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Publication numberUS1403003 A
Publication typeGrant
Publication dateJan 10, 1922
Filing dateJul 15, 1920
Priority dateJul 15, 1920
Publication numberUS 1403003 A, US 1403003A, US-A-1403003, US1403003 A, US1403003A
InventorsBeatson Francis Henry Paton
Original AssigneeBeatson Francis Henry Paton
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Additional-air device for internal-combustion engines
US 1403003 A
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Description  (OCR text may contain errors)

, F. H. P. BEATSON.

ADDITIONAL AIR DEVICE FOR INTERNAL COMBUSTION ENGINES. APPULATMN min .IULY Is. 1920..

1,403,030 Patented Jan. 1922.

FIZAHCISHFDEATSOH.

UNITED STATES PATENT OFFICE.

FRANCIS HENBY'PATON IBEATSON, F VANOOUVEB, BRITISH COLUHBIL'GANADA.

ADDITIONAL-AIR DEVICE FOR INTERNAL-COMBUSTION ENGINES.

. To all whom may concern:

, ably cylindrical in form, which is screwed Be it known that I, FRANCIS HENRY PATON' BEATSON, a subject of the King of Great Britain, and a resident of thecity of Vancouver, in the Province of British Columbia, Canada, have invented certain new and useful Improvements in Additional-Air De-.'

vices for Internal-Combustion" Engines, of which the following is a specification.

My invention relates to improvements in additional air devices for internal combus-. tion engines, with more particular reference to automobile engines, and the object of my invention is to provide a device by the of which additional air may be admitted to the engine on the closing movement only of the' carbureter throttle, thus enabling the rich gas mixture required for power to be weakened when the engine is trottled and the power not required so that a great economy in saving the fuel consumption is efi'ected.

I attain this object by the construction illustrated in the accompanying drawings in which- Fig. 1 is a vertical section of thedevice taken through the centre line.

Fig. 2 is a sectional plan view taken on the line 2-2 of Fig. 1..

Similar figures of reference indicate similar parts throughout the several views.

The, device consists of a body 1, preferinto or bolted to the induction pipe of the engine and which contains the ports 2 and 3, these ports being positioned oppositeto one another and formed parallel, tapered or otherwise graduated so that the ,volumeof air admitted will be correct at any position of the throttle. Within the body 1 and frictionally held in contact with it is anouter sleeve 4. in the outer wall of which are' formed ports 5 and 6 the depth of which is less than the thickness of the sleeve wall asshown, theinner wall of the sleeve, that is,

the bottom wall of the ports 5 and 6, being perforated by two opposite series of ports and 8, the combined area of each respective series being equal to the area of the ports 2 and 3 respectively of the body. This ere outer sleeve is capable of a circum ntial movement equal to the length of the'body ports 2 and 3 and it is operated as hereinafter described, by a in 9 carried byan inner sleeve 1'0 retatab y mounted within the outer sleeve and provided withtwo opposite series of ports 11 and 12 adapted to register;

Specification of Letters Patent.

Patented Jan. 10, 1922.

.{with the respective series of outer sleeve p orts and 8 when the device is full open. he pin 9 extends into a'slot 13 in theouter' sleeve the length of which slot is such as "will permit of a circumferential movement of the inner sleeve free of the outer sleeve equal to the width of the outer sleeve ports- 7 and. 8 and the inner sleeve'is operated by means of a lever .14 connected to a central spindle 15 with which it. is provided. The lower end of the device is provided with a suitable cover 16, while its eopposite end is threaded, as at '17, or thing as indicated by the dotted lines and numeral 18,

in Fig.

1,.to enable it to be-readi'ly secured in place.

