US2358363A - Control for internal-combustion engines or the like - Google Patents

Description

Sept. 19, 1944, F. w. TRUESDELL CONTROL FOR INTERNAL-COMBUSTION ENGINES OR THE LIKE Filed Nov. 7, 1942 2 Sheets-Sheet l Inventor: Francis W. Truesdetl,

His Attorney.

Sept. 19, 1944.

F. W. TRUESDELL CONTROL FOR INTERNAL-COMBUSTION ENGINES OR THE LIKE 2 Sheets-Sheet 2 Filed NOV. 7, 1942 Inventor: Francis W. Truesdell,

H "His Attorney.

Patented "Sept. 19, 1944 CONTROL FOR INTERNAL-COMBUSTION ENGINES OR THE LIKE Francis W. 'Iruesdell, Marblehead, Mass, assignor to General Electric Company, a corporation of New York Application November 7, 1942, Serial No. 464,882

21 Claims.

The present invention relates to control arrangements for internal combustion engines or the like. It is especially useful in connection with aircraft internal combustion engines and it is this application of my invention which I have elected to illustrate and describe. It is to be understood, however, that this is only by way of example and that the invention may be used wherever found applicable.

An object of my invention is to provide an improved construction and arrangement for adlustin automatically the throttle valve or other regulating means ofan engine, such as an internal combustion engine, in response to changes in an operating condition of the invention, such as, for example, changes in engine intake manifold pressure, to maintain such operating condition at a desired value.

For a consideration of what I believe to be novel and my invention, attention is directed to the following specification and the claims appended thereto.

In the drawings, Fig. 1 is a diagrammatic view of an embodiment of my invention, and Figs. 2 and 3 are diagrammatic views of modifications.

Referring to the drawings, l indicates an internal combustion engine, which may be an aircraft engine driving a propeller 2. At 3 is in dicated a gear driven supercharger for the engine having its inlet connected to an air supply conduit 4 and its outlet connected to the engine intake conduit or manifold '5. In conduit 4 is a throttle valve 6 which controls the flow of air and fuel to the intake manifold. A carburetor is indicated at I and a fuel supply pipe at 8. -Air to the carburetor may b obtained from any suitable source, for example, a ram facing into the slip stream of the aircraft with which conduit 4 is connected. On the spindle of throttle valve 6 is fixed an arm 9 through which the throttle valve is adjusted.

According to one embodiment of my invention, I provide a control system whereby throttle valve 6 may be manually controlled or whereby it may be automatically controlled by means responsive to an operating condition of the engine. Preferably, I control the throttle valve by the pressure in manifold to maintain constant the manifold pressure and it is this application of my invention which I have elected to specifically illustrate and describe.

Arm 9 is connected by a link ill to an arm H fixed on a rotatable shaft I2 whereby as shaft 12 is oscillated in one direction and the other, the throttle valve 8 is opened and closed. Shaft I2 is driven by a reversing motor i3, the shaft l4 of which is connected to shaft l2 through a suitable reduction gearing l5 and a clutch l6. Clutch I6 is actuated by a lever i'l to one end of which is connected a spring which biases the clutch to open position. It is adapted to be closed by a solenoid IS, the plunger of which is connected to lever i'I. When the winding of solenoid I9 is energized, clutch I3 is closed against the action of spring l3. When the solenoid I9 is deenergized, spring It opens th clutch. Lever i1 is shown as being fulcrumed at 2| and it is provided at its one end with a fork 22 having inwardly directed pins which engage in a groove in the clutch collar. The clutch member with which the pins on fork 22 engage is keyed to its shaft but is adapted to slide axially thereon to permit the engagement and disengagement of the clutch. Fixed on motor shaft I4 is a brake disk 23 adapted to be engaged by a friction brake member 24 on one end of a lever 25. Lever 25 is pivoted at 26 and is biased to a position wherein friction brake member 24 engages disk 23 by a spring 21. The brake member is adapted to be released by a solenoid 28, the plunger of which is connected to the other end of lever 25,

