US2854026A

US2854026A - Multiple throttle valve construction for internal combustion engines or the like

Info

Publication number: US2854026A
Authority: US
Inventors: Thomas M Ball
Original assignee: Chrysler Corp
Current assignee: Old Carco LLC
Priority date: 1955-07-25
Filing date: 1955-07-25
Publication date: 1958-09-30
Anticipated expiration: 1975-09-30

Description

Sept. 30, 1958 T. M. BALL 2,854,026

MULTIPLE THROTTLE VALVE CONSTRUCTION FOR INTERNAL OOMEUSTION ENGINES OR THE LINE Filed July 25. 1955 2 Sheets-Sheet 1 F.T. Z

Sept. 30, 1958 T. M. BALL 2,854,026

MULTIPLE THROTTLE VALVE CONSTRUCTION FOR INTERNAL COMBUSTION ENGINES OR THE LIKE Filed July 25, 1955 2 Sheets-Sheet 2 if] ifi .I f4 ijf ,f jf

l ifi K INVENTOR. r\\ al 1. a 252V; ,254 Zig.' By

United States Patent C rMULTIPLE THROTTLE VALVE CGNSTRUCTION FOR INTERNAL COMBUSTION ENGINES R THE LIKE Application July 25, 1955, Serial No. 524,084

8 Claims. (Cl. 137-595) My present invention relates generally to uid flow controlling mechanisms and more particularly to an improved means for controlling the rate of flow of a gaseous combustible medium through the intake manifold conduits of an internal combustion engine.

My invention finds particular utility in a multiple conduit manifold system of the type disclosed in the cepending application of Clifton M. Elliott et al., Serial No. 577,627, which is assigned to the assignee of my present invention. However, my invention may also be readily adapted to be used with multiple barrel liquid fuel carburetors of known construction. Further, I contemplate that the principles of my invention may be conveniently applied to a variety of similar applications requiring the use of multiple throttle valves to regulate the iiow of gases through multiple conduits.

For the purpose of describing one preferred embodiment of my invention, l have presently disclosed an engine manifold arrangement capable of being used with a low pressure liquid fuel injection system for an internal combustion engine. Reference may be had to the above mentioned copending application of Clifton M. Elliott et al. for a complete description of the structural and functional features of a fuel system of this type. However, in general such a system is characterized by a low pressure fuel and air pumping unit and by a plurality of low pressure air atomizing nozzles. A separate conduit is connected to each of a plurality of engine cylinders and a separate one of the air atomizing nozzles is connected to each manifold conduit, said nozzles being adapted to supply the engine intake manifold with a combustible charge of atomized fuel. A throttle valve is mounted within each of the manifold conduits for individually regulating the flow of the mixture of engine intake air and atomized liquid fuel to the engine cylinders. Suitable fuel delivery conduit structure may be used for interconnecting the fuel and air pumping unit with the individual air atomizing nozzles and a fuel valve control mechanism may be situated within the fuel conduit portion of the delivery conduit structure for scheduling a flow of fuel to the engine intake manifold in accordance with the engine operating requirements, said fuel valve control mechanism being sensitive to variations in certain of the engine operating parameters. Y

It is preferable to actuate the individual throttle valves simultaneously by means of a common actuator member in order to obtain efficient engine performance and uniform fuel distribution in the engine intake manifold. To accomplish this simultaneous throttle valve movement, the individual throttle valves may be secured to a common throttle valve actuating shaft which in turn may `be transversely disposed within the several engine intake manifold conduits and `mounted for rotation about its longitudinal axis. Considerable diiiiculty has heretofore `been experienced in effecting a simultaneous closing movement of the throttles during operation by reason of manufacturing inaccuracies and because of ther- Patented Sept. 30, 1958 ice mal and mechanical distortion of the system during operation of the engine. It is important to arrange the throttle valve system so that all of the throttle valves will close their associated manifold conduits with a minimum of gas leakage, but this can be accomplished only if each of the individual throttle valves is permitted to engage the surrounding wall of the manifold, conduit about its entire periphery. When the engine is operated with the throttle in the idle position, the excessive leakage around the throttle Valves which is obtained with a multiple throttle valve arrangement of known construction results in an undesirably high idling speed. As the number of intake air passages extending to the intake manifold is increased, this idling problem becomes even more pronounced. Also, in those systems in which the dimensions of the throttle valve elements and the engine intake manifold conduits are held to Very close manufacturing tolerances, binding between `the throttle valves and the conduit structure has been experienced.

I have successfully avoided the above described limitations by providing a multiple throttle intake manifold system in which the throttle valve elements `are simultaneously actuated by a common throttle shaft and in which the throttle valve elements may undergo limited movement independently of the common actuating shaft.

