US3361350A

US3361350A - Control device

Info

Publication number: US3361350A
Authority: US
Inventors: Francis S Genbauffe
Original assignee: Robertshaw Controls Co
Current assignee: Robertshaw Controls Co
Priority date: 1964-03-10
Filing date: 1964-03-10
Publication date: 1968-01-02
Anticipated expiration: 1985-01-02

Description

CONTROIVJ DEVICE INVENTOR FRANC/S S. GENBAUFFE Jan. 2, 11968 Filed March lO, 1954 Jan. 2, 1968 F. s. GENBAUFFE CONTROL DEVICE 3 Sheets-Sheet 2 Filed March lO, 1964 um Qvl INVENTOR.

FRA NCIS S. GENBAUFFE v .A g N Jan. 2, 1968 F. s. GENBAUFFE CONTROL DEVICE 3 Sheets-Sheet 5 Filed March lO, 1964 INVENTOR. FRANC/S S. GENBAUFFE United States Patent O 3,361,350 CGNTROL DEVICE Francis S. Genbauie, Irwin, Pa., assigner to Robertshaw Controls Company, Richmond, Va., a corporation of Delaware Filed Mar. 10, 1964, Ser. No. 359,735 I4 Claims. (Cl. 236-87) This invention relates to a control used in devices for purifying exhaust gases of internal combustion engines and particularly refers to a control used for systems in which the gases are chemically or thermally treated to remove the offensive products of combustion.

In an effort to remove objectionable components of the exhaust gases of internal combustion engines, catalytic mufers and afterburners have been used to render these exhaust gases innocuous. In the catalytic mutiler, hydrocarbons are converted by catalytic combustion into carbon monoxide or carbon dioxide and water. The afterburner is essentially a second thermal engine in which the hydrocarbon-rich exhaust gases are heated to the ignition point and further burned to eliminate a great majority of the hydrocarbons.

It is entirely possible to substantially eliminate the objectionable components of the exhaust gases by operating the catalytic mutller or afterburner constantly. However, constant operation would have a deleterious affect upon the life of the mu'ler which would necessarily have to be replaced at very frequent intervals. The normal operating temperature of the catalytic muffler and afterburner is between 1300 to 2200 F.; under normal conditions and at these temperatures, there is a normal tendency of rapid deterioration of the muiiier. For these reasons, there are many control devices which shunt the exhaust gases directly through the tail pipe around the muiiier until the temperature of the interior of the muffler or the afterburner is dropped to a level which is below the critical temperature. Thereafter, the muffler or afterburner is operated in a cycling manner just below the temperature at which the device will start to deteriorate rapidly.

Therefore, it is appreciated that a balance must be struck to operate the catalytic mufller at a high efficiency level and yet not allow it to burn or rapidly deteriorate at this level of high eiliciency. Some control systems 1n the past have commonly used vacuum to open and close the damper placed in the duct between the muffler or afterburner, and the tail pipe for shunting purposes. The previous attempts to solve this problem have used devices which do not operate rapidly enough, such that the muier could operate at its highly efficient leyel for a maximum period. The time needed to operate the previous control detracted from the time for treating the gases passing through the mufer or the afterburner.

In operating afterburners, it has been found that certain conditions such as operation under full load and the like, will produce extreme back pressures in the exhaust manifold. Back pressures can greatly affect the eiciency and performance of the engine. Not only must the temperature of afterburners be regulated, but, also, the pressure developed must be controlled Within allowable limits.

In accordance with my present invention, I overcame much of the undesired features of previous control devices for purifying exhaust gases. It is, therefore, my primary object to provide a means for sensing the temperature of a treating device and rapidly causing a change in pressure above a critical temperature.

It is a further object of my present invention to provide a means of sensing pressure of a treated gas such that a treating device may be bypassed very rapidly and therefore extend its useful life.

It is a feature of the present invention to provide a icc device having a thermally actuated means and/or pressure sensitive actuating means directly coupled with a sealing device for opening and closing an outlet to a control system.

It is a further feature of the present invention to provide a control device which may be operated for an extended period of time without requiring extensive cleaning.

It is still a further feature of the present invention to provide a control device which can be operated over a wide range of temperatures without putting undue strain upon the components of the control.

Another object of the present invention is to provide a simple and inexpensive control which may be adapted to an exhaust gas system in existing automotive equipment.

It is still a further feature of the present invention t0 provide a minimum of linkage between a temperature sensor yand a sealing device for actuating same and biasing the sealing device in one direction under normal operation conditions.

