Патент USA US2110211код для вставки
March 8, 1938. J, P, FARRELL 2,110,211 - CARBURETOR CONTROL Filed May 20, 1952 v 2 Sheets-Sheet 1 v 66 I?" 9,, .z/ INVENTOR. James % /'?//z// lubgazwrzw 4770mm March 8, 1938. J, p_ FARRELL 2,110,211 CARBURETOR ‘CONTROL Filed May 20, 1952 $9,, 5,; 2 Sheets-Sheet 2 ’ jg/jm A TTORNE YS. Patented Mar. 8, 1938 2,110,211 'NI'TED' STATES PATENT OFFICE ‘2,110,211 cennonnron coN'rnoL James P. Farrell, Berkeley, Calif. Application May 20, 1932, Serial No. 612,533 15 Claims. (Cl. 261-39) My invention relates to means for controlling Figure 9 shows the mechanism of Figure 8 in a carburetor used in conjunction with an internal a different position. combustion‘ engine and is especially useful in Figure 10 shows the mechanism of Figure 8 in conjunction with carburetors on automotive ve hicles: Itis customary in starting an internal com bustion engine from cold to reduce materially the proportion of air in the fuel-air mixture, and after the engine has arrived at operating tem 10 perature to restore the proportions to their run ning values. An engine after having been started and while still cold can only with great diiiiculty be idled or run slowly, partly because of the added friction due to viscous oil and also because of 15 various other factors. If the proportion of air and fuel is very carefully regulated, a cold en gine can nevertheless be run relatively slowly or alternatively if the air-fuelvmixture is not pre cisely regulated then the engine must be run 20 somewhat faster. It is therefore an object of my invention to provide an automatic means for permitting an engine to run relatively rapidly when cold. Another object of my invention is to provide a mechanism which will cause an engine to run relatively rapidly when cold but which will per mit the engine to run relatively slowly when it has arrived at its operating temperature. A further object of my invention is to provide 30 a speed regulating mechanism on a carburetor which is self-contained and is independent of the customary throttle linkage and closure springs. The foregoing and other objects are attained in the embodiment of the invention shown in the drawings, in which another position. ‘ Figure 11 shows the throttle valve of Figure 8 in plan. 1 ‘ In its preferred form, the carburetor control of my invention is adapted to be used in con junction with a carburetor adapted to furnish a ?uid fuel mixture and which is provided with a 10 valve for preventing ?ow of said mixture, and includes means for permitting an auxiliary ?ow under control of a thermostat. In the form of the ‘device disclosed in Figures 1 and 2 there is illustrated part of the induction 15 mechanism of an engine, in this instance a por tion of a standard carburetor having a cylindrical wall 6 defining a carburetor throat ‘I through which a combustible fuel mixture is designed to ?ow in the direction of the arrow 8. The pressure 20 adjacent the arrow 8 is considerably higher than the pressure in the region 9 and causes the flow through the throat ‘I. The wall 8 merges into a ?ange ll provided with suitable apertures I2 for the reception of fastening devices for securing the carburetor to the manifold of the engine with which the device is utilized. In order to control ?ow through the throat 7, bosses I 4 and I8 formed integrally with the wall are pierced by a throttle shaft l3 on which is mounted a butter?y valve or disc 11, and at one end of which is a lever i 8 designed to be con 30 nected to the usual throttle operating linkage. Such linkage customarily is manually or pedally impelled in one direction to move the disc I‘! to open or non-obstructing position, and is returned to move the disc to closed or obstructing position of a carburetor throat with the carburetor con by means of a relatively stiff and powerful spring. trol of my invention incorporated therewith. Figure 2 is a cross section the plane of which Because of such spring I have found it impractical to provide a mechanism for holding the throttle 40 is indicated by the line 2—2 of Figure 1. Figure 3 is a plan of a modi?ed form of car- . shaft I3 in slightly open position to give faster buretor control in accordance with my invention. idling speeds when the engine is cold. In lieu of such an arrangement and as an im Figure 41s a cross section, the plane of which provement thereover, I preferably pierce the disc is indicated by the lines 4-4 of Figure 3. Figure 1 is a cross section on a dlametral plane Figure 5 is a cross section on a dlametral plane of a still ‘further modi?ed form ‘of carburetor control of my invention. Figure 6 is a plan of a different form of control suitable for use with the carburetor of Figure 1. Figure 7 is a side elevation of the mechanism shown in Figure 6. . I‘! with a plurality of conduits or passages l9 which permit ?ow from one side of the disc to the other by virtue of the difference in pressure and further provide a thermostat 2| so that ?ow can occur freely through the apertures or conduits I9 when the engine is cold, but will be prevented 50. when the engine is warm. In the present instance, the