US2380374A - Internal-combustion engine charge forming apparatus - Google Patents

Description

R. M. ANDERSON Jul 31, 1945.

INTERNAL-COMBUSTION ENGINE CIiARGE-FORMING APPARATU Filed N o'v. 25, 1942 "s SheetS Sheet 2 f July "31, 1-945; 3. M. ANDERSON I 2,380, 4

INTERNAL-COMBUSTION ENGINE CHARGE FORMING APPAhATUS Filed Nov.25, 1942 s Sheets-Sheet s Z2 @M a INVENTOR AA YMO/VD M. ANDERSON ORNEY Patented July 31, 1945 IN TERNAL-COMBUSTION ENGINE CHARGE FORMING APPARATUS 'Raymond M. Anderson, Detroit, Michl, assignor to Evans Products Company, Detroit, Mich., a a

- corporation of Delaware Application November 25, 1942, Serial No. 466,835

ENT OFFICE 22 Claims, This invention is a continuation-in-part of my rade or heavier fuels or in cold weather, or else,

co-pending application,jSerial No. 279,394, filed June 16, 1939, for Internal combustion engine charge forming apparatus and relates to such apparatus-and more particularly to certain improve-- ments in automatic heat controls for a fuel mixture heater or in exhaust gas flow regulating valve units and their controls for heating the induction manifolding system of internal combustion engines, not. only as they may be used with the par ticular charge forming apparatus, of my above identified parent application, but; to such-im proved heat controls or valve units per se, or as they may be used in various other arrangements or with other types of internal combustion engines. v

The disclosure of the first embodiment'oi this invention in .the specification and drawings herein is'identical with and embodies the disclosure of the exhaust gas fiow regulatingvalve unit in myabove identified parent application, which has claims to various other charge forming features and combinations and has certain claims to com .binations which include this exhaust gas flow regulating valve unit as an element thereof, but rather. broadly set forth and, along with other limitations and elements'relative to the special or specific charge'forming apparatus ofthat ins vention, such as the long mixture heating passage to carry a small part of the total air supply or the separate supplies of auxiliary volatile fuel;

7 whereas, as noted above, the invention of-w-sthis application, including its first embodiment which may be considered as a division of the saidparent application, relates to the more specific aspects and features of my improved automatic heat controls or exhaust fiow, regulating valve units, either per se or in combination with ordinary or any types of internal combustion engines and their manifolding, and without regard to the rest of the special charge forming apparatus ofsaid parent application.- 1

In general, the objects oi this invention are to provide improved, simplified, and more accurate or flexible thermostatic or automatic heat controls or valve control units for the heating oi the induction intake maniioiding systems of internal combustion engines or a heated part thereof by a regulated flow of exhaust gases. V n

More specific objects are to provide such heat control units which are particularly well adapted to give sufiicient fuel vaporizing heat metered as needed and a substantially constant limiting temperature, satisfactory operation, and economy in internal combustion engines operating on low to provide designs adapted for ordinary engines operating with ordinary-gasoline and under usual conditions to give a higher economy due to more heat except at heavy load or full throttle conditions, to reduce or eliminate valve pounding, to

I give a safety valve or blow-oil! valveseilect by the exhaust gas pressure acting to open the valve a ainst a biasingforce preferably by a weight tending toholdthe valve closed, to provide a resilient thermostat tending to open the valve for less heat, this thermostatpreferably being a bimetallic coil carried by and moving with the valve to act in onlyone direction through an initial .lost motion'connection so that it does not act on the valve at its lower temperatures, to provide an the valve and this resilient stop being formed by the thermostat itself, and to provide, in combination with a valve held closed by a weight or the like. a separate spring or yielding stop to define the valve closed position and to operate at all times. I

-In the drawings, in which like numerals are .used to designate like parts in the several views throughout: i l 'Fig. 1 is a general view showing in elevation an embodiment of the charge forming and regulating apparatus of the above identified parent applica- Fig. 2 is a detail end elevation view of this exhaust gas regulating unit as viewed from the left in .Fig. 1;

