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Патент USA US2131020

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Sept. 27, 1938.
J. |4_. ARTHUR
2,131,020
VACUUM CONTROL OF SPARK ADVANCE
Filed Feb. 24', 1936
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INVENTOR
James LArZ/zu 7".
BY
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ATTORNEYS
Sept. 27, 1938.
2,131,020
J. L. ARTHUR
VACUUM CONTROL OF SPARK ADVANCE‘
Filed Feb. 24, 1936
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MILE-S'PEP-HOUR
1251-15’
INVENTOR
James L.A7"Zhu7:
ATTORN EY
Patented Sept. 27, 1938
2,131,020
UNITED STATES
PATENT OF
2,131,020
VACUUM CONTROL OF SPARK ADVANCE‘
James L. Arthur, Anderson, Ind., assignor to
General Motors Corporation, Detroit, Mich, a
corporation of Delaware
Application February 24, 1936, Serial No. 65,358
\
27 Claims.
(Cl. 123-117)
‘This invention pertains to the art of automatic
ignition controllers for automotive engines, and
is directed to that type of ?uid operated con
for timer regulation. This basic control is what
may be called an initial timer setting, to which is
joined a normal control of spark advance by speed
trollers that effect a shift in ignition timing in responsive mechanism. Over this basic control, it
5 response to pressure variations within an engine is desired to have no timer shift at or during 5
_ engine starting and idling speeds, and during the
fuel induction pipe, or engine intake manifold.
One device of the kind, is disclosed in the extreme high engine speeds, but to produce a
patent to Stone 1,288,736, issued December 24, rather abrupt and ?xed amount of timer shift
throughout the band of engine speeds situated
1918, and in which a. contraction chamber, hav
10 ing a movable part linked to an adjustable part‘ between the idling speeds and the extreme high 10
of a timer mechanism, responds to low pressures speeds, which latter shift shall be superposed over
the centrifugal or normal control.
within the fuel induction pipe, when in communi
cation therewith through an appropriate valved " It is therefore an object of this invention to
passage, for moving the adjustable timer part to provide for effecting ignition timer control
15 effect a change in ignition timing. By the [Stone throughout the entire range of engine speeds 15
and/or vehicle road torques.
' construction, it is proposed to cut off the applica
'A further object of the invention is to provide
tion of reduced pressure to the contraction
chamber, while the engine is running at idle, so a method for controlling a suction operated timer
that a spring incorporated in the contraction shifting mechanism, such that a retarded spark
20 device will effect a ‘retard of 'timing, and thence timing relation will be accomplished for engine 20
it is also proposed to admit the low pressure starting and idling, such that a substantial ?xed
amount of advance spark timing will obtain for
to the contraction chamber in varying and in
creasing amounts as the throttle valve is opened‘ all moderate engine speeds above idling, and such
that the advance of ignition timing will be re
beyond idling position, so that an increasing ad
duced to a basic control for higher engine speeds, 25
25 vance of timing will be effected for the corre
or' for those speeds greater than moderate en
sponding engine speeds.
gine speeds.
While there are many prior art devices direct
Another object of the invention is to make use
ed to the same art, of which Stone above men-'
tioned is but a single example, all of the prior art of the throttle shaft, when opened to a certain
30,devices fail to give complete control of ignition position, as a cut-out for spark control connec- 30
timing for all conditions of engine speed and car tions.
Another object'of the invention is to accelerate
road torque. One particular point at which the
' prior art devices fail, is in giving .any adequate the cut-off of the motive unit at a designated
- control of ignition timing, for the higher speeds point in the range of engine speeds.
A still further object is to provide a passage in 35
35 of the entire speed range. The prior art de
'
vices, therefore, ignore the fact that it is neces
sary from a standpoint of eiiiciency, or that it
the throttle shaft, opening into. the carburetor
is at all ‘desirable to modify the automatic ad
vance in’timing during the higher speed operat
uum at the distributor diaphragm when the en
gine and car road torque reaches the point where
‘40 ing conditions.
As a result, timer control mech
anisms of the prior art devices give too great a
shift of automatic timing, and continue the shift
by automatic mechanism over too great a range
of enginespeed. In other words, the automatic
45 shift of spark timing lasts too long and extends
’ too far toward the high speed end of the engine
side of the throttle valve so as to drop the vac
the spark should be retarded, particularly at high 40
speed.
,
_
These several objects are accomplished by
means of an interruptible passage, joining the
?uid ‘connections to the contraction unit, and
controllable for negativing the suction effect
within the fuelinduction pipe upon the contrac
tion unit at a selected point or points in the
It has been discovered by applicant, that for range of throttle movement.
Part of the interruptible passage includes a
best efllciency and economy in engine operation,
50 there is possible a basic control of spark timing cross-bore or duct through the fuel throttle shaft,
' speed range.
.
I
by speed responsive mechanism, that will fit
fairly closely the minimum demands for average
operating conditions, and upon which basic con
trol there is to be superposed further control
55 that will take care of the extremes of demands
and so located that shaft rotation will establish
communication between the cross-bore and the
?uid connection to the contraction unit only at
a desired relation of throttle opening. At that
desired relation, the contraction unit is exposed 55 I
.
\
2
2,131,020
cates a fragmentary part of the engine base or
frame that provides a well for receiving the stem
or shank of an ignition distributor, the cup like
housing of which is indicated at l2. Pivoted
about the shank of the cup l2 there is a‘bracket ‘ CR
member M, an extension of which provides an
arcuate slot I6 for reception of a holddown screw
' to the low pressure zone through a primary pas
sage, and the newly effected communication
through- the interruptible passage forms a by
pass around the primary passage to the high pres
‘sure zone of the induction pipe. When the throt
tle valve is closed or nearly closed the contraction
unit is exposed to the ?uid pressure in the high
pressure zone at the primary port, and responds
accordingly. When the throttle valve is ‘opened
10 to the point where the by-pass communication
and tension device l8, that permits of oscillation
of the bracket 14 within certain limits with re
spect to the engine base to. There is also pro
gagement therewith by means of a clamp screw
' pressure of the low pressure zone. at the primary
22 passing through one of the parallel extensions
port, and of the high pressure zone at the ori?ce
15 of the interruptible passage. In consequence of
the latter, a complete retraction of the advance
24 and threaded into an oppositely disclosed
extension 26. This organization provides a pair
of plate members represented by the parts l4 ‘and
20 both disposed about the shank of the distrib
utor cup between the cup l2 and base in, and
relatively movable through the agency of mech
anism later to be described.
mechanism is effected soon after communication
is perfected between the interruptible passage
and the primary passage.
,
_
Further objects and advantages of the pres
ent invention will be apparent from the follow
ing description, reference being had to the ac
20
companying drawings wherein a preferred em
The distributor mechanism also embraces a
' shaft 36 having a geared relation with rotative
bodiment of the present invention 'is clearly
25
shown.