The present invention comprehends broadly, a control having a housing with a thermal responsive actuating means structurally connected to a sealing device which can alternately cover an inlet and an outlet in the housing. By this structure, the sealing means can connect the housing outlet to a vacuum source or other pressure source and seal this pressuresource and allow the outlet to sense a different pressure such as atmospheric pressure. This alternative position of the sealing means would then operate a diaphragm ver] rapidly from one position to another position, since the diiference in pressure could be very great. A means for sensing pressure may also be used to replace or in addition to the thermal responsive actuating means to operate the sealing means.

Other features and advantages not specifically enumerated above will be apparent after consideration of the following detailed description and the appended claims. The preferred form which the invention may assume is illustrated in the accompanying drawings in which:

FIGURE 1 is a schematic illustration, partially in longitudinal cross section of an internal combustion engine and `a treating device lutilizing the present invention to control the position of the damper for shunting engine exhaust through the treating device or directly through the by-pass of the tail pipe;

FIGURE 2 is a side elevation of an embodiment of the present invention;

FIGURE 3 is a front elevation of one embodiment of the present invention;

FIGURE 4 is a partial cross sectional view taken along line 4-4 of FIGURE 3 and illustrating the linkage between the temperature sensor and the sealing means.

FIGURE 4A is a perspective view of the operating linkage illustrated in FIGURE 4;

FIGURE 4B is :a cross sectional view taken along lines iB-4B in FIGURE 4;

FIGURE 5 is a schematic illustration, partially in longitudinal cross section of a treating device with -another embodiment of the present invention used to sense the back pressure upstream of the treating device;

FIGURE 6 is a cross sectional view taken along lines 6 6 of FIGURE 7 of another embodiment of the present invention used to sense both temperature and pressure; and

FIGURE 7 is a side elevation of the embodiment of the present invention illustrated in FIGURE 6.

Referring now to FIGURE l, reference numeral 10 designates a general source of vacuum which is the case of an internal combustion engine, may be found at the vacuum pump (not shown). The engine 12 is suitable for such things as automotive equipment,trucks, buses, or the like. As a part of the exhaust system for a vehicle, a generally cylindrical meter chamber 14 is provided and adapted to contain a suitable pelleted or granular catalyst 16. A suitable catalyst for this purpose is granulated activated alumina impregnated with potassium dichromate, dried and calcimated at 1200o F.

The catalyst chamber 14 has a conduit or by-pass, passing therethrough which is a direct duct from the exhaust manifold 18 of the internal combustion engine 12. By-pass conduct 17 has intake and exhaust ports 20-22, respeci tively, such that all or a portion of the engine exhaust may be ducted into the catalyst bed 16 and thereafter allowed to flow out the tail pipe 24 after the exhaust has been puried. A rotatable damper 26 is positioned between the inlet and the exhaust ports 20-22 of the by-pass conduit 17 and is rotatably mounted therein. With the damper 26 in the position illustrated, it is axiomatic that the engine exhaust entering the chamber 14 will be ducted into the catalyst bed 16. Alternately, with the damper positioned parallel (not shown) to the conduit 17, the exhaust gases are allowed to pass directly through the by-pass conduit 17. A conventional mufer (not shown) may be positioned on the downstream side of chamber 14 to mule and deaden the discharge exhaust gases in a conventional manner before purging the gases to atmosphere.

A thermostatic control valve 40 is mounted in the forward portion of the catalyst chamber 14 and has an inlet conduit 28 connected thereto and leading to the vacuum source 10. An outlet conduit 30 is also attached to the valve 40 and extends to a vacuum actuator 32, schematically illustrated and positioned above the chamber 14, and having a moveable diaphragm (not shown) therein. A wire 34 ixedly attached to the diaphragm leads from the actuator 32 to a bell crank 36 mounted upon the damper 26 forV operating purposes. Thus it can be seen that if a vacuum is subjected on the actuator 32, the diaphragm will be deiiected upwardly, moving the Wire 34 and the bell crank 36 and damper 26 clockwise to allow engine exhaust gas to ow directly through the by-pass conduit 17.

It is to be understood that the arrangement of the catalystbed, damper, and actuator are only illustrative of how the present invention may be adapted for controlling the operation of the catalyst bed used to purify the exhaust gases of an internal combustion engine. Other arrangements of ducting the gases through the bed and for operating the ducting means can be proposed by those skilled in the art such that the subject invention may be used to its best advantage.

