US 2616445 A
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Nav. 4, 1952 GADDONI Y GAsoLmE EcoNoMIzER Filed Nov. 28, 1945 ATTORNEY Patented Nov. 4, 1952 UNITED STATES PATENT OFFICE GASOLINE ECONOMIZER Louis Gaddoni, New Rochelle, N. Y.V
Application November 28, 1945", Serial N o., 631,241
2 Claims. l
This invention relates to improvements in gasoline economizers more particularly of the type disclosed and claimed in my application. Ser. No. 546,010, iiled July 21, 1944, now Patent. No. 2,581,478,l January 8, 1952.
In thati application I have disclosed a valve casing consisting of two elements one, of which isv adapted to be. attached. tov an intake manifold and to be threaded into. the other element. which is provided with a valve guide and a valve seat for cooperationwith an elongated valve. provided with longitudinally extending tapered. airemetering: grooves'v in its. outerA surface., The valve is pressed against its seat by' a. spring interposed between the valver and the inst-mentioned element with suflioient pressure. to cause it to remain seated during cranking operations. By adjustment of the compression of the` spring, the valve may be controlled to admit and meter air in proper quantities during idling and running operations.
Objects of this invention are the provision. of improved means for effecting a line, and accurate adjustment of the valve, improvedv means for lockingly maintaining such adjustment, improved means for admitting air in, larger volume as` the suction pressure increases and improved means for preventing fluttering of the valve in response to the normal rapid variations from the mean of the suction pressure established in the intake manifold under any given unchanging conditions of operation.
Other objects of this invention will appear from the following description taken in connection with the drawings, in which,
Figure 1 shows in side elevation an engine, an intake manifold and a carburetor diagrammatically, with my improved air intake valve mounted on the manifold;
Figure 2isl an axial section through the air intake valvej Figure 3` is a similar section showing the air intake valve in an operated position;
Figure i is a section on the line 4--4 of Figure 21;l and Figure 5 is aA detail showing a preferred relationship between the adjusting and locking threads.
In Figure l I have shown dagrammatcally a gasoline engine at 6, an intake manifold at 1, a
carburetor at 8 and my improved air intake valve at 9 mounted horizontally on the manifold at the point where the stream of explosive mixture enters the horizontal distributing section of the manifold. The valve may be mounted in a vertical position in the center of the top wall of the distributing section of the manifold, orit may be mounted anywhere between the throttle l0 and the manifold proper, or it may be connected to any vacuum pipe, such as that4 leading to the windshield wiper, the gear shiftv booster, etc.
The throttle is of the usual'y construction and is operated by the usual accelerator pedal and an adjustable stop l I is provided to control or x the released or closed position of the throttle.
The, casing of myl improved air intake valve 9, as viewed in an inverted position in Figure 2, comprises a cylindrical housing l5 provided with a bore of three diierent diameters. The lowermost bore section I 6 constitutes the airintake` port of the valve which is` of suflicient cross sectional area to admit the greatest amount of air required. If desired, an air filter casing containing any suitable ltering material may be threaded on the lowerl end of the housing l5 as shown in said application.
The bore section I6 communicates with a slightly larger diameterA long bore section 20 in which operates the valve 2l of myl invention. The
i valve has a sliding fit in the bore section 20 and is of substantially the same length as indicated to provide for a large amount of movement be tween its closed end fully open positions and to provide for a certain amount of inertia. The lower or front end of the valve '2| isY conicalA as at 22 to seatl on a conical seatI 23 formed on the shoulder between the bore sections i6' and 2D. The outer face ofthe valve. is provided with pairs of diametri'cally oppositely located air-metering grooves 24, 25' and 25 of different lengths and of increasing depths rrom a point near the upper or rear endY of the valve toward the lower or front end ofJ the valve so as to. admit a small amount of airI past the. inner 0r rear end' o1 the bore section Zit when the valve is rst moved away from its seat and; increasing amounts of' air as the movement of the valve, away from its seat is; continued by stronger suction. in the manifold. The grooves may bev of the. same depths at the lower or front end of the valve.
The. upper end of the cylindrical housing l5 is closed by a member 2T which has an enlarged head 28 on its lower end threaded as indicated into the. upper large section 29 of the bore in the housing i5 whereby the member '2,1 and the housing l5, which together constitute the valve casing, may be relatively adjusted toward and away from each other for controlling the spring pressure on the valve.
The member 21 is threaded at its upper end as indicated at 30 for threaded engagement in a hole in the intake manifold I.
The member 21 is provided with a throughbore, the upper end section 3| of which is of sufiicient size to permit the largest amount of air required to pass therethrough into the intake manifold. The lower end section of the bore is enlarged as at 32 to provide an axial recess to receive one end of a weak valve seating spring 34. The lower end of the spring 34 is seated in a long axial recess 35 in the valve 2|.