-
In the drawings:'
u
,
Fig. l is a view illustrating the layout of the
timer control mechanism forming the .subiect
matter of the instant invention, certain parts
30 of the construction being shown in section, and
certain other parts being broken away for the
purpose" of clear illustration.
Fig. 2 is a view in elevation, with parts shown
in section, illustrating parts of the ?uid connec
35 tion to the engine intake pipe, when the throttle
‘ valve has been opened to a point above idling
speeds. The section taken is indicated by the
line and arrows 27-2 of Fig. 4.
Fig. 3 is a view similar to Fig. 2, illustrating
40 the throttle valve ,open to a greater degree, and
at which position the interruptible passage is
being opened.
'
Fig. 4 is a transverse sectional view through
the ?uid connections to the inductionpipe, sub
stantially as indicated by the line and arrows
10
vided a clamp arm 20 embracing the stem of the
distributor cup l2, and maintained in rigid en
is sufficiently established, the contraction unit is
then exposed to the combined e?ect of the ?uid
parts of the engine in general, for driving a cir
cut breaker cam 32 operable to periodically actu
ate a. circuit breaker lever 34. The circuit
breaker lever is provided with an insulated sleeve
36 that supports the lever for oscillation about
a pivot post 38 carried by a breaker plate 40. The
plate 40 is supported Within the distributor cup 30
I2 by means of lugs 42 rigidly held to the cup l2
by appropriate screws 44. Also mounted upon
the breaker plate 40 there is a contact support
or bracket 46 providing a ?xed contact 48, coop
erable with a movable contact 50 supported by .
3
the circuit breaker lever 34. Operation of the
circuit breaker lever is perfected by reason of a
rubbing block 52 that is periodically engageable
by one of the crests of the rotating cam 32. The
electrical connection of the circuit breaker is 40
completed by means of a leaf spring conductor
54 secured thereto and wrapped about the in
sulated sleeve 36, the other end of the spring
being secured under the head of a terminal screw
56 insulatingly‘supported‘in the wall of the cup
4--4 of Fig. 3.
vl2, and to. which the usual electrical connection .
Fig. 5 is a fragmentary sectional view substan
tially as indicated by the line and arrows 5-'-—5
of the current source is made.
of Fig. 2 and illustrating the relation of parts
60 to accomplish the low speed suction cut-oil.
Figs. 6 to 10 inclusive illustrate a modi?cation
of the construction, Fig. 6 being a transverse
- sectional view through the fuel induction pipe,
.
The driving connection between the rotatable
part of the engine and the cam 32 also includes
a speed responsive mechanism that permits of
angularly shiftable relation between the shaft
30 and the cam 32 in response to variations in
engine speed, at i includes what is known as a
substantially at the axis of the throttle shaft,
weight base 58 provided with pivot posts 60 about
cated by the line and arrows 1-1 of Fig. 6. Figs.
8 and 9 are views similar to Fig. 7, the throttle
secured in rigid relation with respect to the cam
, which oscillate ?yweights 62 during variations ‘
55 while Fig. '7 is an elevational view of the same,
showing. parts in section substantially ‘as indi—, of engine speed. The ?yweights each provide a
valve having been moved to different positions.
60 Fig. 10 is a layout somewhat similar to Fig. l,
but illustrating the throttle valve in the wide
open position, and the contraction unit in its
resulting condition.
-
Fig. 11 is a group of conditions curves, illus
65 trating the pressures obtainable in inches of mer
cury (Hg) depression, for various engine speeds.
Fig. 12 is a group of results curves illustrating
the. timing alterations that may be e?ected by
the mechanism disclosed.
_
.
camming arm 64‘engageable with a cam bar 66
32. The camming portions of the ?yweight and
cam bar are maintained in engageable rollable 60
relation by means of a spring 68 hooked about
the pivot post 66 and a rigid part 10 of the circuit
breaker cam assembly. Inasmuch as the dis
tributor mechanism thus far described is well
known to those experienced in the art, it is not
deemed necessary to go further into the discus
sion and description of the same. Therefore,
sumce it to say, as the speed vof the engine is in
creased, the ?yweights 62 will be thrown out to
ward the outside of the distributor cup 12, and 70.
in doing so the cam arm 64 will rotate the circuit
Referring to the drawings, and ?rst with par
ticular reference to the modi?cation illustrated
breaker cam 32 somewhat in advance of the ro
in Figs. 1 to 5, the layout depicted in Fig. 1 illus
trates the relation of the elements contributing tation produced by the geared connection with
to the complete control of spark timing devised the shaft 30, which will thereby effect an ad
vance in circuit breaking through the points 48
75 by applicant. The reference numeral l6 indi
3
and 58 as the engine speed increases, all in ac
cordance with the curve D appearing on the
group of results curves, in Fig. 12.
or rotation of the distributor cup I2 is effected,
branch (L is here shown to amount to about 18°
to that of circuit breaker cam rotation, then the
effected shift in timing will result in an advance
while the circuit breaker cam 32 is being rotated,
a shift in the time of circuit breaker operation is
The curve D in
12, sets out the basic spark I effected, which shift will be dependent for effect—
timing control relation mentioned earlier, and ' ing timing advance or timing retardation upon
the direction of relative movement with respect
will hereinafter be referred to as the normal spark
to the direction of circuit breaker cam rotation._
timing curve, over which additional timing ad
justments are to be effective. In its entirety, If the. shift is in the same general direction as “
‘this normal or basic spark timing curve consists the direction of circuit breaker cam rotation, then
the effected shift in timing will result in retarda 10
10 of a horizontal branch indicated by a and a uni
formly ascending branch indicated by b. The tion, but, if the shift is in the opposite direction
‘advance for the initial spark setting, and extending throughout engine speeds from rest through
> idling engine speeds to about 14 M. P. H. engine
speed. At about 14 M. P. H. the centrifugal
mechanism cuts in, and effects a comparatively
regularly ascending branch b, in accordance with
increase of engine speed. The increasing shift
is maintained substantially constant to about 68
M. P. H. engine speed, whereupon the timer ad
vance ?attens out to a de?nite setting of about
50° ahead of top dead center for engine speeds
in timing, because in the latter instance the cir
cult breaker operation occurs earlier in point ,of
time than it otherwise would without the at
tendant shift.
For the purpose of actuating the membrane or
diaphragm 82 of the contraction chamber, ?uid
connection is made between the chamber 84 and
the interior of the engine induction pipe, and
includes appropriate coupling means I88 joining
one end ‘of a pipe connection I82 to the interior
variations of pressure in the engine intake pipe,
of the cup member 12, and a second coupling
device I84 by which-connection is made between
the pipe I 82 and a part I86 of the fuel induction
pipe I88. The part I86 constitutes an enlarge
. are provided for effecting a spark timing control
ment of one of the journal bosses on the exterior
above about 78 M. P. H.
_
,Reverting to the illustration appearing in Figs.