Referring now to FIGURES 2-4, 4A and 4B, a preferred embodiment of the subject control device is illustrated. The device 40 comprises a hollow casing 42 or housing closed by a Welsh plug 43 on one wall and having a thermal responsive actuating means 44 carried by another wall; the housing 42 also includes inlet and

outlet ports

46, 48 respectively, formed therein as shown in FIG- URES 3 and 4B.

In order to sense the temperature within the catalytic bed 16, the thermal responsive actuating means 44 used in the preferred embodiment is a conventional rod 50 and tube 52. An adapter 54 has one end threaded into an opening in the wall of chamber 14 and is held thereto by a nut 56 which is threaded onto the opposite end of adaptor 54 and which serves to lock thek actuating means 44to the housing 42. Tube 52.is fixedly mounted to the adaptor 54 by any suitable process such as welding, swaging, or any other method which will seal the closed end tube to the adaptor.V Rod 50 is disposed between the closed end of tube 52 and a plug 58 slidably positioned within the adaptor 54. For operation in atmospheres of excess of 11800 F., the rod 50 may be Yconstructed of quartz while the tube 52 may be fabricated from stainless steel in order to withstand the stresses and strains at this elevated temperature. The present invention is not limited to any particular material since the choice of material is dependent upon temperature and atmosphere in which the thermal responsive actuating means is operated. Thus in a conventional manner, with an increase in temperature, the tube 52 will expand while the relatively stable rod 50 will follow the tube to thereby allow the plug 58 to move toward the sealed end of the tube 52. Conversely with dropping temperatures the relative length of the tube 52 will be shorter with relation to the rod 50 and the plug 58 will move toward the interior of the housing 42.

The position of the control device 40 should necessarily be in the area of the hottest portion of the catalyst bed 16 to thereby sense the upper temperature or highest temperature of the bed during operation. As shown in FIG- URES 4 and 4B, the housing inlet 46 communicates with a passageway 60 coaxial with the inlet port and terminates in a transversely positioned opening 62 in communication with a chamber 64 formed in the interior of the housing 42. A valve seat 65 is formed over the extremity of the opening 62. A plug 66 is fixedly mounted in a wall of the housing 42 and has an atmospheric passageway 68 coaxial with the opening 62 and formed with a Valve seat 70 positioned opposite to valve seat 66.

The atmospheric passageway 68 terminates in a filter 72 which is mounted in a cavity in plug 66. Since the entire control device 40 is mounted beneath a motor vehicle, it may be subjected to contamination such as water, mud, foreign debris, and the like. The filter 72 may be composed of a sintered bro-nze alloy having a fifty micron particulate size, such that water could not pass through the filter, although air or other gaseous material may freely flow through it.

Mounted between the valve seats 66, 70 is a means for alternately sealing the passageway 68 and opening 62 in the form of a disc 74 having on opposite sides, two valve faces which can alternately seal the inlet valve seat 65 and the atmospheric passageway valve seat 70. The sealing means illustrated has parallel or double valve faces for convenience sake and do not necessarily have to be parallel; they may be positioned at an angle to each other corresponding to the position of the inlet valve seat 65 and the passageway valve seat 70. By positioning the valve seats 65 and 70 in close relationship to each other, there is but a minor movement required of the disc 74, thereby allowing a very rapid operation of the control device which will be explained hereafter.

Referring to FIGURES 4 and 4A a means for transmitting motion and amplifying movement includes a first lever fabricated from a relatively inflexible material, and a second lever 82 in motion transmitting relation therewith. Lever 86 has one extremity depressed to form a pivot point 84 which engages a side wall of the housing chamber 64. A perforation S6 in the leve-r 80 positioned adjacent to the pivotV 84 is used to position the lever 80 upon the nose of plug 5S. A plurality of tabs SSa-d are punched from the lever 30 and extend upwardly therefrom to act as locating devices for the coil spring 90 position between the tabs. Thus as illustrated in FIG-V URE 4, the springis mounted in compression between v the lever 80 and the side wall of the housing chamber 64, requiring the lever 80 to pivot Vwith relation to the movement transmitted `by the thermo responsive actuating means 44 and the moveable plug 58. The opposite end of lever 80 terminates in a nose 91 bent at an angle greater than 90 to engage the second lever 82 and to transmit movement thereto.

