US 1306006 A
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Description (OCR text may contain errors)
C. J. GUSTAFSON.
THROTTLE MECHANISM FOR INTERNAL COMBUSTION ENGINES.
APPLICATION FILED OCT. 30. 1916.
L3@6,0Q6, PatentedJune 10,1919.
of gas supplied to an engine.
CHARLES J. GUSTAFSON, OF CHICAGO, ILLINOIS, ASSIGNOR T0 STROMBERG MOTOR .DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.
THROTTLE MECHANISM FOR INTERNAL-COMBUSTION ENGINES.
Specification of Letters Patent.
Patented June 10, 1%19.
Application filed October 30, 1916. Serial No. 128,574.
To all whom it may concern:
Be it known that 1, CHARLES J. GUs'rAr- SON, a subject of the King of Sweden, residing at (lhica o, in the county of Cook and State of llllnois, have invented a certain new and useful Improvement in Throttle Mechanisms for Internal Combustion Engines, of which the following is a full, clear, concise, and exact description, refer ence being had to the accompanying drawings, forming a part of this specification.
My invention relates to tln'ott-le-mechanism for internal-combustion engines. More particularly it relates to means for regulating the quantity of fuel-charge which passes from a carbureting apparatus to the intake manifold of an internal-combustion engine.
The object of my invention is to provide improved means for governing the amount Heretofore throttles used for such purposes in general have been vof the butterfly type; that is, they cdnsist of a metallic disk mounted upon a shaft set transversely across the carbureting chamber and of such size that when the shaft is rocked fully in either direction the passage of gas is either entirely shut off.
or allowed to flow at a maximum.
This type of valve has many disadvantages, chief of which is that the passage of the mixture is restricted and its path is deflected as it passes through to the engine manifold. If the throttle is part way open in this type of valve the gas is caused to swerve diagonally across the passage and strike the opposite wall of the passage, the impact of which tends to both disrupt the smooth flow of the charge so that the supply of same to the engine is frequently, if not always, uneven and of varyino pressure, and to throw the particles of fuzl held in suspension against the wall. Furthermore, when such a valve is open to its maximum, so that the disk stands parallel to the walls of the passage, the disk and the shaft still present an obstacle in the way of the carbureted air, for it is necessary for the same to divide and flow around the impediment.
It was with the object of remedying all these faults and defects in the ordinary type of throttle that I contemplated my present invention, which allows a smooth and axial flow of the gas through the passage and in any desired degree of volume.
My invention is described in the following specification, which will be more readily understood by reference to the accompanying drawings, in which:
Figure 1 is a plan view of the throttle mechanism Fig. 2 is an end view of the same;
Fig. 8 is a vertical sectional view taken on the plane of the line 33 of Fig. 1 and looking in the direction of the arrows;
Fig. i is a vertical sectional view taken on the plane. ofthe line 11 of Fig. 1 and looking in the direction of the arrows;
Fig. 5 is a vertical sectional view taken on the plane of the line 55 of Fig. 3 and looking in the direction of the arrows.
I provide a casing 1, which serves as a housing for the throttle proper and which has a flange '2 at its upper end for connection with the intake manifold of an internal-combustion engine, and a flange 3 at its lower end for connection with the carbureting apparatus -1. Secured within the cylindrical portion 5 of the casing 1 by means of the screw 8 is an element 6, which is so fashioned as to form a Venturi tube portion for the passage of the gases from the carburetor to the throttle 7. Above the throttle 7 the remainder of the passage has a diverging taper to the manifold connec- -tion. Secured to the cylindrical portion 5 of the housing 1 by means of the screws 9 is a bearing plate 10. Prctruding from the plate 10 is a boss 11, to which is pivoted a lever 12 by means of a screw 13. The screw 13 is provided with a bearing surface 1 1 for the pivoted lever. At its upper end the lever 12 is bifurcated to form the arms 15, which, as shown in Fig. 1, are split to hold the adjusting screws 16. Tightening screws 17 are provided in the arms 15 to hold the adjusting screws 16 in any desired position.
It will be evident that as the lever 12 is thrown the screws 16 will strike the projection 18, which extends above the boss 11, s that the throw of the lever 12 may be regulated by proper manipulation of the adjusting screws 16. Integral with the upper portion of the lever 12 is a toothed sector formed in the casing 1.