The provision of an improved throttle valve construction of the type above mentioned being a .principal object of my invention, it is another object of my invention to provide a multiple valve construction for use with a multiple fluid conduit arrangement wherein the valve elements are loosely carried by a common valve actuating shaft.

A further object of my invention is to provide a multiple throttle valve arrangement for use with the multiple intake conduit manifold system for an internal combustion engine or the like wherein the individual throttle valves are capable of simultaneous movement and are adapted to undergo limited relative displacement upon being moved to a closed throttle position.

It is another object of my invention to provide a multiple throttle valve arrangement for use with the intake manifold induction ports of an internal combustion engine or the like wherein the individual throttle valves are mounted for simultaneous movementupon a common valve actuator shaft and wherein each of the throttle valve elements is capable of a limited movement with respect to the actuator shaft.

Other objects and features will readily become apparent from the following description of one preferred embodiment of my invention and from the accompanying drawings wherein:

Figure 1 is a plan View of a portion of the intake manifold conduits of the induction system `for an internal combustion engine;

Figure 2 is an elevation view showing a portion of the intake manifold system and throttle valve arrangement illustrated in Figure 1 and is taken along section line 2--2 of Figure l;

Figure 3 is a detail cross sectional view of one of the individual throttle valve elements shown in Figures l and 2 illustrating one preferred means for resiliently mounting the throttle blades on the throttle actuating shaft;

Figure 4 is a plan view of the throttle valve subassembly shown in Figure 3;

Figure 5 is a side elevation view of a portion of the throttle linkage mechanism shown in Figure 2 and is taken along section line 5 5 of Figure 2;

Figure 6 is a detail cross sectional view of a modified means for resiliently mounting the throttle valve elements on the throttle actuating shaft; and

Figure 7 is a cross sectional view of the throttle Valve subassembly shown in Figure 6 and is taken along section line 7 7 of Figure 6.

Referring to Figures 1 and 2, a portion of the intake manifold conduits has been illustrated with the conduits communicating with the right hand bank of the cylinders being illustrated by numerals 26 and 26 and with the conduits communicating with the left hand bank of cylinders being designated by

numerals

24 and 24. It may be observed that a throttle valve is rotatably mounted within each of the conduits, the throttle valves associated with conduits 26 and 26' being designated'by numerals 72 and 72' respectively, and the throttle valves associated with the

conduits

24 and 24 are designated by

numerals

74 and 74 respectively. The throttle Valves 72 and 72 may be mounted upon a common throttle valve actuating shaft 76 and the

throttle valves

74 and 74 may be mounted upon another throttle valve actuating shaft 78. The shaft 76 may be rotatably journalled within suitable bosses, xed to the manifold casting, two of these bosses being shown in part at 80 and 82. Similarly, the shaft 78 may be rotatably journalled within other bosses, two of which are shown at 84 and 86. By preference the

bosses

80, 82, 84, and 86 are formed integrally with the intake manifold castings and they are situated between adjacent pairs of the intake manifold conduits.

As best seen in Figure 2, each of the individual conduits 26 is comprised of a base portion 88 which may be bolted to the intake manifold casting 22, a suitable llange 90 being provided at one end for this purpose. The other end of the base portion 88 is provided with another radial flange 92 and a retainer ring 94 may be bolted thereto by suitable bolts 96 as illustrated. The ring 94 is formed with a flanged central opening for receiving the end of the conduit 26, said conduit extending into the interior of the base portion 88 for an appreciable distance as illustrated. By preference a suitable O-ring seal or other suitable sealing element may be positioned as shown at 98 about the juncture between the base portion 88 and the conduit 26 to provide an effective Huid seal.

The base portion 88 is further formed with a boss 100 having a at surface 102 upon which the nozzle element 36 is secured. Air delivery conduit 54 and fuel delivery conduit 62 communicate with the nozzle 36 as shown.

The base portion 88 further includes another boss 164 on which is formed a substantially horizontal surface 166 to which is secured the base of a supporting bracket 108. Suitable bolts 118 may be provided for this purpose.

Each of the intake manifold conduits 24 is also provided with a base portion 112 having

flanges

114 and 116 formed at either end thereof as illustrated. The ilange' 114 may be bolted to the engine intake manifold casting 2@ and the end of the intake conduit 24 may be received through the other flanged end of the base portion 112 as shown. A retainer member 118 may surround the conduit 24 in the vicinity of the juncture with the boss 112 and may be joined to the ilange 116 by bolts 120. The air atomizing nozzle 36 may be secured to a boss 122 formed on the base portion 112 and another supporting bracket 124 may be secured to another boss 126 formed on the base portion 112, suitable bolts 128 being provided for this purpose.

