US3195529A

US3195529A - Auto smog control for spark and carburetor

Info

Publication number: US3195529A
Application number: US258219A
Authority: US
Inventors: Walker Brooks
Original assignee: Individual
Current assignee: Individual
Priority date: 1963-02-13
Filing date: 1963-02-13
Publication date: 1965-07-20
Anticipated expiration: 1982-07-20

Description

July 20, 1965 B. WALKER 3,195,529

AUTO SMOG CONTROL FOR SPARK AND CARBURETOR Filed Feb. 15, 1965 Fig.1-

50 I3 4 5/ 3'7 25 2o 35 4 32 i 44 43 /f Z2 SPEC/AL navmvcf er GOVERNOR mcuww Aux/A NCE NORMAL. IDLE-SPARK NORMAL SPARK ADVANCE arse-o GOVERNOR am Y rl/RO TTLE o e/v50 I WIDE OPE/V 5-10 4736. gzgs g a 1 1 0 1200 36001 P.P.M.

' INVENTOR.

United States Patent 3,195,529 AUTO SMOG CONTROL FOR SPARK AND CARBURETOR Brooks Walker, 1280 Columbus Ave., San Francisco, Calif. Filed Feb. 13, 1963, Ser. No. 258,219 Claims. (Cl. 1123-99) This invention pertains to a combination spark and carburetor throttle control for use in reduced smog producing vehicles. In such vehicles it may be desirable to materially retard the spark at full idle and on deceleration to get better burning in the cylinders. This results in higher compression pressures at idle due to lower intake manifold suctions (as measured on a vacuum gage) with retarded spark than with normal spark positions at idle and deceleration operations.

To get engine speed controls up to the speed that this same throttle setting would give with normal spark advance, the foot throttle (or hand throttle) would first ad vance the spark to the normal setting for idle or 1200 r.p.m. and then in sequence leave the spark advance (breaker plate in the distributor) in the advanced position and then control the throttle butterfly opening to provide more power up to full power at full butterfly opening. I W

For best idle it may be desirable to have the butterfly in the carburetor tightly closed and admit fuel free air below the butterfly to be mixed with idle fuel in such quantities that with normal spark advance the engine will idle at about 1000-1200 r.p.m. To reduce the idle speed and improve the combustion in the engine cylinders at low speed idle the spark is retarded to 5-10 A.T.C. where the idle speed will be below an obiectionable creepsay around 450 plus or minus r.p.m.

A vacuum spark advance on the breaker plate may also be desirable to get the desired spark advance at all positions of the carburetor throttle buterfiy from closed to wide open position as now employed on many commercially produced automobile engines.

Others have provided vacuum controls to retard the spark for idle or idle and decelerations with closed throttles but no one has provided a foot throttle control that advances the spark from retarded idle spark to a normal .advance before opening the throttle in sequence by the progressive opening of the foot throttle.

An object of this invention is to provide a simple sequence of control-s whereby the foot throttle first advances the spark from a retarded low speed idle position to a fast idle spark advance and then opens the throttle as the foot throttle is moved progressively from the closed foot throttle position to the fully open position.

A dash pot and soft link between the foot throttle and the carburetor butterfly (or connection to the transmission shift) may be used if desired, as shown in my application, Serial No. 183,185, entitled Dash Pot Carburetor Control, filed on March 28, 1962, by applicant.

Also, an idle fuel shut off on high speed deceleration may be used as shown in said same application or on other well-known devices for improved smog control.

Another object of the invention is to obtain a full spark retard at all closed positions of the foot throttle whether the engine is idling or decelerating, keep the intake suction .at less suction than the idle suction in most current automobiles around H.G., rather than 22' H6. for normal idle. This results in higher idle compression pressures and better burning in the engine cylinders at idle and decelerations. To increase power from full idle, mechanically advance this spark for low power and low speed cruises, before the carburetor throttle is opened by the foot throttle.

"ice

Other objects will be more particularly pointed out in the accompanying specifications and claims.

I have illustrated my invention in the accompanying drawings, in which:

FIG. 1 is a schematic plan view of a carburetor, distributor and controls illustrating one form of the invention.

FIG. 2 is a Side elevation similar to FIG. 1.

FIG. 3 is a chart showing a possible spark advance throttle control relationship coming within this invention.

In all figures like numerals of reference refer to corresponding parts.

I have shown a carburetor 10 having a throat 11, a float chamber 12, a fuel feed line 13, a throttle butterfly 14 mounted on a shaft 15. A fuel free air intake 16 may have a flow control valve 17 to control the idle air.

The throttle butterfly shaft .15 has a bell crank 18 with two

arms

20 and 21. Arm 21 pivotally supports control rod 22 that goes to the transmission shift control as used on automatic transmissions. Arm 20 carries a slide swivel 24 that rides on throttle shaft 25. Collar 26 is adjustably mounted on a throttle shaft to abut against swivel 24 to start opening throttle butterfly 14 after the the spark has been advanced in distributor 33. This spark advance is accomplished by collar 27 moving to the right, as viewed in FIGS. 1 and 2, and breaker plate 32 moving counter-clockwise, as viewed in FIG. 1, to advance the spark by spring 40 urging slide swivel 31 to follow collar 27 as the throttle rod 25 is advanced to the right. Cotter pin 28 prevents the throttle shaft 25 from being pulled out of slide swivel 31 accidentally. Cotter pin 28 is preferably so placed as to not interfere with the spark advance when the throttle is fully opened. Throttle shaft 25 is attached to secondary throttle rod 34 by pivot pin 35. The right end of rod 34 is pivotally supported on arm 36. Arm 36 forms a bell crank with arm 37, both of which are rigidly mounted on shaft 38. Foot throttle 41 is pivoted to the floor boards 43 by pivot 42 and arm 44 is pivoted to the lower end of rod 39. The upper end of rod 39 is pivoted to arm 37.