1 to 5, ?uid operated means, responding to the
to be superposed upon the normal spark‘timing
curve. Contributing to this end, a ?uid operated
shaft 38, for additionally effecting a shift in spark
timing. The contraction chamber 12 comprises
bore extends in a direction transverse to the axis
a pair of cup like members 16 and ‘I8, the pe
ripheral edge of one of which is spun over the
of'the throttle shaft, and opens at an ori?ce I2I
into the journal bore IIB for the throttle shaft.
The outer extremity of the bore I28 is enlarged
and threaded as at I22 for the reception of the 40
coupling device I84. A second bore I24 which
unit. or contraction chamber ‘I2 is mounted upon
an angular extension ‘I6 of the bracket member
I4, and is provided with means for rotating the
distributor mechanism about the rotating cam.
peripheral edge of the other, substantially as
40 indicated at 88,- so as to clamp the edge of a
membrane or diaphragm ‘82 therebetween, and
provide a substantially ?uid tight chamber 84
bounded by the cup' member ‘I2 and membrane
82. Disposed within the ?uid tight chamber
there is a spring 86, one end ‘of which seats
within a cup or washer member 88, and that
urges the vdiaphragm or membrane 82 away from
the bottom of the cup member 12, so as to enlarge
the chamber, yet permit a collapsing of the ‘same
50 upon exposure to reduced pressure.
A link 98
is secured to the membrane 82 by means of a rivet
82 pasi'ng through the washer 88 and membrane,
and clamping an extension of the link 98 thereto.
The link 98 is notched or necked in at 84 and
passes through an aperture or slot 96, provided
by the angular portion ‘I4 of the bracket member,
whereby stops are provided that limit the overall
movement of the link 98. The opposite end of
the link 98 has a pivotal connection with a part
60
of the fuel induction pipe I88 for a shaft II8 of a
butter?y throttle valve I I2. A cooperating jour
nal boss I I4 is located substantiallydiametrically
opposite to the boss I86, and both bosses are
journaled at H6 and H8 respectively, to provide
bearing surfaces for the throttle shaft II8.
A bore I28 is provided by the boss I86, which
88 of the clamp arm 28. '
‘
This organization of elements is such that
lineal movement of the link 98 through the slot
96 of the bracket member will produce relative
rotation or oscillation between the plate members
I4 and 28. Since the bracket member 54 is but
loosely pivoted about the shank of the distributor
cup I2, and ?rmly held in position on the engine
frame member I8 by means of the tension device
I8, and since the clamp arm 28 is rigidly secured
to, and non-rotative with respect to the shank
of the distributor cup I2,‘ then, relative rotation
or oscillation between the plate members I4 and
28, will likewise cause relative rotation or oscilla
tion of the distributor .cup I2 with respect to the
engine frame member ID. Thus, when oscillation
may be referred to as'a primary passage, is pro
vided by the boss I86, and extends from the bore _
I 28 through the wall of the fuel introduction pipe
I88, to open with an ori?ce I26. In forming this 45
second bore I24, it has been found convenient to
drill through the boss I86 from the exterior sur
face thereof and across the bore I28, substan
tially as indicated in Fig. 4. A sealing plug I28
is then driven in the start end of the bore to seal 50
the passage against the entrance of outside air.
The location of the bores I28 and I24, and the
ori?ce I26 are so disposed and proportioned, one
with respect to the other, that the eifect of the
fuel induction pressures within the member I88
can be critically controlled by rotation of the
butter?y valve II2. It will be observed by ref
erence to Figs. 1 and 2 that the primary passage
I24‘ is so located as to be near the edge of the
throttle valve I I2 and wholly upon one side there
of when the throttle valve is closed, but will be
transferred to the‘opposite side of the throttle
valve when the throttle valve has been slightly
opened. A throttle valve of the type illustrated,
divides the fuel induction pipe into what may
be characterized as a high pressure zone I38 on
the carburetor side of the throttle valve, and
a low pressure zone I32 on the engine side of
the throttle valve.
This condition will obtain
so long as the throttle valve offers any material 70
resistance to fluid movement through the pipe
I88 from the carburetor side to the engine side
of the valve. In each of the illustrated em
bodiments, in which a down-draft carburetor is
illustrated, the high pressure zone will be repre 75
2,131,620
~4
sented by that portion of the fuel induction pipe
above the throttle valve II2, while the low pres
sure zone will be that portion beneath the said
throttle valve. Consequently, referring to Fig. 1,
?nally cutting o? the automatic spark ‘advance
above the centrifugal advance ‘for the more ex
treme engine speed.
The result attained is
graphically illustrated by the conditions curve B
when the throttle valve‘ I I2 \is closed, during en
of Fig. 11, and the 11ésults curve F of Fig. 12.
gine idling conditions, the primary passage I 24
The dashed line curve B represents the vacuum
will open into and'be exposed to the high pres
to which the fluid. connection of the contraction
sure zone, on the carburetor side of the throttle
chamber is exposed when applicant’s invention is “
valve; and when the throttle valve has been‘
10 opened sufficiently as illustrated in, Fig. 2 to
transfer the port I23 to the opposite side of the
throttle valve the primary passage I24 will thence
' open into the low pressure zone, on the engine
side of the throttle valve.
During the interim
15 of changing the throttle position from Fig. 1 to
Fig. 2, there will be a gradually effected change
of pressure operating at the ori?ce ‘I26. The
changes are rapid, and the transition period is
incorporated, the curve B comprising an upward
\sloping portionig of less steep beginning, and 10
more. uniform rate of increase than the vacuum
curve A, and with a downward sloping portion h
of considerably steeper ‘slope, and in all, extend
ing over muclr less range of engine speeds, than
the full line vacuum curve A. The interpreta 15
tion of this dashed line curve 13 means that the
vacuum potential within ‘the fuel induction pipe
will be of less abrupt e?ect for the lower speeds
of such short duration that the resultant move
of the engine range, and will be of shorter dura
20 ment of the diaphragm within the contraction tion, and of less moment during the higher en 20
chamber is comparatively abrupt.
_,
gine speed, such that a substantial retraction of
The resultant spark timing control, effected by the contraction chamber may be secured for
a mechanism having in substance a single port - much lower engine speeds.
,
in the fuel induction pipe located near the edge of - _ The resultant spark timing is represented by
the throttle valve and so situated as to be trans
the curve F appearing in Fig. 12 where the dashed 25
ferred to the opposite sides thereof upon open
- ing the throttle valve, is sui?ciently satisfactory
to be incorporated for control of spark timing,
over the lower speeds of the engine speed range.
30 The spark timing curve effected by a mechanism
of that character is indicated by the full line ad
Vance curve E of Fig. 12, and comprises the rap
idly ascending branch 0, joined by the substan
tially straight portion (1, and the recurved por
35
tion e.
t
.
