US2644438A

US2644438A - Gaglio

Info

Publication number: US2644438A
Authority: US
Publication date: 1953-07-07
Anticipated expiration: 1970-07-07

Description

July 7, 1953 d l o. GAGLlo 'l 2,644,438

sEMIAUIoMATIc IGNITION coNIRoL- DEVICE Filed Sept. 29, 1950 5 Sheets-Sheet 1 INVENTOR OSWALD GAGLIO O. GAGLlO SEMIAUTOMATIC IGNITION CONTROL DEVICE July 7, 1953 f5 sheets-sheet -2 Filed Sept. 29, 1950 INVENTORl oswALD GAGLIO July 7; 1953 0.1'GAGLI0 2&544438 l mm'ron'rrc IGNITION CONTROL DEVICE Filed sept'. 29, 195o s sheets-sheet s IN V EN TOR.

Patented July 7, 1,953

SEMIAUTOMATIC IGNITION CONTROL DEVICE Oswald Gaglio, Nice, France Application September 29, 1950, Serial No. 187,543- Y f .In France September 30, 1949 It is convenient to resort to the reduction in pressure in the gas intake of an internal combustion engine 'for controlling through a piston s claims. (01.123-117) 2 like equivalent member that is submitted to no elastic pressure beyond that due to the depres- Y sion inthe engine and the movements of lsaid or. a diaphragm a handle adjusting the timing ofthe ignition or a movable plate Yhoused in-A side the Delco ignition: means for adjusting same. v c

Such prior devices were actuated by the reduction in pressure provided. by the suction exerted by the engine onthe carburetter and their con,-

nection with the latter was located a few millimeters ahead ofthe throttle valve in its closed position.` Consequently, atthe :beginning of acceleration when the throttle valve has executed t 1/5 of its stroke, the suctioniat the opening in the connection considered at a maximum. contradistinction, the remaining 4/5 of the stroke do not even increase the suction but, reduce it by three quarters as the engine picks up. v

In other words, during a complete acceleration ofthe engine, the reduction in pressure in the connection is practically zero. Consequently the engines provided with a suction operated corrector for the timing of'ignition will rattle under slow running conditions by reason of the exaggerated suction or else they are submitted to delay at high speeds asthe reduction in pressure does not actrany longer.

.It is practically impossible to compensate the adjustment providedvunder A'such conditions by providing the piston or diaphragm with a regula-r tor spring as if its actionuhad for its result as lesser reduction in pressure at low speeds, and

Inv

consequently a less advanced ignition,`it cannot provide a more advanced ignition at high speeds.

vancedignition Vthat is synchronous with the Y stress required from the engine. As a matter of fact, the synchronizing spring-on4 whichY the engine exerts its rsuction',y is extremelyA sensitive. Accordingvtogmy present invention, the opera- On the other handandfthroughther to my invention.

element are transmitted to the ignition timing means through an intermediary link that is held iloatingly between two extreme positions by two antagonistic springs mounted between two stops carried by the end of the intermediary link on one hand and, on the other hand, a correcting lever through which said link passesk Furthermore said link and said lever correcting the stroke-limiting device are mounted inside a closed casing rigid with the casing of the Ymake and break gear.

In accompanying drawing: Y y f Fig. l vis a diagrammatic view of a stabilizing device for the timing vo1 the ignition according Figs. 2 and 3 show two modifications thereof.

f Obviously, the embodiments illustrated by way of a mere exemplication may be modified within the scope of accompanying claims. n

Turning to Fig.v 1, the carburetter 2 provided with a throttle valve 3 is connected through the port I with a pipe 4 leading to the cylinder 5 inside which may move a piston 6; vthe latter is urged towards the Ibottom of said cylinder by a Y spring 'I submitted to an adjustable pressure by a screw 8 over which isscrewed a locking counter nut 6. The -head of the piston 6 is coupled through a link I0 with a lever II pivotally secured at I2 and connected through a connecting rodI3 with adisc I4 for correcting the timing ofl ignition, said -disc I4 being keyed to the shaft I5 of the timing device I6 of the so-called Delco type. I y

To the end of the'lever'v is pivotally secured a `stop I1 acting through its bent end I8 on the counter nut forming the end of a strap I9 pivotally secured 'to the lever Il through the rod 20 and a compensating spring ZI engaging freely a vlongitudinal slot 2v2 in said rod 20.

y The strap I9 isA also pivotally secured through Y a link 23 with the lever 24-controlling the throttion Yof the arrangement may in a preferred embodiment include a piston, diaphragm or the tle valve in theI usual manner.`

The suction plate I4 providing for advanced ignition, said plate being driven in proportion with the rate of depression.

The piston 6 that is urged forwardly during its displacement is however stopped in its travel as the lever II carries along with it the stop I'I that is urged back by the strap I9 by reason of the pressure exerted on the latter by the spring of the control or accelerator pedal actuated by the driver.

