US1880456A - Internal combustion engine - Google Patents

Description

Y A. MooRHoUsE y INTERNAL GOMBUSTIONENGINE Fired Aug. 19. 1929 2 Sheets-Sheet 1 gwwmtcz HLFREU Naam-muss.

Oct. 4, 1932. A. lvacnoFes-KJUSF;` f L $455 INTERNAL COMBUSTION ENGINE Patented Oct. 4, 1932 UNITED STATES ALFRED MOORHOUSE, OF DETROIT, MICHIGAN, ASSIGNOR TO PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A' CORYORATION 0F MICHIGAN INTERNAL COMBUSTION ENGINE .Application mea August 19, 1929. serial No. asumo.

This invention relates to internal combustion engines, and more particularly tocontrol mechanism therefor.

Automatic mechanism has been used to control the power developed by engines in order to limit the speed at which a motor vehicle can be driven, and a governor controlling the throttle is one manner of accomplishing this result. Situations are encountered with the employment of such a device where greater speed or acceleration, beyond that allowed, are desired or necessary. For example, serious accidents can sometimes be avoidedby full acceleration, trafiic congestion in crowded v business areas require quick acceleration when the signal to go is given, greater power is required in climbing some hills, and then the driver may wish to increase his s eed upon a highway. To attain speed beyon the governor setting, it is necessary to either adjust or disconnect the control mechanism and in order to do this the driver must stop in order to make such manipulations. It is an object of my invention to provide a throttle control for the engine of a motor vehicle which can be readily actuated by the driver at will to cause the vehicle to travel within a limited range of speed or at any range of speed which is possible.

Another object of my invention is to provide a"dual throttle control for determining the speed at which a motor vehicle will travel, one of the controls permitting travel within a predetermined speed limit and the otherv control permitting travel within the entire speed range which can be developed.

Thesey and other objects will appear in the following speciication, as the description progresses.

In the accompanying drawings, Fig. 1 is a partial side elevation and sectional view ,showing throttlecontrol mechanism associated with a fragment of an engine;

Fig. 2 is a plan view of the same, partially in section and Fig. 3 is a diagrammatic view of a modified form of the throttle control mechanism.

Referring now to the drawings by characters of reference, 1.0 represents a portion of the engine intake pipe through whichI fuel isk supplied to the distributing manifold of an engine, and a butterfly throttle valve 11 is arranged within the intake pipe to control the quantity of fuel passing therethrough.

board of an automobile and provides amounting for a pair of foot operated pedals 14. and

15,-the pedals being pivotally mounted on the,

shaft. One end 19 of the pedal 14 is pivotally connected to the rod 16 which in turn is pivotally connected to thelink 17 secured to one end of thevalve shaft 12. A coil spring 18 is attached to thelink 17 and is suitably anchored to continuously exert sufficient tension to normally move the actuating structure so that the valveis in closed position. When the foot pedal 14 is pressed down toward the Hoor board, the arm 19 will be moved forward causing a similar forwardv movement of the rod and the link, whichv will move theshaft 12 and the valve in an opening direction, the range of which is from closed to wide open positions.

The pedal 15 is provided with a dependingarm 20, thc lower end of which has anaperture 21 therein. Arod 22 projects through such aperture and is pivotally connected to thelink 23 which in turn is pivotally secured ecccntrically to the anged end of the sleeve 24 whichis pinned to an end ofthe valve shaft. A collar 25 is screwed upon a threaded intermediate portion of the rod, and a nut 26 is placed on the free end of the rod to prevent its displacement endwise through the opening 21. A. stiff coil spring 27 .is arranged to. encircle the rod intermediate the collar 25 and thearm 20, such spring beingl under sufficient tension to provide an unpedal 15, within limits. The tension exerted by the spring 27 can be adjusted through screwing the collary25 along therod 22. A

boss 28 projects from the flange ofthe sleeve 24 and provides engagement means for thelink 23, whereby the sleeve and associated shaft are moved. in a clockwise direction through pressure on the pedal 15, motion being transmitted through the spring 27 and therod 22 to thelink 23. The spring 18 will function automatically to retaintheboss 28 against thelink 23 as the foot pressure is released, unless theshaft 12 is being actuated by the other valve operating mechanism.

Associated with the mechanism operated by the pedal 15 is provided mechanism for limiting the movement of thelink 23 to open the valve so that the maximum fuel supply which can be secured through this mechanism -is determined. The throttle actuation can be regulated in different ways, however, I prefer to utilize a speed operated governor in this connection.

