Патент USA US2125066код для вставки
July 26, 1938., I L. c. cox ETAL INTERNAL COMBUSTION ‘ ENGINE 2,125,066 CONTROL . . Filed April 1, 1957 Fig: 2 19 Z! MIN" 27 v 29’ 11 27 26’ (“J78 ' - ' O , ‘ INVENTOR. .Sauzs Charle-s gqac BY I 1111 Qa-rtst %4,/K7@ ATTORNEY. Patented July 26, 1938 2,125,066 UNITED STATES PATENT QF’FlCE 2,125,066 INTERNAL COIWBUISTION ENGINE CONTROL Louis Charles 00:, Brightwaters, and John Cariei, Jamaica, N. Y., assignors to Federal Aircraft Corporation, Lindenhurst, N. Y., a corporation of New York Application April 1, 1937, Serial No. 134,270 6 Claims. (or. 123-193) when moved towards the right in the example illustrated. Before starting the engine, the elec The present invention relates to internal com bustion engines, more particularly to engines serving for propelling heavier~than-aircraft,' and tric ignition circuit is closed in a known manner among the objects of the invention is the pro vision of means for and a method of preventing an engine to be subjected to full load or normal operation before it has warmed up to a proper by closing the so-called ignition switch. operating temperature. I A more speci?c object of the invention is to prevent a pilot from taking off a plane when the engine has not warmed up sufficiently to insure efficient and reliable operation for affecting a safe take-oil’. ' Other objects and features of the invention will become more apparent from the following de scription taken with reference to the accompany ing drawing formingv part of the speci?cation and wherein; s. The engine may then be started and the throttle lever moved to a predetermined point determined by a blocking element or collar i2 engaging the upper part of a plunger 53 held in its upper position by a coil spring i4 and arranged to be pulled into a normally deenergized magnet core or solenoid l5 upon energization of the latter. The element I! in the example shown is slidably mounted upon a rod or extension I6 connected with the lever Ill and arranged to move in its lengthwise direc tion when the throttle lever is moved'towards the right and the throttle or valve l6’ arranged inter rangement and apparatus in accordance with the mediate the carbureter I7’ and the engine 25 and admitting the gas mixture to the engine is opened as indicated in the dottedposition in the drawing. The element I2 is fixed in any desired“ position, 20 invention, and - such as by‘a set screw or the like. Figure 1 is a diagram showing a control ar Figure 2_ is a partial view of Figure 1 illustrating a modification‘ of the invention. Y As is well known, it is necessary for an airplane engine to be warmed up to the proper operating temperature'to insure efficient and reliable oper ation before a safe take-off of a plane may be effected. A cold engine fails to readily volatilize the gasoline mixture due tolack of heat. This may result in ignition failures in one or more cyl inders, poor lubrication with consequent over heating and destruction of bearings, and other well known defects causing the engine to miss or cease ?ring altogether and to quit ?nallyQ In many cases the result may be disastrous. Pilots are therefore usually instructed to warm up the engine to the temperature recommended by the manufacturer before attempting a take-off. How ever, it often happens that these instructions are overlooked or violated, such as when the pilot is in a great hurry and decides to venture a take off with a cool or insufficiently warmed-up engine, with the result in many cases of serious accidents and loss of life and material. By the present invention this danger and pos sibility due to error or sheer violation of given rules is substantially eliminated in a most simple and efficient manner. A preferred method of this invention consists in limiting the movement of the throttle of the en gine beyond a predetermined point until its tem perature has reached the proper operating value at which a safe and reliable take-off may be effected. :3 LI ' . A system of this type is illustrated diagram matically in Figure 1 wherein parts not necessary for an understanding of the invention have been omitted to simplify the disclosure. There is‘shown at 10 a conventional throttle lever for controlling‘ the amount of gas supplied to the engine manifold The entire control apparatus is preferably en closed in a sealed metal box l'l so that no one can tamper with it without breaking the seal IS. The electric energizing circuit for the solenoid is com 25 pleted through a switch ii, a source of current such as a battery l9 and a pair of contacts 20 and 2i of a thermostatic or heat-responsive device of suitable construction which in the example shown comprises a tube 2270f glass or other insulating 30 material connected with a casing or bulb 23 through a tube 24 which latter may be rigid or ?exible for mounting the device in any convenient position. The switch ll may be either separate or is preferably combined with the ignition switch 35 ll’ so that both switches are connected and dis connected simultaneously. The bulb 23 of glass or other insulating material suitably mounted in a metal housing is secured to the engine 25 in close proximity to the cylinder and is ?lled with 40 mercury or any other suitable conducting ?uid. The operation of the arrangement as described is as follows: I Under normal conditions; that is, when the en gine ii is at rest and in a cold state, the mercury 45 column will extend to a certain length within the tube 22 and the contacts 20 and iii will interrupt the circuit for the solenoid. As a result, the plunger i3 is pulled ‘in a downward direction against the action of the spring it thereby releas ing the blocking mechanism and allowing the pilot to move the throttle lever as he desires up to full throttle opening and affect a safe take-off. In this position an indicator 26 which may be a coloreddisc or ball as shown will project through the metal housing thereby apprising the pilot that the mechanism is in working order. Should the mechanism have become defective and be pre vented from proper functioning, the indicator 26 will not appear, thereby authorizing the pilot to 2 aisaoeo' . engine, power output control means for said en gine, thermostatic means responsive to the en break the seal I 8, remove the