Fig, 3 is a fragmentary and elevation of the other side of this exhaust gas regulating unit with portions being broken away;

Fig. 4 is a vertical sectional view of the valve unit taken on the line 4-4 of Fig. 3;

Fig. 5 is a sectional view taken on the line 5-! of Fig. 6 but with ports of the exhaust manifold shown in plan and not sectioned, this figure showing a second embodiment of this invention and its application in conventional manifolding;

Fig. 6 is a front elevational view of the organization of Fig. 5, but with portions being broken away and shown in section, this figure showing the application of the second embodiment of my improved valve control to a well known type of mixture heater and valve or hot spot in the intake manifold and the associated exhaust manifold and connections;

Fig. 7 is a section taken on the line 'I-I of Fig. 6;

Fig. 8 is a part end and part sectional view taken on the line 8-8 of Fig. 6;

Fig. 9 is a part end and part sectional view taken on a line like Fig. 8, but showing a third embodiment or other or additional features which may be employed and a slight change in v the bimetallic coil; and

Figure 10 is a front elevational view or a view looking from the left in Fig. 9.

While in general the exhaust heat control valve units or the like within the purview of this invention may be applied to or used in combination with various sorts of internal combustion engine intake manifolding system heaters, yet, since the specific design of the first embodiment hereof is particularly well adapted for satisfac-w tory operation with a particular manifolding system to vaporize heavy or low grade fuels in a small part of the total air supply at higher limited temperatures, I have included herein those portions of the drawings and specification of my above identified parent application which relate more directly to the present invention and I have briefly summarized herein the rest of the organization of such parent application; however, I intend to include herein by reference the balance of the disclosure of this parent application in order to give, if desired, a completa'understanding of this particular embodiment or application of the present invention.

However, as noted above, it is to be understood that this invention, and particularly the broader aspects of the first or divisional embodiment hereof is not intended to .be limited or necessarily restricted to use with this particular sort of internal' combustion engine charge forming arrangement, sinceit will be generally apparent to those skilled in this art and will be seen by analogy with my second embodiment that the relative proportions, biasing forces, temperature ranges, and the like, can be changed to use this general design in engine mixture heaters having quite different requirements, such as conventional engines using ordinary gasoline.

As shown in the general organization 'view of Fig. 1 the charge forming and regulating apparatus of the said parent application is applied to a conventional type of automobile or truck gasoline engine 2 having the usual exhaust manifold I, exhaust pipe 98, the usual intake manifold 3 drawing in air and fuel from an intake conduit and carburetor of the down-draft type having the conventional air cleaner II 2 and having the usual throttle and choke therein. Carburetor unit I is here a special multi-fuel type,

as generally described herein.

In Fig. 1,- unit I28 is a special economizer to supply metered heated air from the schematically shown pipe I34 into the intake beyond the throttle under the control of the movable throttle plate through the conduit I33.

Number H is an anti-detonation unit to meter exhaust gas into the intake manifold only under heavy load conditions.

It is to be understood that these two units are not material to the present invention.

Closely adjacent the multi-fuel carburetor I is mounted a compact, fiat vaporizervheater unit 5, which is externally jacketed to provide an exhaust gas space entirely surrounding the inner coiled or fiat spiral mixture heating passage. The exhaust gases flow to and from this heater 5 by connections 6 and I respectively, which pipes may also support the heater. Thus, the desired heating fiow of exhaust gases is controllably bypassed from and back to the exhaust manifold I and exhaust pipe 98 by the valve unit I03, etc., which forms the first embodiment of this invention. This valve unit is controlled by the exhaust gas temperature and how rate. Inside of the heater 5 is a fiat, spiral air and fuel mixture heating and vaporizing passage, the inner end of which is supplied by a passage including pipe I with a small part (5% to 10%) of the engine's total air supply from the intake conduit between the choke and air cleaner and with a main varying-metered fuel supply of oil or gasoline as selected by suitable snap action valves in the carburetor unit I, andas mixed or atomized by the mixture atomized by a primary ventui-i at the entrance to pipe 8 and forming a part of the combined carburetor unit I.

