US2434489A - Dual throttle control for internalcombustion engine power plants - Google Patents

Description

J. JIDUGAS 2,434,4-89

COMBUSTION ENGINE POWER PLANTS Jan. 13, 1948.

LJAL THROTTLE CONTROL FOR INTERNAL- Filed Nov. 3, 1944 2 Sheets-Sheet l 1948 J. .1. DUGAS 2,434,489

DUAL THROTTLE CONTROL FOR INTERNALCOMBUSTION ENGINE POWER PLANTS Filed Nov. 5, 1944 2 Sheets-Sheet 2 Patented Jan. 13, 1948 UNITED STATES PATENT QFiFI flE 2,434,459

DUAL THROTTLE CONTROL FOR INTERNAL- oomsuszrron JENGINEPQWERLBLANTQS Joseph .LDugas, New OrieansgLa, assig ior t o Higgins Industries, Inc., New Orleans, -La., a corporation of Louisiana :ApplicationNoveinher 3, 19 44, Serial No. 61- 808 4 Claims. (Cl. 192-.01)

ject being to prevent the engine. from racingwhen the. lever is in neutral position, .and to prevent recoupling of the vload with the-engine occurring while the engine is operating at high speed.

A more specific-obj ect-of the invention is to provide a vacuum power unit fortheautomaticoper ation of-the-throttle valve under the conditions above mentioned consisting of a motor deriving vacuum from the-intake nianifold of the engine or from a vacuum pump driven by th engine,

controlled by a valve actuated by the lever wm operates the clutch, transmission or reverse gear, to operate the motor when said lever is movedto aposition in which the engine is released from load, for moving the throttlevalveto low speed position.

Still another objectof the invention is to provide a spring. loaded linkage or. its equivalent in the line offorce transmiss on from the manual throttlevalve control wnich yieldsto the movement of the throttle valve when under automatic control, and restores the throttle valve to' its manually set ,position; when the automatic control ceases to operate.

the followingdescription of a preferred and other embodiments thereof proceeds.

In the drawings which accompanycand formia part of the following specification:

Figure 1 is a perspectiveview-ofan internal ,the. structure; shown; in;-Eigure 3;

. 'Eieure,.-5.;1s a medifie ier io .-th .:;inventien.

Other obiects ,of the invention will, appear as .3

.2 lar dia ra matic s n n .e ee r est"- metic cont o iq ih ihrettl lv lve .'Eigure 6 is another n odiiied form of the invention showing adirect automatic mechanical control of the throttlevalve without the benefit of a. powerm to Referring now in detail to the several figures, and first .advertirigtoFig ure 1, this by wa yjoi xam l m mbn iq re am i ee ew mee in winch the. lever I operates the .chitch and reversegear. It i's of clo ur seiwe ll lgnownthat i a eqefl ie e srs se ee b k 14 th forward speed of; the boat, which to be aniefiective brak ha .l lee e i e rieieeiiq w ih respect is onit peasant-t :tht fli eye. I .diatel -from rward-sp e 199 1 2 .i v. fe speedp sit q -v Der n eth irensii q th bllite thrown puree -ord n il the engm iacesumposi aalstrai unoniheipa t whenthe-sli tth and gearsarerene e d, rever ea a cularlywcaring the clutch unduly- :A ide fromsllfill emergency .operationof the ,lever l itv is highly desirable .whenever changing from forward to reverse, or viceversa to provide meansfor automaticallyrclosing the: throttle valve of the .engine to low speed position when the'clutch is about-to -be--disengaged so that the engine .will not. beiracing'w-henthrown: into the oppositegear.

It is a1so=important,particularly .when using thereverse gear. as a brake,- that when the clutch is re-engaged the engine shall resumethe normal speed at which; it was operating beforethe automatioally imposed interruption. -Therefore, the op ration orthe automatic throttle closing means should notchange the previous manualsetting of the throttle valve.

.I es n i i nsa e m t in e m hre il on ro llus rate i i ur 1,1111 ie jti e en e u er 2. re r s n th inta meme fold of the internal combustion. engine, 3 the carburetor, 4 the riser from the carburetor gen intalge .maniiold, and 5 the throttlevalve. The t ttl v v s PPQF P m n a a m han er. an inte m diat l 'gkag cempris'e ing, .in .theembodiinent shown the rodlpbell ran 8 r e e q-a u i r h n th l n 9 between the bell gran}; andthrottle .valve.

J The link .9. is formed 1? rectilineagr'ly. approachab se iiiql I lan I h sper ed biz-.asn ii i2. e ish w r th s we I an I I a e deele r ue ith sea eta he e I endihar 5 ?rl fi nhfi J, Q 1 5. 1? :P-Q EWQ i a ins the he d ;Q ;:;th to ei si egb -th s r n 12- 312% 3 spring is stiff enough to cause the link 9 to act as anintegral rod to open and close the throttle valve when the throttle lever B is operated.

The lever 6 preferably moves in conjunction with a detent means such as the rack bar engaged by a spring pressed pawl l6, so that it maintains the position in which it is manually set, and the tension of the spring I2 is such that it yields under compression responsive to closing movements of the throttle valve by the automatic means which will now be described.

