. 1 wherein the pressure within the casing 89 is relieved and the spring 92 acts to return the into the engine under a constant intake manie fold pressure increases somewhat at high altitudes because of the decreased back pressure in the exhaust manifold, therefore means has been incorporated to compensate for this action.

It has been discovered that the weight of air charge taken into the cylinder will vary with the temperature and pressure of the exhaust gases, because of the space occupied and the heat transferred from the residual exhaust gases remaining in the cylinder at the top of the exhaust stroke. It is, therefore, necessary to take into account the pressurev and possibly the temperature of` the exhaust in obtaining a, throttle action which will accurately measure the amount of the intake charge per cylinder. Where the vexhaust manifold stacks are short and individualfor each cylinder, a satisfactory approximation may be obtained by asuming that the exhaust pressure is that of the external atmosphere, but when the exhaust is confined or restricted, a direct transfer of pressure and temperature is preferable. The pressure and temperature of the exhaust gases have therefore been utilized to further modify the throttle action, and an increase in either exhaust gas pressure or temperature will increase the pressure of the fluid within bellows 51 and partially close throttle 31. l

It may, now be seen that by reason of the control of the throttle in accordance with exhaust gas pressure, that theair charge is varied with changes in exhaust gas pressure in a manner tol keep the charge constant for any given intake manifold pressure. This is very desirable lbemanifold pressure atthe desired point after the throttle has attained its wide open position. It

will be apparent that indicator. i lflwill s how au.; correct reading of the unit mixture chargesen-,h tering the engine and there Vwill bev no danger of the operator unwittingly operating the engine with a greater horsepower than is desirable.

In the form of theinvenuon shown in Fig. 3,y the operating member 64 is actuated by means-of the evacuated bellows 98 whenever the external pressure reaches apredetermined minimum and v the manual fuel control is moved toa decreased position in the same manner as that described for the form shown in Figs. l and 2. It will be noted `that in the improved control, herein before described, the throttlevalveposition is determined by the conjoint action of intake temper-` l ature and pressure, exhaust temperature and pressure, and the position of the manual fuel` contrai and that theposition of the throttle in turn acts to reduce the fuel at substantially its wideopen position.

While certain embodiments of the invention. have been illustrated and described, it is understood that the showing and description are illustrative only and the invention is not regarded as limited to the forms shown and described, or otherwise, except by the terms of the following claims: v

What is claimed is: u

l. In a fuel mixture control for anengine, a fuel pump, an air conduit anda throttle therefor, means forcontrolling the fuel pump, means f for controlling the throttle to increase the air cause heretofore there has been danger of overloading the engine at high altitudes -wlth a coni stant inlet manifold pressure, because of the inherent increase in horsepower due to reduced back pressure of the exhaustgases.

In the present invention the charge per cylinder and the horsepower of the engine remain constant at all altitudes and the quadrant I I0 may be For example, Yif the ow as the fuel is increased, and means controlled by the throttle at substantially its wide open position for limiting the movement ofthe fuel pump control in the direction to increase the fuel.

2. In a fuel mixture control for an engine, a l

fuel pump, an air conduit and a throttle therefor, means for controlling the fuel pump, means for controlling the throttle to in :rease theair flow as the fuel is increased, and means controlled by throttle position for positively moving the pump control to a reduced fuel position at the wide open position of the throttle.

3. In a fuel mixture control .for an -internal combustion engine, means for supplying fuel to the engine, an air conduit and a throttle therefor, means for controlling the fuel supply means, means for controlling the throttle to increase the air supply as `the pressure in the air conduit is decreased, and means operated at substantially Wide open position of the throttle to' limit movement of the yfuel 'controland to keep `the fuel supply less than a predetermined amount. l

4. In a fuel and air mixture control for fan engine, manual means for controlling ythe fuel, autmatic means. for. controlling the air, said automatic means including a plurality of mutually coacting pressure responsive members that for, a manually actuated element controlling the fuel feed, means responsive to conduit pressure for controlling the throttle, power controlled means for moving the element toward a decreased 7 fuel position, and means operable at substantially wide open throttle position for supplying power to the power controlled means. Y

6. In a control for fueland air feeds to an engine, a control of the fuel feed, a control of the air feed in accordance with engine intake manifold air pressure for controllingthefuelair ratio, and means for modifying one oi'- said feeds in response to variations in the tempera.- ture of the'engine exhaust gas and to variations in the exhaust back 'pressure resulting from variations in altitude.

open throttle position to cause the servo motor to reduce the fuel supply.

