US1363404A - Automobile-engine-control device - Google Patents

Description

A GAILLARD AUTOMOBILE ENGINE CONTROL DEVICE.

APPLICATION FILED APR. 29, I919. v

Patented Dec. 28, 1920.

, M M 5 WW 4 R M 7 H W N I P P 1P 0 7 9 U L .1 K F E C p z m F m/ "a ANTOINE GAILLARD, OF IMARSEILLE, FRANCE.

AUTOMOBILE-ENGINE-CON'I'ROL DEVICE.

Specification of Letters Patent. Patented D 28 1920 Application filed. April 29, 1919. Serial Np. 293,521.

To all whom it may concern:

Be it known that I, ANTOINE GAILLARD, citizen of the Republic of France, residing at 10 Rue de la Republique, Marseille, France, have invented new and useful Improvements in Automobile-Engine-Control Devices, of which the following is a specification.

This invention relates to improvements in apparatus for controlling the supply of gas and air mixture to the engine of a motordriven vehicle, the object of the invention being to provide means operable by the operation of the throttle valve for controlling a separate air supply.

A further object of the invention is to provide independent means for controlling the air supply.

With the foregoing and other objects in view, which will appear as the description proceeds, the invention consists in the novel features of construction and combination of parts which will be more fully described hereinafter and particularly pointed out in the claims.

In the drawing accompanying and forming part of this specification,

Figure 1 is a longitudinal sectional view of a controlling device constructed in ac cordance with the present invention;

Fig. 2 is a side elevation of'one of the controlling valves;

Fig. 2 is an end view of said valve;

Fig. 3 is a side elevation of another con-v trolling valve used in connection with the present invention;

Fig. 3* is an end view thereof; and

Fig. 4 is a diagrammatic view illustrating the device associated with the fuel-supply pipe of an internal combustion engine.

The same characters of reference designate the same parts in the different figures of the drawin Referring to the drawing, N designates the carbureter of an internal combustion engine, and T designates the pipe or tube through which the combustible gas and air mixture is sucked into the cylinders of the engine, while M designates the throttle lever adapted to be operated by the driver for .exteriorly threaded into said casing.

controlling the supply of gas and air to the engine.

In the present instance, I have provided a branch pipe S, one end of which merges into the pipe T, while the opposite end is in communication with the interior of a valve casing E, this end of the pipe S being formed with an exterior shoulder adapted to fit the opening inthe end of the casing E and be secured therein by means of a cap R A diaphragm orwa sher H is secured within the casing E between the end of said pipe and a shoulder formed on the interior wall of the casing. For controllingthe admission of air to the pipe S, a conical valve I is provided, the conical portion of which is adapted to entirely close the central opening of the washer H, said valve being normally held in contact with saidwasher by means of a spring J housed within the casing E. The valve I comprises a solid conical portion having four guide portions P connected together at their upper ends by an annular portion. The solid portion of the conical valve 1, as stated, is adapted to entirely close the opening in the washer H, while, when the valve is raised from its seat, air is permitted to pass between the guides P at the upper part of the conical portion of the valve, and thus into the pipe or tube S.

For operating the valve I so as to permit air to pass to the tube S, in the present instance I have shown a cable K, having one end secured in a perforated lug secured at the interior of the solid portion of the valve I, said cable passing through the center of the coiled spring J and out through a small guide tube L which is threaded in the wall of the casing E, the cable being connected at 9 its opposite end to the throttle valve-operating lever M by means of which the supply of fuel to the carbureter is controlled. By means of this connection between the valve I and the lever M, which is clearly illustrated diagrammatically in Fig. 4, when the lever is operated to open the carbureter, the valve I is also raised against the action of the spring J, whereby the opening in the diaphragm H is uncovered, thus admitting air to the tube S, and in proportion to the movement of the lever M the valve I is also moved to gradually uncover the opening 111 the diaphragm H. In this manner, the throttle and the opening in the diaphragm are progressively and synchronously opened and closed. It may be desirable in some instances to provide, in the cable K, a small spring in order to take up any differences which may exist between the movements of the valve I an'dthe lever M, and in the present instance, I have illustrated such a spring at 0, said spring being here shown as a part of the cable itself. 7