In Fig. 11, there are represented conditions
line portions represent the corrected spark tim
ing relation at each end of the curve E, produced
by applicant’s' improved mechanism. The inter
vening ?at portion of the graph E is common
with respect to both the full line advance curve, 30
and the dashed line-advance curve F. The dashed
line ‘portion F at‘ the lower end of the revised
spark timing curve, illustrates the more gradual
, shift of advance in timing, while the dashed line
portion F of the curve extending between 52 and 35
60 M. P. H. illustrates the cut-off of spark tim
curves, in which curve‘A is a vacuum curve for ’ ing for the‘ higher engine speeds, , due to- the im
an automatic spark timing mechanism incor
porating a single port or connection to the fuel
40 induction pipe, of the character thus far de
scribed. It will be observed that this curve A has
a comparatively rapid ascent from about 21/2
inches mercury depression at an engine speed of
about 8M. P. H. to about 18 inches mercury de->
45 pression at an engine. speed of about 25 M. P. H.
The resultant of this ‘rapidrise of vacuum poten
tial is manifest in the comparatively abrupt shift,
and slightly too early shift, of spark timing for
the lower engine , speeds. The corresponding
50 spark timing shift effected by a mechanism so
characterized, is represented by the branch 0
of the advance curve E shown in Fig. 12.
proved mechanism. By comparison of the two
curves, it will be observed that the corrected ad
vance of timing at about 12 M. P. H. is by the 40
curve F about 20° ahead of top dead center, as
‘ compared with an advance‘of about 23° or more
at the same speed by the curve E.
.
There appears on both Figs. 11 and 12 a curve
designated C \that represents, the position of 45
throttle opening for the ‘various engine speeds.
Two scales are associated with this curve 0, one
of which is-‘graduated in degrees of throttle
opening, appearing at the left hand margin of
the ?gure, while the second scale is in percent 50
of throttle opening, appearing at the right hand
margin of the ?gure. For the purpose of com
parison, the road torque throttle curve C is re
A in‘ Fig. 11 ?attens out somewhat and assumes produced in both Figs. 11 and 12. v
The improved novel construction for accom 55
55 a long gradual slope for engine speeds extending ..
from. the crest of the curveat about 32 M. P. H., plishing the advance cut-off at the high speed
through extreme high speeds. In general, the end of the engine speed range, is illustrated in
moment of-force represented by the diminishing detail in Figs. 4 and 5. An interruptible passage
branch of the vacuum curve A is too powerful, is provided that operates to connect the primary
and is too. long continuing to produce the desired passage I24 to the high pressure zone I30 of the
It will also be obsenved that the vacuum curve
spark timing control for the higher engine speeds,
particularly for those engine speeds greater than
fuel inductionpipe, at a point in the throttle
about 50 or 60 M. P.‘ H. The spark timing ad
cut-01f. This interruptible passage comprises a
cross bore or ?uid passage I34 drilled through the
rotatable throttle shaft H0, and so positioned as
to provide ?uid communication between the end
of the bore I20 and the interior of the fuel in
vance resulting from the downwardly sloping'por
tion of vacuum curve A. is particularly illustrated
by the recurved portion e of the advance curve E
shown in Fig. 12. The undesirable portion of the
advance extends from about 52 M. P. H.‘ through
opening where‘ it is desired to effect the advance '
duction pipe I00. In the illustrated, embodiment
‘the higher speeds.
the cross bore I34 extends diagonally across the
to The instant invention contemplates improving shaft IIO, so as to provide an ori?ce I33 opening 70
the control of ignitior timing at both the,»low into the interior of the fuel-induction pipe I08
and high speed end of the range of engine speeds, I and situated on the carburetor side of the throt
by producing a more gradual ‘shift of automatic tle valve. The other end of the passage I34 ends
timing over the centrifugal timing' at the end
75 of engine idling speeds, and by diminishing and with an orifice I38 at the surface of the shaft '
IIO within the bearing bore “6, ofthe boss I06,
2,131,020
at such a point along the extent of the bore that
the port I38 may be aligned with the open end
or ori?ce I2I of the passage I20 at a certain an
gular position ‘of throttle opening.
Referring to Figs. 1, 2 and 3, the relation of the
ports and passages, contributing to the com
pletecontrol of spark timing advance, will be ob
served to be such that in the idling position of
the throttle M2, the contraction chamber ‘I2 will
completely expanded, substantially as shown
10 be
in Fig. 1, to give the initial spark timing setting
5 .
these elements of structure, make it possible to
introduce an advance in spark timing by a_suc
tion control at about 10 M. P. H. engine speed,
which control will gradually advance the timing
to about 17° above the advance by the centrifugal
mechanism, occurring at about 14 M. P. H., at
which point the stops 90 and 36 will have been
engaged, and from thence on maintain a fixed
amount of timer‘, shift over and above the ad
vance in timing by the centrifugal mechanism 10
during further increased engine speeds.
Upon reference to Fig. 12, it will be noted that
at speeds from 50 to 55 M. P. 11., it is desiredto
limit any further advance in timing, and that
15 the fuel induction pipe, due to ‘the primary pas- , for speeds between 55 and 60 M. P. H., it is de 15
sage us being situated on the carburetor side sired to reduce or cut off all of the suction con
of the throttle valve. Under these conditions of trolled advance, such that spark timing control
. engine operation, that is when the throttle valve for increased engine speeds may be wholly ef
H2 is closed for idling, the high pressure zone fected by the centrifugal mechanism, and in ac
represented by the branch a of curve D in Fig. 12.
This is because the ?uid connection of the cham
ber 04 is exposed to the high pressure zone 330 of
20 I30 is substantially the same as atmospheric
pressure. There is then, no fluid displace
ment within the chamber 84, by which a mechan—
ical shift between the parts I4 and 20 could be
effected, and consequently, the relation of the
25 circuit breaking mechanism and operating cam
is unaltered.
The contraction ,chamber ‘I2 has been cali
brated to operate upon about 5 inches of mercury
displacement, and it will be observed by reference
to Fig. 11, and the dashed curve designated B,
that this mercury displacement of 5 inches oc
curs at about v10 M. P. H. On reference to' Fig.
12, it will be noted that at the speed of about
10 M. P.
there begins to be an advance in tim
ing according to the advance curve F, and that
the advance in timing effected is continuously
increasing throughout an increased engine speed
up to about 14 M. P. H., the‘ total amount of ad
vance being about 17° over and above the ad
vance produced by the centrifugal mechanism
represented by curve D, there being a total ad
vance; for an engine speed of about 14 M. P. H.,
to something like 27°. By reference to the curve
C of Figs. 11 and 12, it will appear that the be
ginning of the suction created advance occurs
45 when the throttle valve is opened about_5°, or
at something like 6% of the total possible throt
tle opening, and that the suction created advance
over the advance by centrifugal mechanism is
completed at a throttle opening of about 7°,
which is equivalent to 8% to 9% of the total
amount of throttle opening.
"
Thus, it will be seen'that the advance in igni
tion timing over the centrifugal mechanism for
the low engine speeds, is the result of slightly
55 increased opening of the throttle valve from the
substantially closed or idling position illustrated
in Fig. 1 toward that position illustrated in Fig. 2.