12. Engine fuel-air ratio control means.y and means actuating said control means to regulate said fuel-air ratio withchanges of engine speed,

vmanifold pressure and exhaust pressure.

13. In a fuel mixturecontrol for an internal combustion engine. a fuel pump, an air conduit '7. In a fuel mixture control forv an internall I lcombustion engine, a fuel pump, an air conduit and a. throttle therefor, a manual control for the fuel pump, means responsive to conduit pressure for controlling the throttle, fluid pressureI actuated means for moving the manual control toward a decreased fuel position, and means actuated by the throttle at substantially the open position thereof for supplying duid pressure to means movable with the fuel feed control to cause the throttle to admit an'increased air supply when the fuel is increased, means controlled by the temperature and pressure of the exhaust gas for controlling the throttle position and throttle operated means arranged to positively control the fuel feed and reduce the fuel supply at substantially wide open throttle position. y

9. In a control for fuel vanil air feeds to an engine, a manual control for one of said feeds, an automatic control of the other of said feeds in accordance with engine intake manifold air pressure for controlling the fuel-air ratio," and means for modifying one of said feeds in response to variations in the temperature of the engine exhaust gas and to variations in the exhaust back pressure resulting from variationsin altitude.

10. In a fuel mixture control for an engine, a fuel feed, an air conduit and athrottle therefor, manual means for controlling the fuel feed, mea ns actuated by air pressure ,tending to open the throttle as the pressure is reduced, means movable with thefeed control resiliently opposing the openingmovement of the throttle and arranged to progressively decrease the opposition as vthe fuel feed control is moved toward an increased fuel position. and power actuated means fory positively moving the, manualfuelcontrol means toward a 'decreased fuel position, said power actuated means being actuated by the throttle at substantially its wide open position.

l1. In a fuel mixture control for an internal combustion engine, a fuel pump, an air conduit and a throttle therefor, manual means for con- --trolling the fuel pump, means actuated by air pressure tending to open the throttle as the pressure is reduced, means movable with the pump controly resiliently opposing the opening movement of the throttle and arranged to progressively decrease the opposition as the fuel pump control is moved toward an increased fuel position, anormally inactive servo motor adjacent the manual fuel control arranged to force the control a predetermined amount toward a decreased fuel position, and a" control member for the servo motor arranged to .be operated at substantially wide and a throttle therefor, a manual control for the v fuel pump, a pressure operated member operatively connected with the throttle to vcontrol thel same, means for subjecting said pressure operated member to air conduit pressure, said pressure operated member -being arranged to open the throttle as the' pressure in the conduit is reduced, a lever connected with the throttle andmovable thereby. a resilient device movable with the fuel control, said device contacting said lever in a manner to opp'ose opening of the throttle, and said device being movable with respect to said lever in a manner to decrease the effective lever length and the opposition -to throttle open-y ing when the fuel control is moved toward increased fuel position, a pressure operated device A adjacent the fuel control arranged to force the same toward a decreased fuel position when pressure is applied to the device, and a. valve operated by the throttle and arranged to supply pressure to the pressure operated device only when the throttle is in substantially the wide open v position. l

14. In a fuel mixture control for an internal combustion engine, a fuel pump, an air conduit and a throttle therefor, a manual control for the fuel pump, a pressure operated member operatively connected with the throttle to control the same, means for subjecting said pressureyoperated member to air conduit-pressure, said pressure operated member being arranged to 'open the throttle as the pressure in the conduit is reduced, a lever connected with the throttle and movable thereby, a resilient device movable with the fuel control, said device contacting said lever in a manner to oppose opening Aof the throttle, and said device being movable with respect to said lever in a manner to decrease the effective lever length and the opposition to throttle opening when the fuel control is vmoved toward inl creased fuel position, a pressure operated device adjacent the fuel control arranged to force the same toward a decreased fuel position when pressure is applied to'the device, and a valve operated by the throttle and arranged to supplyfpressure to the pressure operated device only when the throttle is in substantially the wide open position, said valve having a relief opening associated therewith which is uncovered by the valve to relieve the pressure on the. device when the throttle is moved toward the closed position.

15. In a. fuel mixture control for an engine, a fuel feed, an air manifold and a throttle therefor, a manual control for the fuel feed, means for controlling the throttle in accordance with the and a throttle therefor, a manual control for the fuel feed, means for controlling the throttle in accordance with the fuel control position, means `responsive to engine exhaust both `of said heat responsive means being diii'erentially operative to control the throttle in a manner to open the throttle upon an increase vin either conduit temperature or exhaust 'gas temperature, both of said heat responsive means being exposed to air conduit pressure and responsive thereto in amanner to open the throttle when the pressure is decreased.