Thus, in thisspeciflc embodiment of the parent application, the major part of the engine's air supply is sucked down through the intake conduit (comprising the riser, the mixing chamber, and the intake manifold) in the usual fashion, while asmall proportion (preferably about 5% and less than 10% of the total air supply) is drawn through a separate passage, which includes horizontal connections 8 and 8 and the substantially horizontal, tortuous, mixture-heating passage in the heater 5. This passage is supplied by the above noted primary venturi from one of the two heavy and light fuel bowls in the carburetor I as selected by snap action valves. This superrich mixture is heated to a high temperature so that the sprayed fuel is partly gasified, partly vaporized, and the balance finely divided. For the sake of simplicity. this condition is hereinafter referred to as vaporized.

It will be seen that, for starting and until the engine has come up to temperature, only gasoline or the like will be supplied to the vaporizer-heater units venturi for discharge into the annular space in the composite inner venturi of the multi-venturi set of the main mixing chamber (none of which are shown here). Manually operated or automatically controlled valves may control the change-over from gasoline to heavyfuel, or vice versa, at starting or at other times, as is well known in this art.

Another feature of the parent application is the provision of auxiliary fuel supplying means to supply volatile unheated fuel directly into the intake conduit concurrently with the varying conventional type of compensatingjet' assembly andidling assembly and also embodies a con-= ventional accelerator pump, alloperating only on gasoline to continuously supply auxiliary volatile fuel, together with themain vaporized light or heavy fuel supply through the heater which also goes into the same main mixing chamber venturi.

the super-rich heated mixture be maintained within reasonably close limitations. In the present embodiment it has been found that, although better results are obtained the more closely'the mixture temperature is regulated,satisfactory results are obtainable with variations up to50 degrees F. In the present'embo'diment a closere ulation is accomplished by regulating the flow'of exhaust gas through the by-pass circuit which includes the vaporizer-heater.

Referring to Figs. 2, 3 and 4, it is seen that the unbalanced exhaust regulating valve 99,

which is preferably pivoted atone edge by being fixed on rockable pin IOI' journaled inthe side walls of the Y fitting I00, may seat against a shoulder I02 to close thisleg of the 'Y fitting to force all of the exhaust gas around through the vaporizer-heater. When wide open, valve'llll seats against shoulder HI. To prevent fluttering and pounding on its seat, this valve is inertia damped by a comparatively heavy fly wheel l04 fixed on its pin IIJI. This wheel carries a which is'designed 'to'provide a relatively high but limited,1o'r constant, when possible, temperature for the heater. However, it will be seen that this design could be readily modified to provide a t is quite important that the temperature of V lower and variable temperature, as for use with an ordinary gasoline'automobile engine hot spot.

Also, in this first form my heavy inertia disc or wheel I04 will practically eliminate valve pounding, and its offset weight I03 will tend to hold the valve closed for maximum heating, even when the bimetallic strip I01 is cold and does not exert any appreciable valve opening eifect, so that this weight I03 adjacent its periphery to bias'the valve toward its closed position against :seatorshoulder IE2.

It will be noted that a'bolt I03 secures this weight to the wheel in any one of the plurality of holes I05 so that the weight is adjustable angularly around the periphery of the wheel; and since the bolt hole in the weight itself is eccentric, the weight may be moved in or out radially, both of which movements permit a nice adjustment of the effective lever arm of the Weight acting'on the valve so that the temperaweight gives a safety or blow-off valve efiect, permittinga sudden increase in exhaust gaspressure or flow to open the valve to a controlled amount and thus prevent undue heating, and to have a heating gas flow regulating action to give a more constant'heating or temperature inthe heater 5.

