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Патент USA US2407116

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Sept. 3, 1946.
I
‘ .` s_ M, UDALE ETAL
'
SAFETY
DEVICE
>2,407,116
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Filed oct. 1e, 1944
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»Sept-3, 1946-
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s. M; UDALE E-rAL
"sAFETYpEvICE
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2,407,116 ` `
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Filed oct; 1s, 1944
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Patented Sept. 3, 1946
« 2,401,116
UNITED STATES PATENT oFFlcE
2,407,116
SAFETY DEVICE
-Stanley M. Udale and Wynton R. Buick, Detroit,
Mich., assignors to George M. Holley and Earl
Holley
Application October 16,> 1944, Serial No. 558,917
3 Claims. (Cl. 12S-102)
-
2
1
The object of this invention is to protect a
marine engine from excessive speed and the
resulting excessive supercharger pressure. Spe
ciñcally, when a boat is traveling fast in a rough
sea, rough enough to raise the propeller out of '
the water, the engine which drives the boat has
a tendency to race, and dangerous speeds and
supercharger pressures naturally result.
To prevent this, it is customary to interrupt
the electric circuit of the engine ignition by
means of a centrifugal governor, but when the
ignition circuit is restored, which happens im
mediately after the speed has been reduced, the
engine lires into the exhaust passages. These
are full of explosive mixture, and the resulting
valves 24' and 25’. Air chambers 26 and 21 de
termine _the pressure of the fuel in the chamber
68 and are connected together through a passage
8|, chamber 26 receiving atmospheric air pres
sure through opening 26' from the metering ori
ñce' 28.
`
Fuel descends through the passage 29 and dis
charges through the fuel nozzles 3U and 3| into
the inlet pipe adjacent the throttle valves I3 and
I4. Throttles I3 and I4 vary the air flow around
the fuel nozzles 3U and 3|. Gears I6 and |'I are
connected to the throttles I3 and I4 and engage
with the small gear I5 actuated .by lever 53,
which thus determines the relative position of the
throttles I3 and I4. A spring 20 pressing against
an .end of a lever 2| pushes a roller' 22 mounted
explosion in these exhaust passages is very trying
on lever 2| against the face of the cam I9 mounted
to the nervous system and is almost as bad for
to rotate with lever 53 and gear I5. The move
the engine and its accessories. Noise is most ob
ment of the'needle I2 engaging the opposite end
jectionable for other reasons. The sudden re
sumption of power imposes a shock on the engine 20 of the lever 2| is thus controlled by the lever 53
through the lever 2| and the cam I9 mounted
and transmission. If the power is interrupted,
on the lever 53.
the power can be restored after a few seconds or
The air flows through the passage 32 to a
even minutes, as the propeller will continue to
supercharger contained in a casing 33. The
rotate and theengine will not stall for a consid
erable period of time due to the speed of the boat 25 supercharger pressure is communicated from cas
ing 33 through a pipe 34 to a chamber 35 contain
and the reaction of the propeller with the Water
ing the barometric element 3B. Electric contact
through which the boat is traveling.
.
31 is carried by the barometric element 3S, con
The object of this invention therefore is to in
tact 38 is carried by the spring 4| supported _at
terrupt the ignition and the fuel flow at excessive
speeds for a sufficient period of time to prevent 30 one end on the base 45. The eccentric 43 ad
any explosions in the exhaust pipes. This object
is alternatively achieved by positively locking the
ignition switch in the open position and posi
tively closing a flow control deviceto prevent the l
i‘low of fuel to the fiuel now of the nozzle and
thus compelling the operator'in order to restart
f the engine, to positively unlock the fuel iiow
control device and to replace the ignition switch
in the operative position. This gives the operator
an opportunity to close the throttle before re
justs the position of the free end of spring
4|, and hence the location of the movable con
tact 38. Conductor 39 is connected'to a storage
battery 1D and to the Contact 38. The opposite
terminal of the battery is grounded. A man
ually-operated switch |ll| may be provided in
the circuit, including the barometric contacts
31-38. ,
The contact 31 is connected to a conductor 42,
40 which is connected to a terminal of a solenoid
44, which has its other terminal grounded, to thus
starting. Thus a period of high suction follows
complete a solenoid-controlled circuit. The sole
a period of excessive speed which protects the
noid is inside a magnetic element 41, which at
engine by increasing the lubrication of the» pis
tracts an armature 48 and holds it in a retracted
tons. The closure of the throttle, when the en
gine is rotating at any considerablespeed. causes 45 position so long as the solenoid circuit is closed
against the force excited by a compression spring
a suction in the cylinder which causes oil to be
49. A vertically-slidable handle 5I] is thus held
drawn up the cylinder walls, which thus lubri
in its lower position, and it can also be held in
cates the pistons.