17. In a fuel mixture control for an internalv combustion engine, a fuel pump, an air conduit arranged tok have increased mechanical advantage when the fuel control is in the decreased fuel position, a bellows sealedunder a predetermined pressure, said bellows being operatively con-` nected with the throttle in a manner to open the same when the bellows is expanded, means for vsubjecting the bellows to the pressure of the air conduit at two points in the conduit having a and a throttle therefor, a manual fuel pump control, a linkage for controlling the throttle in accordance with the position of the pump 'control, conduit pressure operated means connected throttle opening when the exhaust temperature is increased. 1

18. In a fuel mixture control for an engine, e fuel feed, an air conduit and a throttle therefor, a manual fuel feed control, alinkage for controlling the throttle in accordance with the position of the feed control, conduit pressure operated means connected with said linkage tending to open the throttle-as the conduitY pressure is reduced, means for exposing said conduit pressure operated means to air conduit temperature in e, manner to increase the throttle opening when the air conduit temperature is increased, expansible means exposed to the engine exhaust gas and connected with said linkage in a manner to increase the throttle opening when the exhaust temperature is increased and means actuated by the throttle only at substantially its wide open position for forcing the fuel feed control toward a decreased fuel position.

19. In a fuel and air mixture control for an engine, manual means for controlling the fuel, automatic meansl for controlling the air, said automatic means including a plurality o'f mutually coacting pressure responsive members that are .operatively connected to the throttle and to the fuel control whereby the throttle is conjointly controlled in its operation by variations in fuel control position, exhaust gas pressure, exhaust gas temperature, air conduit pressure and air conduit temperature. i

20. In a fuel and air mixture controlfor an engine, manual means for controlling the fuel, automatic means for controlling the air, said automatic means being subjected to and conjointly controlled in its operation by variations in fuel control position, exhaust gas pressure, exhaust' gas temperature, air conduit pressure and air conduit temperature and means controlled by the throttle arranged to reduce the fuel' supply only at substantially wide open throttle position.

21. In a. fuel mixture control for an internal combustion engine, a fuel pump, an air conduit and a throttle therefor, a fuel pump control, means for moving the throttle including a pivoted lever, resilient means movable with the pump control, -said resilient means being arranged to contact the lever andto move relatively thereto in a manner'to vary the mechanical advantage of the resilient means, said resilient means being pressure differential between them, a second bellows containing an expansible fluid, a, pipe in communication with the interior of the second bellows, said pipe 'having its other end closed and exposed to the engine exhaust gases, and s aid bellows 'being operatively connected with the throttle in a manner to open the same when the. bellows is expanded. y

22. Engine fuel-air ratio control means, and means actuating said control means to regulate said fuel-air ratio with changes of engine speed, manifold pressure, exhaust pressure and an operative temperature. 7

23. In a fuel and air mixture control device for an internal combustion engine, a fuel pump,

an air conduit connecting the engine with the atmosphere and an air-pressure actuated throttle therefore, a manual control for the fuel pump includinga lever, movable stop means arranged in the path ofvsaid lever, and atmospheric pressure operated means arranged to move said stop means to limit the movement of the manual control toward the increased fuel position when the atmospheric pressure is reduced below a prey determined value.

24. In a fuel and air mixturev control device for an internal combustion engine, a fuel pump, an air conduit connecting the engine with the atmosphere and an air-pressure actuated throttle therefor, a, manual control for the fuel pump including a lever, movable stop means arranged in the path of said lever, and means including a sealed bellows exposed to'i atmospheric pressure arranged to move said stop and limit the movement of the lever toward the increased fuel position when the atmospheric pressure is reduced below a predetermined value.

Y25. In a fuel mixture control for an engine,

the combination of a fuel pump, an air conduit l and a throttle control therefor, means for controlling ther fuel pump, uid pressure actuated means for controlling the throttlein accordance with engine air conduit pressure, and a stop associated with the pump control and so located as to limit throttle movement in the event of failure of the uid pressure control.

26. In a fuel mixture control for an engine, the combination of a fuel pump, an air conduit anda throttle control therefor, means for controlling the fuel pump, air conduit pressure actuated means for controlling the throttle in accordance 28. In a fuel mixture control for an engine,

means for supplying fuel` to the engine, an air conduit anda throttle therefor, a manual control forthe fuel supply, air conduit` pressure ture.