Ashaft 30 is suitably mounted upon the engine casing 31, and is rotated by agear 32 driven from the engine crankshaft. The

shaft terminates in acentral extension 36 and in ayoke 33, and weightedarms 34 are pivotally connected to such yoke and to therod 35 which is adapted to rotate with and slide upon the shaft extension`36. Rotation of theshaft 30, through centrifugal force, will move the weighted arms to control the rod position in accordance with the speed of rotation so that the throttle valve will be moved in a closing direction when the speed is above a predetermined amount. One end -of the rod is formed with a head, orstop section 37 having an arcuate face which is arranged in the line of the operating movement of thelink 23 and limits its travel in a direction tending to open the throttle valve. Alever 38, mounted on the shaft 39, is formed with a head 40 and associated therewith is provided a two part bearing 41 for the reception of therod 35 which projects therethrough. Arranged between the bearing and shouldered portion of therod 35 is a coil spring 42 which exerts a. greater tension than the spring 27.

The position of the head 40 determines the tension of the spring 42 extending between the bearing and the shouldered portion ofvthe rod 35, so that through this medium the limit of movement of the rod in a direction permitting further opening of the valve is determined or set. Acontrol rod 43 extends from the vehicle dash to thelever 38, so that the lever can be rocked to move the bearing to govern the degree of spring tension as kdesired to establish the maximum valve opening. This setting determines the maximum engine power developed by operation of the pedal 15, so that the speed at which a vehicle is driven by the engine is accordingly limited.

As before stated the spring 27 is under tension such that it will not be compressed by pressure on the pedal over the valve opening range, however when the link strikes thestop member 37 such spring will be compressed upon further pressure on the pedal without elfecting a corresponding movement of therod 22. It will beseen that thelink 23 engages theboss 28 and rotates the valve shaft to open the valve. As pressure on the pedal 15 is relieved, the spring 18 will cause the shaft to close as allowed by the position of thelever 23 through'engagement of theboss 28. The amount of pressure on the pedal 15 will therefore determine the speed of t-ravel within a range from zero to' the predetermined limit.-

It will beseen also that the throttle control mechanism associated with the pedal 15 Will be automatically moved in a closing direction by the governor when the motor speed exceeds that required for the limited speed result, even though the drivers foot` pressure is applied to the pedal. Under such circumstances thearms 34 will cause therod 35 and stopmember 37 to move in a direction toward the pedal, carrying thelever 23 androd 22 therewith, and the valve will be closed by the spring18 as -permitted by the position of thelever 23. If the .pedal 15 is held down, the action just described will stillA take place as the spring 27 will be compressed and therod 22 will move rearwardly through thearm 20. The relation of theboss 28 with thelever 23 is such, however, that the mechanism operated by the pedal 14 can function to open the valve regardless of the governor action or the position of the mechanism operated by the pedal 15. However, the driver will probably shift his foot from one pedal to the other as he selectively desires a limited speed or greater acceleration.

ln Fig. 3 l have illustrated a modified form of the invention in which the governor mechanism and a. pair of pedals are utilized to control throttle valves so that the same result as above described will be obtained. In this form of the invention the pedal 14 mounted on theshaft 13 operates the rod 16 connecting with' thelink 17 which is keyed to theshaft 50 carrying thethrottle valve 51. The intake pipe 10 in this modification is provided with an enlarged control portion which is centrally divided by a partit-ion 52 providing two passage-ways one of which is controlled by thevalve 51. Acoil spring 53 is associated with the pipe and thelink 17 to normally maintain thevalve 51 in a position closing the passage-way in which it is arranged.

The other passage-way is provided with a pair of llow control valves 54 and 55, the valve 54 being mountedv upon a shaft 56 and the valve 55 being mounted upon the Ishaft 57. The valve is opened b pressure on the pedal 15 which is connecte with theoperating rod 22 and thelink 23, thelink 23 being secured to the shaft 57. A coil spring 58 is anchored to abracket 59 and to thelink 23 for normally maintaining the valve 55 in substantially closed position, this valve being always open sufficiently to permit idling of the engine when thevalve 51 is closed.

The valve 54 is controlled by governor mechanism of the same character as described in the preferred form of the invention, however there is a different form of connection and adjustment utilized. Therod 35 is connected at one end with la lever 60 which in turn is pivoted to a bell-crank 61 which in turn is associated with a link 62 secured to the shaft 56 upon which the valve 54 is mounted. A tooth segment 63 extends from thearm 38 and is engaged by the worm gear 64 carried by arod 43 which extends to the dash and is provided with a knob 65 to permit rotation thereof by the driver, such arod 43 being also connected with the lever 60 through means of a bracket 66. This bracket or bearing 66 is pivotally connected to the lever 60. The tension of the spring 42 and the relation of the head 40 therewith determines the position of therod 35 as previously described, and through rotation of theshaft 43 the segment 63 will be rocked, thereby tilting the head 40 and shifting thebearing 41 so that the tension on the spring 42 can be increased or ldecreased depending on the maximum limited speed desired. The connections between therod 35 andthe valve 54 normally maintain the valve in an open position permitting sufficient fuel to pass through the surrounding passageway to produce engine power sufficient to operateV the automobile at a predetermined maximum speed. The valve 55 is operated by the pedal 15 to provide a driving range anywhere below that at which the throttle 54 is set to permit, while any speed below such setting must be controlled by throttle valve 55.rIhe throttle valve 51 can be operated regardless of the positions of the throttle valves 54 and 55 to provide suihcient fuel to produce a speed range, the maximum determined only by the capacity of the engine.

