US848722A - Auxiliary valve for automobile-engines. - Google Patents

Description

PATENTED APR. 2, 1907.

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06332? Far; 7 CaZ/ef lmmmmmnuuml APPLICATION FILED 0011s, 1906.

b WHIP Z m1: mmms PEYERS co., wasmrvcmu, n. c.

UNITED STATES earner clarion.

AUXELIARY VALVE FUR AUTOWlOBlLE ENGlNES.

Specification of Letters Patent.

Patented April 2. 1907.

Application filed October 18, 1906. Serial No. 339A71.

To all whom it may concern.-

a citizen of the United States, residing in Quincy, county of Norfolk, and State of Massachusetts, have invented a new and Improved Auxiliary Valve for Automobile-Engines, of which the following is a specification.

My invention relates to automobile-engines of the class known as explosion-engines, in which the charge of fuel in the cylinder is exploded by electrical ignition devices.

The object of my invention is to provide means for increasing the power of such engines, prolonging the life of the ignition-battery, forsaving wear on the brakes, and for producing an additional or auxiliary brake.

According to my invention, I provide a combined auxiliary valve and circuit making and breaking device so constructed that in breaking the ignition -circuit the valve is opened to admit air to the fuel-induction pipe between the engine and the carburetor or source of supply, which will have the effect of breaking the suction of fuel and supplying only air to the cylinder, which serves the double purpose of cooling the cylinder and when compressed acts as a powerful brake. This compressed-air brake may be utilized while the automobile is coasting or running down hill.

In the accompanying drawings, Figure 1 is a diagram showing how my improvements may be applied to a gasolene-engine. Fig. 2 shows a vertical section of my improved. auxiliary valve on the line 2 2 of Fig. 3. Fig. 3 shows a vertical longitudinal section of the valve and the device for making and breaking the ignition-circuit. Fig. atv shows an end elevation of the same.

In Fig. 1, A indicates the cylinder of the engine; B, its piston; C, the piston-rod, and D thecrank-shaft with which it is connected. E indicates a carbureter, to which fuel is supplied by the pipe 6. The fuel passes from the carbureter through an induction-pipe F to an admission-valve G, which is shown as a spring-controlled check-valve automatically opening inward on the outstroke of the piston; but a positively or mechanically operated valve may be substituted. I-I indicates an exhaustvalve, which is shown as normally held closed by a spring h, and this valve is preferably opened by connections with the crank-shaft or some other suitable part of the mechanism at each stroke or each alternate stroke of the engine. Be it known that I, FRANK TAYLOR CABLE,

The igniting devices I are connected with the secondary of the induction-coil J by the circuit-wires 2; The primary of the induction-coil is connected with the battery K by the wire 71?. The other pole of the battery is connected to a contact device L, with which a contact device I on the crank-shaft of the engine e11- gages at each revolution. The other end of the primary of the induction-coil is connected by a wire a with a binding-post M on my improved valve N, and when this valve is closed the circuit extends from the bindingpost M to a contact-plate n, thence by a spring V to the valve-stem R, thence to the metal shell of the plug; and thence the circuit is through the metallic pipes, &c., of the engine. Ordinarily the ignition-circuit is closed at the valve N and is made and broken at each revolution of the engine at the contacts L Z, and ordinarily fuel is drawn into the cylinder past the admissionvalve G at each stroke of the engine and is expelled through the exhaust H after each explosion in the usual manner; but I employ the valve N for the purpose of increasing the power of the engine by admitting regulated quantities of air to the fuel between the carbureter and the engine-cylinder, and by means of this valve, when the a tomobile is coasting or running down a steep grade, air may be admitted in such quantities as to practically cut oil the flow of fuel from the carbureter to the engine. The air thus received in the cylinder serves to cool it, and by being compressed will act as a powerful brake, thus dispensing to a large extent with the use of the mechanical brakes, and thus increasing their life.

It will be understood, of course, that the exhaust-valve II is opened at each strokeor each alternate stroke of the engine; but, nevertheless, there will be a compression of air in the cylinder which will act as a brake, and when the automobile is running very rapidly, as when coasting down a steep grade, the wheels will be held with a very powerful braking-action.

In going down a steep grade the engine should be thrown into the intermediate lowgear position. In the lowgear position the compression would practically stop the heaviest car on account of the high speed at which the engine would be running and the slow speed at which the car would be moving. In going down a hill of medium grade sufhcient braking power would be obtained with the engine on high. gear.

The details of the valve may be varied, but preferably the combined valve and. circuitbreaker are constructed as shown in the drawings. The shell P of the valve has a conical bore or valve-seat receiving a conical valve The L R, which is operated by a handle S. valve R has a passage 1", connnunicating with the port 1* in the valve-casing opening to the atmosphere and with the port r in the casing connected with a pipe T, which. communicates at t with the induction-pipe F between the engine cylinder and the carbureter. By means of the lever S the valve may be turned to entirely cut oil commuziication between the port '1" and the induction-pi w, or it may be so turned as to admit any desired quantity of air to increase the e'tliciency of the explosive charge, or it may be thrown Wide open, so as to permit the free access of atmospheric air to enter; and, as at this time the throttle-valve of the engine would be closed, practically no fuel would enter the engine-cylinder with the air thus admitted. The lever S is also made to open and close the ignition-circuit. The contact a, belore described, is mounted on a disk U of insulating material, which is secured to the valve-casas by a screw u. The stem lit of the valve carries spring contact-lingers V, which are electrically connected with each other and are held in place by a nut N on the valve-stem. The upper ringer V makcs contact with the plate a. The lowertinger merely slides on the face of the disk U and across the head of the screw a, but is not in the electric to a limited extent, if desired, without breaking the circuit between the upper finger and the'plate a, so as to admlt some air to the fuel induction pipe but when the lever is thrown to the extent shown by dotted lines in Fig. 4 the ignition-circuit is broken, and air is freely admitted from the at'mesphei'c m the induction-pipe.

I claim my invention l. The combination. with the imluciioiipipe ot an explosion-engine, of an auxiliary valve for adn'iitting air to the pipe, an ignition-circuit and iontact making and breaking devices operated simultaneously with said auxiliary valve.

2. The combination with an explosion-cm gine of ignition devices, a carburetor, an induction-pipe leading from the carbu'i'cicr lo the enginecylin(,ler, an auxiliary valve for admitting atnmspheric air to the imlurlioiipipe interposed between the carburetor and the engine-cylinder and circuit making and breaking devices in the ignitionrciii'ciiit open ated simultaneoutly with said valve.

3. An auxiliary valve tor automobile-eii gines comprising a valve-casing haying a port opening to the atmospl'ierc and anel ll(1' port connected with the iimluction-pipe oi the engine, a valve for opening and (losing colm'nunica'tioii. between said ports and circuit making and breaking devices carried by said valve whereby th "'llllUll-Uljl'(lllt ol' the engine may be opened when the valve is e pen to establish commi catiojii between Htllll ports and w1ll be closed when the valve l-- closed.

ln testm'iony whereof .I. have hereunto so I scrlbed my name.

F RANK lllAYLOlt (JABQI i l Witnesses:

Il L. BnAKE, W. D. Fasten.

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