Патент USA US2407116код для вставки
Sept. 3, 1946. I ‘ .` s_ M, UDALE ETAL ' SAFETY DEVICE >2,407,116 " _ I Filed oct. 1e, 1944 2 sheawfshwt 1v r . 111? mm // §Ja5f7/ `, 1 '/ N . m L41 (l y _ . _ à) Y ` '\ v \ ß Il" §55 ’ d " BY INVENTOR ” ' ` ATroRNEY . . ' »Sept-3, 1946- A s. M; UDALE E-rAL "sAFETYpEvICE ' . 2,407,116 ` ` ` Filed oct; 1s, 1944 ‘ v alsngets-sheetvz if. .2 791 mvENToR/l/Úßî l , ATTORNEY 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.