bottom cover 0! cas ing I], and pull down the ball 26. The latter ginettemperature, means for restraining the op . may be locked such as by twisting in the manner of a bayonet catch thereby keeping the plunger in. oi its lower position and permitting a throttle to be used as usual. . eration oi said control means to a predetermined iraction of the full power output of the engine, a control circuit, for said thermostatic control ‘ . After the engine has been brought to rest by means, and further means for releasing and ap moving the lever III to the extreme left position plying said restraining means actuatable by said and the temperature has decreased below the. control circuit when the engine temperature in creases above or decreases below a predetermined 10 10 critical point required for safe operation, the ~‘mercury column in the tube 22 will descend there by interrupting contacts 2| and 22 and in turn deenergizlng the solenoid 15. As a result, the plunger will be pulled in an upward direction to the position illustrated by the action of spring l1 and~the system restored to a condition for renewed operation. . value, respectively. . temperature, an electric control circuit therefor, 15 a locking member engaging said' throttle and preventing its opening beyond a predetermined point, a current-responsive device arranged to be energized by said control circuit and adapted i In place of ‘a thermostatic device of the type 20 ‘ 3. In combination with an internal combustion engine, throttle control means for said engine, a thermostatic device responsive to the engine described comprising a mercury column, any equivalent heat-responsiveelectrical device may to unlock said member upon increase of the 20 be used for the purpose of the invention, such engine temperature beyond a ~predetermined as a bi-metallic element as illustrated in greater value, and means for returning said member to its locking position upon deenergization of said detail in Fig. 2 of the drawing. The lattercom prises a bi~metallic strip 21 wound into a spiral 25 having one end ?xed and having its other end tree and extended in a‘ straight line and carry ing a contact 21. The latter is arranged to co'operate with a stationary contact 28 and the; entire device is mounted in a metal casing 28 secured to an appropriate part of the engine cylinder similar as in the case of Fig. l. The contacts 21 and 28 are connected in a solenoid circuit. and the operation of this device is simi“ in as described in Fig. 1. As the motor warms H up the freeextension of the bi-metallic element 21 will bend in a downward direction with proper arrangement oi the bi-metallic strip thereby clos 4ing the contacts 21 and 28 and releasing the throttle of the engine at a definite temperature similarly as described hereinabove. As is obvious, the invention is not limited to airplane engines but applies with equal advan tage to internal combustion engines for any other use where it is desirable to prevent the engine 45 from being subjected to a load beyond a' pre ‘ determined point before reaching a safe and proper operating temperature. 4. In combination with an internal combus tion engine, a throttle control device, a thermo 25 static device responsive to the engine tempera ture, an electric control circuit therefor, a plung er arranged to normally engage ‘said control device ‘to limitthe throttle opening beyond a 30 predetermined point, and a solenoid connected . in said circuit and arranged to attract said - plunger to unlock the throttle upon energization of said solenoid upon closing of said control cir cult by said thermostatic device when the engine 35 temperature reaches a predetermined value. 5. In combination with an internal combustion engine, a throttle control device, a thermostatic device responsive to the engine temperature, a control circuit therefor, a plunger arranged to 40 normally engage said control device to prevent opening of the throttle beyond a predetermined point, a solenoid adapted to be energized by said circuit and arranged to attract said plunger to unlock said control device when the engine tem- . perature increases beyond a predetermined value, and resilient means counteracting the movement It will be further understood from the above that the invention is not limited to the speci?c arrangement of elements and parts as described herein for illustration and that the underlying inventive thought is susceptible of numerous modiflcatioris'and variations coming within the broad scope‘ and spirit of the invention as de 55 fined in the appended claims. We claim: current responsive device. , 1. The combination with an internal combos» tion engine having throttle means for controlling ' the power output‘ thereof, of a thermostatic de (30 vice arranged to be responsive to the engine tem perature, said thermostatic device having a pair of cooperating contacts, a source of electric cur rent, an electrically actuatable blocking means normally restraining said throttle to be moved 65 beyond a predetermined point, said blocking means, said source, and said contacts forming a control circuit, whereby with increase of the engine temperature beyond a predetermined value said blocking means is released to unlock said throttle means. 2. In combination with an internal combustion -of said plunger and adapted to return said plunge er to normal locking position after the throttle has been closed and the engine temperature de 50 creased beyond said predetermined value. 6. In combination with an internal combus tion engine, an ignition circuit for said engine, throttle control means for said engine, a ther mostatic device responsive to the engine tem perature, an electric control circuit therefor, a locking element engaging said throttle control means to normally prevent the opening of the throttle beyond a predetermined limit, a cur rent responsive device arranged to be energized by said control circuit and adapted to unlock said element upon increase of the engine tem perature beyond a predetermined limit value, a switch for said ignition circuit, and a further switch mechanically coupled with said last switch for closing and opening said control cir cuit simultaneously with the closing and opening of the ignition circuit. - LOUIS CHARLES cox. JOHN CARISI.