Aactuated means for, controlling the throttle, ex- -haust .gas pressure actuated means for modifying the action of the vair conduit pressure actuated means, and means for modifying the action of ing a fuel feeding device, an air conduit and a throttle therefor, a manual control for the device, means movable by the manual control for controlling the throttle in accordance with the fuel charge, means operated by air conduit pressure for controlling the throttle, and means actuated by exhaust-gas temperature for controlling the throttle.

31. In a fuel mixture control for an engine havinga fuelfeeding device, an air intake conduit and a throttle therefor, a manual control for the device, means movable by. the manual control for controlling the throttle in accordance with the fuel charge, meanslfor controlling the throttle in accordance with exhaust gas pres- 1 sure, and any indicator movable by the manual control for indicating the quantity of the air charge passing through the conduit.

32. In a fuel mixture control for an internal combustion engine, having a fuel and air feeding device including an air conduit and a throttle therefor, a manual control for the device, means movable by the manualcontrol for obtaining a desired quantity of air and fuel charge, and means pressure modied bythe exhaust gas temperature and pressure to maintain said quantity of air charge while the manual control remains set in a fixed position under changes of entering air pressure and temperature.

36. In a fuel mixture controlfor an internal ycombustion engine, a fuel feed', an air conduit and a throttle therefor, a means for controlling the. fuel feed, a manual means for controlling the throttle to regulate the air flow as the fuel is increased, and means for positively moving the f-uel feed control to a reduced fuel position at a predetermined position of the throttle.

3'?. In a fuel mixture control for van internal combustion engine, means for supplying fuel to the engine, anair conduit and a throttle therefor, means for controlling the fuel supply, means for controlling the throttle to regulate the -air flow as the fuel is increased, and means responresponsive to air conduit temperature to maintain said quantity of air charge while the manual control remains set i `n a xed position under changes of entering air pressure a'nd tempera- 33. In a fuel mixture control for an internal combustion engine, having a fuel and'air feed-- ing device including an air conduit and athrottle therefor, a manual control for the device, means movable by the manual control for obtaining a desired quantity of air and fuel charge, and means responsive to air conduit temperature and the pressure of the engine exhaust gas to maintain said quantity of air charge while the manual control remains set in -a fixed position under changes of entering air pressure and temperature.

34. In a fuel mixture control for an internal combustion engine, having a fuel and air feeding device including an air conduit and a throttle therefor, a manual control for the device; means movable by the manual control for obtaining a desired quantity of air and fuel charge, and means responsive to air conduit pressure and to exhaust gas pressure and temperature to maintain said quantity of air .charge while the manual control remains set in a xed position under changes of entering. air pressure and temperature.

sive to exhaust gas pressure for controlling the throttle.

38. A method of mixing fuel and air for an in- V ternal combustion engine having a fuel pump i,

including manually controlling .theow of fuel through the pump and controlling the air flow by the exhaust gas pressure.

39. In a fuel and air feeding system for an internal combustion engine, means for feeding fuel to the engine, an air conduit and a throttle therefor, means controllingvthe f-uel'feed, means for controlling'the throttle to increase the air flow as the fuel is increased, and means becoming operative at substantially wide open position of the throttle for moving the fuel feed control toward a reduced fuel position.

40. In a contro1 for fuel-air feeds to an engine, a control of the fuel feed, a control of the 'engine intake manifoldair pressure for controlling the fuel-air ratio, and means for modifying the fuelair ratio according to engine exhaust gas pressure.

41. In a control for fuel-air feeds to an engine, a contro1 of the fuel feed, a control of the air feed in accordance with the engine intake manifold -air pressure and temperature to thereby control the fuel-air ratio, and means for modifying one of said feeds in response to 'variations in engine exhaust gas pressure.

42. In a control for fuel and air feeds to an engine, a control of the fue1 feed, a control of the air feed in accordance with engine intake manifold air pressure for controlling the fuel-air ratio, and means for modifying one of said feeds in response to variations in the pressure and temperature of the engine exhaust gas.

43. In a charge forming device foran internal combustion engine, means for supplying fuel to the engine in accordance with engine speed, manual means for controlling the fuel supply and vfor controlling the engine intake manifoldair pressure to thereby control the fuel-air ratio, and means responsive to the pressure of the engine exhaust gases and ,operative in a direotionto de- `pressureof the exhaust gas for `controlling the y relative amounts of fuel and air to control the fuel-air ratio.

