US2289635A - Heat control valve for internal combustion engines - Google Patents

Description

- July 14, 1942. I J. L. EDELEN I N 2,289,635

'HEAT CONTROL VALVE, FOR INTERNAL COMBUSTION ENGINES Filed July 30, 1940 g 4 lm:\\\\ V 24 I l FIG.3. F|c.2.

INVTINTOR JAMES 1.. EDELEN mw LL Q ATTORNEY Patented July 14, 1942 HEAT CONTROL VALVE FOR- INTERNAL COMBUSTION ENGINES James L. Edelen, St. Louis, Mo., assignor to Carter Carburetor Corporation, St. Louis, Mo., a

corporation of Delaware Application July 30, 1940, Serial No. 348,333

, Claims.

This invention relates to internal combustion engines and more particularly to means for controlling the temperature of combustible mixtures fed to the engine.

The present invention employs the usual method of heating the intake charge by directing various amounts of hot exhaust gases through a heating jacket surrounding the intake manifold.

It is the primary object of the present invention to provide novel, automatic means for controlling the application of heat to the intake manifold in accordance with requirements for efficient engine operation.

Other objects and advantages will appear in the following description and accompanying drawing in which:

Fig. 1 schematically illustrates an engine intake manifold and an associated exhaust manifold incorporating a preferred form of my invention.

Fig. 2 is a vertical view taken on line 22 of Fig. 1. In this View the control device is in a heat-on position.

Fig. 3 is also a sectional view taken on line 22 of Fig. 1. In this view the control device is in a heat-off position.

Numeral I indicates the central portion of an engine intake manifold having a vertical branch 2 equipped with a flange 3 to which is attached a conventional canburetor, the lower portion of which is indicated at 4. Below the intake manifold and parallel therewith a portion of an exhaust manifold is indicated at 5. Surrounding a portion of the intake manifold and the branch 2 is a jacket 6 forming a so-called hot spot. The jacket communicates with the exhaust manifold 5 through ports 6 and I. A valve 8 attached to a valve shaft 8a which is pivotally mounted in the exhaust manifold between the ports 6 and I rfunctions to direct the flow of exhaust gases upwardly through port 6, when in the position shown in full line in Fig. 1. It will be understood that the direction of flow of the exhaust gases is from left to right as indicated by arrows. The outlet of the exhaust pipe (not shown) lies to the right.

Attached to the intake manifold is a valve control device generally indicated at 9. The control device comprises a casing having a larger upper cylinder I0 and a concentric, smaller lower cylinder II having pistons I2 and I3, respectively, fitted therein. The pistons I2 and I3 are mounted on a common piston rod I4 which extends downwardly beyond the casing. The upper end of cylinder II] is sealed from the atmosthe opposite end of link II.

phere by the closing plug I5 and the lower end of cylinder II is provided with a packing gland I6. The lower end of piston rod I4 is provided with a fitting I la for pivotal attachment thereto of a link I'I. Rigidly attached to valve shaft 8a is an operating lever I8 having a perforation at its outer end for pivotal attachment of A spring I9 in the upper partof cylinder it normally urges the piston and rod assembly downward and, consequently, urges the valve 8 toward a heat-on" position. A vent to atmosphere at the lower end of cylinder ID is indicated at 28.

The control casing is provided with a lateral projection 2| having an integral flange 22 at the end thereof for attachment to a matching flange 23 on the' intake manifold. A lateral chamber 24 formed in extension 2| communicates with the intake manifold through the opening 25. Communication between the upper part of cylinder I0 and the lower part of cylinder II and the intake manifold is provided by passages 26 and 21, the chamber 24, and opening 25. At the juncture of passages 26 and 2! with the chamber 24, valve seats 28 and 29 are formed and .a valve'30 carried by a thermo responsive bi-metal element 3| is arranged to alternately engage the valve seat and eiiectively close communication with one or the other of cylinders I0 and I I. The bi-metal element is constructed with the high expansive metal on the inside so that with increasing temperature the valve 30 will be moved toward valve seat 29. An adjust- -ment of the thermo responsive element is provided for by the adjusting screw 32. It will be noted that the loop end of element 3i extends into the intake manifold and that the element generally is exposed to the temperature of the mixture .being conveyed therethrough.

The diameters of pistons I2 and I3 are so proportioned .and the spring I9 so calibrated that when the valve 30 is in an intermediate position, permitting communication between the ends of both cylinders and the intake manifold, a balance will be reached somewhere intermediate of the heat-on and heat-off position of valve 8, depending, of course, upon the degree of suction in the intake manifold. It is the intention, however, to calibrate these elements so that the valve 8 will be in at least a partial heaton position under these conditions and when subject to suctions in the intake manifold consequent to normal engine operation.

In operation, upon starting a cold engine, valve 8 will be in the heat-on position as shown in suction, it will not, however, be moved to a complete heat-off position. If conditions of atmosphere and operation are such that the temperature of the mixture continues to rise, the valve 30 will be moved to seat 29, as shown in Fig. 3. Under these conditions, with the passage 21 to opposing piston l3 being closed, if the engine is operating under normal or light load the intake suction will be sufficient to move piston [2 to its uppermost limit and, consequently, move valve 8 to a full heat-oil position as indicated by dotted lines in Fig. 1, thereby permitting the exhaust gases to by-pass the jacket 6. If, however, the engine is operated under a heavy load resulting in a low manifold vacuum, the spring l9 will overcome this vacuum and move the piston downward and the valve 8 toward a heaton position.

The foregoing description and drawing are intended to be illustrative and not limiting and the exclusive use of all modifications within the scope of the appended claims is contemplated.

I claim:

1. A heat valve control for an internal combustion engine hot-spot comprising a pair of resiliently expansible chambers, the movable walls thereof being connected together and being adapted for connection t the valve for control thereof, passages for connecting said chambers with the engine induction conduit so that suction tends to move said Walls in opposing directions, and thermostatic valve means selectively controlling said passages for varying the relative differential pressures applied thereto.

25A heat valve control as specified in claim 1 in which the movable walls of said chambers are of different sizes whereby the control may assume various intermediate positions in accordance with the heat and suction conditions applied thereto.

3. A heat valve control as specified in claim 1 in which said movable Walls are resiliently urged in one direction by a spring, said. walls being of different sizes and the larger thereof being disposed so that suction thereon opposes said spring.

4. A heat valve control as specified in claim 1 in which said thermostatic valve means is constructed and arranged to close one of said suction passages at low temperatures so that said movable walls and said control valve will be maintained by suction in the heat-on position, and to close the other suction passage at high temperatures so that the suction will be effective to urge said walls and control valve toward the heat-off position.

5. A heat valve control for an internal combustion engine hot-spot comprising opposing cylinders of difierent diameters having connected pistons fitted therein, means for connecting said pistons to the heat valve, spring means urging said pistons and valve toward the heat-on position, suction connections for respectively connecting opposite ends of said cylinders to the engine intake manifold, exposing the inner portions of said cylinders to atmospheric pressure, the larger of said pistons being located so that suction applied thereto opposes said spring means, and thermostatic valve means controlling said suction connections in accordance with the temperature of the engine intake gases so that at low temperatures suction is applied to said. smaller piston only for maintaining said heat valve in the heat-on position, at higher temperatures suction is applied .to both pistons for maintaining said heat valve in an intermediate position, and at still higher temperatures suction is applied to said larger piston only Whereby the full portion of intake suction is available for urging said heat valve to the heat-off position.

JAMES L. EDELEN.

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