US3568651A

US3568651A - An intake manifold electrical vacuum control for an internal combustion engine equipment

Info

Publication number: US3568651A
Application number: US827445*A
Authority: US
Inventors: Norman E Waag
Original assignee: Individual
Current assignee: Individual
Priority date: 1969-04-21
Filing date: 1969-04-21
Publication date: 1971-03-09
Anticipated expiration: 1988-03-09

Abstract

An automatic intake manifold electrical vacuum control device for an internal combustion engine comprising, a primary ignition circuit, an actuating circuit featuring a switching relay whose coil is in series with a filter choke, said actuating circuit energized by an electrical pulse beat from the grounded primary side of the ignition coil and an operational circuit comprising said switching relay actuating contacts in series with a throttle micro switch also in series with an electric air solenoid valve and the series circuit completed and powered by the automotive battery.

Description

United States Patent I Norman E. Waag 31 10 Broadview Road, Cleveland, Ohio 441 09 827,445

Apr. 21, 1969 Mar. 9, 1971 inventor Appl. No.

Filed Patented AN INTAKE MANIFOLD ELECTRICAL VACUUM CONTROL FOR AN INTERNAL COMBUSTION ENGINE EQUIPMENT 3 Claims, 1 Drawing Fig. U.S. Cl 1231124, 123/97, 123/102 Int. Cl ..F02m'23/04, F02d l l/ 10, F02d 9/00 Field of Search 123/ 102, 117, 118, 97,97 (B), 124 (B), (Inquired); 122/178 (DC) References Cited UNITED STATES PATENTS Doering Kennedy Du Laney Parvin Taber Atkinson Primary Examiner-Wendel1 E. Burns ABSTRACT: An automatic intake manifold electrical vacuum control device for an internal combustion engine comprising, a primary ignition circuit, an actuating circuit featuring a switching relay whose coil is in series with a filter choke, said actuating circuit energized by an electrical pulse heat from the grounded primary side of the ignition coil and an operational circuit comprising said switching relay actuating contacts in series with a throttle micro switch also in series with an elecpowered by the automotive battery.

'tric air solenoid valve and the series circuit completed and PATENTED MAR 9197:

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NORMAN E. WAAG AN lNTAlfiE MANIFOLD ELECTRICAL VACUUM (CONTROL EUR AN INTERNAL COMBUSTION ENGllNE Y EQUHFMENT BACKGROUND OF THE INVENTION This invention relates to internal combustion engine equipment and more particularly to a means by which air pollution, caused unnecessarily by the internal combustion engine, can be appreciably reduced. Applicants device was designed to prevent high automotive induction vacuum during periods of deceleration.

lleretofore the automotive engine during periods of deceleration reached a vacuum as high as inches Hg. This high vacuum creates three undesirable conditions which are as follows: Suction of oil past intake valve guides into the comoustion chamber. Suction of oil past piston rings into the combustion chamber and suction of excessive fuel through the carburetor idling valves and into the combustion chamber. Oil and fuel thus entering the combustion chamber during closed throttle, low temperature conditions contribute much to the already excessive carbon deposits therein.

it is a known fact, recognized especially by Air Pollution Control Experts, that excessive carbon deposits in an internal combustion engine will materially increase the tailpipe emission of air pollutants from the engine.

During periods of deceleration with closed throttle conditions, there is little need for fuel in the combustion chamber because forward vehicle movement keeps the engine rotating. Excessive fuel consumption during deceleration merely wastes fuel, pollutes the air and damages engine parts.

It can be observed even with new cars that after long periods of deceleration such as descending a long hill, a noticable quantity of smoke will be emitted from the tailpipe. Blue smoke indicates oil is being wasted and black smoke indicates fuel is being wasted.

After long periods of deceleration the combustion chamber and spark plugs become contaminated with an excessive amount of fuel and oil, which prevents smooth operation upon acceleration. Should it be necessary to make a panic or emergency stop at this point, the engine will generally stall.

Tests have proven that the greatest amount of oil consumption takes place during conditions of high induction vacuum.

Piston rings are designed to operate efficiently during compression and power strokes. During these strokes pressure aids their sealing action but during vacuum or intake strokes they tend to collapse and leak. High vacuum aggravates this condition.

SUMMARY OF THE INVENTION Applicants device herein described never allows the intake manifold vacuum to rise above a predetermined number of inches of l-lg. during deceleration. The limitation of vacuum can be fixed or adjustable, depending upon requirements.

Applicants device is comprised of three separate but interconnected electrical circuits, namely a primary ignition circuit an actuating circuit and an operational circuit all powered by the existing battery of the ignition system. When the ignition breaker points are closed there will be a flow of current through the primary circuit of the ignition coil from the battery but there will be no flow of current through the filter choke or the relay coil because said circuit is grounded out by the breaker points of the ignition circuit. When the ignition breaker points are opened there will be a sudden flow of current from the battery through the primary side of the ignition coil and thereon to the filter choke, relay coil, closed switch and to the ground.