Various changescan be made in the details of construction herein described without departing from the spirit of the invention and the scope of what is claimed.

l/Vhat I claim is:

1. In a throttle control for engines, a fuel feed pipe, a shaft extending through said pipe, a valve fixed to said shaft interiorl of the pipe for controlling the passage of glei mechanism including an actuator for rotating said shaft to move the valve into open position, and a governor associated with the mechanism, said governor limiting the opening effect of the mechanism and moving the mechanism in a direction closing the valve upon engine' rotation beyond a predetcrmined limit without aecting the position'of the actuator.

2. In a throttle control mechanism for in" ternal combustion engines, a fuel feeding conduit, a butterfly valve in the conduit con'- trolling thepassage of fuel therethrough, ay

rotatably mounted shaftfassociated to control the valve position, mechanism for rotating the shaft, and adjustable governor mechanism for limiting movement of said mechanism in a valve opening direction.

3. In a throttle control mechanism for internal combustion engines, a fuel feeding conduit, a butterfly valve in the conduit controlling the passage of fuel therethrough, a rotatably mounted shaft associated to control the position of said valve, mechanism for rotating the shaft, governor mechanism associated to limitJ the valve opening movement of said mechanism, and means extending remotely from the engine and manually operable to adjust said governor mechanism to vary'the degree to which said valve can be opened.

4. In a throttle control mechanism for internal combustion engines, a fuel feeding conduit, a butterfly valve in the conduit for controlling the passage of fuel therethrough, a rotatably mounted shaft for controlling the valve position, means associated with the shaft to normally close the valve, mechanism for actuating the shaft to place the Avalve in any position in its full range of adjustment, a second mechanism for actuating the shaft to place the valve in any position in a limited range of adjustment beyond-closure, and

a separate adjustable governor mechanism associated to determine the extent to which said valve can be opened by thev second mechanism.

5. In a throttle control mechanism for internal combustion engines, a fuel feeding conduit, a butterfly valve in the conduit for controlling the llow of fuel therethrough, a

-rotatably mounted shaft associated to control the valve position in the conduit, a

, opened thereby.

6. In a throttle control mechanism for internal combustion engines, a fuel feeding,

conduit, a butterfly valve in the conduit adapted to control the flow of fuel therethrough, a rotatably mounted shaft associated to controlthe valve position; in the con-` duit, means associated With the shaft to no1'-` mally place the valve in closed position,

mechanism for actuating the shaft to place the valve in any position of its full' range of adjustment, mechanism pivoted to the shaft and positively enga geable therewith to move the valve in a limited open range, a spring for urging said second mechanism out of operative relation with the shaft, a ing'said spring and adapted to move the spring and-second mechanism to open said valve in the limited range, and an adjustpedal engagable stop member against which said second -rection, a

mechanism engages in its movement to limit the extent to which the valve can be opened thereby.

7. In a motor vehicle, a throttle control extent to w to open the the vehicle dash and associated with the gov# ernor mechanism toadjustably 'position the same to stop the opening movement of said valve operating mechanism at a desired engine speed.

8. In a throttle control mechanism for internal combustion engines, a fuel feeding conduit, a butterfly valve in the conduit adapted to control the passage of fuel therethrough, a rotatably mounted shaft to which the valve is fixed, a spring associatedwith the shaft for normally moving the same to close the valve, mechanism adapted to be manually operated to open the valve, a rod `adjustably mounted in the path of the movement of said mechanism to limit the opening of said valve, a governor associated with said rod for controlling the position thereof, and mechanism for adjusting the effect of, said governor upon said rod.

9. In an engine throttle control, a fuel feed pipe, a valve controlling the passa e of fuel through said pipe,apair of indepen entl operating mechanisms for said valve, an adj ustable means for limiting the movement of one of said mechanisms in a valve opening direction, the other of said mechanisms being freely operable at all times to open the valve any desired extent. l

10. In an engine throttle control, a fuel feed pipe, valve means controlling'thepassage of fuel through said pipe, a pair of independently operable mechanisms for regulating said valve means, and adjustable means independent of but associated to limmechanism for theengine comprisingla fuel 20 f t lit the opening movement of one of said mech- I anisms, the other mechanism being freely operable at all times to regulate the associatedrange of adjust-

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