However, the complete shift is effected at a point
a little more than half way between the illus
trated throttle openings of Fig. 1 and Fig. 2. The
throttle opening illustrated in Fig. 2, amounts
to an opening of about 12° above the position il
lustrated in Fig. 1, which amounts to about 15%
throttle opening, and which occurs at about .25
65 M. P. H. engine speed, as will be seen by refer
ence to the curves C appearing in Figs 11 and 12.
The total amount of suction created spark tim
cordance with the characteristics of the upper 20
portion of the advance curve B. On reference to
curve C, it will be noted that at 52 M. P.
at
which point 'it is desired to prevent any further
advance in automatic timing,’ that the throttle
valve is opened about 30°, which is equivalent to 25
about 37 1/z% throttle opening. For this same,
throttle opening and road speed, it appears from\
Fig. 11 and'the dashed line curve B, that the fluid
pressure potential within the fuel intake pipe
then amounts to about 12 inches of mercury de 30
pression, the moment of which is entirely too
great to permit the membrane 82 of the contrac
'tion chamber to retract under the influence of
the spring 86, since the contraction chamber "I2 _
remains in the collapsed state for all pressure po 85
tentials greater than about 5 inches mercury
depression.
.
-
Therelation of the contributing elements ef
fecting this high speed control is illustrated par
ticularly in Fig. 3, where the throttle valvel I2
has a 30° opening, which isequivalent to about
371/270. Rotation of the throttle valve from the
vposition illustrated in Fig. 1, to that position
shown in Fig. 3, is accomplished by rotation of
the shaft H0, and necessarily brings the ori?ce.
I38 of the cross bore I34 into communication
so
45
with the ori?ce I2I at the bearing surface end of
the bore or passage I20. Ori?ce I36 of the pas
sage I34 always opens into the high pressure zone
I30 of the induction fuel pipe, and it will thence 50
be observed by reference to‘ Figs. 3 and 4, that at
the 30° throttle opening position, communication
is established between the high pressure zone I30
and the passage I20 by means of the cross bore
I34. Since the passage I20 and its ?uid connec 55
tionv to the chamber 12 is exposed to the low
pressure zone I32 through the primary passage
I24, then the potential of the pressures within
the induction pipe, both above and below the
throttle valve, combine within the passage I20, 60
the influence of which is transmitted to the con
traction chamber ‘I2.
As the throttle shaft approaches the position
illustrated in Fig. 3 and continues in the opening
movement, a greater modi?cation of the pressure 65
within the passage I20 is effected. ,lAS the throt-'
tle‘ valve is opened’ there will be some valving
effects in the interruptible passage “due to the
' -ing shift over the advance by centrifugal mech
widening of the edges of the parts providing the
70 anism, would be much greater than that illus
trated by the curve E of Fig. 12, were it not for
the fact that the stops provided by the parts 94
and 96 of the linkage between the contraction
chamber 12 and clamp plate 20 limit the amount
ori?ces for the passages I 34 and I20. In Fig. 3 70
this valving effect is illustrated to the effect that
is
of suPction actuated shift. The cooperation of
the orifice I30 is only partly opened to the ori?ce
I2I , in consequence of which a restriction is pro
vided that permits only apartial modification of
the pressure in passage‘ I20. The potential of the 75
6
2,131,020
‘
high pressure zone of the passage I34 is but par _ disposed on the engine side of the throttle valve.‘
tially effective upon the potential of the low pres-. The low pressure zone has become suiiiplently ef
sure zone through the passage I 24. As the throt; fective upon the contraction chamber long ere
tle valve H2 is opened wider to a point where this throttle position is reached, to effect the ini
tial advance in timing over the basic timing curve,
5 this restriction is done away with, then the po
- tential of the high pressure zone becomes fully . as has been explained hereinbeforez 0n refer
effective and cancels the effect of the potential ence to Fig. 12 it will be recalled that this shift
of the low pressure zone, to which the passage I20
is exposed through passage I24. This condition
takes place between 10 and 14 M. Pl H. It will
also be observed that the cross bore 234 still fails
10 occurs when the throttle valve is ‘about half - to provide any communication between the oppo
opened or at an angular setting of about 40° be
yond the closed position of Fig. 1. 0n reference
to Fig. v12 it will be observed that this condition
occurs at speeds of about 60 M. P. H., or a little
15 more, at which point all spark timing advance
10
site ends of the passage 220. However, when the
throttle valve II2 reaches a throttle opening of
about 30°, which is illustrated in Fig. 9, there is
su?lcient communication established between the
opposite ends of the‘ passage 220 to permit of some 15
‘by means of the contraction chamber is done modi?cation of the pressure potential upon the
away with, as represented by the upper branch , contraction chamber. Though the primary pas
sage I24 opens into the low pressure zone of the
of the curve F where it joins the curve E at f.
In Figs.'6 to 10 inclusive, there is illustrated a fuel induction pipe, and in itself is su?lcient to
20 modification of the construction for effecting the effectively operate the membrane 82 of the con
traction chamber, the effective potential of the
control at-the high speed end of the range‘ of en
gine speed. All parts of this construction in low pressure zone is modi?ed by the potential of
(common or similar to the modi?cation thus far _ the high pressure zone through the passage 225
described,v are designated by the same reference which always opens into the high pressure zone
25 characters, while the elements of construction of the fuel induction pipe. That high pressure 25
potential is beginning to become effective through
differing from those of the modification bear ref
erence characters of the order of 200. The fuel the cross bore 234, by reason of which there is a
induction pipe I08 is provided with a boss 206 modi?cation or reduction of the pressure moment
through which there is the bore II6 providing in the fluid connection to the contraction cham
30 one journal for the throttle shaft IIO.- A bore her. This isillustrated by the curves D, F and C
220 is here provided that extends across and appearing in Fig. 12, as has heretofore been ex
somewhat beyond the journal bore II 6, and con
In Fig. 10 there appears a layout of the‘ prin
stitutes an elongation of the bore I20 of the ?rst
plained.
modi?cation, the starting end of the bore 220
35 being likewise threadedat I22 for reception of
the coupling unit I04. In addition to the pri
mary passage I24 opening into a high pressure
zone above the throttle valve II2 when closed,
there is a second bore 225 leading from the far
40 end of the bore 220 and ending with van ori?ce
22'I, situated so as to open into the high pressure
zone I30 of the fuel induction pipe.’ The start
ing end of the bore 225 is closed by a plug 220
as in the instance of the primary passage 'I24.
45 Here the throttle shaft H0 is provided with a
cross bore 234, so positioned and angularly dis
posed as to be alignablé with the passage '220
upon su?‘icient rotation of the shaft H0. The
cross bore 234 ends in ori?ces 235‘_and 238per
forming similar functions to those of the cross
bore I34 in the ?rst modi?cation, in that the
ori?ce 236 is opened to the extended portion of
the passage 220, and thence through the passage
‘225 and port 221, always in communication with
55 the high pressure zone of the fuel induction pipe.