The second lever Sfor transmitting movement and amplifying motion is mounted Within the chamber 64 and such a manner to form a generally V shaped cross section that acts as a pivot 95 which engages one side wall of the chamber. This allows the lever 82 to pivot with relation to changes in position of lever 86. At the extremity opposite the pivot 95, there is a slot 96 formed in base 92 which engages the disc 74 and is of such a shape as to force the disc to be deformed during assembly thereby holding it rapidly in place. The iingers 93, 94 are severed from opposite sides of the base 92 of the second lever 82 and are depressed downwardly with relation to the base 92 thus providing a resilient support for the lever 82. A

depression

93a, 94a is formed in the extremity of each of the resilient ngers 93, 94 respectively, which acts as a pivot point and support for the second lever 82. Both iingers 93, 94 are bent with relation to the base 92 thus giving a resilient support to the base and thereby tending to bias the base 92 of the lever 82 in a direction opposite to that ot the fingers 93, h94. A perforation formed in the base 92 adjacent the pivot 95 receives the nose 91 and thereby allows the rst lever 86 to transmit motion to the second lever 82 and makes the entire lever system responsive to the movement of lthe thermal responsive actuating means 44.

As illustrated in FIGURE 4, the normal position of the second lever 82 is such that the resilient fingers 93, 94 bias the base and the sealing disc toward the atmospheric passageway thereby sealing it off and allowing the housing inlet to remain open.

Referring now to FIGURES 1-4, 4A, and 4B, the operation of the control device 4l) constructed according to the present invention will now be described as applied to a control system for an automotive catalytic hed system. The catalytic bed has basically two operating conditions, the rst is a non-bypass condition in which the engine exhaust will pass through the catalytic bed 16 before being ducted to the tailpipe 24. The second condition being a bypass condition in which the catalytic bed 1e is not used in any way due to an extreme temperature therein which could deteriorate the bed at an accelerated rate.

In the first condition, the control 4G has the disc 74 will be biased against the valve seat 65 with the valve seat 753 being open and allowing atmosphere to pass through the housing chamber 64 to the outlet 48 and thence through conduit 30 to the top of actuator 32. Atmospheric pressure is therefore subjected upon the actuator 32 to allow the damper 26 to assume the position illustrated in FIG- URE 1. This first condition exists when operating the vehicle at such a particular speed or power requirements such that the engine exhaust does not raise the temperature of the catalytic bed 16 suiciently high to have the `thermal responsive actuating means 44 shift the valve disc 74.

In the second condition, the damper 26 illustrated in FIGURE 1 assumes a position substantially parallel to the ow of the engine exhaust in the bypass pipe 17 and allows the engine exhaust to pass directly therethrough. This condition would be caused by an extreme temperature within the catalytic bed 16 causing the tube 52 to elongate relative to the rod 59 allowing the moveable plug 58 to move outwardly in relation to the housing 42, thus allowing the first lever 80, to pivot counterclockwise about the pivot 84 under the bias of the spring 91B. As this rotation occurs, less force is placed on the base 92 so that it moves upwardly until the valve disc 74 closes the valve seat 76 (FIG. 4) and opens the valve seat 55, whereby the top of actuator 32 is subject to vacuum since conduit 28 is now in communication with port 46.

As the catalytic bed 15 cools, the tube 52 shortens in length relative to the rod 5d forcing the rod 5u and the moveable plug 58 upwardly causing a clockwise rotation of the first level 80 and also a clockwise rotation of the second lever 82 to thereby allow the flexible lingers 93, M- to bias the base 92 and the valve disc 74 away from the atmospheric passageway valve seat 70 and toward the valve seat 65 so that the outlet 4S again communicates with the atmosphere causing the diaphragm in the 6 actuator 32 to move the damper 26 to the position illustrated in FIGURE l.

In this manner, the control device will cycle between bypass and non-bypass conditions allowing the engine exhaust to alternately pass through the catalyst bed 16 and the bypass pipe 17 as the bed reaches a critical temperature and cools to a safe temperature.

It should be noted that although a vacuum system has been described for operating the catalyst bed for an automotive operation, this same system could be operated on a pressure system, hydraulic system, or a purely mechanical system with a minimum of structural change of control devices constructed in accordance with the present invention.

Referring now to FIGURE 5, another embodiment of the control device 4tlu, constructed according to the present invention, is used to control an afterburner used as an anti-smog device. The principal theory of an afterburner used in the exhaust system of a vehicle is to reignite the great majority' of the unburned hydrocarbons to render them innocuous such that the exhaust gases leaving the tailpipe of a vehicle contribute little or no unburned hydrocarbons to the free air. The specific afterburner structure is beyond the scope of the present invention as there are a number of commercially available atterbumers currently on the market, which would be suitable for use with the present invention. The interior of `the afterburner contains a series of passages and combustion chambers which could be raised to such an extremely high temperature to deteriorate the afterburner in a very short order. For this reason the structure or" the second embodiment of the present invention is used as a control device and in part has a structure quite similar to the control device illustrated in FIGURES 2 4. In general, the pressure within an aiterburner combustion chamber increases somewhat in direct proportion to the amount of exhaust gases which are ducted into the afterburner. It is possible that a considerable pressure may be generated Within the afterburner suiiicient to act as a back pressure in the exhaust manifold or" the engine to a point Where the engine would operate ineiciently.