' Pivotally connected to arm II is a link 30 having in one edge a notch 3| adapted to fit over a head 32 on the end of a sliding link 33 which slides across a fixed block 34. Link 33 is pivotally connected to one arm 35 of a bell crank lever pivoted at 36. Also connected to lever arm 35 is a rod 31 which at its other end is pivotally connected to the lower end of manually operable control lever 38 pivoted at 39. When notch 3| engages head 32, throttle valve 6 may be moved by means of hand lever 38, a movement toward the left acting to move valve 6 toward closed position and a movement toward the right acting to move valve 6 toward open position. Link 30 is adapted to be moved to disconnect it from link 33 by a solenoid 40, the plunger of which is provided with a pin which engages in an elongated slot in link 30. Link 30 is biased to a position wherein notch 3| engages head 32 by its weight. With this arrangement, when solenoid 40 is energized, hand lever 38 isdisconnected from the throttle valve. it is connected to the throttle valve.

The other arm 4| oi the bell crank lever is connected through a tension spring 42 to the movable contact arm 43 of an absolute pressure responsive device 44. The absolute pressure responsive device is shown diagrammatically as comprising an evacuated bellows 45 carried on When solenoid 40 is deenergized,

matically in the drawings.

a fixed support 46 and a second opposed bellows 41 carried on a fixed support 48, the free ends of the two bellows being connected by a pin 49, which pin in turn is connected to contact arm 43. The interior of bellows 41 is connected by a pipe line 58 to intake manifold at a point beyond gear driven supercharger 3. The pressure responsive device'44 responds, therefore, to the absolute pressure in the intake manifold. An

increase in pressure acts in a. direction to move contact .arm 43* down and a, decrease in pressure permits spring 42 to move it upward. The tension spring 42 may be set for different manifold pressures by hand lever 38.

Motor I3 has two windings, a winding 5| which when energized effects turning movement of shaft l2 in a direction to open valve 6 to increase the pressure in manifold l5, and 'a winding 52 which operates the motor to turn shaft I2 in a direction to move valve 6 toward closed position to decrease the manifold pressure. The common terminal of motor windings 5i and 52 is connected by a conductor 53 through a source of electrical energy 54 to ground at 58', such circuit includin the winding of solenoid 28 and a main control switch '55 located in the vicinity of hand lever 38 so that it may be opened and closedby the operator. The other terminal of motor'winding 5i is connected by conductor 58 to one terminal of a limit switch 5?, the other terminal of which is connected by a conductor 58 to one contact 59 ofa pair of relay contacts, the other contact 59 of the pair being connected by a conductor 88 to a switch contact 54. Similarly the other terminal of motor winding 52 is connected by a conductor 82 to one terminal of a limit switch 83, the other terminal of which is connected by a conductor 83 to one contact es of a pair of relay contacts, the other contact 85 of the pair being connected by a conductor 58 to a switch contact 5?. Limit switches ill and 53 are adapted to be opened by an arm t8 fixed on shaft 92 and turning with it. Connected with shaft :12 is a spring structure 8?; which acts to bias shaft 62 to a predetermined position, for

example, to a position in which valve 5 is open or to a position in which it is partially open. The limit switches are biased to closed positions by suitable springs, as is indicated diagram- Contaots 59, 59- and 55, 65* are contacts of relays 78 and H, respectively, the cores l2 and 33 of which are grounded, as indicated at 18. When energized, relay it engages contacts 59 and 59 and relay M engages contacts 85 and 65 The winding of relay i8 is on one side connected by a conductor 75 to control contact 18 and on the other side by a conductor ii to a pair of spaced contacts i8 and '39. Similarly, one side of the winding of relay H is connected by a conductor 88 to control contact 8! and on the other side by a conductor 82 to a pair of spaced contacts 83 and 84. Opposite contacts BI and 51 are contacts 85 and 88 which are connected by conductors 8V and 53 to source 54. Contacts 6|, F9 and 85, '18 are adapted to be bridged by connector 88, the connector when in one position bridging contacts 6i and 19 and when in the other position bridging contacts 85 and 18. Similarly. contacts 61, 84 and 88, 83 are adapted to be bridged by a connector 89, the connector when in one position bridging contacts 61 and 84 and when in the other position bridging contacts 86 and 83. Connector 88 is biased into enga ement with contacts 6| and 19 by a spring 99 and connector adapted to be moved from the one set of contacts into engagement with the other set of contacts by an arm 92 which engages pins 93, 94 carried by connectors 88 and 89, respectively. The arm is provided with a head 85 which engages shaft l2 and is frictionally clamped thereto by a, screw 96. The screw 96 is adjusted so that frictional contact between the head and shaft I2 is such that when shaft l2 turns, arm 92 moves with the shaft until arm 92 engages one or the other of the pins 93, 94 and moves connector 88 or 89 into engagement with its other set of contacts after which shaft I2 will turn in head 95, arm 92 remaining stationary.