The manner in which the deviceis used and its utility I briefly, described as. fol ows The threaded or-flanged end is secured to theinduction pipe of the engine and the lever 14. connected "to the carburetor throttle control so that,

with the throttle open, the-ports are in the position shown in Fig. 2', that is, ports will be apparent and may be and .5-6 are opento the-full extent but the so series'ofports 7 and 8 are covered by the gfu'll 'open,"admitt ng to the engine the full amountef'air passed through the ports 2 and "3'{in the bed '1. The pm 9 then contacts with the we of the slot13 o posite to that shown in Fig. 2 so that furt er movementgof the lever 14 moves both the outer andinner sleeve coincidently so that the body ports 2 and- 3vwillthen be closed in unison with the throttle. Immediately the throttle is opened, the in 9 travels the full length of the slot in t e reverse direction,

closing ports 7 and 8- and shutting oi! the additional air admitted on the closing movement, so thatlat any position of. the throttle on the opening movement the ports 7 and 8 are fully closed, but are fullyl opened on the reverse movement from whic I that the firtsopen rapidly as the throttle closes, a itting the full volume of air as controlled by ports 2-3 and 5--6 and weake'ning the gas-mixture so that while the engine continues to run light the of it will be. seen fuel is used, thus ensuring the greatest econ-' omy possible while at the same time maintaining the mixture at full strength, when the throttle is opened, since the air ports of the device are then closedso that there is no interference with the mixture as set for ower. This may be better understood if it is explained :that a gas charge in an internal combustion engine, such as an automobile engine, will;fire though the proportions of the mixture are varied through a wide range although of course, the power delivered will also vary. Let it be assumed for the purpose of illustration that in an en-' gine running at full load the gas charge consists of 1 part of gasoline to 10 parts ofjair. When the throttle is closed under present conditions the consumption of fuel is,. ofcourse, reduced but the relative roportion of gas to air remains constant, 1; at is, the-v strength of the mixture is unaltered, whereas the engine would continue to run li ht on much weaker mixture, say, 1 of to 16 parts of air and that 1s the o the present invention, that is, to maintain the gas charge at its maximum strength when the engine is running at full load and to dilute and weaken it to the minimum strength on which the en he will continue to run light when requir From the foregoing it will be seen that I have devised a simple and convenient de vice by the use of which great economy is efiected in the operation of internal com ustion engines. What I claim as mg invention is:

1. A device of ,t e character described 7 comprising a chambered body 'member adapted to be secured to, and opening into an internal combustion engine induction pipe and provided with ports which remain closed throughout opening movement of the engine throttle and the opening 'of which ports is coincident with commencement of closing movement of the throttle, said ports remaining fully 0 en throughout said closing movement of t e throttle and means opternal combustion engine I in uction pi ,I said body being provided with control ed erative coincident 'withthe closing movement of the throttle for opening said ports.

i 2. Adevice of the character described comprising a chambered 'body member adapted,

to be secured to and openin into an inortswhich remain closed throughout openmg. movement of the throttle and open throughout closing movement of the throttle. the commencement of openin movement.

of such ports being coincident with the com- O0v throttle, a pair of sleeves controlling said J mencement of the closing movement of the ports, and means. operative coincident with the closing movement of the throttle for opening said ports said means bein adapted to move both of said sleeves. a I

gasoline ject of of equal area to the outer sleeve I ent movement enablin "two sleeves,

3. A' device of the class described comrising, a ported body member adapted to e secured into an internal combustion engine induction pipe, a sleeve within said ody held in frictional contact therewith ported in its outer periphery correspondlnglyj to the body ports and avm a plura ity of inner ports extending om its outer ports through its inner periphery, said sleeve being provided with a slot, an inner sleeve circumferentially movable in said vouter sleeve having a plurality of ports of equal area to the outer sleeve inner ports, a

in carried by said inner sleeve extendl intothe slot of the outer one and capable o 'ree m'ovement'therein to permit carrying ;of, said inner sleeve ports into registration with the outer sleeve ports, and means for moving the inner sleeve.