Referring now to FIGURES 5-7, another embodiment constructed according to the present invention includes a pressure responsive actuating means 191 mounted on the control device 40a and is responsive to the pressure of exhaust pipe of the vehicle at a point upstream of the afterburner. Thus the control device is sensitive to 4both tlernperature and pressure variations at the afterburner Referring now to FIGURES 6 and 7, the control device 49a includes a thermal responsive actuating means 44, valve disc means '74, and levers Si), 82 which are substantially identical to those illustrated in FIGURES 2-4 and as disclosed above. The operation of the valve disc 74 by the thermal responsive actuating means 44 is identical to that disclosed above and will not be reiterated.

The pressure responsive actuating means 101 includes a housing 162 threaded into the housing 42 and positioned coaxial with the housing inlet passage 60 and the valve disc 74. The housing 102 is generally circular in nature terminating in a flange 103 formed at its periphery. A lflexible diaphragm 104 covers the central opening in the houisng 102 and is sealed thereto by a cap 105 engaging diaphragm 104 and having its end portions deformed around the periphery of the housing flange 193.

An adaptor 166 is fixedly mounted over a central opening 107 in the cap 1135 and has a threaded portion thereon for engaging the tubing 198 which is connected to the exhaust 18 (FIGURE 5). A passageway 19 through the adaptor 1% allows exhaust gases to be subjected upon the diaphragm 194 and move it in accordance with pressure variations.

A diaphragm pan 11G is xedly mounted thereto and has a guide portion 111 integrally formed thereon for receiving `a pin 112 which moves in accordance with movements ofthe diaphragm 104.

The housing 1192 has a central passageway 113 therethrough having a reduced diameter 114 `at its extremity for guiding the pin 112 as it moves laterally within the housing 102. A sheet metal support 115 surrounds the pin V112 and abuts a ledge 116 within the housing 192. A coil spring 117 extends between the support 115 `and the diaphragm pan 11i) for biasing the diaphragm 104 and the diaphragm pan 11% in the upward position.

Within the circular gallery 118 in the housing 162, is a plurality of apertures 119 formed ltherein. A plurality of sintered metal filters 126 are iixedly mounted within cavities on the side of the housing 102 opposite the Eapertures 119 and are retained therein by a snap ring 121 which is staked in place.

The pin 112 is movable in a position coaxial with the value disc 74 and thus with a pressure subjected upon the diaphragm 104 of a high enough intensity to Compress the spring 117, the diaphragm 164 yand diaphragm pan 111! will force the pin 112 downwardly till it abuts the valve or disc 74 overcoming the bias of the flexible iingers 93, 94 on the second lever 82 and forcing the disc 74 away from the valve seat 70. In this manner the interior ofthe housing 42 will be opened to atmosphere.

Referring now to FIGURES -7, the operation of an alternative embodiment of the control device constructed according to the present invention will be described as applied to a control system for an automotive afterburner system. While the operation is described for an afterburner application, it is equally applicable for other devices which are used in vehicles for purposes of removing some or all of the objectionable unburned hydrocarbons. The operation of the damper 26 and the two operating conditions of the afterburner bed are substantially identical to those described with relation to the catalytic bed. Also the operation of the thermal element of the thermal responsive actuating means is substantially identical to that described with relation to the embodiment of the invention as disclosed in FIGURES 2 4.

Referring now to FlGURE 5, the control of the afterburner with changes in back pressure will now be described. Under normal operating conditions, the damper 25 illustrated in FIGURE 5 will be in the position illustrated, i.e., blocking the path of the exhaust gas through the exhaust forcing it to enter the afterburner 111) through inlet 2d. With high speed or high load operation, the pressure within the afterburner 11N) could increase to the point where the back pressure -at the afterburner could drastically affect the eiiiciency of the engine. Under these conditions, the pressure upstream of the afterburner would be ducted via tubing 108 to the diaphragm 164 and if the pressure is suiicient, diaphragm 194 will be deiiected downwardly forcing the pin 112 toward the valve disc 74 until the disc 74 is opened thereby allowing the interior of the closure ,L12 to be vented to atmosphere. The vacuum loading upon the actuator will be dumped thereby allowing the damper 26 to assume a position substantially parallel to the tlow of exhaust gases. As the pressure in the alterburner and within the exhaust diminish, the spring 117 forces the diaphragm 104 upwardly allowing the pin 112 to also move upwardly and thereby allowing the second lever 82 to force the valve disc 7d to the position illustrated in FIGURE 6. Whereupon the actuator 32 will be activated and the damper 26 will assume the position villustrated in FIGURE 5 and the afterburner 10Q will again tend to combust unburned hydrocarbons in the exhaust gases. Y