As best seen in Figures 2 and 5, the supporting

brackets

108 and 124 extend in an upward direction and a cylindrical sleeve 130 is fixed at the upper ends thereof, said sleeve extending in a transverse direction. A cross shaft 132 is rotatably journalled within the sleeve 13G by suitable spaced bushings, one of which is shown at 134. A bell crank member 136 is secured to one end of the shaft 132 and another bell crank member 138 is secured at the other end thereof as shown in Figure 2. One arm 140 of the bell crank member 136 may be pivotally connected to a throttle linkage member 142, the other end of which may be connected to one end of an arm 144.

4 i The other end of the arm 144 may be secured to a throttle actuating shaft 76 to provide a driving connection between the same and the bell crank member 136. By preference, the linkage 142 may be made adjustable by means of a threaded connection with a nut member 146.

Similarly the bell crank member 138 may be connected to the throttle actuating shaft 78 through a linkage arrangement which includes the adjustable linkage element 148 and arm 150, the latter being secured at one end thereof to the shaft 78. The other arm 152 of the bell crank member 136 may be adapted to be oscillated about the axis of the shaft 132 by a suitable manual throttle linkage to simultaneously vary the position of the plurality of throttle valve elements. Alternately bell crank member 138 may be oscillated in this manner to effect a similar movement of the throttle valves.

Referring next to Figure 3, I have illustrated a novel means for securing the throttle valve element 72 to the valve actuator shaft 76, said securing means being typical of any of the other throttle valves in the system. The shaft 76 may be formed with a recessed portion 154, said recessed portion defining a flat surface 156 upon which the valve element 72 is positioned. A raised portion 158 is formed at the center of the valve element 72 and by preference it is defined by a round-headed rivet having a shank of reduced length, the latter being received within a central opening formed in the valve element 72. A leaf spring 160 is positioned over the rivet 158 and is anchored at either end thereof by a pair of spaced

bolts

162 and 164. A spacer ring 166 is positioned under the head of the bolt 162 and another spacer ring 168 is positioned under the head of the bolt 164, said spacer rings providing a predetermined clearance between the heads of the bolts and the shaft. It will be apparent that as the valve actuating shaft 76 rotates the throttle valves to the closed position, a limited deflection of the valve element 72 with respect tothe actuating shaft 76 may be accommodated as the valve 72 engages the sides of the conduit 26. If the throttle valve 72 reaches the fully closed position before one of the other valves mounted upon the shaft 76, this limited relative movement will permit the other valve to also assume a fully closed position. The spring 160 is designed to accommodate suiicient relative movement between the shaft 76 and the valve element 72 to permit all of the valves on that shaft to assume a fully closed position.

Similarly the throttle valve 74 and the other throttle valves secured to the actuating shaft 78 are adapted to undergo a limited displacement with respect to the shaft 78 and with respect to each other. k

Since all of the throttle valve elements operate simul taneously by reason of the positive connection between the actuator shafts 7 6 and 78, the first valve element which assumes a fully closed position as the

shafts

76 and 78 are rotated toward a closed throttle position will continue to deflect with respect to its associated shaft until the last valve element also assumes a fully closed position.

Referring next to Figures 6 and 7, I have illustrated an alternative means for resiliently mounting the throttle blades on their respective throttle actuating shafts and I have identified the latter by numeral 276. Therthrottle valve element is designated in Figures 6 and 7 by numeral 272. The shaft 276 is recessed at 254 to define a flat surface 256 upon which a throttle valve element 272 is positioned. Valve element 272 is formed with a pair of spaced openings 278 vand 280 and a pair of threaded anchor post members 282 and 284 are received through the openings 278 and 280 respectively, said anchor members being threadably connected to the shaft 276. Shoulders 286 and 288 are formed on the anchor members 282 and 284 respectively, for engaging the associated shaft surface 256. Washer elements 290 and 292 are slidably received over the shank portion of the anchor members 282 and 284 respectively, and are spring biased into engagement with the valve element 272. The spring associated with the anchor member 282 is designated by numeral 294 and is interposed between the head of the anchor member 282 and the washer 290. Similarly the spring associated with anchor 294 is dened by spring 296 and is interposed between the head of the anchor member 284 and the washer 292.

Figure 6 illustrates the extent of angular movement which may be accommodated between the shaft 276 and the valve element 272, said relative movement being accompanied by a deection of the `

spring

294 and 296.

In order to accommodate the above described relative movement between the valve elements and the associated actuator shafts, a clearance between the valve element and the anchor members is provided, said clearance being readily apparent from an inspection of Figures 3 and 7. The structure of Figure 3 also is characterized by a clearance between the leaf spring 160 and the shank of the

anchor members

162 and 164. Similarly a clearance should be provided, as shown in Figure 7, between the washer 290 and the anchor member 282, and between the washer 292 and the anchor member 284.