Fig. 7, illustrates the parts in throttle closed
position where it will be observed that both pas
sages I24 and 225 open to the high pressure zone
on the carburetor side of thethrottle valve I I2.
60 However, due to the fact'that the ori?ce m of
the cross bore 234 is closed off by the bearing sur
face IIB, there is no communication between op
posite ends of the ‘passage 220, and hence any
contraction chamber that might be connected to
65 the passage 220 at the threaded portion I22, is
subjected to the high pressure zone of the fuel
induction pipe only through the passage I24.
The potential of the high pressure zone being in
su?icient to actuate the membrane 82 of the con
70 traction unit, there will ‘then be no shift in igni
tion timing.
In Fig. 8, the throttle valve has been adjusted
to about a 12° opening, and in which instance the
primary passage I24 is in effect transferred to the
_
-
-
cipalv elements of-construction showing the rela
tion of parts when the throttle valve is wide
open. When the throttle valve is wide open,
there is such insu?icient restriction of communication between'the passages I24 and 225, and
through the cross bore 234. that there is insuf
?cient force to draw ‘in the diaphragm or mem
brane 02. In consequence of this, the spring 06
retracts the membrane to the rest position, which
results ‘in cancellation of any advance by suc
tion mechanism. This retracted position of the
membrane of the contraction chamber takes 45
.place as soon as the throttle valve has been
opened su?iciently for the potential of the high
pressure zone to cancel the potential of the low‘
pressure zone. Upon reference of Fig. 12, it will
be observed that this cancellation takes‘ place
when the throttle valve is about half way opened.
Note, for instance, that the lower end of ‘the
advance curve F intersects the centrifugal ad'
vance curve D at the point i, which is at about
60 M. P. H.-
The curve C indicates that the
throttle valve is opened about 40° or 50% of the
total opening.
#While the embodiment of the present inven-- 2
tion as herein disclosed, constitutes a preferred
form, it is to be understood that-‘other forms
might be adopted, all coming within the scope
of the claims which follow.
‘
'
What is claimed is as follows:
1. The combination with an internal combus
tion engine having a throttle, and an ignition
timer for said engine, of means controlled by the
suction of said engine for adjusting the timer,
and means including a throttle actuated valve
rendering the suction controlled means non-re- '
sponsive to suction potential while‘ the throttle 70
is positioned at the high speed end of the engine
speed range.
- 2. The combination with an internal combus-v
tion engine having a throttle, and an ignition
75 low pressure zone‘ of the fuel induction pipe, or is v timer for said engine, of means controlled by 75
7
2,181,020
the suction of said engine for adjusting the timer,
intake passage dividing the passage into high
and means including an interruptible passage for
diminishing the effect of the suction control when
and, low pressure zones, said suction responsive
chamber being exposed to the high pressure zone
of the intake pipe while the throttle is opened
the throttle is positioned for the higher speeds
> of the engine speed range.
3. The combination with an internal combus-'
tion engine having/a throttle, and an ignition
timer for said ‘engine, of means controlled by the
suction of said engine for adjusting the timer,
during engine idling operation and thereby ef
fecting no timer alteration, movement of the
throttle valve exposing the chamber to the low
pressure zone of the intake passage at throttle
opening for high speed engine operation.
positions greater than about 10% of the total
throttle opening, thereby effecting a timer al
teration for all throttle positions above that for
idling speed, and means including the interrupt
a. The combination with an internal combus
tion engine having a fuel induction pipe, a throt
tle valve dividing the pipe into a high pressure
ible passage exposed to the high pressure zone
for/v cancelling the timer alteration by the suc
tion chamber while the throttle is-opened during 15
zone and a low pressure zone, ignition timer
mechanism, and means influenced by the vac
uum created in the fuel induction pipe, when-the
range above idling.
10 and means including a, normally closed passage
for cutting off the suction effect during throttle
engine is operating at throttle opening giving
20 speeds above idle speed for altering the timer
mechanism, of connecting means between the al
tering means and the induction pipe for operating the timer altering means in response to
the potential of the low pressure zone, and means
25 including an interruptible passage leading to the 3
high pressure zone of the induction pipe for cut
the higher third portion of the engine speed
I
8. In an internal combustion motor, having an
intake passage in which suction is created by the
running of the motor, and in which a throttle 20
valve divides the passage into a high pressure
zone and a low pressure zone, the combination
including anligniter provided with a movable
timer element for timing the ignition, means pro
viding a normal timer control in accordance with 25
a basic timing curve, a chamber operable upon
ting oii the potential of the low pressure zone to \ the timer element with means for putting said
the connecting means during engine operation chamber into communication with the low pres
under throttle opening over the upper third por
30 tion of the engine speed range above idling.
5. In an internal combustion motor, having an
sure zone of the intake passage for at least 85%
of the engine throttle opening, for altering the 80
timing of ignition from the basic timing curve,
intake passage in which suction is created by and means for putting said chamber into com
operation‘ of ‘the engine, the combination com-v munication with the high pressure zone of the
prising, an ignition timer, movable means for induction pipe for at least 30% of the engine
35 shifting the timer for timing the ignition, said throttle opening and when the throttle is opened 35
movable means being actuated by the suction two-thirds or more of its range, for restoring the
potential created in the intake passage, with a altered timing of ignition to the basic curve, dur
lay-pass to a higher pressure within the intake . ing engine operation under practically wide open
throttle.
pipe for variably controlling the effective suc
9. In an ignition controller, the combination
40 tion on the timer shifting, means whereby the
with an engine having a fuel induction pipe,
suction will be insufiicient to operate the mov
and a throttle valve in the fuel pipe providing
able means during the extremes of throttle open
ing, said means operating to cause an effective high, and low pressure zones on opposite sides
‘tension on the movable means to effect a sudden thereof, of an ignition timer, a suction device for
setting the same, means connecting the device, 45
45 advance in spark timing at a throttle position
just above the idlespeed band, and to ‘effect a with the fuel induction pipe and comprising, a
passage with a port opening into the high pres
sudden retard in spark timing just prior to throt
tle opening for the high speed extreme of the sure zone of the fuel pipe when the throttle valve
is closed, but shiftable to the-low pressure zone
engine speed range.
as the throttle valve is opened for engine speeds to
6.
In
an
internal
combustion
motor,
having
an
50
intake passage in which suction is created by above idling, and a branch passage with an inter
ruptible portion provided by the throttle valve,
operation of the engine, the combination com
prising, an ignition‘ timer, movable means for adapted to open into the high pressure zone at
shifting the timer for timing the ignition, said predetermined throttle positions, whereby the de
vice will fail to respond to the potential of the 55
55 movable means being actuated by the suction po
high pressure zone for throttle positions less than
tential created in the intake passage, with a by
pass to a, higherv pressure within the intake pipe about 6% and more than about 50% of possible
for variably controlling the e?ective suction on throttle opening, but will respond to engine pro
the timer shifting means whereby the same’ will duced suction between 6% and 50% of possible
be insufficient to operate the movable means dur- '
ing the extremes of throttle position, said means
throttle opening to e?ect setting of the ignition
timer.