For permitting an independent control of the supply of air to the tube S, thereby to permit a passenger to control the admixture of gas and air independently of the driver, and thus control the speedof the vehicle, the wall of the casing E is provided with a plurality of radial ports D, which ports are normally closed by a valve C adapted to reciprocate within'the casing, the valve being held to its seat by means of a coiled spring F. For operating this valve against the action" of the spring,

. I have provided a cable A secured at one passenger.

end to a lug carried at the center of the valve, as shown in Fig. 1, said cable passing through a guide member secured in the end of the casing and having its opposite end secured to a small rotatablemember or drum B, which is placed within reach of the It will thus be seen that when the drum B is rotated, the cable A will be wound thereon and thus the valve 0 will be pulled from its seat against the action of the spring F, thus uncovering the ports D, and freely admitting air to the chamber formed between the two valves at the interior of the casing E. The aggregate area of the ports D is preferably equal to that of the interior of the casing E. Means may be provided for regulating the length of the cable A so as to permit the valve C to nor- 'mally remain on its seat under all conditions. In the diagrammatic view, Fig. 4, I have indicated such a means at Q.

From the foregoing description, it will be seen that, when the driver opens the throttle for a full charge of gas, the engine draws freely not only from the 'carbureter, but also from the supplementary branch pipe S, and thereby from the chamber between the two valves, and this result is also attained when the throttle is partly closed, because of the fact that the lever M and the valve I are moved synchronously. In consequence of this free suction at all speeds of the engine the maximum compression of the engine as well as the maximum utilization of the combustible mixture is insured. When, however, the valve C is operated to uncover the openings D the chamber is in communication with the atmosphere and the additional supply of air will serve to lean the mixture in the manifold so that the speed of the engine will be reduced. A set of interchangeable Washers or diaphragms I-I may be provided, having openings of various diameters, thereby to enable the running of the vehicle to be limited at different predetermined speeds.

l/Vhile I have described in detail the apparatus illustrated herein, it is to be understood that I do not thereby limit my invention to the precise features of construction shown, as I am aware that many mechanical changes and modifications may be made therein without departing from the spirit and scope of the claims appended hereto.

Having thus described my invention,

what I claim is:

1. A device of the class described,comprising in combination, a casing in communication at one end with the intake manifold of an engine and provided intermediate its ends with a plurality of radial openings, a pair of slidable valves in said casing forming between them an air 'chainber, one of said valves controlling communication between said chamber and the manifold and the other valve controlling communication between said chamber and said openings, means for normally retaining said valves on their seats, and independent means for operating said valves against. the action of said last means.

2. A device of the class described, comprising in combination, a casing in communication at one end with the intake manifold of an engine and provided intermediate its ends with a plurality of radial openings, a cone-shaped valve slidable in said casing for controlling communication with said manifold, a cylindrical valve also slidable in said casing and located in position to close said openings, said valves forming between them an air chamber, compressible means for normally retaining said valves on their seats, means for operating said cone valve for establishing communication between said chamber and the manifold, and independent means for operatingsaid cylindrical valve for establishing communication between said chamber and said openmgs.

3. A device, of the class described, comprising in combination, a casing in communication at one end with the intake manifold of an engine and provided intermediate its ends with a plurality of radial openings, a cone-shaped valve slidable in said casing for controlling communication with said manifold, a cylindrical valve also slidable in said casing and located in position to close said openings, said valves forming be tween them an air chamber, compressible means for normally retaining said valves on their seats, means for operating said cone valve synchronously with the throttle of the engine for establishing communication between said chamber and the manifold, and independent means for operating said cylindrical valve for establishing comname to this specification.

ANTOINE GAILLARD.

Witnesses EUGENE DUcAssoRY, L. RoUDmR.

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