Patent GB-401901-A (GB)
Title: Improved devices for preventing waste of fuel in motor vehicles during overrunning
IPC: F02D17/00
Filed: 1932-12-15
Abstract: 401,901. Preventing fuel waste during overrunning. KNORR-BREMSE AKT.- GES., 9, Neue Bahnhofstrasse, Lichtenberg, Berlin.-(Assignees of Anhalt, K. ; 31, Preussen Allee, Westend, and Jander, H. ; 7, Essenerstrasse, both in Berlin). Dec. 15, 1932, Nos. 35592, 35593, 35594, 35595, 35597, and 35598. Convention dates, Jan. 23, Jan. 25, Jan 27, Feb. 16, and June 3. [A Specification was laid open to inspection under Section 91 of the Acts, July 24, 1933.] [Classes 7 (iii) and 7 (vi).] For preventing waste of fuel during overrunning, there is disposed between the usual throttle valve and the engine a second tightlyclosing valve which is closed by an automatic control device when the accelerator pedal is released and is automatically opened when the speed of the engine decreases to the point of running light. The usual throttle valve 1 actuated through a control rod 3 by the accelerator 4 does not completely close the induction pipe 2 and this is effected when required by a cut off valve 7 disposed between the valve 1 and the engine and urged to the open position by a spring 13 operating through an arm 8. Engine suction creates a vacuum in a chamber 31 connected to a casing 17 containing a valve 17a normally closing the passage to the chamber but adapted to be moved by an electro magnet 30 to close the casing to the atmosphere, as shown, and put the chamber 31 into communication with a cylinder 11, containing a piston 10 connected by a link 9 to the arm 8 to close the cut-off valve 7. The magnet 30 is excited by current from a battery 25 charged by a dynamo 23, the current flowing through a circuit 25, 24a, 30, 19a, 18a, 19, 20, 25a and 21 when the engine speed is sufficient for the dynamo to send through a magnetic switch 18 a current sufficiently strong to attract the magnet armature 18a and thereby connect the leads 19, 19a and the accelerator 4 has been released permitting a tappet 29 on the control rod 3 to bring together contacts 20, 25a. When the accelerator 4 is depressed or the engine speed falls off, due to the slowing down of the vehicle, with consequent weakening of the dynamo current, the circuit is broken, the valve 17a moves across its casing to close the chamber 31, the suction no longer affects the piston 10 and the spring 13 opens the valve 7 permitting respectively either normal running or idling. In modifications, the electrical apparatus is omitted and the cylinder 11 connected directly to the induction pipe 2, a chain &c. between the valves 1, 7 preventing the latter from being closed when the former is opened by depression of the accelerator, or the suction apparatus is replaced by an electro magnet operating the cut-off valve 7 under the control of either the magnetic switch 18 or the automatic reverse current switch usually provided on such dynamos. The construction shown in Fig. 5 ensures atmospheric pressure in the pipe 2 between the valves 1, 7 when the latter is closed. During normal running, apertures 42 in a pipe leading into the pipe 2 are closed by a piston 50 which engages a plate 43 on a tappet 44 connected to the valve 7 to keep it open, and engine suction acting through a passage 53 on a valve member 54 opens an air port 49 communicating with the outer side of the piston 50. On release of the accelerator, a valve 47 carrying the valve member 54, is electromagnetically actuated to close the port 49 and release the valve 54 and the suction draws down the piston 50 uncovering the ports 42 and closing the valve 7. As soon as excitation of the valve 47 ceases, the valve 54 closes, the port 49 is opened and a spring 45 displaces the piston 50 to cover the ports 42 and open the valve 7. In another form a vane-piston 10, Fig. 6, moving in a segmental housing 11 is mounted on the axis of the valve 7 and replaces the reciprocating piston ; the electric current actuates a valve 17a, to open a port 53 in the induction pipe 2 to apply suction to the vane 10 and close the valve 7 and on its discontinuance, the valve is displaced opening a port 54 leading to the atmosphere and a spring, not shown, returns the vane to its normal position, the valve 7 being thereby opened. The Specification as open to inspection under Sect. 91 states that to render the device operative during gear changes &c. in traffic, the clutch pedal and gear lever may be provided with switches arranged in series with the accelerator switch, the dynamo control being omitted. The circuit is completed when the accelerator is released, the clutch in, and any one of the gears is in engagement. In other forms, the throttle valve 1 also acts as the cut-off valve. When the accelerator is released after normal running, the throttle-valve 1, Fig. 8 (cancelled), completely closes the induction pipe until the vehicle speed falls off, whereupon an adjusting device 10, which has been held away from an arm 9 on the valve by a spring 12, is thrust beneath the arm, to open the valve slightly, by an electro-magnet 13 energised by the battery 25 through a magnetic switch 18 the armature 18a of which has hitherto been held out of contact with a connection 21 bv the heavier currents supplied by the dynamo 23. Alternatively, the ordinary automatic reverse current switch of the dynamo may cut off the supply from a magnet normally holding the adjusting device 10 from the arm 9 and allow a spring to thrust it thereunder. This subject-matter does not appear in the Specification as accepted.