By reason of the difference in lengths between.

the arms of the lever pivotally secured at I2, the

stroke of the stop I'I is double that'of the point of connection between the piston 6 and the link I; as one i'lfth of the acceleration of the carburetter as provided by the throttle valve 3 corresponds to a travel by mm. of the strap- IB, the shifting of the lever I I at the point of connection thereof with the piston is only equal to 2.5 mm.

In other words, the advance of ignition for one iifth of acceleration is only one half that that would be obtained without the stabilizing system disclosed. Any other fraction of acceleration depending on the ratio between the arms of the lever may also be contemplated.

The auxiliary compensating spring 2l that is drawn along by its rod 20 through the agency of an upper key and by the strap i9 is operative only beyond two fifths of the acceleration stroke. This provides compensation for the lack of depression exerted on the lever I I controlling the plate I4.

In Figs. 2 and 3, the pipe 4 connected with the admission into the engine opens into the cylinder 5 inside which may move freely the piston 6; the head of said piston 6 is coupled as precedingly with the connecting rody controlling the disc :l controlling the timing of ignition and keyed to the camshaft I5 of the timing device.

The connection between the head of the piston S and the link IS is performed through the agency of an intermediary link I0 sliding freely inside an opening provided in the correcting lever II adapted to pivot round the point I2. The intermediary link I0 passes thus at a point of its length through the lever II against which bear, on either side thereof, two springs acting in opposite directions 26 and 1 engaging respectively the head of the piston 6 and a terminal stop 3| carried by the link Ill in the vicinity of the main link or connecting rod I3. It is thus apparent that the link I0 is oatingly mounted with reference to the lever II whereby it is possible for it to follow the movements of the piston 6 controlled by the suction applied to it andto oppose said movements to a slight extent.

The spring 26 forms thus a spring adapted to synchronise the advanced ignition; it is submitted to the low depression in the engine and exerts its action freely and accurately without being disturbed by the mechanical means controlled by the accelerator. On the other hand, the spring 'I forms a conpensating spring submitted to the mechanical actionof the lever II when the depression is too weak. i

Furthermore, a connecting rod 23 controlled by the accelerator pedal acts, through the agency of the lever 33 pivotally secured to a stationary point, on a compensating rod 2B adapted to shift, through the agency of the springs 2l and 2|', the correcting lever II through which said rod 20 passes. The spring 2l forming the main compensating spring provides for compensation of the total depression exerted by the engine while the spring 2l or accelerating spring promediary link 4 vides for adjustment of the pressure exerted by the spring 2| on the compensating or correcting lever II. Said lever II acts on the inter- IIl through the agency of the springs 'i and 26 described hereinabove so as to modify the adjustment obtained.

The embodiment illustrated in Fig. 3 diers from that of Fig. 2 merely through the replacement of the piston 6 by a diaphragm or membrane S made of rubberised canvas for instance, that is mounted and that acts in the same manner as the piston 2. The operation of the arrangement illustrated in Figs. 2 and 3 is similar to that disclosed with reference to Fig. l and it is not necessary to describe it any further; it

What -I claim is:

l. In a semi-automatic control system for the ignition timing mechanism in internal combustion engines provided with a carburettor including a throttle valve controlled by an accelerator pedal, the combination of a shiftable member submitted to the suction prevailing in the vicinity of the throttle valve, a link operatively connected with said member and controlling the timing mechanism, a correcting lever pivotally secured through one end to a stationary point and operatively engaging, at a point of its length, the link connected with the first` member, a compensating lever, a floating connection between said compensating lever and the free end of the correcting lever and means controlled by the accelerator pedal and adapted to act on the correcting lever, and therethrough on said link, in the direction corresponding to advanced ignition when the 'throttle valve opens between a predetermined position and maximum opening.

2. In a. semi-automatic control system for the ignition timing mechanism in internal combustion engines provided with a carburettor including a throttle valve controlled by an accelerator pedal, thecombination of a shiftable member submitted to the suction prevailing in the vicinity of the throttle valve, a link operatively connected with said member and controlling the timing mechanism, a correcting lever pivotally secured through one end to a stationary point and operatively engaging, under floating conditions, at a point of its length, the link connected with the iirst member, a compensating lever, a floating connection between said compensating lever and the free end of the correcting lever and means controlled by the accelerator pedal and adapted to act on the correcting lever, and therethrough on said link, in the direction corresponding to advanced ignition when the throttle valve opens between a predetermined position and maximum opening.

3. In a semi-automatic control system for the ignition timing mechanism in internal combustion engines provided with a Carburettor including a throttle valve controlled by an accelerator pedal, the combination of a yshiftable member submitted to the suction prevailing in the vicinity of the throttle valve, a correcting lever pivotally secured through one end to a stationary point, a link operatively connected with said above mentioned member and floatingly secured to a point of the correcting lever, a connecting rod operatively connecting said link with the timing mechanism, a lever controlled by the accelerator, a compensating springY mounted between the correcting lever anda stationary point, an acceleration spring mounted between a point' correcting lever and therethrough on the link floatingly secured thereto.