4;"A device of the class described comprising, a ported body member adapted to v be secured, into an internal combustion enody held in'frictional contact therewith ported in its outer periphery; cor-respondmgly to the body ports and avin a p1 ra ity of inner ports extending rom its outer ports through its inner periphery, said sleeve being provided with a slot, an

i inner sleeve circumferentially movable in said outer sleeve having a plurality of ports Sorts, said sleeve being closed on .its lower on and provided with a depending stem and a pin extending into the outer sleeve slot, said pin being capable of free movement therein to ermit carrying of said inner sleeve ports into registration withthe outer sleeve ports,

and a lever secured to said depending stem for operating saidinner sleeve.

5. A device of the character described comprising a hollow ported body, a pair of other and concentrically assembled with said body, a projection carried by one sleeve and sleeve to limit independent movement of the and means for rotating one'of said sleeves.

the fuel induction pipe of an internal combustion engine, of an additional air intake device compris a hollow ported bod in communication wlth the interior oi sai inine induction pipe, a sleeve within said operatingin a slot formed in the other I 7 The combination with the throttle and iso duction pipe, a pair of orted sleeves conrotatable sleeves contained one within the tained one within the ot er, and concentriother and concentrically assembled with said 15 cally assembled with said body, said sleeves body, each of said sleeves having a portion being rotatable relatively to one another and thereof corresponding in size with thebody to thesaid body to effect opening and closport, provided with a plurality of small ing of the body ports, means for limiting ports adapted at times to be arranged oppoindependent movement of the two sleeves, site the said body port, and means for ac- 20 and means for connecting one of said sleeves tuating' said sleeves including means for to the throttle or throttle actuating means, limiting independent movement of the 10 whereb said sleeves will be actuated oonsleeves with respect to one another.

current y with the throttle. Signed at Vancouver, B. (3., Canada, this 8. A device of the character described 6th day of July, 1920.

\ comprising a hollow ported body, a pair of FRANCIS HENRY AT- W-

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3224424 *Sep 30, 1963Dec 21, 1965Filtrona Filter G M B HProcess for improving combustion in an internal combustion engine
US3893436 *May 13, 1974Jul 8, 1975Jr William H BeekhuisFuel supply system, carburetor for use in the same and method
US4235828 *Jun 20, 1979Nov 25, 1980Howes Leslie DFuel economizer employing improved turbulent mixing of fuel and air
US4592878 *Sep 28, 1984Jun 3, 1986Baltimore Aircoil Company, Inc.Evaporative heat and mass exchange apparatus
US4628961 *Sep 19, 1985Dec 16, 1986Lew Hyok SMultiple orifice stepper control valve
US4867475 *Feb 16, 1988Sep 19, 1989Monroe Auto Equipment CompanyMethod and apparatus for controlling shock absorbers
US4890858 *Feb 16, 1988Jan 2, 1990Monroe Auto Equipment CompanyMethod and apparatus for controlling shock absorbers
US4923038 *Mar 18, 1987May 8, 1990Lizell Magnus BMethod and apparatus for absorbing mechanical shock
US4943083 *Mar 13, 1989Jul 24, 1990Monroe Auto Equipment CompanySignal conditioning circuit assembly
US5025899 *Feb 9, 1990Jun 25, 1991Lizell Magnus BMethod and apparatus for absorbing mechanical shock
US5123671 *Mar 14, 1991Jun 23, 1992Monroe Auto Equipment CompanyMethod and apparatus for controlling shock absorbers
US5217095 *Aug 31, 1992Jun 8, 1993Monroe Auto Equipment CompanySuspension system
DE3908686A1 *Mar 16, 1989Oct 26, 1989Hitachi LtdElektronisch gesteuerte drosselklappe fuer eine brennkraftmaschine
EP0177309A2 *Sep 27, 1985Apr 9, 1986Baltimore Aircoil Company, Inc.Evaporative heat and mass exchange apparatus
Classifications
U.S. Classification123/586, 180/68.1, 261/47, 48/189.3, 251/287, 261/63, 137/625.32, 251/310
International ClassificationF02M21/00
Cooperative ClassificationF02M2700/1305, F02M21/00
European ClassificationF02M21/00