Said current is then absorbed by said filter choke and regulated in accordance with the requirements of the relay coil. The combination of a filter choke working in conjunction with a relay coil produces a usable pulsating current flow in the actuating circuit whenever the ignition breaker points oscillate. The filter choke stabilizes the current flow through the relay switch coil thereby reducing the vibration of the relay switch during the ignition breaker point oscillation.

The relay switch is adjustable and can be made to latch at any desired engine r.p.n'r. thus permitting the closing of the initial switch in the operational circuit.

The throttle linkage switch is connected in series with the relay switch contacts, the battery and the air solenoid valve, all of which are a part of the operational circuit.

To energize the air solenoid valve in said circuit both the throttle linkage switch and the relay switch contacts must be closed, a. condition which occurs only during deceleration and as long as the engine r.p.m. is in excess of idle r.p.m.

The operational circuit actuates an electric solenoid valve affixed to the intake manifold. During periods of deceleration it introduces air into the intake manifold, thereby preventing the carburetor idle jets from functioning. It also prevents oil from being drawn past intake valve guides and piston rings. When the engine r.p.m. is reduced to idling speed, the device becomes inactive.

An object of this invention is to reduce automotive hydrocarbon air pollution.

Another object of this invention is to reduce intake manifold vacuum during deceleration, thereby preventing excessive waste of fuel through the carburetor idling mechanism.

Another object of this invention is to reduce intake manifold vacuum during deceleration, thereby preventing excessive waste of oil past piston rings during the suction or intake stroke.

A further object of this invention is to reduce intake manifold vacuum during deceleration, thereby preventing excessive waste of oil past intake valve guides during the suction stroke.

A further object of this invention is to reduce combustion chamber hydrocarbon contamination.

BRIEF DESCRIPTION OF THE DRAWING The FIGURE is a schematic view of the vacuum control device showing in part a standard primary automotive ignition circuit A and an actuating circuit 8 and an operational circuit C said circuits A, B and C all having power supplied by a standard automotive battery.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the FIGURE, circuit A is comprised of a battery 19, an ignition switch 9 connected to said battery 19, a primary ignition coil ll connected to said ignition switch 9, a primary ignition terminal llla connected to said primary igni tion coil 11, a wire 11b connected to said primary ignition terminal Illa, a breaker point set ll2a connected to said wire ill; and a ground connected to said breaker point set 12a.

Now returning to wire llb, a condenser 12 connected to said wire llb and a ground 160 connected to said condenser 12.

Said circuit B is comprised of a battery 19, an ignition switch 9 connected to said battery 19, a primary ignition coil ll connected to said ignition switch 9, a primary ignition terminal lla connected to said primary ignition coil ll, a wire lllc connected to said primary ignition terminal llla, a filter choke coil 13 connected to said wire lie, a relay switch coil M connected to said filter choke coil 13, a shutoff switch 15 connected to said relay switch coil 14 and a ground 16 connected to said switch 15.

Said circuit C is comprised of a battery 19, a wire wa connected to said battery 19, relay switch Ma connected to said wire 19a, wire 18a connected to said relay switch Ma, a throttle switch 118 connected to said wire ma, a wire 20a connected to said throttle switch 18, an air solenoid valve 20 connected to said wire Zita and a ground 16!; connected to said air solenoid valve 2i).

Said air solenoid valve 20 is comprised of an air inlet 20b, an air outlet Zllc, and a spring loaded normally closed plunger valve Zild.

I provide a throttle ill, a throttle linkage 17a connected to said throttle 10, a throttle switch actuating stop affixed to said throttle linkage 17a, a carburetor 22 connected to said throttle linkage 170, an intake manifold 21 affixed to said carburetor 22, said air solenoid valve 20 affixed to said intake manifold 21 by air outlet 20c of said air solenoid valve 20.

Through my novel electrical arrangement, I have provided a simple and efficient means of filtering primary ignition pulsations, and stabilizing them thereby producing a usable current flow for the purpose of latching or unlatching an electric relay switch at any desired engine r.p.m.

It will, of course, be understood that various changes may be made in the form, details, arrangements, and proportions of the parts without departing from the scope of my device as set forth in the appended claims.

I claim:

1. An intake manifold electrical vacuum control as described comprising an internal combustion engine electrical ignition circuit, a battery connected thereto, an electrical control actuating circuit having a filter choke therein and with said circuit connected to said ignition circuit, an electrical control operating circuit connected to said actuating circuit, an electric solenoid air valve connected to said operating circuit, said solenoid air valve having an inlet and outlet air tube connected thereto, said outlet air tube connected to the intake manifold of said engine whereby said ignition circuit and actuating circuit energize said operating circuit to control the partial vacuum pressure in said engine intake manifold to prevent unnecessary fuel and oil consumption and reduce air pollution caused by improper combustion of the fuel during deceleration.

2. The intake manifold electrical vacuum control defined in claim 1 in which the said electrical actuating circuit has said filter choke, a switching relay and a shutoff switch receiving their power or e.m.f. from the ground side of the primary winding of the automotive ignition coil said ignition circuit including a standard condenser.

3. The intake manifold electrical vacuum control as defined in claim 2 in which the filter choke is connected in series with the relay switch in said switching relay coil thereby reducing the vibration of the relay switch during ignition breaker point oscillation.