This weight also acts with a progressively decreasing torque, dueto its decreasing effective lever arm,as-it,opens so that it isstrongly held closed'at lowexhaust flow rates and more easily held open when it isopen at high exhaust flow rates to correct'for the decreasing effective area ofthe valve 99. I I

-I 'prefera weight, such'as I63, to a spring to bias my valve since a weight aids by the inertia *or damping" effect and issimpler and not adversely affected bythe high temperature. The

several holes I05 permit the effective lever arm of the weight and also its change in lever arm as it moves to be varied while the rotational adjustment of eccentric weight I03 gives a" second and finer adjustment for calibration or the like. If desired, and as shown'in the second embodiment,

portion- I09 can merely loosely engage pin III] o that the thermostat is only a one-Way action to open the valve, and the various features of this ture setting may be varied for different installa- I tions, for different fuels, for winter and summer 5 set at low temperatures and at temperatures slightly above the desired setting, which, as noted 2 above, may be about400 degrees FL,v to move the valve toward seat III to anextent dependent on the temperature and the pressure exerted on the valve. It will be apparent that since this bimetallic element is mounted adjacent the fitting Iilll its action will be responsive'to exhaust gas temperatures. The butterflytyp'evalve 99 itself is I responsive to the rate of flow of the exhaustgas,

which is a functionof' engine load-speed conditions; 4

- It will be apparent that in normal operation this exhaust gas regulator valve will occupy someintermediate position dependent upon the exhaust gas temperature and flow-rate to limit and to regulate the exhaust gas made availableto the In the first embodiment just described I :have

*provided a heatcontrolling exhaustvalve unit second embodiment maybe employed here or the features of this first embodiment, such as the use of the inertia wheel I04 and the adjustable weight IE3 may be used in the design of the second embodiment.

I Referring to the second embodiment of my invention, Figs, 5, 6, '7 and 8 in particular, illustrate the central parts of an intake manifold and an, exhaust manifold, togetherwith the combined mixture heater or hot spot, and its exhaust gas flow regulating valve. Before proceeding to the more detailed description of these parts, it should be notedthat the structure of the exhaust and intake manifolding, the hot spot or heater, and

the valve itself, are of a conventional and well known form, in fact, these figures illustrate the structure employed in the present Chevrolet automobile or truck engine and show how that conventional' structure may be easily modified to embody my inventionin the controls for the exhaust now regulating valve. Thus, the particular structure of' the manifolding, the heater, and the 'valve proper, form 110 part of this invention per se, andenter into this invention as environment or'background therefor, or in combination with [vaporizer-heater and consequently the mixture temperature.

my improved features.

As shown, the intake manifold 3 (the ports not being shown), has the central, integrally cast hot spot or heater portion 305 which, as is understood, is to beused with a down-draft carburetor throttle barrel or intake riser mounted on its upper portion, so that the intake riser pipe, or throttle barrel 39 as shown in Fig. 9, maybe matched'to opening I4 and suitably secured, as by bolts j-through the bolt hole Ida. Thus, the air and carburetted fuel will fiow down'and i'nthe directions'indicated' by the double headed-arrows through the'exhaust jacketed and heated chamber 13 which is in th form of a tube having a closed bottom l5 and arranged so that, adjacent its bottom, the air-fuel mixture splits three ways, one part going rearwardly through the opening I2-and the connecting rearwardly extendingpassage l I having the opening ill adapted to be connected with the common opening to the two center Siamesed intake ports, and the other two parts going left and right into the left and right two openings I6 and into the two end portions of the intake manifold 3 to go on to the two remaining pair of ports (not shown) of the six cylinder engine.

The conventional exhaust manifold 4 has the usualports, two of which are indicated at M,

and its central portion is shaped to direct the exopening 2t! into the usual exhaust pipe, while,

when the valve is practically closed, as shown at 399 in Fig. '7, almost all of the exhaust gas flow will be diverted or icy-passed upwardly through the passage portion I! around the conduit or passage II and into the annular passage 19 past the valve and so to the exhaust pipe. Note that the paths of the exhaust gases are shown by the single headed arrows.