The windings of solenoids l9 and 48 are connected in a circuit in series with each other and with source 54 by conductors 91. At [22 is a pressure gauge which is connected to manifold 5 for indicating the pressure in the manifold. Connected across contacts 65, 65 is a resistance 98 and similarly connected across contacts 58, 59 is a resistance 99.

The operation is as follows: Assume that the engine is operating with manual control, the parts being in the positions shown in Fig. 1. By moving lever arm 38 the operator can control the engine manually in the usual manner, adjusting the throttle valve 6 for the desired intake manifold pressure, using gauge I22 to direct him. Such movement of lever arm 38 adjusts also the tension of spring 42 to set the pressure regulator for a corresponding pressure but this has no immediate effect. 7

Now if it is desired to utilize the automatic control, switch 55 is closed. When switch 55 is closed, a circuit is closed on the windings of solenoids i9 and 58 by conductors 53 and 9'? whereupon solenoid l9 eiiects engagement of clutch it and solenoid 89 lifts link 39 to disengage notch 39 from head 32, thus disconnecting the manual control If at this time the pressure in manifold 5 is that for which pressure regulator 5 3 is set, then contact arm 63 will stand midway between contacts and 8 l, as shown in the drawings. If now the pressure in the intake manifold increases, contact arm 43 will move into engagement with contact 8!. This closes a circuit on the winding of relay H as follows: From ground 55 switch 55, conductor 53, winding of solenoid 28, motor winding 52, conductor 52, limit switch 63, conductor 85, resistance 98, conductor 58, connector 89, conductor 82, winding of solenoid H, conductor 88, contact 8! and contact arm 43 to ground, causing the relay to pick up and engage contacts and 65 The circuit just traced includes motor winding 52 and the winding of solenoid 28. However, these windings are of relatively low resistance and few turns as compared to the winding of relay H which is of relatively high resistance and many turns so that neither the motor nor the brake is afiected when this solenoid winding circuit is closed. Relay contact 65 controls an operating circuit for motor l3 and relay contact 65 controls a short-circuiting circuit for short-circuiting the assases gages contact a prior to its engagement with contact 85'. In th drawings, contact 88 is shown as being so adjusted that the bridging member of relay ll engages it prior to the time it en- 8 88s contact 85 (the bridging member may have suflicient flexibility or be otherwise arranged to permit of its engaging the contacts successively) but this is only by way of example.

When the bridging member of relay H engages contact 85, a circuit is closed in shunt to the winding of relay II as follows: source 84, conductor 83, solenoid winding 28, motor field winding I2, conductor 82, limit switch 88, conductor 84, resistance 98, and contact 85" to ground 14. As a result, the winding of relay II is deenergized and th relay i free to drop to open position.

Here again, the circuit just traced includes the winding of solenoid 28 and the field of motor 18. However, resistance 88 is of a value such that the solenoid 28 and the motor I8 will not be operated.

When the relay bridging member engages contact 85, it closes a motor and brake circuit as a value of the order of one-half R. P. M. The resistance 88, in addition to preventing iull lt ge being applied to motor 18 to prevent operation of it when the short-circuiting circuit for the winding 01' relay 1i isclosed prior to the closing of the motor circuit, performs also the iunction'oi' tending to prevent arcing at the contacts.