thermostat is com prised of a bimetallic disc including a ?rst metal a different form of carburetor control of my sheet 22 and a second metal sheet 23 having dif invention. ' ferent coef?cients of expansion. Since these Figure 8 is a cross section on an axial plane of 2 2,110,211 sheets are united, under the in?uence of varying , but heat radiates thereto from the surrounding temperature, they snap quickly from one extreme ’ parts and causes a further increase in tempera position to a second extreme position through a a ture of the thermostatic strip 43. ‘Such addi median planar posi on. In order that the disc tional increase in temperature causes a movement of the disc 3| into a position such as “C”. Inthis a 2| can. suitably be he , I preferably pass a bolt 24 through the throttle shaft l3 and through the position ?ow through the aperture 3| is again disc 2| and the. butter?y valve H. The bolt is permitted, so that if the engine is again started. retained by a suitable nut 26 and, if desired, a during the period of increased temperature con— ' washer 21 can be interposed between the disc 2| ’ siderable auxiliary mixture is permitted to ?ow 10 and the throttle shaft |3.. Withthis arrange ment, when the parts are relatively cold the disc 2| assumes the position shown in Figure 1, per mitting ample idling ?ow through the-conduits or apertures l9, despite the fact that the main but ter?y valve |'| may be in closed position. As‘ the temperature increases due to continued operation of the engine, at a critical value the disc 2| snaps into its other extreme position closely'overlying the aperturesor conduits l9 and thus acting as a valve to prevent ?ow therethrough, and thus con ?ning the ?ow of ‘mixture past the butter?y valve disc I‘! simply to the leakage thereby. There is thus provided a mechanism which automatically permits-a greater flow of combustible mixture 25 past the butter?y valve when the parts are cold than is permitted when the parts are warm. I have found in practice that it is usual for -the wall 6 of the carburetor throat to expand much differently under variations in temperature 30 than the butter?y valve disc I8 and thus to cause 20 for starting purposes. As soon as a material ?ow 10 of air and particularly 'of cold gasoline or other fuel strikes the thermostatic strip 43, the disc 36 is immediately drawn to position “13" and pre vents further auxiliary ?ow. In installations in‘ which it is not desirable to 15 mount the mechanism directly on the butter?y throttle valve itself, I preferably provide the structure shown in Figure 5, in which the wall 46 of the carburetor throat 41 isv provided with a relatively small passage 33 shunting the butter?y. 20 valve 49. Flow through the passage 38 is gov erned‘by a balanced disc valve 5| mounted on a shaft 52 and having a depending fork .53 encom passing the free end of a thermostatic strip 56, the other end of'which is anchored as at 51 to 25 the wall 46. Access to the passage 38 is prefer ably gained by removal of a suitable plug 58. When the temperature of the parts is relatively low, the thermostatic strip 56 forces the valve 5| at least to partially open position and permits the 30 erratic operation, especially erratic idling. To ; passage of‘an auxiliary ?ow of mixture around overcome this de?ciency I preferably counterbore the butter?y valve 49, even through the latter the’carburetor throat wall 6 and insert therein a sleeve 21 of material such as inv-ar. The 35 throttle disc I‘! is then also made of inv'ar. Since these parts are of the same material and are of a material which has a relatively low coe?lcient of expansion, the clearance between the throttle disc I‘! and the wall of the throat ‘I is maintained substantially constant. ' In the event that pulsations and ?uctuations . in pressure within the throat 1 are sufficient to cause deleterious and audible vibration of the disc 2|, I preferably employ in place thereof a mech 45 anism including a balanced valve which inherent ly is not subject to disturbance by pressure pulsa tions or ?uctuations. As shown in Figures 3 and 4, there is provideda main butter?y valve'or disc 28 which is formed with a central aperture 29 valve. is in closed position, However, when the parts are relatively warm the thermostatic strip 56 operates to close the valve 5| and to preclude 35 further ?ow through the passage 36. In the form of my invention disclosed in Fig ures 6 and '7, a throttle disc 6| is provided with a thermostatic strip 62 at one end anchored to a bracket 63 mounted on the throttle disc and at 40 the other end carrying a plate valve 64 adapted to overlie an elongated aperture‘66 piercing the disc 6|. When the parts are relatively warm the plate 64 fully overlies the aperture 66 and precludes auxiliary ?ow therethrough, while when the parts 45 are relatively cold the thermostatic strip 62 moves in such a fashion as touncover part or all of the aperture 66 and to permit auxiliary mixtur ‘ ?ow therethrough. » 50 for the receptionwof a fastening means for secur In ‘all of the forms of my device in which the 50 , ing the valve to