The bottom [5 of the heating tube 13 is provided with a cast-in portion 2| to form a stop for the upper end of the unbalanced valve 399 to thus define its closed or heating position, in which there will be a slight leakage flow since the other end of the exhaust valve does not quite seat on the adjacent wall portion 302 which would otherwise be the closed position valve seat. When the valve is entirely open it seats against the wall portion or seat 3H.

It will be appreciated that the unbalanced valve 39'9wi1l be biased toward its open or non-heating inertia weight with the offset portion 303 and the reduced end portion 384 having a hole therein to receive the shaft and be secured thereon as by the cotter pin SMa'or the like which extends through a corresponding hole in shaft L The other outside end of shaft 3i]! is slotted, as at 308, to

receive the suitably secured inner end of the coiled bimetallic strip 30! having its other orfree end acting against a relatively fixed abutment.

As noted above, the foregoing detailed structure is identical with the Chevrolet hot spot, manifolding, and valve unit, except for the particular arrangement and action of the weight 303, the thermostat 301, and the adjustable thermostat abutment 3H], and this portion of the disclosure will indicate how easily this well known control unit may be modified to embody my invention and thus have a different and improved operation.

I have modified this conventional heat control unit so that the valve is always biased toward closing position, as in my first embodiment, preferably a weight acting on a decreasing effective lever arm as the valve is'openedi If desired, this weight may be made adjustable as in my first form. Also the yielding or resilient thermostat actsto' open the valve for less heat preferably through a one-way connection, and an initial lost motion with suitable adjustments.

Thus, instead of the offset weight portion 303 extending up and a little to the rear so that it would bias the valve toward open position with a progressively increasing biasing effect as the valve is opened, as'is done in the Chevrolet arrangement, my offset weight portion 303 i mounted in an angular position so that when the valve is closed it is substantially-in the position 383 as shown in Fig. 7 so that it tends to always bias the valve toward closed or heating position with a progressively decreasing biasing effect as the valve is opened or sothe weight is moved toward the position as shown at 303 in Fig. '7.

Referring tolthe arrangement of the thermostat which is carried by, and always movable with, the valve member or its valve shaft 39!, my bimetallic coiled strip does not resist opening movements of the valve or tend to close the valve, as in the above noted Chevrolet construction but acts in the opposite direction; the coiled bimetallic strip 301 being arranged and wound in such a direction that its free and slightly hooked end portion 309 tends to move counter-clockwise, as

the initial lost motion if this should be desirable in any particular design.

Thus, the position of the abutment pin 318 may be manually adjusted by suitable means, as my mounting it in one of the several holes Mild to thus manually adjust or pro-set the rangeof the thermostat or thepoint at which it will push off from pin 3H] and. thus start biasing the valve. This manual adjustment will be useful for calibration or for setting the unit for different fuels or for different climatic conditions such as cold or hot weather.

It will be seen that my resilient thermostat can act on the valve in only one direction and thus has a one-way action, preferably through an initial lost motion connections Also the thermostat, which acts in the same direction as the exhaust gas pressure or flow, may not always be operating since an increased exhaust gas pressure will hold the valve open to a degree where 309 does not engage pin 3H1.

It will be noted that when the thermostat is hot, as it will be during normal operations, it

will limit closing motions of the valve and thus serve as a resilient or cushioning stop, preventing the pounding of the valve on its seat or against its end stop I2l due to the fiutter induced by pulsations in theexhaust gas flow acting to intermittently bias the valve open.

However, in cases where the weight of the valve itself and the parts moving therewith including the thermostat and the weight 303 do not provide enough inertia. dampeningt 1i 1 nate this objectionable pounding sufficiently, I

may provide a resilient or spring cushioning stop to limit or define the valve closed or heating position'and to actatall-times, even when the ther-' m-mat isrfiot a e on the-valve, aSP h'eI it istoo cold. V

" Thus, I have provided the leaf spring; bent or curved as shown and having its upper end secured on theinner flat side of the offset weight portion 303 by the two screws 'or'the like, 3|and 32. The lower or free end portion of thespring corresponding tapped and threaded'hole 26 'in the boss cast on' 'the exhaust manifold .4 as

301a, thus saving an extra pivot and permitting shown. The stop orabutment forming rod 21 may be locked in any desired adjusted position by the lock nut 28 engaging the same threaded portion. It will'be seen that thepoint at which the'spring 30 engages or starts to act may be adjusted by bending the spring in or out, as is well known in connection with leaf: springs, by having screw 32'formedwith ;a portionsuch as a lock nut thereonlto engage on'the inner sideof. the spring 30 so that as screw 32 is screwed in or out it will adjust'the free end of spring or, as

shown, by screwing the stop'rod 21 in or out a'more compact and'neater assembly'.