After the motor has turned shaft I2 a predetermined amount, arm 82 engages pin 84 to move follows: source 54, conductor 58, winding of brake solenoid 28, motor windin 52, conductor 82, limit switch 83, conductor 84, and contact 88 to ground I4; Thusthe full voltage of source 84 is applied to the solenoid and motor winding efiecting release of the brake and starting the motor to operate in a direction to move throttle valve 8 toward closed position to effect a decrease in the manifold pressure.

With the above-described arrangement, it will be seen that when the circuit on the winding of relay II is closed and the relay operates, two things occur: the motor circuit is closed by the one relay contact and a shunt circuit is closed around the relay winding by the other relay contact. As a result, the relay immediately returns to open position, opening the motor circuit. As soon as relay 1| moves to open position, the shunt around the winding of the relay is opened and the-relay is again energized to again connect the motor in circuit and the cycle just described is repeated. Thus the motor circuit is successively closed for short intervals to successively start and stop the motor, the throttle valve being moved by successive small movements toward open position,

With contacts 85 andii adjusted as shown, the engagement of the bridging member of solenoid II with contact 85 is effected due to themertia of the moving parts, the winding of the solenoid being actually deenergized prior to the time the bridging member engages contact 85. Contacts 85 and Eli are 50 adjusted relatively to each other that the motor circuit i closed for the desired length of time. Preferably, the arrangement is such that the relay operates at relatively high speed. For example, it may be closed for an interval of the order of ,60 to 5 second. The arrangement may be such that brake solenoid 28 does not have time to re-engage between relay operations. Thus the brake is held released and the motor circuit is closed for successive short interval to effect successive small movements of valve 6.

The relay functions in substance to form a speed reducing means for motor i3 whereby it may be operated at a fraction of its normal speed. By way of example, in the case of a motor having normal speed with full voltage continuously applied of the order of 4 R. P. M., I may, in effect, by applying to it successive short current imconnector 88 from engagement with contacts 81 and 84 and into engagement with contacts 88 and 88. This then closes a circuit directly on the winding of solenoid II as tollows:source 84, conductors 88, conductor 81, contacts 88, 88, conductor 82, winding of solenoid H, conductor 80, contact 8| and contact arm 48 to ground, thus maintaining the solenoid winding continuously energized. The motor circuit is now held permanently closed by solenoid H and the motor will operate continuously at its full speed until such time as valve 8 has been opened an amount to decrease the pressure in manifold 5 to a value such that pressure responsive device 44 moves contact 48 out of engagement with contact 8|. When this occurs, the various parts are restored to their normal positions.

If a decrease in manifold pressure occurs, contact arm 48 is moved into engagement with contact l8 whereupon an'operation similar to that just described takes place through actuation of relay 18, motor winding 5| being energized toef- Iect operation of motor H in the opposite direction to effect an opening movement of throttle valve 8 to increase the pressure in intake manifold 5. The circuits for relay I8 and motor winding 8! are similar to those already described for relay II and motor winding 52 and will be clear from an inspection of the drawings.

At any time, the operator can set the pressure regulator 44 for a higher or lower intake manifold pressure by moving hand lever 38 in a direction to increase or decrease the tension of spring 42. When the tension of spring 42 is changed, immediately control arm 43 engages either contact IE or 8i to cause actuation of the throttle. y

By the foregoing arrangement, it will be seen that when regulator 44 calls for an adjustment of the throttle valve, in the first instance the valve is given a number of successive small movements, i. e., a number of successive jogs toward open, or closed position, as the case may be. there has been but a small departure in the manifold pressure from the desired value, then one or more small jogs may be suflicient to restore the pressure and bring contact arm 43 to normal position where it is out of engagement with contacts 18 and 8|. On the other hand, if there has been a substantial departure from the desired manifold pressure, then when several successive jogs have failed to restore the pressure, the motor is connected permanently in circuit to effect continuous movement of the throttle valve until such time as the pressure is restored to the desired value. Ordinarily, when this occurs, the pressure will move beyond the desired value, bringing the pulses by the means described, reduce its speed to contact arm 43 out of engagement with the one contact 16 or BI and into engagement with the other of these contacts, whereby the throttle valve will be given a. series of successive jogs in the other direction. In other words, the pressure will overshoot so that a restoring in the opposite direction isrequired. This serves to efiect a more prompt return of the pressure to the desired value and gives stability in operation. When the motor circuit is opened at the end of an interval of at a predetermined point. For example, spring structure 69 may be arranged to move throttle valve 6 to idling position or substantially idling position. After the operator has opened switch 55, he moves hand lever 38 to a position wherein notch 3I drops over head 32, if this has not already occurred when switch 55 was opened and shaft I2 turned by spring structure 69. The operator can now control the throttle manually in the usual way.