The numeral represents a vacuum operated motor of conventional construction, the interior working parts of which arenot shown, since they are not part of the subject invention. The motor is bolted to a fixed support and has a shaft l8 carrying the crank arm l9. When the motor is subjected to vacuum, the crank arm I9 is moved counterclockwise to the downward position shown. .When the vacuum is relieved, th crank arm moves clockwise in an upward direction. The crank arm I9 is connected to the throttle valve by means such as the cable 20, which should be of such length that when a crank arm is in its lowermost position the throttle valve will be pulled in a closing direction to a low speed position.

The motor I! may incorporate means, not shown, for returning the crank arm to its upper position, but in the absence of such means the spring |2 will perform that function, returning the throttle valve to the open position corresponding to the setting of the lever 6.

- Suction is applied to the motor I4 from the intake manifold 2, by way of the conduits 2E] and 2| through an automatic control valve 22. This valve may be of any desired construction. As shown, it consists of a double poppet valve 23 at the end of a stem 24. The upper poppet valve is normally held in closed relation to the conduit 20. While the vacuum is thus excluded from the motor H, the conduit I is in communication with the atmosphere through the breather conduit 32. -When the stem 24 is depressed, the breather conduit is closed and the conduit 20 opened to the motor, thus subjecting the motor to vacuum from the intake manifold.

The functioning of the valve 22 is controlled by a swinging lever 27, pivoted at one end to a fixed support in an unbalanced position, the opposite end of the lever 2'! being pivotally connected to the stem 24 of the valve so that the weight of the lever holds the valve open. The under side of the swinging lever is formed with a concave cam surface 28. The swinging lever 27 is positioned in operative proximity to the clutch lever The latter carries a roller 3| which supports the swinging lever 21. When the clutch lever is in either of its extreme positions which represent the forward or rearward position of clutch engagement, the roller 3| rests on the high spots 29 or 30, holding the swinging lever elevated and the valve 22 closed. Whenever the clutch lever is in either of these extreme positions, the automatic throttle valve operating system is inactive and the speed of the boat depends upon the set position of the hand throttl lever 6.

When the clutch lever is moved from forward position or from reverse position, the roller 3| begins to enter the cam depression 28. This lowers the swinging lever and opens the valve 22, applying vacuum to the motor l'l which by means of the cable 26 or its equivalent, moves the throttle valve to slow speed position, at the same time compressing the spring |2 of the link 9, leav- 4 ing the position of the manual throttle lever B undisturbed.

The middle position of the clutch lever I, with respect to the cam depression 28, represents the position of the complete clutch disengagement, or neutral position. While the clutch lever remains in this position, the throttle valve is held in low speed by the automatic control. When the clutch lever is moved from neutral position to either extreme, the roller 3| lifts the swinging lever so that the throttle valve is released from automatic control and resumes the open position corresponding to the setting of the manual lever 6. When the clutch lever is moved from one extreme position to the other, the automatic control takes charg immediately prior to clutch disengagement and releases the control just prior to clutch reengagement.

' Referring now to Figures 3 and 4, these represent a valve operating arrangement which can be substituted for the swinging lever 21. The clutch lever is shown mounted upon a clutch operating shaft 33, which extends from the clutch housing 34. A sector 35 is secured to the shaft 33 and carries a cam surface 36 on its periphery consisting of the depressed portion 31 and the extreme high spots 38. The depressed portion is symmetrical with respect to the axis of the stem of the valve 22, which stem carries at its lower end a roller 39 engageable with the cam surface of the sector. When the clutch lever is in neutral position, as shown, the roller 39 is in the depressed portion of the cam surface and the valve 22 is open so that the automatic throttle valve operating means is in control of the throttle valve. When the clutch lever is moved to either extreme position in which the roller 39 rests upon the corresponding high spot 38, the valve 22 is closed and the automatic throttle valve control cutout.

Referring now to that form of the invention shown in Figure 5, th vacuum motor of Figure 1 is substituted by an electric motor consisting of the solenoid 49, having an armature 4| spring pressed in a forward direction and magnetically drawn into the solenoid. The cable 4| or its equivalent connects th armature to the throttle valve 5. The throttle valve is connected to the manual throttle lever 6 by the same type of linkage as is illustrated in Figur 1, comprising the spring loaded link 9, bell crank 8 and connecting rod 1. A sector 42 is secured to move with the clutch lever I. Said sector has a cam surface which is the reverse of that shown in Figure 3. In other words, it has the intermediate cam elevation 43 between the extreme cam depressions 44. Aswitch 45 controlling the circuit through the solenoid is in operative proximity to the sector 42, the movable contact 46 of the switch being furnished with a roller 41, which engages the cam surface of the sector. When the roller is on the elevation 43 the switch is closed, th solenoid energized, the armature retracted, and the throttle valve moved to low speed position. When the roller 41 is in either of the extreme depressions 44, the switch is open, the solenoid circuit is broken, the armature 46 is thrust forward and the throttle valve permitted to reassume the position in which it was previously manually set, through the expansion of the spring within the link 9.