It is to be understood that the thermal responsive actuating means 44 will also operate the valve disc 74 in much the same manner as described with relation to the operation of the present invention illustrated in FIG- URES 1-4. The movement of the v-alve disc 74 is under the control of both the pressure responsive actuating means 101 and the temperature responsive actuating means 44 and it is entirely possible that one of these means could operate the valve disc to open or closed positions in complete disregard to the position of the other means. Therefore the present invention as illustrated in FIGURES 6 and 7 is responsive to both temperature and pressure variations and protects the controlled medium from adverse variations in both of these perimeters.

While the control illustrated in FIGURES 6 and 7 has been described as best adaptable to the afterburner placed in the exhaust system of a vehicle, this control is not limited in scope to such application and can be used for controlling any pneumatic or hydraulic medi-urn for temperature and pressure variations for any control system.

It should be understood that the control constructed according to the present invention need not necessarily be placed on a vehicle, a vessel or any power equipment and used in the manner described in the particular example in the specification. It could be placed in any place either iixed or moveable to control any object for either temperature and pressure variations. Y

It will be recognized that many variations within the scope of this invention may suggest themselves to those skilled in the art and the invention should not be limited except in accordance with the scope of the appended claims.

I claim:

1. A control device for operating an anti-smog device used principally for vehicles comprising:

a housing having an inlet, outlet, and an atmospheric port,

la thermally responsive actuating means mounted upon said housing,

a first lever abutting said thermally responsive actuating means and positioned within said housing,

the said rst lever having a pivot point thereon engaging an interior wall of said housing, Y a second lever comprising a base and resilient fingers, a valve mounted on said second lever base and positioned adjacent said inlet and atmoshperic port, said second lever having a pivot formed thereon at an extremity opposite the valve,

said iirst lever engaging said second lever at its between the base pivot and said valve,

base

a means'for resiliently retaining said first lever in ensaid second lever resilient fingers normally biasing said f second lever base and valve toward said atmospheric Port,

`whereby movement of said thermally responsive actuating means will motivate said iirst lever, which in turn pivots said second lever to alternately shift said valve between said atmospheric port and said inlet.

2. A control device for operating an anti-smog device used principally forfvehicles comprising:

a hollow housing having an inlet port and an atmospheric port, Y thermally responsiveactuatiug means mounted on said housing, j

means for transmitting and amplifying movement of said thermally responsive actuating means and being in engagement therewith,

a lever having .a base and a resilient finger,

a valve positionedadjacent to said housing inlet and atmospheric port and mounted upon said lever base,

and said lever mounted valve alternately to open and close said ports.

3. A control device for operating an anti-smog unit operable by pneumatic power and used principally for vehicles comprising:

a housing having an inlet port, an outlet port, and an atmospheric port, with said inlet port and atmospheric port being aligned,

thermally responsive actuating means operatively carried by said housing,

a valve positioned coaxial and adjacent to said inlet port and said atmospheric port,

a lever having a base with a said valve mounted on an extremity of said base,

said lever base having a pivot formed thereon at an extremity opposite said valve,

said lever having a resilient inger integrally formed thereon having a free end extending toward said valve,

said lever nger being bent from said lever base and having a pivot integrally formed thereon at the extremity of said tinger free end,

said motion transmitting and amplifying means abutting said lever base whereby movement of said thermally responsive actuating means is transmitted to said motion transmit-ting and amplifying means and said lever to thereby alternately actuate said valve to alternately engage said inlet port and said atmospheric port.

4. A control device for operating an anti-smog device used principally for vehicles comprising:

a hollow housing having an inlet port and an atmospheric port,

a thermally responsive actuating means mounted on said housing,

a means for transmitting and amplifying movement of said thermally responsive actuating means and in engagement therewith,

a lever having a base and a resilient finger,

a valve positioned adjacent to said inlet and atmospheric ports and mounted upon said lever base,

said lever resilient finger biasing said lever base toward one of said ports,

an adapter iixedly attached to said housing having a port thereto exposed to the atmosphere and having a cavity formed there in communication with the interior of said housing, and

a sintered metal filter mounted within said adapter cavity -to prevent contamination of the interior of said cavity when said housing is open to the atmosphere.