As stated above, the successive increments of movement imparted to motor I 3 by the successive closings of its circuit by solenoids I0 and 'II amounts in substance to'operating the motor through a reduction speed gearing. It has the advantage that by adjusting contacts 59, 59 or 65, 65 relatively to each other, the amount of the speed reduction in either direction can be adjusted accurately and in small steps.

In Fig. 2 is shown a modification wherein the operator first sets the throttle valve manually for a desired intake manifold pressure after which he may change to automatic pressure control to maintain automatically the intake manifold pressure for which the throttle has been set. If the operator desires to hold automatically a manifold pressure other than that for which valve 6 was set manually, then he changes from automatic to manual control, resets the throttle valve to give the desired intake manifold pressure and again shifts back to automatic control. In Fig. 2, reference characters the same as those used in Fig. 1 with the exponent a added have been used to designate corresponding parts.

At I00 is a shaft mounted in suitable bearings, not shown, and adapted to turn about its longitudinal axis. Carried by shaft I00 is a block of insulation IOI on which are. mounted the two adjustable contacts I6 and BI and between which stands the contact arm 43 connected to an absolute pressure responsive device 0& here .shown in the form of a sealed casing I02 with which the pressure pipe 50*- leading from the engine manifold is connected and in which is located an evacuated bellows I03, the stem I 00 of which extends out through an opening in casing I02 and is connected to contact arm 43 The opening in casing I02 through which the stem passes is sealed by means of a flexible extensible sleeve I which at one end is attached.

to casing I02 and at the other end to the stem I04. At I06 is a spring which opposes movement of bellows I08. Fixed on shaft I00 is a disk I0'I which is located between a pair of straps I00 which are pivoted to each other and are adapted to be pulled together to clamp disk IM to hold shaft I00 stationary by means of the plunger of a solenoid I09. In the present instance, this is accomplished by a bell crank lever I I0 pivoted at III and provided with pins II2 which stand on opposite sides of spaced arms II 3 on straps I08. When solenoid I09 is energized, its plunger moves downward, turning bell crank lever IIO to two projections II8 on lever 38 force arms H3 toward each other, and thus causing straps I08 to clamp disk I131. The plunger of solenoid I09 is biased to a position wherein straps I08 do not clamp disk I01 by a spring II l. The winding of solenoid I09 is in circuit S'I in series with the winding of clutch solenoid i9, arm Ii is connected directly to hand lever 38 by link 33 Associated with hand lever 38 is a switch means so arranged that whenever the hand lever is moved, the main circuit including conductor 53 is opened. To this end, I have shown in the present instance an arm II5 which is pivoted at IIS and has a knob H? by means of which it is moved. It lies between and in spaced relation to On arm ii 5 is a pin I I9 which stands between a pair of separable contacts E20 carried by spring arms i2I located in circuit 53 gagement with each other. Whenever arm H5 is moved in either direction to efiect movement of hand lever 38*", the contacts I20 are first separated by the initial movement of arm II 5 after which the arm engages a projection IIB to move lever 38 The lost motion between arm H5 and projections I I8 is suflicient to insure separation of contacts I20 prior to any movement of lever When main switch 55 in circuit 53 is open, the throttle valve is under direct control of hand lever 38 clutch IIS being open. The operator by adjusting lever 38 may adjust the throttle for the desired intake manifold pressure, the pressure being shown on the manifold pressure indicator. The intake manifold pressure is applied to absolute pressure gauge I 03 through pipe 50 causing bellows I03 to assume a position corresponding to the pressure. As bellows I03 moves, the contact arm d3 engages either contact I6 or contact 8!, effecting turning movement of shaft I00 and bringing contacts "5 and M to a predetermined position corresponding to the intake manifold pressure. Shaft I00 can turn readily at this time since solenoid I09 is deenergized so that clamps I08 do not clamp disk I01.