Although I have disclosed certain preferred embodiments of the structure of my instant invention, I contemplate that variations may be made without departing from the scope of the invention as defined by the following claims.

I claim:

1. In a uid induction manifold having more than one induction passage, a throttle valve actuator shaft, a throttle valve element mounted within each of said passages, and means for securing said valve elements to said actuator shaft for simultaneous movement, said securing means including at least one anchor post for each valve element and extending transversely with respect to said shaft and positively carried thereby, each of said throttle valve elements being apertured to receive therethrough at least one of said anchor posts, and spring means interposed between a portion of each of said anchor posts and the associated throttle valve element for urging the latter into engagement with said shaft.

2. In a uid induction manifold having more than one induction passage, a throttle valve actuator shaft having separate at portions thereon disposed transversely within each of said induction passages, a throttle valve element positioned within each of said induction passages, and means for securing each of said valve elements to its associated shaft flat portion, each of said securing means comprising a pair of axially spaced anchor posts xed to said shaft and extending substantially perpendicular thereto, apertures formed in each of said throttle valve element for receiving its associated pair of anchor posts with a clearance therebetween, a projection formed on said valve elements between the apertures, and a leaf spring bridging each of said pair of anchor posts with a central portion thereof engaging the projection on the associated throttle valve element for urging the latter into engagement with said shaft.

3. In a fluid induction manifold having more than one induction passage, a throttle valve actuator shaft having separate at poritons thereon, a throttle Valve element positioned within each of said induction passages, means for securing one of said throttle valves to each of said shaft at portions, the securing means for each Valve element comprising at least one anchor post xed to said actuator shaft, an aperture formed in each of said valve elements for receiving its associated anchor post with a clearance therebetween, and spring means seated on a portion of said post for urging said valve element into engagement with the associated shaft at portion.

4. The combination as set forth in claim 3 wherein said spring means comprises a compression spring, said spring encircling said anchor post, the latter having a shoulder forming a seat for said spring.

5. In a uid induction manifold having more than one induction passage, a throttle valve actuator shaft having separate ilat portions thereon, a throttle valve element positioned within each of said induction passages, means for securing one of said throttle valves to each of said shaft flat portions, the securing means for each valve element comprising at least one anchor post fixed to said actuator shaft, an aperture formed in said valve element for loosely receiving said post, and a leaf spring fixed at one portion thereof to said anchor post, another portion of said leaf spring being adapted to engage said valve element for urging the latter against the adjacent shaft flat portion.

6. In a fluid induction manifold having more than one induction passage, a throttle valve actuator shaft, a throttle valve element mounted within each of said passages, and means for securing said valve elements to said actuator shaft for simultaneous movement, said securing means including at least one anchor post for each valve element and extending transversely with respect to said shaft, each valve element cooperating With said shaft to comprise a pair of relatively movable members, each anchor post being carried by one member of each pair of said members and extending through an aperture in the other member of said pair to limit the relative movement therebetween, and spring means interposed between a portion of each of said anchor posts and said other member for yieldingly urging the latter into predetermined relationship with respect to said one member of said pair.

7. In a uid induction manifold having more than one induction passage, a throttle valve actuator shaft, a throttle valve element mounted within each of said passages, and means for securing said valve elements to said actuator shaft for simultaneous movement, said securing means including at least one anchor post for each valve element and extending transversely with respect to said shaft, each valve element cooperating with said shaft to comprise a pair of relatively movable members, each anchor post being carried by one member of each pair of said members` and extending through an aperture in the other member of said pair to limit the relative movement therebetween, and spring means operatively engaging at least one of said members for yieldingly urging the same into predetermined relationship with respect to the other.

8. In a fluid induction manifold having more than one induction passage, a throttle valve actuator shaft, a throttle valve element mounted within each of said passages, and means for securing said valve elements to said actuator shaft for simultaneous movement, said securing means including at least one anchor post for each valve element and extending transversely with respect to said shaft, each valve element cooperating with said shaft to comprise a pair of relatively movable members, each anchor post extending into apertures in said members to limit the relative movement therebetween, and spring means operatively engaging at least one of said members for yieldingly urging the same into predetermined relationship with respect to the other.

References Cited in the tile of this patent UNITED STATES PATENTS 373,000 Lehren Nov. 8, 1887 2,027,978 Hoff Jan. 14, 1936 2,529,572 Raybould Nov. 14, 1950 2,737,375 Kittler Mar. 6, 1956 FOREIGN PATENTS 202,126 Great Britain Aug. 16, 1923 477,330 Italy 1953