. `
this position by a lock 23 or safety catch so that
Figure 1 shows diagrammatically the preferred
form of our invention applied to the standard 50 in the position shown, it would not be subject to
marine carburetor for the larger engines.
Figure 2 shows a simpler construction.
Description-Figure 1
the energizing of solenoid 44 or affected as far as
the supercharger pressure is concerned. The rod
|02 is engaged by the lock 23 and-is carried by
`the armature 48; hence, the armature 4B, when
In Figure 1, air enters an air inlet pipe at I0, 55 lock 23 is in the position shown, does not re
spond to excessive supercharger pressure. The
fuel under pressure flowing through the passage
element 23 can be rotated so as to leave the
|| is regulated by the fuel needle I2 past the
armature 48 free to be raised by the spring 49
metering orifice 28. Fuel entering the carburetor
when the contact 31 moves away from the con
at 68' is controlled `in the diaphragm chamber
l68 by diaphragms 24 and 25 which control needle 60 tactY 38 and the current which makes 41-48 an
2,407,116
3
4
electromagnet is interrupted due to excessive
supercharger pressure.
the flow of fuel and to simultaneously open the
ignition circuit 8?-86-88, 12, 'l5 and ground.
Operation-Figure 2
A circuit breaker 'l2 is connected to a terminal
of battery 13 through a pair of contacts Té, the
opposite battery terminal being grounded. Cir-v g
When the switch 88 is open, the cut-olf valve ‘f8
is closed; when switch 88 is closed, then the
governor 35 controls. When speed exceeds, say
2800 revolutions per minute, the differential
switch 86 opens the circuit 81-86-88-79 and
cuit breaker ‘l2 is also connected to one end of a
low-tension coil 15, its opposite end likewise be
ing grounded. A high-tension coil l5', having
one end grounded and the other end connected
the ground. The 'opening of this circuit permits
to a rotating element 16, is energized by coil '15,
which provides high tension electricity to the
rotating high tension element '55, which provides
electricity for the distributor l1.
the valve i8 to close and at the same time the
circuit 81-ßB-B8-l2-75»ground is opened so
as to interrupt the functioning of the ignition
distributor 'i6-'17. When the speed falls to .say
25Go revolutions per minute, the differential
A fuel shut-olf valve 18, controlled by an elec
trcmagnet ‘i9 grounded at 13’ and connected to
switch 8S operates so as to re-establish these
circuits so that the ignition circuit is re-estab
lished and at the same time the valve 'I8 is
opened. r)The lever 88 is designed to both open
is flowing through contacts lll, there is current
flowing through the electromagnet TS. When 20 and close the electric circuit, that is, to open
the circuit at 2809 revolutions per minute and
contacts 'M are opened, no current flows through
to close the circuit at 2500 revolutions per
'iS and valve 'H1 closes, the element Sil is attracted
minute.
(magneticaily) by the solenoid 'I9 at such times
If the centrifugal governor 85 is connected to
as the solenoid 19 is energized by current liown
ing through it. When the solenoid 'IQ is ener 25 the differential switch 86, which switch is con
nected only to the circuit of the solenoid 79 and
gized, the valve 18 is raised into the position in
not to the ignition circuit. then the device would
which it is shown so that fuel can then new from
function without interrupting the ignition cir
the diaphragm chamber E8 to the fuel passage
cuit. If the speed exceeded a predetermined
il---ZS and restriction 28 and past the control
valve l2. The upper half of the pair of contacts 30 speed of the governor, the valve 'I8 would close,
circuit breaker 12. attracts an armature 3l! and
thus opens the valve ‘i8 whenever the current is
flowing. Whenever the current for the distributor
but the ignition would continue. A slight back
nre would probably result, but it would not be
‘M are mounted on the handle 5u.
Operation-Figure 1
as noticeable as the backfire now experienced.
Hence, the device would be an improvement on
In the normal operation of the device, throttles
I3 and i4 are open and the contacts 'is are closed ~'
by depressing handle 5G.
