US2441369A

US2441369A - Safety device

Info

Publication number: US2441369A
Application number: US558918A
Authority: US
Inventors: Olson Elmer; Stanley M Udale
Original assignee: Individual
Current assignee: Individual
Priority date: 1944-10-16
Filing date: 1944-10-16
Publication date: 1948-05-11
Anticipated expiration: 1965-05-11

Description

May 1 1, 1948. E. OLSON ET A1. '2,441,369

SAFETY DEvIcE A l Filed oct'. le, 1944 A the roller 22 in engagement Patented May 11, V1948 derlei?.I f

. SAFETY DEvIcE Elmer` lson', Ferndale, and Stanley M7.' Udale,-

Detroit, Milch.. assignors. te George M. Holley and Earl. Hillier Application @tiene 16, 1944. serial No. 558.918

The object of this invention is to protect a marine engine from excessive-speed. When a. boat is traveling fast'in a rough sea, rough enough to raise the propeller out of' the vvater, theengine which drives the boathas. a; tendency= to g' race, and excessiveen-erl-e speeds.v are attained. The specinc object of this invention is to temporarily close the throttlerandto simultaneously interrupt the fuel ow. I

Figure 1 shows the Vention. f

Figure 2 shows a simpler alternative construction.

Figure 3 shows a cross-sectional elevation through plane I33 of- Fig-ure'l.

Description-Figure 1 In the gure, I is the air entrance, 29 is the `fuel nozzle, 30-3I are the discharge outlets for the fuel nozzle between the throttles I3 and 4. The air-fuel mixture is compressed in an engine driven supercharger contained in housing 10. 68 is the fuel chamber controlled by the diaphrams 24 and 25. The fuel inlet ||0 admits fuel past the fuel needles and I I2 into the chamber 68. These fuel needle valves and II2 are connected to the diaphragm 25-24 in a. well-known manner. The pressure on the diaphragm is controlled by the air chambers 26 and 21, which are connected by the air passage 8|. 'I'he chamber 86 is vented to the atmosphere through the opening 9|. The fuel outlet II is provided with a restriction 28, which is controlled by a needle valve I2, which in its turn is controlled by a le- Ver 2|, the movement of which is controlled by a roller 22 riding on a cam I9. A spring 20 keeps with the cam I9.

'I'he throttles I3 and I4 are Icontrolled by in termeshing gears I6 and I1 and a gear I5, the axis of which carries the cam I9 and is operated by lever 92. The lever 92 is connected to a piston 93, which slides in a cylinder 94, in whi-ch is a spring 95; cylinder 94 carries a stop 96 to limit the outward movement of piston 93. A manually-operated throttle lever |09 is connected to the left-hand end of the rod |08, which projects from the cylinder 94. The pressure inside the cylinder 94 is the pressure inside the chambers 26 and 21 because a flexible rubber tube 91 connects the inside of the cylinder 94 with the chambers 26 and 21. A passage 98 connects chambers 26 and 21 and the cylinder 94 with a chamber 99, which ycommunicates through, an opening I 00 with the throat of the variable venturi formed by throttles I3 and I4. An armature preferred form oi" inf 2v Y |04V carrying a valve' |02 which is attracted by an electric solenoid. 0.3 whenever the dif.- ferential switch 86lv admits the current from a battery 8-1 through a conductor |04. The valve |02 is arranged to'control passage 98. v A centrifugal governor lthrough a lever l0 operates the differential switch 86,- the governor being driven from the engine by the shaft, 84. The differential switch is adjusted to complete the circuit at 2800 revolutions per minute and to open the circuit at 2500 revolutions perminute. Figure i3` shows how the differential switch S'I'operates.

- Operation- Figure 1 When the speed exceeds a predeterminedsneed, such as 2800 revolutions per minute, the governor 85 operates the differential switch 86 energizing the solenoid I 03 which raises the armature 0| and thus the valve |02 and to admit the suction effect in the chamber 99 into the chambers 26-21 and into the inside of the cylinder 94. The throttles |.3-I4 are thus closed at the same time the suction in the chambers 26-21 prevents the fuel flowing along the passage When the speed falls to 2500 revolutions per minute, the diierential switch 86 is opened, the armature |0| being released by the solenoid |03 and the suction in the chambers 26 and 21 is destroyed. 'I'he suction in the cylinder 91 is also destroyed so that the spring 95 reopens the throttles and the atmospheric air pressure admitted past opening 9| into the chambers 26 and 21 restores the normal flow of fuel.

Description- Figure 2 Operation-Figure 2 The valve |02', when open, admits suction: from the passage 98 to the flexible pipe 91 whenk the supercharger pressure exceeds the pressure corresponding to the spring 13. When the supercharger pressure 10 exceeds the value corresponding to the compression spring 13, the valve |02 rises and the application of suctionto the cylinder 8'4 causes the throttle lever 92 to move clockwise, closing the throttles I3 and i4. At the same time, suction applied to the chambers 26 and 21 causes the diaphragms 2d and 25 to shut olrl the supply of fuel. Meanwhile the suction in the chambers 2'6 and 21 is transmitted through the passage 11 to the chamber 14 where it assists the compression pressure in cylinder 12 in compressing the spring 13. Hence, the valve |02' remains open until the revolutions per minute of the engine has fallen to the desired numf ber of revolutions per minute, but before the enair inlet passage gine stalls. The compression from the' super-` charger then descend and the engine is restarted.

Without the passage 11, the valve |02 would hunt. The engine should run slowly long enough to permit the operator to close the throttle if thev propeller had been lost. If the propeller had merely raced due to it being raised free of the Water by a wave, then it would automatically pick up speed without any attention from the operator.'v The pipe 98 is connected to the throat of the venturi ll3-30 through the opening |00, therefore, no pressure above atmospheric presure can ever exist in the pipe 98.

What we claim is:

l. A safety device `for an internal combustion engine having an engine driven supercharger, an air inlet passage leading thereto, a throttle valve therein, an engine suction pipe connected to said inlet passage on the engine side of said throttle, a control valve in said suction pipe, means responsive to the supercharger pressure for opening said control Valve when the supercharger pressure exceeds a predetermined value, means.

responsive to the engine suction thus controlled falls permitting the Valve |02" to 4 for holding said valve open and for shutting off the fuel supply until the supercharger pressure falls a predetermined number of pounds per square inch.

2. A. safety device for an internal combustion engine having an engine driven supercharger, an leading thereto, a throttle valve therein, an engine suction pipe connected to said inlet passage on the engine side of said throttle, a control valve in said suction pipe, means responsive to the supercharger pressure i or opening said control Valve when the supercharger pressure exceeds a predetermined value, means responsive to theV engine suction thus controlled for maintaining the valve in the open position and for holding the throttle closed until the supercharger-pressure has fallen a predetermined number of pounds per square inch below the pressure at which said control valve opens.

ELMER OLSON. STANLEY M. UDALE.

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

UNITED STATES PATENTS England. Dec. 6, 1935