a throttle shaft such as I3. The ‘thermostatic element is mounted on the throttle disc is likewise pierced by acircular aperture 3|, disc itself, it is usually preferable to mount the through which, whenthe aperture is unobstruct strip on the high pressure side of the throat so, ed, an auxiliary mixture ?ow can occur. Mount ed on suitable trunnions 32 and 33 ?xed on the ,55 disc 28 is a cross shaft 34 carrying a balanced disc valve 36. The valve is provided with a pitman 39, pivoted thereto, as at 4|, which is likewise piv oted as at 42 to the free extremity of a bimetallic thermostatic strip 43. This strip is anchored to 60 the. disc 28 by suitable fastening means 44. In this arrangement when the parts are rela-. that the incoming stream of air .or air and fuel which is relatively cool can maintain the ther 55 mostat at a relatively low temperature. Under certain conditions, however, successful results have been obtained by mounting the thermostatic element on the low pressure side of ‘the disc where it is somewhat protected from the incoming 60 stream of fuel mixture. It is often advisable to provide a mechanism tively cold the thermostatic strip 43 maintains - which can be installed in standard carburetors the valve disc 36 substantially in the position “A” without substantial change thereof, but which will” shown in Figure 4, permitting considerably aux nevertheless be suitable for installation in new 65 iliary ?ow through the aperture 3|. As‘the parts designs of carburetors. Such mechanism is dis 65. increase in temperature, the strip 43 through the closed in Figures 8 to 11, inclusive. - As shown medium of the pitman 39 rocks the disc 36 from therein, there is provided a conduit which, for the position "A” into a position “B” in which the disc is coplanarwith the butter?y disc 23, and ?ow through the aperture 3| is substantially pre vented. After an engine ‘has arrived at operating tem perature and has been shut down,‘ fuel ?ow 75 through thethroat of the carburetor has ceased, example, is a carburetor throat defined by a wall 1| having ?anges ‘I2 thereon pierced by apertures 70 13 for the reception of fastening devices for secur ing the mechanism to a suitable support. In the customary way, mixture ?ows through the passage 14 de?ned by the wall 1| and is pref erably controlled by a throttle or butter?y valve, 75 9,110,211 generally designated 18. This throttle is prefer ably mounted on a throttle shaft 11 which is suit ably journalled in the wall ‘Ii. Rotation of the throttle shaft moves the throttle valve 16 to govern the flow through the conduit 14. As shown in Figure 8, the throttle disc, when on a slight incline, abuts the wall ‘H throughout its entire periphery and substantially closes the pas sage ‘N. _ I In order that there can be an auxiliary ?ow through the passage ‘II when the engine to which the carburetor control is attached is relatively cold, to increase the idling speed automatically, I preferably fabricate the valve 16 in the form of discs 18 and 19 which are composed of two metals having widely diiferent coef?cients of ex pansion. Preferably, the metal of the disc 19 is invar, while the metal of the disc ‘I8 is brass, for instance. In order that the difference in 20 expansion rates of these metals will be rela tively ineffective in the direction of the axis of the shaft 11, I preferably ‘sever the sheet 78 into a multiplicity of strips by a plurality of parallel cuts 8|, as disclosed in Figure 11. Because of this construction, when the engine is relatively cold the brass disc 18 is somewhat shorter than the invar disc 19 in the direction of the cuts BI, and therefore causes the valve 16 to take the shape shown in Figure 9, allowing a 30 slight passage between the edge of the valve and the wall ‘II. It is to be understood that Figures 9 and 10 are both greatly exaggerated, inasmuch as only a small clearance between the valve and the wall ‘H is required and obtained. On the other hand, when the engine is in normal operating condition, the valve 16 is substantially as shown in Figure 8. Just after the engine has been run and has been shut down, additional heat radiates to the valve 16. This heat is not dissipated since 40 there is no cooling ?ow of air and gasoline, so that the temperature of the valve 16 continues to increase. The valve then ?exes in a direction to make an additional opening as shown in Figure 10, which assists momentarily in a subsequent 45 start of the engine. I claim: 1. A carburetor control comprising a carburetor throat through which a fuel mixture ?ows, a butterfly valve adapted when closed to prevent 50 ?ow through said throat, said butter?y valve hav ing a conduit therethrough, a valve movable with said butter?y valve for controlling ?ow through said conduit, and thermostatic means for actuat ing said valve. 2. A carburetor control comprising a carbu retor throat through which a fuel mixture ?ows, Y a butter?y disc adapted’ when closed to prevent ?ow through said throat, said disc having a fuel mixture passage therethrough, and temperature responsive means movable with said disc for con trolling ?ow through said passage. 