Figure 6 shows a purely mechanical form of automatic throttle valve control in which no power motor is employed. In this form of the through a cable 48 or its equivalent, and at the opposite end carrying a roller 49 which engages the cam surface of a secto 42, similar to that illustrated in Figure 5. This sector moves with the clutch lever I. The train of connections between the manual throttle lever 6 and the throttle valve is the same as that described in connection with Figures 1 and 5. When the roller 49 is on the cam elevation 43, the throttle valve is moved to closed position, collapsing the link 9 against the compression of the spring l2. When the roller 49 is in either of the depressions 4d, the pull of the cable 48 on the throttle valve is released and the throttle valve returned to the previously manually set open position through the expansion of the spring l2.

While I have in the above description disclosed what I believe to be preferred and practical embodiments of the invention, it will be understood to those skilled in the art that other adaptations of the inventive principle are within the scope of the invention.

What I claim as my invention is:

1. In an internal combustion engine power plant including a throttle valve for the engine and a lever for controlling the load carried by the engine, dual controls for said throttle valve, one control comprising a manual throttle lever, the other control comprising said load controlling lever and a vacuum motor, independent connections respectively from said manual throttle lever and motor to said throttle valve, said motor communicating with a source of vacuum created by the operation of said engine, through the intermediary of a valve, and means actuated by said load controlling lever as it approaches load releasing position for opening said last named valve to cause said motor to move said throttle valve to a determined low speed position, a mem ber of the connection from said manual throttle lever to said throttle valve being constructed to act as a rigid member under throttle valve moving force transmitted by said manual throttle lever but yieldable under the throttle valve closing force transmitted by said vacuum motor.

2. In an internal combustion engine power plant including a throttle valve for the engine and a lever for controlling the load carried by the engine, dual controls for said throttle valve, one control comprising a manual throttle lever, the other control comprising said load controlling lever and a vacuum motor, independent connections respectively from said manual throttle lever and motor to said throttle valve detent for holding said throttle valve lever in any manually set position, said motor communicating with a source of vacuum created by the operation of said engine, through the intermediary of a valve, and means actuated by said load controlling lever as it approaches load releasing position for opening said last named valve to cause said motor to move said throttle valve to a determined low speed position, a member of said connection from said manual throttle lever to said throttle valve being constructed to act as a rigid member under throttle valve moving force transmitted by said manual throttle lever but yieldable under the throttle valve closing force transmitted by said vacuum motor.

3. In an internal combustion engine power plant including a throttle valve for the engine and a lever for controlling the load carried by the engine, dual controls for said throttle valve, one control comprising a manual throttle lever,

the other control comprising said load controlling lever and a vacuum motor, independent connec-- tions respectively from said manual throttle lever and motor to said throttle valve detent means for holding said throttle valve lever in any manually set position, said motor communicating with a source of vacuum created by the operation of said engine, through the intermediary of a valve, and means actuated by said load controlling lever as it approaches load releasing po-- sition for opening said last named valve to cause said motor to move said throttle valve to a determined low speed position, a member of the connection from said manual throttle lever to said throttle valve comprising a sectional rod, the sections being slidable through the ends of a housing and having heads on their adjacent ends within said housing, a spring within said housing in compression between said heads normally holding them against the ends of said housing, the tension of said spring bein such as to cause said rod to act as a rigid member when actuating said throttle valve through the manual throttle lever, but yieldable to a closing mavement of said throttle valve responsive to movement of said load controlling lever.

4. In an internal combustion engine power plant including a throttle valve for the engine and a lever for controlling the load carried by the engine, dual controls for said throttle valve, one control comprising a manual throttle lever with linkage connecting it to said throttle valve, the other control comprising said load controlled lever and a vacuum motor having a movable element connected to said throttle valve, said motor communicating with a source of vacuum created by the operation of said engine through the intermediary of a valve, means actuated by said load controlling lever as it approaches load releasing position for opening said last named valve to cause said motor to move said throttle valve to a determined low speed position, a member of said linkage being constructed to act as a rigid member under throttle valve moving force transmitted by said manual throttle lever, but yieldable under the throttle valve closing force transmitted by said vacuum motor, said valve opening means comprising a swinging lever pivoted at one point to a fixed support and operatively related to said vacuum control valve at another point, said swinging lever and said load controlling lever having, the one a cam surface and the other means engageable with said cam surface, for moving said swinging lever to open said valve when said load controlling lever is pivoted to a position to release the load.

JOSEPH J. DUGAS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,247,299 Loomis Nov. 29, 1917 1,620,763 Hull Mar. 15, 1927 1,663,413 Millington Mar. 20, 1928 1,728,346 I-Iuppert Sept. 17, 1929 1,897,357 Bellis Feb. 14, 1933 2,035,829 Owings Mar. 31, 1936 2,115,878 Rodman May 3, 1938 2,128,165 Sanford et a1 Aug. 23, 1938 2,171,456 Sampson Aug. 29, 1939

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