If now the operator desires to operate with automatic control, he closes the switch 55 This effects energization of solenoids I 9 and I09. Energization of solenoid 19 closes clutch I6 and energization of solenoid I09 causes straps I08 to clamp disk I07, thus clamping contacts I6 and Bl in the position to which they have been moved by arm 33*, this being a position which corresponds to the manifold intake pressure. Now as the intake manifold pressure departs from the desired value, contact 43 is moved into engagement with either contact I6 or contact 8I efiecting adjustment of the throttle valve through operation of motor I3 in the manner already described in connection with the operation of Fig. 1. When switch 55 is closed, if contact arm 03 is in engagement with either contacts I6 or contacts 8", there will be an initial smallthe intake manifold pressure for which contacts. I6 and 8I are positioned will be automatically maintained. If now the operator desires to increase or decrease the intake manifold pressure, he has merely to grasp knob I I! to adjust Normally contacts I20 are in en-' sired direction. Initial movement of lever II! lever 18 to move the throttle valve in the deefie'cts separation of contacts I20, thus opening circuit 53 and deenergizing solenoids l9 and M9. This serves to open clutch l6 and release shaft I011. The operator can now move lever 38 through the intermediary of lever Hi to change the position of the throttle valve so as to bring the intake manifold pressure to the desired value. At this same time, contacts 18 and 8| will be adjusted in the manner already described to a position corresponding to the new intake manifold pressure. After the throttle has been adjusted for the new intake manifold pressure, the operator releases lever'l l whereupon it immediately returns to its central position between projections' H8, permitting contacts I20 to again close, thus closing the main circuit through conductor' 53 and again energizing solenoids l9 and I09. The mechanism will now operate automatically to maintain the new intake manifold pressure.

With the above described arrangement, it will be seen that the operator manually adjusts the throttle valve for the intake manifold pressure at which he desires to run the engine, after What I claim as new and desire to secure by Letters Patent of the United States is: l. The combination with an internal combustion engine having an intake conduit and a throttle valve for controlling flow oi combustible mixture to said intake conduit, of manual means for positioning said valve, automatic means responsive to engine intake pressure for positioning said valve, means for transferring from manual to automatic control at will, and means responsive to movement of said manual means for adjusting the setting of said automatic means.

2. The combination with aninternal combustion engine having an intake conduit and a throttle valve for controlling flow of combustible mix ture to said intake conduit, of manually operable lever: means for positioning said valve, automatic means responsive to engine intake pressure for positioning said valve, means for disconnecting which the mechanism automatically maintains such pressure. I i

In Fig. 3 is shown another modification of my invention wherein the solenoid 40 of Fig. 1 or 40 of Fig. 2 is omitted, the link 33 corresponding to link 33 of Fig. 1 and 33 of Fig. 2 being connected directly to shaft I2 and throttle lever link i0, thereby doing away with the releasable connection between links and 33 of Fig. 1 or links 30 and 33- of Fig. 2. In the Fig. 3 arrangement, there is substituted for the solenoid actuated clutch of Fig. l or Fig. 2' a friction clutch li which is biased towardclosed position by a spring 150. 'Clutch Hi is held closed with suflicient friction so that when motor l3 corresponding to motor l3 of Fig. 1 or' motor I3 of Fig. 2, is operated, it can effect adjustmentof the throttle valve, at the same time effecting adjustment of manual lever 38. At any time, the operator can adjust the throttle manually by means of lever 38*, the adjustment taking place in opposition to the friction of clutch l8. In I other words, clutch Hi is capable of being readily slipped by means of the hand lever. Otherwise, the arrangement shown in Fig. 3 may be the same "as that shown in either Fig. 1 or Fig. 2 and the same reference characters with the exponent b added have been applied to corresponding parts. Only sumcient of the mechanismis shown in Fig. 3 to illustrate the modified parts. The application of the Fig. 3 modification to said lever means from the valve and connecting said automatic means thereto,and means for setting the automatic means for the desired intake pressure.

