US1784671A - Throttle mechanism for internal-combustion engines - Google Patents

Description

Dec. 9, 1930. F. JEHLE 1,784,671

THROTTLE MECHANISM FOR INTERNAL COIBUSTION ENGINES Filed Feb. 27. 1929 Fig.1

as I

YT/lllil INVENTOR FERDINAND JEHLE ATTDRNEY Patented Dec. 9, 1930 UNITED STATES FERDINAND 'J'EHLE, OF CLEVELAND, OHIO, ASSIGNOR TO THE PANY, OF CLEVELAND, OHIO, A CORPORATION OF PATENT OFFICE OHIO THROTTLE MECHANISM FOR INTERNAL-COMBUSTION ENGINES Application filed February 27, late. Serial no."a4s,osa..

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

It is an object of this invention to provide in connection with a plurality of engine intake conduits a mechanism which will maintain equal fluidic pressures within the sepa rate conduits.

It is a further object of this invention to provide. in connection with a plurality of engine intake conduits a simple and efiicient mechanism which will operate and control a throttle valve in one of the conduits in response to a second throttle valve located in another of the conduits.

Other objects will hereinafter appear.

The invention itself will be more readily understood from the description of one practical embodiment, illustrated in the accompanying drawin s in which:

Figure 1 is a. ont end elevation of a pair of internal combustion engines, certain parts of which are broken away in the interest of clarity, and V Figure 2 is a lonlgituidnal sectional view of a portion of the t rottlecontrol mechanism shown in Figure 1.

Referrin to the drawings, the numerals 10 and 11 indicate a pair ofinternal combustion engines which are connected by gearing (not shown) so as to have equal rates of crankshaft rotation. These engines, with the exception of certain dissimilarities to be hereinafter described, are allochiral copies of one another. As clearly illustrated, they comprise counterpartal intake'pipes 12 and 13,

rate carburetors 14 and 15 ofv identical construction.

Pivotally mounted within the intake pipe 12, there is a throttle 'valve 16 operative y connected by a linkage 17 with the sliding sleeve 18 of a governor 19.

The linkage 17 comprises a link 20 fulcrumed on the'casing 21 of the governor19,

and a link 22 connecting the outer end of the link 20 with an operating arm 23 secured. to

the valve pivot pm 24.

The governor 19 comprises a shaft 25, ro-

cured to the lower extruding. portion of the shaft 25, there is a gear-wheel 26 which meshes with a gear-wheel 27 mounted on the camshaft 28 of the engine. Rigidly attached to the shaft and having abearing on a seat 29 formed on the lower .wall of the casing, i

there is a member 30 which supports a pair 7 overnor weights 31. y mounted upon theof pivotally mounted The sleeve 18 is slidab shaft 25 above the member 30, and is pressed into engagement with mg arms 32 of the governor we'ig ts 31 by means of a sprin 33.

As will be readily apparent to those skilled,

in the art, the overnor 19 by means of the linkage 17 will limit the s eed of the on 'me 10 to a maximum rate w ich is depen ent upon the stren h of the spring 33.

As clearly s own in the drawing, the carburetors 14 and 15 are formed with tubular portions 34 which join with intake pipes 12 and 13, and which forall practical purposes may be considered as extension of the intake p1pes. Pivotally mounted in the tubular extension 34of the carburetor14, there is a the inwardl extend manually controlled throttle valve '35 which may be connected to a, control lever shown)" by means of a link 36 attached to the valve operating arm 37. l

Afiixed to the intake pi e 13, ,there is outwardl extending cylln er 38 of uniform I internal iameter. This cylinder communi cates with the intake pipes 12 and 13 b means of separate conduits 39 and 40 whic lead from its opposite ends. Mountedwithreadily apparent, 1s sub'ected. at one end to the pressure existing in t e intake pipe 12 and at its opposite end to the pressure exist- .in inthe intake pipe 13.

(not;

an in the cylinder 38 is a piston 41 which, as will i I respectively, which communicate with sepa-- be ounted within the tubular portion .34 of the. carburetor 15, there is a pivotally mounted throttle valve 42 operatively' connected to the piston 41 by means of a linkage 43.

crumed on an arm 45 secured to intake pipe 13, and a link 46 connecting the lower end of the link 44 with the valve operating arm tatably mounted within the casing 21. Se- 47 a I The linkage 43 comprises a link 44 ful:

Assuming the engines in Figure 1- to be runnin and equal ressures to have been establis ed within. t eir respective intake pipes 12 and 13, it will be apparent that the production of unequal pressures within pipes 12 and 13 by a separate or combined movement of the valves 16 and 35 will cause the piston 41 to move the valve 42 to a position wherein it will produce a pressure within the pipe 13 equal to the pressure within the pi e12.

ince the valve 42 is actuated by the piston 41 in response to unequal pressures imtiated,

within t e pipes 12 and 13 by separate or combined movements of the valves 16 and 35,

it can properly be said that the valve 42 is operated and controlled in response to the valves 16 and 35.

It will be apparent that, if the motors 10 and 11 embodying the present invention, were substituted for the motors of a vehicle of type disclosed in United States Patent Number 972,455, the motors would be connected by a connection consisting of the vehicular driving mechanism and ground, which for the purpose of the present'invention would constitute an equivalent of the gear-connection described in forepart of the specification.

It will be further apparent, that the throttle mechanism herein illustrated and described is not limited in its application to V the intake pipes of separate engmes, but may be used in conjunction with intake pipes of the same engine.

It will further be apparent that various other changes and modi cations may be resorted to without departing from the spirit of this invention, and it Wlll be understood a movable member subjecte that the invention is not limited to the precise construction and arrangement shown and described.

' I claim as my invention:

The combination with a pair of internal combustion engine fuel supply systems, of on one side to the fluidic pressure existing in one of said systems and on its opposite side to the fiuidic pressure existing in the other of said systems,

a throttle valve for one of said system operatively connected to said member, and a. manually controlled throttle valve and a governor-controlled valve for the other of said systems.

In testimony whereof I hereunto aifix my sig2lature this seventh day of February, 1

FERDINAND JEHLE.

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