US1582239A - Control of carburetors for internal-combustion engines - Google Patents

Description

Patented Apr. 2 7, 192,6.

UNITED STATES A 1,582,239- PATENT. OFFICE.

MARIUS JEAN-BAPTISTE BARBAROU, OF PARIS, FRANCE.

CONTROL OF CARBURETORS FOR INTERNAL-COMBUSTION ENGINES.

Application led February 23, 1924. *Seriall No. 694,805.

to be able to increase the compression in the engine according as the engine rises.`

'lhis increase of compression may be obtained by increasing the quantity of gas admitted. into the power cylinder per revolution of the engine, and this is done by acting on the throttle of 'the carburetor. But it is readily understood that if in order t0 operate the engine at a high altitude, the carburetor throttle is fully open, the full opening of the latter must4 be prevented when the engine is working at mean or low altitudes, for the compression would then De much too high, and this could cause serious damage to the engine.

The present invention has for its object a control device for 'the automatic regulation of the maximum opening of the throttle Of the carburetor of an internal combustion engine, according to the altitude at which the engine is working.l One feature of the device according tothe invention resides in that it comprises an elastic membrane Or like member, subjected on oneiside to a predetermined constant pressure, and on the other side to the surrounding atmospheric pressure, said membrane being operatively connected with oneujoint of the rod and link gear connecting thepcontrol y member to the carburetor throttle, so asto change the angular position of said joint, and consequently to change the angular po-v sition of said throttle, accordinv to the alti- "tude at which the engine lis wor ing.

In the appended drawing which showsby way of example two forms of construction of the carburetor control according to the invention:

Fi 1 is a diagrammatic vfrontV view of lone Orm of construction of the device; the

position of the elements for the maximum possible opening, in the case 1n which the engine operates at the ground level is shown in full lines, and the position of the same elements for the maximum possible opening whenthe engine operates at the maximum altitude for which the control has been dcsigned is shown in full and dotted lines.

Fig. 2 shows the position of the parts for the slow speed working of the engine when :on thel ground.

Fig. 3 is a section on A-A of Fig. 2. In the construction shown in Figs. 1 to 3, the pipe 1, which supplies to the engine the gases coming-from the carburetor, carries a shaft 2 on which is movable the tlirottle 3. The throttle 3 is secured to a lever 4 to which is attached one end of a link 5 connected at its Otherend with one arm of a bell-crank lever 6 `keyed to a shaft 7.

` To the other arm of the lever 6 is pivoted a piece or stud 8, in which isslidably mount. ed one of the arms 9 of a ringlO, the other '7 Iand provided with a stud 14 upon which .is mounted, through the medium of a balland-socket joint, the rod 15 connected to the control member within reach ofthe driver] or pilot.

'The shaft 7 carries a piece 16 having an aperture 17 of theshape illustrated. in the drawing and whose width is equal to the diameterof' the said shaft. This piece 16 carries a cincular hub 18 on which is mounted the ring 10. A rod 19 is secured at one end tothe piece 16,A while at the other said rod is attached to an elastic'diaphragm 20 contained in a receptacle 21. This diaphragm 2O divides the receptacle 21 into two chambers22 and 23; the chamber 22 isaconnected with a hermetically closed 'chamber 24 provided with a conduit 25 adapted to allow in the chamber 22 a pressure of a Welldeterniined value; the ohaniber23 is open to the atmosphere. The diaphragm 20 is on the yOther-hand subjected to the action of a spring 26 which is properly adjusted With respect to the pressure in the chamber 22,

so .as to only allow the motion of said dia'- phragm when the outside pressure prevailing in the chamber 23 shall be below a stated value. l

The operation of the apparatus is as follows: To Open or close the carburetor .throttle 3 the driver or pilot acts on the lever or like control member, which is Within his reach. This action, through ,the medium of the rod 15 will cause the disc 13 to rotate. The latter, through the medium of the piece 12, will actuate the arm 11 of the ring 10 which, when turning on the hub of the piece 16, will act by its arm 9 on the piece 8 and will 'thus rotate the bell-crank lever 6 which, through the medium of the link 5 and the lever 4, will move the carburetor throttle. If the pilot pulls on the rod-15 in the direc'- tion ot the arrow 15a, the disc 13 and the bent lever 6 arc rotated in the direction ot the arrow 13, which causes the opening of the throttle of the carburetor in the direction ofthe arrows 3a.

If the engine is working at lo-W altitudes,

. the ring 10 is now in the position shown in full lines in Fig. 1 and the maximum possible opening of the carburetor is the one illustrated; this openingfis limited according to the maximum stroke of the lever which is Within reach of the pilot.

But if the engine works at a higher altitude, the atmospheric pressure will diminish, and in these conditions the diaphragm' 20- pushes the rod 1 9, `and this causes the piece .16 to slide on the'shaft 7 and brings it into the position shown in full and dotted lines in Fig. 1. It will be readily noticed that in this movement the centre of the ring 10 comes to 27, and as the pilot or the driver has left his lever in the position vof maximum opening, the disc 13 remains Xed but the bent lever 6 comes into the position shown in -full and dotted`lines,.thusfurther opening the carburetor throttle 3. a being the angle of rotation of the piece 8 i. e. of the disc 13, fromthe position shown in Fig. 2, to the position shown in Fig. 1 when the center of the ring 10 registers- With the center of the disc 13, and being the angle of rotation of the piece 8 corresponding to a rotation of same magnitude a of the disc 13 when the center of the ring 10 is at 27, is

- obviously greater than a. It is thus ob'- served that for a given movement of the conductors hand. lever,""correspondin0 to an angle 'of rotation a of the disc 13, tilie angle of rotation of the lever 6 is a, in case the engine is working on the ground, andl is lin the case in which the engine is Working 'at a, higher 4altitude i. e. when the center of the ring 10 is at the point 27.

To bring back the engine to slow speed, it sufices to act upon the rod 15 in the contrary direction tothe arrow 15a; the disc 13 will turn in the contrary direction to 13a; the arm 11 coming into the horizontal position (Figs. 2 and 3) the position of the bent lever 6 is suoli that the throttle 3 will only give passage to exactly the` amount of gas necessary to keep up the slow speed working. Since at this time the arm 9 is also horizontal. whatever may be the outer air pressure, that is to say whatever may be the position oi? the piece 1G, the earluu'etor throttle will have the same position and will remain closed. The 'action of the manometric receptacle-21 will be manifested according as the pilot acts upon the control device to open the carburetor throttle.

Various constructional modifications may obviously be brought to the above described device without departing from the spirit ot the invention.

Having now.described my invention what I claim as new and desire to secure by Letters Patent is: l

A conti-olf gear for the carburetor of an internal combustion engine comprising a control member operated by the operator, a' rod and link gear embodying two swinging arms respectively connected to said control member and to the carburetor throttle, an intermediate member upon which said arms are jointed, a shaft on which said two swing-V ing arms and saidintermediate member are mounted and whereon said intermediate member is adapted to slide transversely with respect to said shaft,'an elastic membrane subjected on one face toa predetermined constant pressure and on the other face to the surrounding atmospheric pressure and means operatively connecting said elastic membrane to said intermediate member aud adapted to transversely displace said intermediate member and whereby the angular osition of said arm connected -to the car-

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