US2471111A - Mechanism for utilizing the manifold suction of internal-combustion engines - Google Patents

Description

y 1949- M. MALLORY 2,471,111

MECHANISM FOR UTILIZING THE MANIFOLD SUCTIONS OF INTERNAL-COMBUSTION ENGINES Filed Jan. 31, 1947 2 shqets-sheef. 1

INVENTOR. Mar/0n /7a//0/y ATTORNEYS M. MALLoRY MECHANI SM FOR UT ILI May 24, 1949. 2,471,111

zme THE MANIFOLD suc'rrons OF INTERNAL-COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed Jan. 31, 1947 000m 002 now AHODHB N :10 SBHDNI INVENTLOR. Mar/or) Md//0f'$/ HTI'ORNEYJ .device applied Patented May 24, 1949 UNITED STATES 2,411,111 MECHANISM FOR UTILIZING THE MANI- ON EN 'FOLD SUCTION OF INTERNAL-COMBUS- GINES Marion Mallory, Detroit, Mich.

Application January 31, 1947, Serial No.

15 Claims.

This invention ing the manifold tion engine.

It is common practice to suction of an internal combusutilizing the true ing suction devices.

Fig. 1 is a vertical sectional view showing my to an ignition system. Fig. 2 shows conduit A connects into the intake passageway at I 3 just above throttle valve passageway as illustrated at l3. vacuumexisting at inlet i 3 for illustrated by curve A in Fig. 3 and in intake passageway in is shown by curve B, Fig. 3, and the vacuum indicated where vertical C, D, 1::v and F intersect curve B is the vacuuin which obtain respectively at port I4 relates to mechanism for utiliz- II at idle position 22 pivoted as at '23 to crank 2|. Compression spring, operating between bracket 25 keyed on rod 22, tends means of passageway 28, conduits and 30 with servo-motor 3|. Conduit 30 connects into venturi in passageway l0 at the corresponding settings rotatable cam circuit breaker remain retarded to advance immediately when throttle arm 40. is

sageway as illustrated at l3 in orifice 32. Communication between 29 and conduit 29 is controlled by needle valve 39 which seats against seat 34. Pin 95, operating in slot 99 in valve 89, limits the upward or opening movement of valve 33. Compression spring 81, operating against collar 98 on valve 33. tends to raise and open the same. Screw 39 is threaded into arm 40 of crank H as at 4| and is held in adjusted position by compression spring 42. The lower end of idle adlusting screw 39 seats against the top 38 05 valve 93.

When the engine is idling, as. shown in Fig. 1, spring 24 acts through crank 2| and screw 39 to hold valve 33 closed and communication between the intake manifold on the engine side of throttle valve l9 and conduit 29 is shut ofi. As soon as throttle arm 40 moves the slightest distance. even a few thousandths of an. inch, screw 39 will move upwardly and permit spring 31 to open valve 39 correspondingly thereby to admit intake manifold vacuum into lines 29, 30 and suction device or servo-motor 3 l. 1

The timing mechanism is conventional and essentially the same as that shown in my Patent 2,268,490. This timing mechanism consists of a 42 which operates the electrical 43. Circuit breaker 43 is mounted on plate 44 which can be rotated counterclockwise to advance the spark and clockwise to retard the spark. Suction device 311 is used for advancing and retarding the spark. The suction device comprises a flexible diaphragm 45 mounted in a housing which is connected by conduits 30 and 29 with the intake passageway; Diaphragm 45 is connected by rod 49 with plate 44 and tension spring 41 tends to rotate plate 44 clockwise in spark retarding position. With this suction controlled ignition timer the vacuum in suction device will never be as high as shown in curve B due to the air bleeding into conduit 30 through orifice 32 but the spring 41 is of such tension as to give sufllcient spark advance.

If desired, suction line 39 can to an ignition timerof the type shown in my Patent 2,306,889 wherein part of the spark advance will be controlled by a centrifugal governor and the supplementary spark advance by intake With this last mentioned type of ignition timer orifice 32 will be omitted and the suction device or servo-motor will be connected directly to conduit 29.

With my vacuum ignition as abovedescribed, the spark is advanced immediately as the throttle opens from idle and the spark advance curve will be substantially as indicated by curve B, Fig. 3.

Another advantage of my device is that the idle speed can be varied without affecting the spark advance mechanism. Screw 39 can be turned in to thereby adjust throttle valve l9 counterclockwise to raise the idle speed but valve 33 will remain closed. Similarly valve 39 can be turned out to move valve 19 clockwise and thereby lower the idle speed. Regardless of the position to which valve i9 is adjusted to vary the idlespeed valve 33 will remain closed and the spark will for idle butthe spark will start It through passageway be connected turned to open the tion. This result cannot be obtained where the vacuum ignition is'connected into the intake pas- Fig. 2. In such a vacuum ignition system adjusting of the throt- 4 tie stop to, vary the idle engine speed will inevitably vary the spark timing.