5. A control device responsive to both temperature and pressure changes and capable of operating an antismog device used principally for vehicles comprising:

a housing having a passageway therethrough,

a thermal responsive actuating means associated with saidhousing,

said housing having an inlet adapted to be connected to a vacuum source and an outlet adapted to be connected to a device operable by vacuum,

means for sealing said passageway moveably mounted adjacent said passageway and said inlet,

said thermal responsive actuating means mounted such that movement therefrom in response to temperature variation may be transmitted to the moveably mounted sealing means, and

a pressure responsive actuating means mounted on said housing having a part extending in proximity with said sealing means such that pressure variations sensed by said pressure responsive actuating means are transmitted to said sealing means,

whereby movement of said thermal responsive actuating means causes the sealing means to alternately expose said housing passageway and said inlet.

6. A control device responsive to both temperature and pressure changes and capable of operating an antismog device used principally for vehicles comprising:

a housing having a passage way therethrough,

a thermal responsive actuating means associated with said housing,

means for sealing a passageway movably mounted adjacent said passageway and said inlet,

said thermal responsive actuating means mounted such that movement therefrom in response to temperature variation may be transmitted to the movably mounted sealing means,

means for sensing pressure variations mounted upon said housing, and means for transmitting motion mounted proximate to said pressure means and said sealing means,

whereby movement of said thermally responsive actuating means and pressure sensing means may cause the sealing means to alternately expose passageway and said inlet.

7. A control device responsive to both temperature and pressure changes for operating an anti-smog device used principally for vehicles comprising:

a housing having a passageway therethrough,

a thermal responsive actuating means associated with said housing,

said housing having an inlet adapted to be connected to a vacuum source and 4an outlet adapted to be connected to a device operable by vacuum,

said thermal responsive actuating means mounted such that movement therefrom in response to temperature variation may be transmitted to be moveably mounted sealing means,

a diaphragm mounted in pressure sealing relationship over said passageway, and

a means for transmitting the movement from said diaphragm with changes in pressure and being positioned proximate to said diaphragm and said sealing means,

whereby movement of said thermal responsive actuating means and said diaphragm causes the sealing means to alternately expose said passageway and said inlet.

8. A control device as defined in claim 7 wherein said movement transmitting means includes a guide pin mounted at an angle with relation to said diaphragm, and

said diaphragm is biased in a direction other than with engagement of said guide pin.

9. A control device responsive to both temperature and pressure changes and capable of operating an anti-smog device used principally for vehicles comprising:

I a housing having a passageway therethrough,

a thermal responsive actuating means associated with said housing, said housing having an inlet adapted to be connected to a vacuum source and an outlet adapted to be connected to a device operable by vacuum,

means for sealing said passageway movably mounted adjacent said passageway and said inlet,

said thermal responsive actuating means mounted such that movement therefrom in response to temperature variation may be transmitted to the moveably mounted sealing means,

a casing mounted on said housing,

said casing having a passage therethrough in communication with said passageway there providing the interior of the housing with a passage to atmosphere,

a filter mounted with said casing passage to prevent contamination, and a pressure sensitive actuating means operatively engaging said sealing means and mounted upon said casing passage,

whereby changes in temperature sensed by the thermal responsive actuating means andv pressures sensed by the pressure sensitive actuating means may operate said sealing means to alternately open and close the sealing means.

10. A control device comprising:

a housing having a passageway therethrough,

a thermal responsive actuating means associated with said housing,

said housing having an inlet adapted to be connected to a vacuum source and an outlet adapted to be connected to a device operable by a vacuum,

a means for sealing a passageway moveably mounted adjacent said inlet,

a pressure'responsive actuating means mounted on said housing and positioned adjacent said sealing means,

whereby changes in temperature sensed by the thermally responsive actuating means and pressures sensed by the pressure sensitive actuating means may operate said sealing means to alternately open and close the sealing means.

11. A control device as dened in claim 10 wherein said pressure response actuating means includes a diaphragm sealingly secured over said passageway,

and a means for transmitting motion operatively engaged between said diaphragm and said sealing means.

12. A control device as defined in claim 10 and in addition a conduit communicating between said passageway and said atmosphere thereby allowing the interior of said housing to be opened to atmosphere when said sealing means is opened by said Vdiaphragm and said motion transmitting means.