3. A carburetor control comprising a carbu retor throat through which a fuel mixture ?ows, a butter?y disc adapted when closed to prevent 65 flow through said throat, said disc having a fuel _ mixture passage therethrough, and a thermostat mounted on said ‘butter?y disc for controlling ?ow through said passage. 70 4. A carburetor control comprising a carbu retor throat through which a fuel mixture ?ows, a butter?y disc adapted when closed to prevent flow through said throat, said disc having a fuel mixture passage therethrough, a valve for con trolling ?ow through said passage, and a thermo 3 - stat mounted on said butter?y disc for actu ating said valve. 5. A carburetor control comprising a car buretor throat through which a_ fuel mixture ?ows, a butter?y disc adapted when closed to prevent flow through said throat, said disc hav ing a fuel mixture passage therethrough, a valve movable with said disc for‘ controlling ?ow through said passage, and a thermostat adapt ed to open said valve in response to a relative 10 1y‘ low temperature and to close said valve in re sponse to a relatively high temperature. 6. A carburetor control comprising a car buretor throat through which a fuel mixture ?ows, a butter?y disc on opposite sides of which 15' different pressures exist and adapted when closed to prevent ?ow through said throat, said disc having a fuel mixture passage therethrough, a. valve unaffected by said di?’erent pressures for controlling ?ow through said passage, and a thermostat mounted on said butter?y disc and adapted to open said valve in response to a relatively low temperature and to close said valve in response to a relatively high tempera ture. ‘ ' 7. A carburetor control comprising a car 25 buretor throat through which a fuel mixture ?ows, an operating shaft spanning said throat, a throttle disc ?xed on said shaft, and thermo statically controlled means entirely supported ‘ by said disc for lessening the eifective area of said disc. 8. A carburetor control comprising a car buretor duct through which fuel mixture ?ows, a transverse shaft spanning said duct, a butter 35 ?y valve on said shaft and adapted to be moved from a flow restricting position in close prox imity to the walls of said duct to an open position remote from the walls of said duct, and thermal ly-controlled means unaffected by the proximity 40 of said valve to said walls of said duct for ‘con ducting ?uid from one side of said butter?y valve to the other side thereof. 9. A carburetor control comprising a car buretor duct through which fuel mixture ?ows, 45 a, butter?y valve relatively movable in said duct and adapted by its relative position in said duct to control ?uid ?ow therethrough, means includ ing a passage the cross sectional area of which isindependent of the relative position of said but 50 ter?y valve for conducting ?uid from one side of said butter?y valve to the other side thereof, and thermally responsive means for controlling said conducting means. 10. A carburetor control comprising a car buretor duct, a fuel mixture throttling valve 55 therein, said throttling valve having a passage therein, a valve carried by said throttling valve and co-operating with said passage, and tem perature responsive means for controlling said valve. 11. A carburetor control comprising a car 60 buretor duct, an operating shaft spanning said duct, 2. fuel mixture throttling valve on said shaft, means supported entirely by said operating shaft for lessening the effective area of said throttling 65 valve, and thermally responsive means for con trolling said lessening means. 12. A carburetor control comprising a car buretor passage through which a ?uid ?ows, a butter?y valve adapted when closed substantial 70 ly to prevent ?ow through said passage, said but- . ter?y valve having a conduit therethrough, a sub stantially balanced valve movable with said but ter?y valve for controlling ?ow through said 75 9,110,211‘ 4 conduit, and thermostatic means for actuating said valve. ' 13. A carburetor control comprising means having therein a main fuel mixture passage, a throttle valve in said passage, means having therein a by-pass passage communicating with said main fuel mixture passage through separate openings spaced apart to lie on opposite sides of said throttle valve, and a thermally responsive valve for controlling fuel mixture flow through said by-pass passage. } 14. A carburetor control comprising a car buretor duct, a butter?y valve in said duct for controlling fuel mixture ?ow therethrough, means forming a passage having walls which ‘are fixed relative to each other for conducting fluid fromone side of said butter?y valve to the other side thereof, and a temperature-re sponsive valve for controlling said pasage. 15. A carburetor control ‘comprising a car‘ buretor passage through which a fuel mixture ?ows, a butter?y valve in said passage for con trolling ?ow .therethrcugh, a conduit having walls which are ?xed relative to each other shunting said butter?y valve, and thermostatic mans for varying the e?ective area of said con JAMES P. FARRELL.