45. The invention defined in claim `44 comprising in addition iluid pressure responsive means' 5 becoming operative when the throttle reaches substantially Wide open position for moving the fuel feed controlling elementl in a, direction to reduce the fuel feed.

46. In a control for an internal combustion enl gine having an air supply conduit and a throttle therefor, a manual control operatively related to the throttle for obtaining a desired engine charging pressure, and means responsive to variations in the pressure and temperature of the engine exhaust gas for modifying the throttle position while the manual cpntrol remains set in a fixed position.

47. In a control for an internal combustion engine having an air supply conduit and a throttle therefor, a manual control operatively related to the throttle for obtaining a desired engine charging pressure, and means responsive to the pressure and to the velocity of the air in the conduit posterior to the throttle for modifying me throttle position.

48. An engine fuel and air control device including means for controlling the engine fuel and air feeds, and means operatively connected with said first mentioned means for varying at least one of said feeds with changes of engine manifold air pressure and temperature, surrounding atmospheric pressure and engine speed.

49. Engine fuelinjection rand air supply system including first means for modifying the supply of one of said fluids, namely fuel and air, operative in a direction tending to increase the fuel to air ratio with increase of the engine manifold air pressure and with decrease of the engine manifold air temperature and atmospheric pres- 4o sure, and additional engine operative condition responsive means for altering said supply independently of saidk flrst means.

50. A hydraulically controlled fuel injection system having valve means for regulating .the engine fuel supply, means responsive to changes of manifold air pressure, of manifold air temperature, of atmospheric pressure, and of an additional engine operative temperature, and an operative interconnection between said means.

51. Engine fuel-air ratio control means, and means responsive to changes of manifold pressure and temperature and exhaust pressure actuating said control means to regulate said fuel-air ratio automatically.

52. Engine fuel-air ratio control means, and means responsive to changes of exhaust lpressure and temperature actuating said control means to regulate-,said fuel-air ratio.

53. Supercharged engine fuel-air ratio control 60 means; and manual regulating means and means responsive to changes of induction pressure and temperature between supercharger and engine and exhaust pressure actuating said vcontrol means to regulate said fuel-air ratio.

54. Engine fuel-air ratio control means, and manual regulating means and means responsive to changes of exhaust pressure and temperature yactuating said control means to regulate said ratio. l

55. Charge forming device including Venturi means to keep the engine fuel supply substantially proportional to the engine air supply; mixture control means regulating the ratio of proportionality between said fuel and air supplies; and means responsive to changes of exhaust pressure and temperature operatively connected with said mixture-control means to regulate said mixture ratio automatically.

56. In a control for an internal combustion engine having an air supply conduit, an engine throttle in the passage for variably controlling the power developed by the engine, a manual control operatively connected to the throttle, and means responsive to variations in the pressure of the engine exhaust gas and operative throughout the major portion of the throttle operating range for modifying the throttle position.

57. In a. control for an internal combustion engine having'an airsupply passage means, a manual control operatively connected to an engine speed-controlling throttle in the air supply passage means, and means responsive to,variations in the pressure of the engine exhaust gas connected to an engine speed-controlling throttle in the air passage means and operative during periods of normal temperature operation to modify the throttle position.

V58. In a control for fuel-air feeds to an engine, a control for one of said feeds, a control for the other of said feeds in accordance with the engine` intake manifold air pressure and temperature to thereby control the fuel-air ratio, and means for modifying ne of said feeds in response to variations in engine exhaust gas pressure,`

59. Supercharged engine fuel-air ratio control l means, and manual control means and means responsive to changes of engine speed, induction pressure between supercharger and engine, and exhaust pressure operatively connected with said ratio control means to control said ratio.

` FRANK C. MOCK.

REFERENCES CITED The following references'are of record in the ille of this patent:

*Wright Feb. 17, 1931 Certificate of Correction Patent No. 2,426,740.

FRANK C. MOCK It is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows:

Column 10, line 26, claim 23, for the Word therefore read therefor; line 55, beginning With 26. In a fue strike out all to and including control in line 63, com- 'l prising claim 26; column 11, line 25, before engine insert ntemal combustion; for the claims 110W numbered 27 through 59 read 26 to 58 respectively; in the heading to the printed specification, line 8, for 59 Claims read 58 Claims;

and that the said Letters Patent should be read With these corrections therein that the same may conform to the record of the case in the Patent Oflice.

Signed and sealed this 7th day of December, A. D. 1948.

THOMAS F. MURPHY,

Assistant 'ommz'ssz'oner of Patents.

September 2, 1947.

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