13. A control device responsive to both temperature and pressure changes for operating an anti-smog device used principally for vehicles comprising:

a housing having a passageway therethrough,

a thermal responsive actuating means associated with said housing,

means for sealing Va passageway movably mounted adjacent said passageway and said inlet,

a casing tixedly attached to said housing and having a passage therethrough in communication with said sealing means and the interior of said housing,

a diaphragm sealingly mounted on said casing,

a pin in juxtaposition with said diaphragm and said sealing means,

whereby pressure sensed by said diaphragm causes Amovement of said diaphragm that would be transmitted to said pin which opens said sealing means 12 and the outlet to be exposed to atmosphere through the passageway.

14. A control device responsive to both temperature and pressure changes for operating an anti-smog device used principally for vehicles compris-ing:

a housing having a passageway therethrough,

a thermal responsive actuating means associated with said housing,

said thermal responsive actuating means mounted such that movement therefrom in response to temperature variations may be transmitted to the moveably mounted sealing means,

a casing iixedly attached toV said c losure and having a passage therethroughv in communication with said sealing means and the interior yof said housing,

said casing has a central chamber therein with a single inlet and a plurality of outlets, y Y

a plurality of sintered powdered metal-filters mounted in said chamber outlets, e

a diaphragm pan mounted on said 'diaphragm and having a guide formed thereon for engaging said pin,

said casing outlet communicating with said housing and the casing area around the termination of said outlet formed in the shape of a valve seat positioned adjacent to said sealing means, 'j

said casing outlet having a cross section of a size slightly larger than cross sectional size of said pin such that said outlet acts as guide for said pin,

a valve positioned adjacent to said, inlet port and said atmospheric port,

a`lever having a base with said valveI mounted on one extremity of said base,

said lever base having a pivot formed on an extremity opposite said valve, v

said lever having a resilient linger integrally formed thereon and having a free endextending towards said valve, v Y

said lever resilient fingers being bent from said lever base and having a pivot integrally formed-thereon at the extremity of said nger free end, and

said motion transmitting means abutting Vsaid lever base,

whereby said thermal response actuating means and said diaphragm may operate said valve to alternately seal said passageway and said inlet thereby making it responsive to both temperature and pressure variations.

References Cited UNITED STATES PATENTS 548,330 10/1895 Tobey 236-102 1,019,496 3/1912 Larson 236-87 2,312,671 3/ 1943 Otto 236-87 2,363,595 11/1944 Joesting 236-87 2,749,047 6/ 1956 Dotson 236-102 3,236,452 2/1966 Bordeaux 236-102 WLLIAM I. WYE, Primary Examiner.

Claims

1. A CONTROL DEVICE FOR OPERATING AN ANTI-SMOG DEVICE USED PRINCIPALLY FOR VEHICLES COMPRISING: A HOUSING HAVING AN INLET, OUTLET AND AN ATMOSPHERIC PORT, A THERMALLY RESPONSIVE ACTUATING MEANS MOUNTED UPON SAID HOUSING, A FIRST LEVER ABUTTING SAID THERMALLY RESPONSIVE ACTUATING MEANS AND POSITIONED WITHIN SAID HOUSING, THE SAID FIRST LEVER HAVING A PIVOT POINT THEREON ENGAGING AN INTERIOR WALL OF SAID HOUSING, A SECOND LEVER COMPRISING A BASE AND RESILIENT FINGERS, A VALVE MOUNTED ON SAID SECOND LEVER BASE AND POSITIONED ADJACENT SAID INLET AND ATMOSHPERIC PORT, SAID SECOND LEVER HAVING A PIVOT FORMED THEREON AT AN EXTREMITY OPPOSITE THE VALVE, SAID FIRST LEVER ENGAGING SAID SECOND LEVER AT ITS BASE BETWEEN THE BASE PIVOT AND SAID VALVE, A MEANS FOR RESISLIENTLY RETAINING SAID FIRST LEVER IN ENGAGEMENT WITH SAID SECOND LEVER, SAID SECOND LEVER RESILIENT FINGERS HAVING A PIVOT THEREON NORMALLY ENGAGING AN INTERIOR WALL OF SAID HOUSING, SAID SECOND LEVER RESILIENT FINGERS NORMALLY BIASING SAID SECOND LEVER BASE AND VALVE TOWARD SAID ATMOSPHERIC PORT, WHEREBY MOVEMENT OF SAID THERMALLY RESPONSIVE ACTUATING MEANS WILL MOTIVATE SAID FIRST LEVER, WHICH IN TURN PIVOTS SAID SECOND LEVER TO ALTERNATELY SHIFT SAID VALVE BETWEEN SAID ATMOSPHERIC PORT AND SAID INLET.