Link 51 may be made sufllciently thick and heavy so that it is vbiased'by its own. weight and thus held: to preventvibration and clicking or. pounding. Ifdesired, spring 52 may be mounted on the rod 46 between the suitably fixed collar or abutment63 thereon and the swivel block 52 on the link 51 so that this weak spring yieldingly holds: link 51 against its stop 3l0 except when the throttle is opened. I

It will be seen that I have provided here a lost motion connection, so that when the throttle 40 is substantially fully opened as under full'load conditions the rod wil1 be listed until it takes up the lost motion and the nut 49 engages the swivel block onthe link 5'! to lift the link or swing it clockwise and to thus similarly move the pin 58. This will change the range or startingpoint of the thermostat 301a or, considered in another way, rod '46 will push the valve 399 open through the-resilient thermostat 301a when the throttle is'opened wide. The amount 'of this lost -motion canbe adjusted by moving nut 49 along "modify and add to the structure ofFigs; 5 to 8,

so thatthe manual adjustment of the position of the abutment engaged by the free end of=the bimetallic spring (here designated as 301a) is done by the throttle}. v

In Figs/'9 and 10 the structureis identical w'ith Y Figs. 5 tot except as noted. The bimetallic spring 301a is shaped or bent slightly differently,

so that its free end 309a is slightly further around mounted on the throttle shaft 4 ljthe exposedend of which has suitably fixed thereto a swingable link 48, having in its free enda hole 43 toreceive and journal therein the bent-over, upper end portion 44 of the link rod 46 suitably held'in this hole, as by the cotter pin 45. J It will'b'e seen that rod 46 may be bent or otherwise shaped toclear act directly on=the valve or valve member through some other projection from the valve shaft such I asthe valve weight 303. Y'

Thus, in Figs. '9 and 10 I;have disclosed an arrangement whereby the range or action of the thermostat isadjusted or: changed in accordance 35,

with'engineload conditions preferably by throttle movement and also. preferably, but not' necessarily, through a lost motion connection so that there is normal or full heating up to substantially wide open throttle although this point can beadv,justed as desired.

i within the scope'of this invention will-becomeapof the valve shaft withthe thermostat,the therthe interfering heater portion; 3,0 5. The lower end portion of rod 36 is threaded, as at 48, and carries thereon the adjustable abutment forming nut 49 held bya lock nut 50; Asshown, this lower portionof'the rod abovethe out His freely slidable in and through the-opening 53 through theswivel block 52; whose reduced pin forming end portion 55 is pivotably mounted or swivelled The downward or counter-clockwiseposition or motion of link 51 is limited by pin 3m, whose position maybe adjusted as bythe holes 3l0a. The other, or fixed pivotend of link 51, has a parent'to those skilled in this art from the foregoingteachings.- Forexample, i'neither embodiment'there may be other sorts ofthermostats, or cushion stops, a balanced'valve may be used to eliminate the exhaust gas pressure biasing eflfect, within'the broader scope a spring or other biasing means maybe used in lieu of the weight. The weight or-the like may be on the same end mostat may be shielded or otherwise controlled to regulatethe cooling air flow thereover-or the 'in a suitable hole formed'in the free end portion bearing forming hole 59 to receive and pivot it on the shaft Milt-inside of the bimetallic strip transfer of ,heat'thereto, and, of course, the several parts maybe of various proportions and designs. J I t Although the foregoing description of the three illustrated, embodiments is necessarily detailed, yet it is to be understood that this detailed description J and the specified terminology is not intended to be restrictive and'that various omissions, rearrangements or othermodificationsof parts in'addition to those mentioned herein, may be employed without departing from the scope or spirit of the inventionas'claimed'herein. I 1

Iclaimzw- 1 1. A heat-control for the manifolding system of internal combustionengines, including means biased toward open positionby the pressure of exhaust gases thereon, exhaust gas temperature responsive means biasing said valve toward open Iposition, and an inertia weight carried by said and acting to bias said valvetoward'closed position.