4. In combination with a mechanism for timv ing the ignition in internal combustion engines provided with a carburettor including a throttle valve controlled by an accelerator pedal, the pro- I vision of a member submitted to the suction prevailing in the vicinity of the throttle valve, a

link operatively connecting said member with the timing mechanism, a correcting lever pivotally secured through one end to a stationary point and provided with an opening at a point of its 'length in which opening the link is carried freely,

a synchronizing spring mounted Y between the member submitted tosuction and the correcting lever, an auxiliaryl compensating spring inserted between the link and the correcting lever and acting in antagonism with the rst mentioned spring to provide a floating mounting of the link with reference to the correcting lever, a lever controlled by the accelerator, a compensating spring mounted between the correcting lever and a stationary point and an acceleration spring mounted between a point of the accelerator-controlled lever and the correcting lever and acting in antagonism with last mentioned compensating spring on the correcting lever and therethrough Y on the mechanism-controlling link.

5. In combination with a mechanism for timing the ignition in internal combustion engines provided with a carburettor including a throttle valve controlled by an accelerator pedal, the provision of a member submitted to the suction prevailing in the vicinity of the throttle valve, a stationary casing enclosing the member submitted to suction, a link operatively connecting said member with the timing mechanism, a correcting lever, a pivot in the casing revolubly carrying said correcting lever, a synchronizing spring mounted between the member submitted to suction and the correcting lever, an auxiliary compensating spring inserted between the link and the correcting lever and acting in antagonism with the rst mentioned spring to provide a floating mounting of the link with reference to the correcting lever, a lever controlled by the accelerator, a compensating spring mounted between the correcting lever and a stationary point and an acceleration spring mounted between a point of the accelerator-controlled lever and the correcting lever and acting in antagonism with last mentioned compensating spring on the correcting lever and therethrough on the mechanism-controlling link.

6. In combination with a mechanism for timing the ignition in internal combustion engines provided with a carburettor including a throttle valve controlled by an accelerator pedal, the provision of a chamber including a diaphragm submitted to the suction prevailing in the vicinity of lthe throttle valve, ka link operatively connecting compensating spring inserted between the link l and the correcting lever and acting in antagonism withfthe rst mentioned spring to provide a floating mounting of the link with reference to the correcting lever, a lever controlled by the accelerator, a compensating spring mounted between the correcting lever and a stationary point and an acceleration spring mounted between a point of the accelerator-controlled lever and the correcting lever and acting in antagonism with last mentioned compensating spring on the correcting lever and therethrough on the mechanism-controlling link.

7. In an internal combustion engine, the combination of ignition means, a timing mechanism therefor, an input pipe, a throttle valve therein, a member submitted to the depression prevailing inside the input pipe in the Vclose vicinity of the throttle valve, a mechanical linkage directly and operatively connecting the last-mentioned member with the timing mechanism, a stationary pivot, a lever pivotally securedthereto and adapted to yieldingly lengage the last mentioned mechans ical linkage, a compensating member, means controlling simultaneously the throttle valve and the compensating member and a floating connection between said compensating member and Y the pivoting lever and adapted to constrain the latter to act on the mechanical linkage inl the direction corresponding to advanced ignition as soon as Athe control means for the throttle member have overcome the resistance of said last- ,mentioned floating connection. A

8. In an internal combustion engine, the combination of ignition'means, a timing mechanism therefor, an input pipe, a throttle valve therein, a member submitted to the depression prevailing inside the input pipe in the close vicinity of the throttle valve, a mechanical linkage directly and operatively connecting the last-mentioned member with the timing mechanism, a stationary pivot, a lever Vpivotally secured thereto, a oating connection between said lever and the mechanical linkage through which the pivoting movement of the lever is adapted to shift said linkage in at least one direction of operation, a compensating member, means controlling simultaneously the throttle valve and the compensating member and a floating connection between said compensating member andthe pivoting lever and adapted to constrain'the latter to act, through the first floating connection, on the mechanical linkage inthe direction corresponding to advanced ignition as soon as the control means for the throttle member have overcome the resistance of said last-mentioned floating connection.

GAGLIO, OSWALD.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 1,466,470 Dodson Aug. 28, 1923 1,962,931 Mallory v v June 12,v 1934 1,969,682 Arthur Aug. '7, 1934 2,109,103 Cole Feb. A2.2, 1938 2,217,364 Halford et al. Oct. 8, 1940 2,493,582 Hunt Jan. 3,

y FOREIGN PATENTS f Number Countryv Date 168,381 Great Britain Aug. 29, 1921