By this linkage, when the foot throttle is closed, as shown in FIGS. 1 and 2, the spark is retarded by the clockwise rot-ation of the breaker plate, as shown, to 5-10 A.T.C. As the foot throttle is opened the spark is first advanced to normal idle advance 8-12 B.T.C. and then the throttle starts to open as the foot throttle is progressively opened. The spark is also mechanically retarded whenever the foot throttle is closed whether to idle or to decelerate. The fuel free air and idle fuel are so adjusted that the engine will idle at about 1000-1200 r.p.m. at normal spark advance and at about 450 r.p.m. at full retard, as shown in FIGS. 1 and 2, for better burning of the fuel in the cylinders at less (gage reading) manifold suction than if normal spark advance 8-12 B.T.C. is used for conventional (not this engine) engine idle. A vacuum advance device 50, such 'as described in Auto Repair Manual, 1962 edition, page 360, may be desirable This combination will give a spark advance curve somewhat similar to that shown in FIG. 3, The spring in the vacuum advance mechanism 50 on the vacuum side of the usual diaphragm is much stiffer than the breaker plate spark advance spring 40. Spring 40 is incapable of moving the diaphragm and spring in vacuum advance mechanism 50.

With this invention a suggested adjustment procedure is as follows:

Set throttle to tight closed position, with a normal idle spark position. Increase fuel free air to 1200 plus or minus r.p.m. Then pull spark back to 5-10 A.T.C. where engine idles about 450 without creep. As foot throttle opens, first spark will advance to normal idle lates many changes in construction and" widely differing embodiments and applications of the invention will sug- For more power gest themselves without departing from the'spirit and f scope of the invention. The disclosures and description herein are purely illustrative and are. not intended to be'in any sense limiting.

I claimas my invention: 1 p y 1. In combination with a vehicle engine having a carburetor, an ignition system, a breaker plate in said ignition system, and a throttle valve in said carburetor,"

tion system comprising: p an engine vacuum, operated advance and retard'rneans,

a lost-motion connection between said. engine vac uum operated means and said breaker plate,-

a foot operated throttle valve linkage including a footpedal, yieldable means urging said pedal to released position, a lost-motion connection between said lingage and and said breaker plate, I yieldable means connected to said breaker plate to urge said plate in an ignition advance direction, said breaker plate being held in a retarded position at fully released position'of, said pedal by said linkage yieldable means against said breaker plate yieldable, means, 7 I

said lost-motion connections providing a range of linkage controlled movement of said breaker plate in an advance direction by said breaker plate yieldable means, as said pedal, is moved from closed position to throttle valve idle position, and permitting breaker plate control beyond said range by said enginevacuurn operated means independently of said'linkage when said. throttle valve is operated beyond idle position. V p 2. A device as defined in claim 1, said system including a speed responsive ignition timing control means.

3. A'device as defined in claim' l, wherein said lostrnotion connection includes abutments fixed on said 7 I breaker plate and said throttle valve control linkage.

- anadvance and retard control system for said igni-" 45A device as defined in-claim 1, wherein said range of linkage controlled movement provides engine idle ignition retard of at least 5 degrees. I

5. A device as defined in claim 1, wherein said range of linkage controlled movement as controlled'by said foot operated control being at least 5 degrees of ignition spark retard.

References Cited by the Examiner UNITED STATES PATENTS V 1,962,931 ,6/34 Mallory 123-1171 2,045,829 '6/36 Boyce 123, 117 2,103,348 12/37 'Boyce r 7123-117 FRED E. ENGELTHALER, Primary Examiner.

Claims

1. IN COMBINATION WITH A VEHICLE ENGINE HAVING A CARBURETOR, AN IGNITION SYSTEM, A BREAKER PLATE IN SAID IGNITION SYSTEM, AND A THROTTLE VALVE IN SAID CARBURETOR, AN ADVANCE AND RETARD CONTROL SYSTEM FOR SAID IGNITION SYSTEM COMPRISING: AN ENGINE VACUUM OPERATED ADVANCE AND RETARD MEANS, A LOST-MOTION CONNECTION BETWEEN SAID ENGINE VACUUM OPERATED MEANS AND SAID BREAKER PLATE, A FOOT OPERATED THROTTLE VALVE LINKAGE INCLUDING A FOOTPEDAL, YIELDABLE MEANS URGING SAID PEDAL TO RELEASED POSITION, A LOST-MOTION CONNECTION BETWEEN SAID LINGAGE AND AND SAID BREAKER PLATE, YIELDABLE MEANS CONNECTED TO SAID BREAKER PLATE TO URGE SAID PLATE IN AN IGNITION ADVANCE DIRECTION, SAID BREAKER PLATE BEING HELD IN A RETARDED POSITION AT FULLY RELEASED POSITION OF SAID PEDAL BY SAID LINKAGE YIELDABLE MEANS AGAINST SAID BREAKER PLATE YIELDABLE MEANS, SAID LOST-MOTION CONNECTIONS PROVIDING A RANGE OF LINKAGE CONTROLLED MOVEMENT OF SAID BREAKER PLATE IN AN ADVANCE DIRECTION BY SAID BREAKER PLATE YIELDABLE MEANS AS SAID PEDAL IS MOVED FROM CLOSED POSITION TO THROTTLE VALVE IDLE POSITION, AND PERMITTING BREAKER PLATE CONTROL BEYOND SAID RANGE BY SAID ENGINE VACUUM OPERATED MEANS INDEPENDENTLY OF SAID LINKAGE WHEN SAID THROTTLE VALVE IS OPERATED BEYOND IDLE POSITION.