3. In combination, an engine, regulating means controlling the output of the engine, an electric motor for positioning said regulating means, manual means for positioning said regulating means, circuit closing means responsive to an operating condition of the engine, and circuits connecting said circuit closing means to said motor, said circuits including a motor circuit and means for closing said motor circuit for successive spaced intervals of time to impart to said regulating means successive adjustments.

4. In combination, an engine, regulating means controlling the output of the engine, an electric ated by the motor after a predetermined number of successive operations of the relay circuit for effecting continuous operation of the relay circuit.

5. The combination with an internal combustion engine having regulating means, of auto-v matic means responsive to an operating condition of said engine for positioning the regulating means comprising means for initially imparting either the Fig. 1 system or the Fig. 2 system will be obvious from the description already given.

By my invention, I provide an automatic throttle control, the use of which is optional with the operator and which is capable of maintaining'a desired intake manifold pressure with a high degree of accuracy. At the same time, the apparatus is simple instructure and reliable in operation. l I

In accordance with the provisions of the patent statutes, I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof, but I desire to have it understood that the apparatus shown is only illustrative and that the invention may be carried out by other means.

to said regulating means a plurality of successive small adjustments which, if insuil'icient, are followed by a greater adjustment.

6. The combination with an internal combustion engine having an intake throttle valve, of automatic means responsive to engine intake pressure for positioning said valve comprising means which on a departure of engine intake pressure from a desired value effects initially a plurality of successive small adjustments of said I valve followed by a greater adjustment if the initial adjustments are insufficient to restore the intake pressure to the desired value.

7. Thecombination with an engine and regulating means for controlling the output of the engine, of automatic means responsive to an operating condition of the engine which upon de- "parture of said operating condition from a desired value first imparts to said regulating means a plurality of small successive adjustments which if insufficient to restore said operating conditions to the desired value is followed by continuous adjustment until such desired value is restored.

8. The combination with an engine and regudevice to said motor to impart to said motor a plurality of small successive actuations followed by continuous actuation.

9. The combination with an internal combustion engine having an intake throttle valve, of

j a shaft connected to the valve for moving it, a

reversing electric motor for turning the shaft, circuits for operating the motor in each direction, means responsive to engine intake pressure for effecting successive closings of said motor circuits of short durations, and means actuated by turning movements of the shaft for effecting closings of said motor circuits of longer duration.

10. The combination with an internal combuse tion engine having an intake throttle valve, of a shaft connected to the valve for moving it, a reversing electric motor for turning the shaft, motor circuits, a pressure responsive device connected to the engine intake, a circuit closer actuated by the pressure responsive device, a pair of relays, circuits connecting the relay windings to the circuit closer, each relay having a contact in a motor circuit and a contact for short-circuiting its winding whereby the relays may efiect successive closings of the motor circuits.

11. In combination, an engine, regulating means for controlling the output of the engine, a shaft for positioning said regulating means, a reversing electric motor for moving said shaft, circuits for operating the motor in each direction, means responsive to an operating condition of the engine for effecting successive closings of said motor circuit of short durations, and means actuated by turning movements of the shaft for eifecting closings of said motor circuits of longer durations.

12. The combination with an internal combustion'engine having an intake throttle valve, of a shaft connected to the valve for moving it, a reversing electric motor for turning the shaft, motor circuits, a pressure responsive device connected to the engine intake, a circuit closer actuated by the pressure responsive device, a pair of relays, circuits connecting the relay windings to the circuit closer, each relay having a contact in a motor circuit and a contact for short-circuiting its winding whereby the relays may effect successive closings of the motor circuits, and means effective after said shaft has moved a predetermined amount for rendering ineffective the contacts for short-circuiting therelay windings.