The lower end of the enlarged bore section 32 terminates in one or more transverse grooves 36 extending diametrically and laterally beyond the outer face of the valve and of no greater wi-dth than the diameter of the enlarged section 32 of the bore which is of less diameter than that of the valve with the result that when the upper end of the valve 2| is forced against the lower end of the member 2l, air will be permitted to pass by the valve into the bore 32, etc. The member 2'I may be screwed far enough into the housing I to engage Vand seat the valve 2| as shown in Figure 2.
Projecting upwardly from the bottom of the recess 35 in the Valve 2| is a rod 40 which is provided with fins or threads as indicated at 4| for steadying the movements of the valve and preventing it from responding to slight variations from the mean of the suction pressure established in the intake manifold under any given unchanging conditions of operation. The inrushing air impinges on the ns or threads and exerts a slight inward pull or drag on the valve and functions as a brake against an outward movement of the valve due to slight decreases at frequent intervals in the suction pressure such as occurs in the operation `of the engine at a so-called constant suction pressure. The Valve is, therefore, open the required amount when the suction pressure increases to the mean to admit the proper amount of air.
For the purpose of locking the valve in adjusted position I provide the stem of the member 2'I with threads to receive a lock nut 45 which in all positions of adjustment may be drawn up against the upper or rear end of the housing I5. The cooperating threads on the head 28 and the housing I5 are preferably of small pitch, such as sixteen threads to the inch as shown in Figure 5, to provide for a fine adjustment of the spring and Valve. The cooperating threads on the member 2'I and the lock nut 45 are preferably of a slightly smaller pitch, such as eighteen to the inch as shown in Figure 5, and both sets of cooperating threads are preferably of the same turn or direction so that the parts may be locked in adjusted position by seizing the lock nut 45 and housing I5 and turning them clockwise after the lock nut has been advanced against the housing. The lock nut is released by turning both the lock nut and the housing I5 counter-clockwise.
The valve is in the locked closed position when it is mounted in position on the manifold or in a vacuum line. It is preferably mounted in a Vertical position. After the valve has been so mounted, the engine is started and idled until it is warmed. The housing I5 is then backed up by a counter-clockwise movement until the engine misses or fails to re evenly. The housing I5 may then be turned clockwise a short distance, or a 4 minor readjustment may preferably be made of the idle jet screw on the carburetor (not shown) until the ring is again even, after which the lock nut is advanced against the housing and both the housing and the lock nut are then turned clockwise to lock the parts in adjusted position. Further minor adjustments may be made of the valve if found desirable for better performance at cruising speeds.
While I have described this invention with reference to a preferred embodiment illustrated,
it is to be understood that I reserve the right to all such changes as fall within the principle of this invention and the scope of the appended claims.
1. An air intake valve consisting of a valve casing, comprising, in series, an inlet passage, a valve seat, a guide chamber of larger diameter than the inlet passage, a second chamber of larger diameter than the guide chamber and an outlet passage, and a piston valve slidable in the guide chamber and biased toward closed position, said valve having a head co-acting with said seat, said Valve having two identical sets of grooves of different lengths, extending longitudinally from the head, in which the grooves of same lengths are disposed at opposite ends of a diameter and in which all of the grooves are tapered with their largest cross section adjacent to the head and in which all of the grooves terminate within the guide when the valve is seated.
2. An air intake valve consisting of a valve casing, comprising in series in axial alinement an inlet passage, a valve seat, a guide chamber of larger diameter than the inlet passage, a sec'- ond chamber of larger diameter than the guide chamber and an outlet passage, and a piston valve slidable in the guide chamber and biased toward closed position, said valve having a head adapted to co-act with said seat, and provided in4 its outer face with grooves of increasing cross section toward said head, and a rigid axial reduced extension on the inner end of the piston projecting into the outlet passage and provided with transversely extending ribs projecting toward but spaced from the interior wall of the outlet passage.
REFERENCES CITED The following references are of record in the filel of this patent:
UNITED STATES PATENTS Number Name Date 45,390 Cresson Dec. 13, 1864 371,063 Hays Oct. 4, 1887 `591,745 DuBrul Oct. 12, 1897 680,329 Hopkins Aug. 13, 1901 731,218 Perkins June 16, 1903 1,120,118 Ashlock Dec.'8, 1914 1,246,458 Philbrook Nov. 13, 1917 2,038,229 Martin Apr. 21, 1936 2,224,216 Coberly Dec. 10, 1940 2,320,050 Peterson May 25, 1943 FOREIGN PATENTS Number Country Date 119,521 Australia Feb. 5, 1945 702,108 France July 23, 1930