2. An exhaust gas valve unit to control the flow of exhaust gases through an internal combustion engine air-fuel mixture heater comprising an unbalanced valve biased toward its non-mixture heating positions by the pressure of the exhaust gases thereon, means to bias said valve toward its mixture heatingposition, and a thermostat heated by the exhaust gases to bias said valve toward its non-heating positions.

3. A heat control for the induction manifolding systems of internal combustion engines including a heater and connections for supplying exhaust gases from the exhaust manifold to said heater, comprising a valve to divert the flow of exhaust gases through said heater when closed, automatic control means tobias said valve toward open position in accordance with operating conditions of the engine, and a weight to bias said valve towards its'closed position.

4.. The organization as set forth in claim 3, 'in which said weight is mountedto have progressively decreasing effect as the valve is opened.

5. A heat control for an internal combustion engine mixture heater, including an unbalanced valve for diverting exhaust gases from the exhaust manifold through the mixture heater; said valve being adapted to be opened to by-pass the exhaust gases away from themixture heater by the pressure of the gases thereon, a thermostat also-biasing said valve toward open position when hot, and a weight biasing said valve toward closed position.

6. An exhaust gas valve unit to control the flow of exhaust gases through an internal combustion engine mixture heater, comprising a valve, means to bias said valve toward mixture heating position, and a thermostat having a lost motion connection with said valve to start to bias it toward non-mixture heating position only after a predetermined temperature rise.

7. An exhaust control for an internal combustion engine induction manifolding system heater, comprising a swingably pivoted valve to divert exhaust gases through said heater when closed, a heavy inertia disc fixed to rotate concentrically with said valve to damp out flutter or pounding by its inertia, and means to automatically control said valve in accordance with engine operating conditions, including a thermostat and a valve biasing weight mounted in an eccentric position on said disc.

8. The organization as set forth in claim 7 in which said weight is itself an eccentric, adjustably mounted so that the effective lever arm and position of the weight can be adjusted.

9. A heat control for the air-:fuel mixture heater of an internal combustion engine having a movable throttle, said control comprising a valve unit for controlling the diversion of exhaust gases through the mixture heater and including a valve, biasing means including a thermostat biasing said valve toward its non-heating position, and throttle operated means for applying a force to said valve as said throttle is opened to assist said thermostat in moving the valve toward its non-heating position.

10. A valve and automatic control unit for an air-fuel mixture heater of an internal combustion engine having a movable throttle, said unit comprising a valve for controlling the flow of exhaust gases through the'heater, biasing means.

including a resilient thermostat for controlling said valve, and means for modifying the action of said thermostat in accordance with throttle position, including a one way connection acting between said throttle and said resilient thermostat.

11. A valve and automatic control unit for an air-fuel mixture heater of an internal combustion engine having a manually movable throttle, said unit comprising a valve for regulating the diversion of exhaust gases through the heater, biasing means for controlling the position of said valve and including a coiled bimetallic strip having one end acting on said valve, and means including aone way connection to positively move the other end of said bi-metallic strip only when the throttleis moved in one direction.