20, which meshes with a similar toothed sector 21 fixed to a shaft 22, which protrudes from and has a bearing in the boss 23 extending from the cylindrical portion 5 of the casing 1.
As seen in Fig. 3, the shaft 22 has at its inward end, integrally secured thereto, an
element 24 provided with a'hemi-cylindrical surface, which element is rotatable with the shaft 22. The convex portion ofits cylindrical surface is 'disposed upward and ex tends across the passage which the gas takes rom the carburetor to the engine maniold.
On the opposite side of the passage is located the other base 25 of the cylindrical element, which has a bearing 26 in a boss 27 A similar hemicylindrical element 30 is placed above and in contact with the element 24 and is adapted to slide over and have a bearing on the element 24. At the lever end of the mechanism the element 30 terminates in a base 31, which is integral with a sleeve 32 disposed about the shaft 22. Secured to the end of the sleeve 32 is a crank 33, by means of a split collar 34, which abuts against the face of the boss 23. A screw 35 is provided for tighten ing the collar 34.
The crank 33 terminates in a pin 36, which is adapted to slide in the guide 37 of the lever 12. The lever 12 may be connected at the point 40 with manual or other means for manipulating the same.
s seen in Figs. 3 and 4, the cylindrical elements 24 and 30 are stamped out, as by the intersection of another cylinder, to form the apertures '41 and 42, respectively. These apertures form the throttle itself and its operation will be understood to be as follows: v
The adjusting screws 16 may be manipulated so that for one extreme of the throw of the lever 12 the passages through the two cylindrical elements 24 and 30 will form an unrestricted circular opening, and at the other extreme throw of the lever the two cylindrical elements will completely shut off the passages, for no part of the opening 42 is then superimposed upon the opening 41.
As the lever 12 is moved through its arc of travel it will impart motion to the shaft and the sleeve 32, and their relative rotation will be in opposite directions, for it isevident that or a given motion of the lever 12 the crank 33 will cause a rotation of the sleeve 32 in a given direction, which will be opposite to the motion given to the shaft 22, for the reason of the meshing of the two gears 20 and 21. Adjustment is made of the gearing and the crank-arm so that for a given movement of the lever the rotative displacement of the two cylindrical elements will be opposite and equal, and the opposite rotation of the being on the same two cylindrical elements 24 and 30 causes the throttle opening, as shown in Fig. 1. Thus the gases are made to have a smooth axial path through the passage to the manifold and are thereby delivered to the same under constant and unvarying pressure for a certain setting of the throttle. It will be evident that this condition will hold true for any and all settings of the throttle, for the construction I have shown provides a valve whose initial opening is at the center of the gas passage and which is symmetrically widened out radially on further movement of the re ulating lever.
While 3 have described a specific embodiment of my invention, I do not desire to limit my protection to the same, for numerous changes in construction will suggest themselves to those skilled in the art, all of which changes I shall consider as coming within the scope of my invention as defined by the appended claims.
What I claim as new and desire to secure by Letters Patent of the United States is:
1. In mechanism of the class described, a casing providing a passageway, oppositely moving cylindricalmembers set one within the other to throttle said passageway, and an operating lever for each member, both levers side of said casing and being in mechanical engagement.
2. In a mechanism of the class described, a
casing, adjacent movable members in said casing, a shaft secured to one of said members, a sleeve about said shaft secured to another of said members, and means set in motion by the throw of a lever for rotating said shaft and said sleeve in opposite directions.
3. In a mechanism of the class described, a
casing having a passage therethrough, a
4. In combination, a casing having a passage therethrough, two adjacent rotatable member having arcs of travel across said passage, apertures in said members, a shaft for rotating one of said members, a sleeve about said shaft for rotating the other of said members, a gear fixed to said shaft, a lever pivotally mounted on said casing and caring a gear meshing with the gear on said shaft, a guide in sai lever. a crank arm fixed to said sleeve having a pin riding in said guide, means for adjusting the throw of said lever, and means for throwing said my name this 28th day, of October A. D. lever whereby said members are caused to 1916. I rotate in opposite directions, the apertures CHARLES J GUSTAFSON therein forming a throttle for said passage, 5 said throttle increasing from and decreasing Witnesses:
toward the axis of-said assage. LESLIE W. FRICKE,
In witness whereof, I hereuntof subscribe CHARLES V. HILDEBRECHT.