'
~
10. In an ignition controller, the combination
operating to cause 'an effective tension on the
movable means to effect a sudden advance in ‘ with an engine having a fuel induction pipe, and
spark timing at about 6% engine throttle open
65 ing, and to effect a sudden retard in spark tim
ing at about 40% engine throttle opening.
'7 . In an internal combustion motor, an intake
passage in which suction is created by the run
ning of the motor, an igniter including a mov
70 able timer element for timing the ignition, a
movable device including a suction responsive
chamber, with means for actuating the timer
element, a connection between the chamber and
the intake passage, an interruptible passage open
75 ing into the connection, a throttle valve in the
a throttle valve in the, fuel pipe providing high
and low pressure zones on opposite sides thereof,
of an ignition timer, a suction device for setting
the same, means connecting the device with the
fuel induction pipe and comprising, a passage
with a port opening into the high pressure zone
of the fuel pipe when the throttle valve is closed, 70
but shiftable to the low pressure'zone as the
throttle valve is opened for engine speeds above
idling, and a branch passage with an interrupt
ible portion provided by the throttle valve,
adapted to open into the high pressure zone at 75
8.
,
2,131,020
predetermined throttle positions, whereby the de
passage with a port in the fuel pipe located on
vice will fail to respond to the potentials of the . the high pressure side of the throttle valve and
fuel pipe for throttle positions up to about '6%
opening and for throttle positions above about
50% of possible throttle opening, but will re
spond to engine produced suction for throttle po
near the edge of the valve when closed, but. ex
posed to the low pressure side of the throttle
valve when the valve has a 6% or greater open
5
ing, and means providing a secondary passage
sitions between 6% and 50% of possible throttle ' joining the primary passage and having inter
opening to effect setting .of the ignition timer,
11. In an ignition controller, the combina
10' tion with an engine having a fuel pipe, and a
throttle valve on a shaft journalled in bosses pro-
vided by the fuel. pipe, and separating the pipe
into high and low pressure zones, of an ignition
timer, a suction device for setting the same,
15 means connecting the device and the fuel pipe,
and including passages located in one of the fuel
pipe bosses and the throttle shaft for selectively
greater throttle openings.
~ 15. The combination set forth in claim 14, in
which the means providing the interruptible
communication include a cross bore in the throt
tle shaft continually exposed to the high pressure 15
side of the fuel pipe and one end of which nor
pressure zones in the fuel pipe, the passage in the
mally ends at the bearing surface of the throttle
shaft, and which is alignable with a branch of
the primary passage at a predetermined point of
throttlel‘shaft having interruptible communica
throttle opening.
tion with the passage in the boss and always
16. In an automatic timing control for ignition
distributors, the combinationcomprising, a timer
exposing the device to, the potentials of both
opening into the high pressure zone of the fuel
pipe, for cancelling the effect of the low pressure
zone upon the device at a predetermined throttle
25
ruptiblev communication with the high pressure
side of the throttle valve for modi?cation of the
pressure in the primary passage at 40% and 10
opening.
.
12. In an ignition controller for internal com
bustion engines; the combination of, a timer
device, and means controlled by the suction of
20
having'a movable part for altering the time of‘
ignition, an expansion chamber adapted to actu
ate the movable part, a fuel induction pipe pro 25
vided with ‘a rotatable shaft supported throttle
valve for admitting fuel to the engine cylinders,
and means connecting the chamber with the in
the engine, having provisions for obtaining a I ‘duction pipe, said means including a boss on the
relatively quick advance of spark at about 5% induction pipe surrounding the throttle shaft and 80
engine throttle opening, and a relatively quick providing a passage ending at the surface of the
retard of spark at about 40% to 50% engine shaft, and a lateral branch of the passage open
throttle opening, andmeans establishing a basic ’ing into the induction pipe adjacent the edge of
spark timing curve, from which the provisions _| the throttle so as to be exposed to the carburetor
side thereof when the throttle valve is closed, but 35
angular relation for engine speeds up to about exposed to the engine side of the throttle valve
35 effect the advance, characterizing a uniform
7% engine throttle opening, and thence a sub
stantially uniformly advancing speed controlled
relation up to about
ing, said provisions
timer advance above
tially throughout’ the
_tween about 5% and
when opened greater than for idling, and means
including a passage provided by the throttle
shaft,,and registrable with the ?rst mentioned
passage end, for exposing the connecting means
to the carburetor side of the induction pipe dur
65% engine throttle open
effecting a predetermined
the basic timing substan
throttle opening range be _ ing 40% or greater throttle opening.
17. In an automatic timing control for ignition
50% engine throttle open
ing.
distributors, the combination comprising, a timer
13. In an internal combustion motor, having an having a movable part for altering the time of
45
intake passage in which suction is created by op ' ignition, an expansion chamber adapted to actu
eration of the engine, and in which a throttle
valve tends to separate the passage into high and
low pressure zones during engine operation, and
having an ignition timer with suction responsive
50
means for controlling the ignition timing, the
combination of means regulating the application
of suction from'both zones to the suction re
sponsive means, said-regulating means including
an uninterrupted primary passage opening into
the high pressure zone of the intake passage and
near the edge of the throttle valve at less than
ate the movable part, a fuel induction pipe pro
vided with a rotatable, shaft supported throttle
valve for delivering fuel to the engine cylinders,
and means connecting the chamber with the
induction pipe, said means including a boss on
the induction pipe surrounding the throttle shaft
and providing a passage ending at the surface
‘of the shaft, and means including a passage pro
vided by thev throttle shaft for by-passing the 55
exposed connection of the ?rst mentioned pas
sage to the engine side of the throttle ‘valve as
6%‘throttle opening, an interruptible by-pass for
the shaft is rotated toward open position,“ one a ‘
the primary passage that remains closed up to
automatic advance in ignition timing is effected
at about 6% throttle. opening, and a diminution
of timing advance is effected for 40% or greater
end of the throttle’ shaft passage always being
open to the carburetor side of the induction pipe,
while the other end thereof is closed oil’ by the
shaft bearing surface during throttle closed posi
tions less than about 40% and greater throttle
throttle opening’.
opening.
about 40% throttle ‘ opening, whereby a rapid
-
18. In automatic control mechanism for igni
fuel pipe provided with a throttle valve, separat- '. tion timers, wherein an expansion chamber is
ing the pipe into high and low pressure sides, in communication with the fuel induction pipe
and responds to the suction potential within the
said fuel pipebeing subject tov variations in, en
gine produced suction incident to self-operation, fuel induction pipe for shifting the time of igni- '
70 ignition apparatus comprising in combination, a tion, and wherein a shaft supported throttle valve 70
circuit breaker, a cam for operating the breaker, is rotatable across the fuel pipe for regulating
and means responsive to engine produced suction the‘ amount of fuel admitted to the pipe, the
for varying the angular relation between the cam combination with saidchamber of means con
and breaker,‘ said ’means including a suction necting the chamber to\the fuel induction pipe
chamber having communication by a. primary for regulating the effect of the\suction potential‘
14. In an internal combustion engine having a
.