12. A heater for the air-fuel mixture induction system of an internal combustion engine, said heater including a valve to regulate the flow of exhaust gas through said heater, and an automatic control therefor, said control comprising biasing means for controlling the actuation of said valve and including a coiled .bi-metallic strip thermostat having one end acting on said valve and biasing said valve only towards its non-heating position, and means, including a one way, lost motion, to manually adjust the position of the other end of said strip to thus modify the action of said thermostat in accordance with operating conditions. v

13. A heater for the air-fuel mixture in the induction system of an internal combustion engine, said heater including a valve to control the flow of exhaust gases through said heaterv and an automatic control therefor, including a resilient thermostat acting between said valve and a relatively fixed support through a.lost motion connection to bias said valve toward its non-heating position only after said thermostat has reached an intermediate higher temperaturaand means to manually adjust the positioin of said support to thus modify the action of said thermostat.

14. An automatically controlled heat regulating valve unit for an air-fuel mixture heater .in the induction system of an internal combustion engine, said unit comprising an unbalanced valve toward its heating position, and a yielding or cushion stop determining the extreme heating positions of said valve to prevent its pounding.

15. An automatically controlled heat regulating valve unit for anair-fuel mixture heater in the induction system of an internal combustion engine, said unit comprising an unbalanced valve biased toward its non-heating position by the flow of exhaust gases and controlling said flow, biasing means toautomatioally control the position of said valve including a thermostat and means tending to hold said valve in its extreme heating position, and a yieldable cushion stop to prevent valve pounding, comprising a relatively fixed abutment and a spring fixed with respect to and always movable with said valve to yieldingly engage said abutment only as the valve moves to its extreme heating positions.

16. The organization as setforth in claim 15, including means to manually adjust the normal relative positions of said spring and abutment gas pressure thereon, means to bias said valve toward closed position and a resilient thermostat heated by the exhaust gases and, when hot, biasing the valve toward its open position and yieldingly resisting closing movements of the valve whereby the thermostat also serves as aresilient stop to limit the closing movements of the valve and prevent pounding during normal operation.

,18. An exhaust gas heater for the induction system of an internal combustion engine,inc1uding a valve to controllably divert the flow of exhaust gases through said heater when closed and biased towards its open, positions by the exhaust gas pressure thereon, control means to-variably bias said valve and including a'thermostat having a lost motion and one-way operating connection between said valve and a relatively fixed member, so that said thermostat acts upon the valve in only one direction and not at the cold or lower end of its temperature range.

19. An automatically regulated exhaust gas heater unit for the induction system of an internal combustion engine, including a swingably pivoted valve to divert exhaust gases through said heater when closed, and means to variably bias said valve in accordance with engine operate ing conditions and including exhaust gas pressure acting to open said valve and a coiled bimetallic strip thermostat biasing the valve toward its open position and having its inner end fixed to said valve member so that the thermostat is entirely carried thereby, and a relatively fixed but adjustably movable member to be freely engaged by the other end of said thermostat heater for the induction t which thus actuates the valve in only one direction in accordance with its temperature and the adjusted position of said relatively fixed member, and whereby the valve may be swung open by the exhaust gas pressure without resistance from said bi-metallic strip.

20. A heat control valve unit to automatically regulate the flow of heating exhaust gases through a heater in the intake manifolding of an internal combustion engine having a movable throttle comprising a valve and valve controlling and actuating means responsive to temperature,

' and means'moving with said throttle and connected to act through and to aidv or increase the action of said temperature responsive valve controlling means to cause said valve to be moved toward non-heating position only at substantially full throttle positions to thereby obtain full volumetric efiiciency and performance under heavy loads and open throttle and yet to have maximum heating and economy at all lesser throttle openings.

21. A heat control for a heater in the induction manifolding of an internal combustion engine comprising a valve to control the flow of exhaust gases to said heater and means-to automatically control the operation of said valve including a temperature responsive means acting to bias said valve only toward its, non-heating positions.

22. A heat control for a heater in the inductionrmanifolding of, an internal combustion engine comprising an unbalanced-valve to control the flow of exhaust gas to said heater and biased towards its non heating position by increased exhaust gas flow and means to automatically control the operation of said valve inaccordance with engine operating conditions including a weight always biasing said valve toward its heating positions and temperature responsive means biasing said valve toward its non-heating position to thus aid said increased exhaust gas flow.

RAYMOND M ANDERSON.

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