13. In combination, an engine, regulating means for controlling the output of the engine, a shaft for positioning said regulating means, a reversing electric motor for moving said shaft, circuits for operating the motor in each direction, a control member moved in response to changes in an operating condition of the engine, a circuit closer actuated by said control member, a pair of relays, circuits connecting the relay windings to said circuit closer, each relay having a contact in a motor circuit and a contact for short-circuiting its winding whereby the relays may effect successive closings of the motor circuits.

14. In combination, an engine, regulating means for controlling the output of the engine, a shaft for positioning said regulating means, a reversing electric motor for moving said shaft, circuits for operating the motor in each direction, a control member moved in response to changes in an operating condition of the engine, a

circuit closer actuated by said control,member, a pair of relays, circuits connecting the relay windings to said circuit closer, each relay having a contact in a motor circuit and a. contact for short-circuiting its winding whereby the relays may. effect successive closings of the motor cirsuits, and meansefiective after said shaft has moved a predetermined amount for rendering ineffective the contacts for short-circuiting the relay windings.

15. In combination, an internal combustion engine, means for controlling the fuel supply thereto, a hand lever for positioning said means, automatic means responsive to changes in an operating condition of the engine for positioning said means, and means connecting automatic means to said hand lever for adjusting the setting of said automatic means whereby when said hand lever is moved to position said first-named means, it simultaneously adjusts the setting of 17. An internal combustion engine having a fuel regulating means, an automatic control actuated by an operating condition of said engine,

adjustable means for varying the setting of said automatic control, a single hand lever, and-means connecting the hand lever to both said adjustable means and the fuel regulating means whereby by means of the hand control the fuel regulating means and the adjustable means may be simul-.

taneously positioned.

18. An internal combustion engine having a throttle valve for regulating the fuel supply thereto, automatic means responsive to intake manifold pressure for positioning said throttle valve, adjustable means for setting said automatic means for a desired intake manifold pressure, a single hand lever, and means connecting it to said throttle valve and to said adjustable means for simultaneously positioning said throttle valve and setting means.

19. An internal combustion engine having a.

throttle valve for regulating the fuel supply thereto, automatic means responsive to intake manifold pressure for positioning said throttle I valve, adjustable means for setting said automatic means for a desired intake manifold pressure, a single hand lever, means connecting it to said throttle valve and to said adjustable means for simultaneously positioning said throttle valve and setting means, and means whereby after being set, said automatic means regulates said throttle valve independently of said hand lever.

20. An internal combustion engine having a throttle valve for regulating the fuel supply thereto, a motor for positioning the throttle valve, a'pressure responsive device, means for setting it for a desired pressure, means connecting the pressure responsive device to said motor to effect adjustment of said throttle valve in response to changes in the pressure applied to said pressure responsive device, a hand lever, and means connecting it to said throttle valve and to said setting means for positioning them simultaneously.

21. An internal combustion engine having a throttle valve for regulating the fuel supply thereto, a motor for positioning the throttle valve,

, a pressure responsive device, means for setting it tor a. desired pressure, means connecting the pressure responsive device to said motor to effect in response to changes in the pressure applied thereto initially a slow adjustment of said throttle valve which, it insumcient, is followed by a.

more rapid adjustment of said throttle valve, a

hand lever, and means connecting it to said throttle valve and to said setting means for positioning them simultaneously.

FRANCIS W. 'I'RUESDELL.

D l S C L A l M E R 2,358,363.Franois W. Truesdell, Marblehead, Mass. CONTROL FOB INTERNAL- COMBUSTION ENGINES OR THE LIKE. Patent datgd Sept. 19, 1944. Disclaimer filed Mar. 18, 1947, by the assignee, Gemral Electric Company. Hereby enters this disclaimer to claims 15, 17, 18, 19, a d 20 of said patent.

[Oflcial Gazette April 15, 1947.]

D] s c; L A l M E R 2,358,363.--Francis W. Truesdell, Marblehead, Mass. CONTROL FOB INTERNAL- OR THE LIKE. Patent datgd Sept. 19, 1944. Dis- COMBUSTION ENGINES claimer filed Mar. 18, 1947, by the magma, General Electric Company.

Hereby enters this disclaimer to claims 15, 17, 18, 19, and 20 of said patent.

[Oficial Gazette April 15, 1947 .1

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