9
2,131,020
upon the chamber, whereby the chamber will be
non-responsive to the suction potential below 6%
and above 53% throttle opening for effecting a
predetermined shift ‘in ignition timing, said con
necting means including a passage opening into
the fuel pipe at the edge of the throttle valve
and exposed to the engine side thereof when the
throttle valve is opened more than about 6% of
total throttle opening, a second passage opening
10 into the fuel pipe and always exposed to the
carburetor side of the throttle valve, but normally
out of communication with the first mentioned
passage, and means including rotation of the
throttle shaft for establishing communication
between the passages at a predetermined throttle
opening, whereby the connecting means to the
chamber is subjected to a resultant of the suc
tion potentials on both sides of the throttle valve
at and above about 40% throttle opening.
-
19. In mechanism for controlling ignition tim
ing in response to the suction potential within
an engine intake pipe, the combination with the
intake pipe of a butter?y throttle valve, a rotat
able shaft supporting the valve and having bear
25 ings in the walls of the pipe, means providing a
passage having a port opening into the fuel pipe
20
at the edge of the valve so as to be exposed to
low pressure potential when the valve is opened
beyond about 6% of its possible opening, said
30 passage ending at one of the bearing surfaces
for the rotatable shaft, and a passage provided
by the shaft for exposing the ?rst mentioned
posed to the carburetor side of the throttle valve
when open less than 6%, means for exposing
the said port and passage to the engine side of
the throttle valve as the valve is opened more
than 6%, and means comprising an additional
passage for exposing the first numbered passage
to the carburetor side of the throttle valve at
about 40% throttle opening.
,
23. The method of controlling the suction ad
mitted to the suction unit of a timing control 10
mechanism for internal combustion engines, hav
ing. a fuel induction pipe with a throttle valve, a
timer, and a suction unit for shifting a timer
part, said method comprising the steps in com
bination, subjecting the unit to the relatively high 15
pressure only on the carburetor side of the throt
tle valve While the valve is but slightly open,
subjecting the unit to the relatively low pressure
only on the engine side of the throttle valve, while
increasing the throttle opening from slightly open 20
to almost half open, and thence, also subjecting
the unit to the relatively high pressure on the
carburetor side of the throttle valve as the open»
ing of the throttle valve is increased to the half.’
open position.
,
~
24. The method of controlling automatic tim»
ing for internal combustion engine, comprising
the steps in combinations, establishing ?uid con
nection between a contraction chamber and a
high pressure zone of the full induction pipe, 30
while the engine throttle is practically closed,
shifting the ?uid connection from the high pres
‘ passage to a high pressure potential within the
sure zone to a low pressure zone of the fuel in
intake pipe when the throttle valve is more than
35 about 1/3 open.
duction pipe as the throttle is opened slightly be
20. In mechanism for controlling ignition tim
ing in response to the suction potential within an
yond the practically closed position, and thence
opening the ?uid connection to the high pres
sure zone without disturbing the connection to
engine intake pipe, the combination with the in- _ the low pressure zone as the engine throttle ap
take pipe of a butter?y throttle valve, a shaft
40 journaled in bearing bosses provided by the pipe,
proaches the half open position.
25. The method of controlling the movement 40
for rotatably supporting the butter?y valve across
of a suction operated device for shifting the tim
the pipe, said throttle valve tending to separate
ing of an internal combustion engine, compris
ing the steps of bringing the device into fluid
communication with a relatively high pressure
the pipe into high and low pressure zones, a pas
sage provided by one of the bearing bosses having
45 a port opening into the pipe near the edge of
zone of the engine intake pipe while the throttle
the butter?y and exposed to the high pressure
zone while the butter?y valve is substantially
closed, but exposed to the low pressure zone of
valve is substantially closed, Shifting the ?uid
the intake pipe as the butter?y valve reaches a
50 6% opening, and means including a passage
through the shaft for exposing the first men
tioned passage to the high pressure zcne of the
intake pipe as the butter?y valve reaches a 40%
as the throttle valve is slightly increased in open
ing, maintaining communication with the low
opening.
.
21. In a suction controlled timer for internal
combustion engines wherein an expansion cham
ber has ?uid connection with an induction fuel
pipe, the combination with the ?ui'd connection
of means exposing the connection to relatively
-60 high pressure within the fuel pipe while the
55
throttle valve is nearly closed, and to relatively
low pressure for increased throttle openings,
and means exposing the connection‘ to both high
and low pressures within the fuel pipe at apre
65 determined throttle opening, whereby the suc
tion control is rendered non-effective for substan
tially wide open throttle operation.
22. The combination with an internal combus
tion engine having, a fuel pipe, a butter?y throt
tle valve therein, and an ignition timer for said
engine, of means controlled by the engine suc
_ tion produced within said fuel pipe for adjusting
the timer, and means modifying the control by
70
suction, said modifying means including a port
75 and passage opening into the fuel pipe and ex
communications from the said high pressure zone
to a relatively low pressure zone of the intake pipe,
pressure zone for all throttle positions greater
than the slight throttle opening, and also mak
ing a ?uid communication with the high pressure
zone of the engine intake pipe before the throttle
is increased to half open position without inter 55
rupting the communication with the low pres
sure zone.
5
'
26. The combination with an internal combus
tion engine having a fuel pipe, a butter?y throt
tle valve therein, and an ignition timer for said
engine, of means controlled by the engine suc
oo'
tion produced within said fuel pipe for adjust
ing the timer, and means modifying the control
by suction, said modifying means including means
effecting a retard of spark timing during'engine 65
operation with slightly opened throttle, com
prising a port and passage opening into the fuel
pipe and exposed to the carburetor side of the
throttle valve when open less than about 6%,
means effecting a substantially ?xed amount of 70
advance in spark timing for engine ‘operation
with more than slight throttle opening, compris
ing means for exposing the said port and passage
to the engine side of the throttle valve as the
valve is opened more than about 6%, and means- 75
1O
2,131,020
effecting a reduction of advance in timing for
engine operation under substantially half open
throttle, comprising a passage exposed to the
carburetor side of the throttle valve, and means
adapted to inter-connect both passages at about
40% throttle opening.
27. In a. suction controlled timer for internal
combustion engines wherein an expansion chame
her has ?uid connection with an induction fuel
10
pipe, the combination with the fluid connection
of means-\exposing the connection to relatively
high pressure within the fuel pipe while the en
gine is operating under slightly open throttle,
and to relatively low pressure for engine ‘opera
tion at throttle openings more than slightly
open, and means exposing the connection to both 5
high and low pressures within the fuel pipe at
a predetermined throttle opening, whereby the
suction control is rendered non-effective 'during
engine operation under substantially wide open
throttle.
-
_
JAMES L‘ ARTHUR,
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