I claim:

1. In an internal combustion engine having an intake passageway and a throttle valve controlling the flow of motive fluid into the engine, the combination comprising a servo-motor, a conduit connecting said servo-motor into the intake passageway on the engine side of said throttle valve at all positions of the throttle valve, valve means for controlling communication between'the said intake passageway and said servo-motor through said conduit, and adjustable means interconnecting said throttle valve and said valve means whereby said throttle valve and valve means open and close in unison, said interconnecting means closing said valve means whenever the throttle valve is in idle position, said interconnecting means and valve means cooperating when said valve means is closed to positively limit the closing movement of said throttle valve, said interconnecting means being constructed and arranged so that it can be adjusted to vary the idle position or the throttle valve without affecting the opening and closing of the said valve means.

2. In an internal combustion engine having an intake passageway and a throttle valve controlling the flow of motive fluid into the engine, the combination comprising a servo-motor, a conduit connecting said servo-motor into the intake passageway on the engine side of said throttle valve at all positions of the throttle valve, valve means for controlling communication between the said intake passageway and said servo-motor through said conduit, and an adjustable connection between the said throttle valve and said valve means for operating said valves in unison and for closing said valve means whenever the throttle valve is in idle position, said adjustable connection positively moving with said throttle valve and cooperating with said valve means when the latter is closed to positively limit the closing or idle position of said throttle valve, the adjustment of said connection to vary the idle position of said throttle valve being independent of said valve means whereby said valve means will close regardless of the idle position of said throttle valve.

3. In an internal combustion engine having an intake passageway and a throttle valve controlling the fiow of motive fiuid into the engine, the combination comprising a servo-motor, a conduit connecting said servo-motor into the intake passageway on the engine side of said throttle valve at all positions of the throttle valve, valve means for controlling communication between the said intake passageway and said servo-motor through said conduit, and an operative connection between said throttle valve and valve means which is adjustable for length to vary the idle position of said throttle valve, the said adjustable connection causing the throttle valve and valve means to open and close in unison and always closing said valve means whenever the throttle valve is in idle position, an increase in length of said adjustable connection increasing the idle throttle valve from idle posispeed of said engine and a decrease in the length of said connection decreasing the idle speed oi! said engine.

4. In an internal combustion engine having an intake passageway and a throttle valve controlling the fiow of motive fluid into the engine, the combination comprising a servo-motor, a conduit connecting said servo-motor into the intake passageway on the engine side of said throttle valve at all positions of the throttle valve, valve means for controlling communication between the said intake passageway and said servo motor through said conduit,

for idle position.

5. The combination as set forth in claim 4 wherein said member is adjustable to vary the idle position of the throttle valve.

. In an internal intake passageway and said servo-motor through said conduit, and means for opening and closthrottle valve for idle position.

7. ii an internal combustion engine having an intake combination comprising a servo-motor, a conduit connecting said servo-motor into the intake passageway on the engine side of said throttle means always opening substantially immediately said throttle valve, the said valve I as the throttle valve moves out of idle to thereby place the servo-motor' under the inintakepassageway vacuum on the the throttle valve.

9. In an internal combustion engine having an motor to advance the spark as iished in said servo-motor increases the spark as the vacuum in said servo-motor decreases.

12. The combination as set forth in claim 11 wherein the intake passageway has a ventlui on the atmosphere side of the throttle valve and the st named conduit connects the suction device v with the venturi.

13. The combination as set forth in claim including an ignition the engine when it is idling.

14. In an internal combustion en ine ha an intake passageway and a throttle valve therein controlling the flow of motive fluid into the engine, in combination ignition means comprising a cam, a circuit breaker arm, a contact on said arm, a relatively fixed contact, driven cam, movable supporting means for said breaker arm and said relatively fixed contact, said means being adjustable angularly about said cam, a suction device connected to said supporting means for adjusting the same angularly about said cam, a conduit connecting said suction device with the intake passageway on the atmosphere side said throttle valve, a second conduit connecting said suction device with the intake passageway on the engine side of said throttle valve when open, valve means for closing oi! said second conduit, said valve means including an adjustable stop for the throttle valve when in idle position, said stop being adjustable to vary the idle position of the throttle valve without changing the spark timing of said engine, and means for opening said valve mechanism when the throttle valve is moved from idle position.

15. In an internal combustion engine having an intake passageway and' a throttle valve controlling the flow of motive passageway into the engine, the combination comprising a servo-motor in the form of a suction chamber having a flexible wall the outer side of which is subjected at all times pressure, a conduit connecting said suction chamber into the intake passageway on the engine to atmospheric side of said throttle valve at all positions or the throttle valve, valve means for controlling communication between the said intake passageway and said suction chamber through said conduit, and adjustable means interconnecting said throttle valve and said valve means whereby said throttle valve and valve means open and close in unison and for closing said valve means whenever the throttle valve is in idle position, said interconnecting means being constructed and arranged so that it can be adjusted to vary the idle position or the throttle valve without affecting the opening or closing of the said valve means, and spark ignition means actuated by said servomotor to advance the spark as the vacuum established in said suction chamber increases and retard the spark as the vacuum in said suction chamber decreases.

I MARION MALLORY.

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

fluid through said UNITED STATES PATENTS Number Name Date 1,360,758 Kennington Now-30, 1920 1,969,682 Arthur Aug. '7, 1934 2,301,554 Mallory Nov. 10, 1942

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