Thus, the circuit
breaker 'l2 controls the ignition through the dis~
tributor l?. When the safety catch 23 is not in
the existing devices if the governor 85` merely
controlled the solenoid T9, armature 8i! and valve
T8 and did not interrupt the ignition.
It will be noticed that opening the manually
operated switch 88 of Figure 2, or opening the
the way, contacts 'I4 are opened whenever the
supercharger pressure in chamber 35 rises high 40 manually-operated switch ‘M of Figure 1, nor
mally opens the ignition circuit and automati
enough to open the contacts 3l and 38. This
cally stops the discharge of fuel. This is of
occurs when the speed of the engine is excessive.
great
importance when using “hot” plugs, as
When this happens, the spring ‘29 pushes the ar
these plugs frequently cause the engine to fire
mature 48 away from the stationary element 4i
and contacts la are opened, and in order to re 45 automatically if the engine circuit has been
opened without closing the fuel outlet. The
start the engine, the plunger 50 must be pushed
electro-magnetic responsive valve 18 by shutting
back into place to complete the circuit through
off the fuel supply prevents such “hot” plugs
contacts 14.
'
causing the engine to ñre when the operator at
Meanwhile, the valve 18 has dropped down to
tempts to stop the engine by cutting the ignition.
prevent the ñow of fuel during deceleration and
In order that the marine engines shall idle in
unti1 after the engine has been restarted when
definitely, the plugs are so designed that they
the valve i8 is reopened simultaneously with
will remain cleaned and free of carbon, and
the restoration of electric current to the dis
therefore
they are usually of the “hot” type.
tributor circuits 'I2-'I5--16-1'l.
By opening switch 88 (Figure 2) or the switch
During the time that no spark was generated,
14 (Figure 1), the fuel is cut off by valve 18 at
no fuel ñowed as valve 18 was seated. Hence,
the
same moment that the ignition circuit is
there is no longer a tendency for the engine to
opened and the engine quits firing instantly re
fire in the exhaust passages so that the engine
gardless of how hot the plugs may be.
resumes its normal functioning quietly without
What we claim is:
_
explosion in the exhaust passage. If only the 60
l. A safety device for a supercharged internal
fuel flow is interrupted, a back fire may result
combustion engine of the electric ignition type
from fuel still remaining in the intake passages.
having an engine driven supercharger, the pres
Description-Figure 2
84 is a shaft driven by the engine, 85 is a
centrifugal governor which engages through a
lever 89 with a diiferential switch 85, which is
placed in an electric circuit between a battery
8l and a manually-operated ignition switch 88.
sure of which increases with engine speed, a
65 carburetor with a liquid fuel supply passage in
corporated in the carburetor and delivering liquid
fuel to the engine, automatic means responsive
to an increase in the superchareer pressure for
simultaneously interrupting the flow of liquid
fuel to the engine and also the flow of electricity
to the ignition system, manually operated means
for re-establishing the liquid fuel ñow and the
ignition circuit.
as shown in Figure 1. The switch 88 is arranged
2. A safety device for a supercharged internal
to cause the valve 18 to drop so as to cut off 75 combustion engine having an engine driven
The circuit breaker 12, coil 75 and high tension
distributor 'I6-'l1 are aslshown in Figure 1. The
solenoid T3, armature 80 and valve 18 are also
2,407,116
supercharger, the pressure of which increases
with engine speed and a carburetor having a
fuel supply passage incorporated in the car
buretor and delivering liquid fuel to the engine,
a valve in said liquid fuel passage, electro mag
netic means for opening said valve, an electric
circuit therefor, a pair of contacts in said circuit
means responsive to an excessive supercharger
6
noid adapted to hold said valve open, yieldable
means for opening the electric circuit of said
solenoid, a second electrically operated solenoid
adapted to hold the circuit closed of said first
solenoid and to hold said yieldable means com
pressed, means responsive to an excessive super
charger pressure for opening the electric circuit
of the second solenoid, manual means for open
ing and closing said circuit of said second sole
pressure for separating said contacts.
3. A safety device for supercharged internal 10 noid.
combustion engine of the electric ignition type
having a liquid fuel supply passage and a cut
oiï valve therefor, an electrically operated sole
STANLEY M. UDALE.
WYNTON R. BUICK.
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