Patent GB-893455-A (GB)
Title: Fuel control device for internal combustion engines
IPC: F02M3/04
Filed: 1959-04-10
Abstract: 893,455. Carburetters. KANE, F. A., OBERRENDER, G. F., and POSNAK, E. R. April 10, 1959 [Feb. 18, 1959], No. 12173/59. Addition to 853,918. Class 7(3). A fuel control device for an internal combustion engine having a fuel passageway operatively connected therewith, a valve member operatively connected with the passageway and movable between two limiting positions, an electrical generator connected to the engine whereby the speed of the engine will control the speed of the generator, an electric battery, electro-mechanical valve actuating means operatively connected to the valve member for actuating the latter member between the respective limiting positions, a first electrical circuit connecting the battery and the valve actuating means, a switch in the first circuit electro-mechanical switch actuating means operatively connected to the switch, and a second electrical circuit connecting the generator and the electro-mechanical switchactuating means is characterized in that the first circuit comprises two coactive contacts, a spring loaded arm movable from a normally inoperative to an operative position at which it is operatively engageable with one of the contacts for actuating the switch, the switch actuating means comprising a core and two opposing conducting coils operatively disposed thereabout, the first being a magnetising coil and the second a demagnetising coil, the core being disposed in adjacent relation to the arm for attracting and moving it to its operative position when the core is operatively magnetised, the second electrical circuit connecting the generator to the first coil, there being a third electrical circuit connecting the generator to the second coil the electrical characteristics of the respective coils and their respective electrical circuits being such that in response to generator voltage above a predetermined critical magnitude the core will be magnetised to a degree sufficient for attracting the arm and thereby closing the switch and in response to generator voltages below the predetermined critical magnitude for releasing the arm and thereby opening the switch, the operative core magnetising action of the first coil being greater than the operative demagnetising action of the second coil. The specific circuit and operating connections are set forth on Fig. 1. The relay control means of the invention are contained within a casing generally designated 10 such means being operatively connected to the needle valve solenoid actuator 11 and the pedal switch 12 adapted to be actuated by the accelerator pedal. Upon depressing the accelerator pedal the resulting increase in generator speed will cause an engagement of the relay contacts 17, 18 but the solenoid will not be energized until the contacts 52 and 53 are brought into contact and this will only occur when the pedal is released to its low speed or idling position. Upon energization of the solenoid through the release of the pedal the needle valves 79 and 80 are operatively closed and they remain closed until the diminishing motor speed is reduced to a predetermined speed preferably just above idling speed at which point the valves suddenly open to restore the fuel flow. The conventional voltage regulator is shown at 24. The coil 38 of the solenoid 11 as in the battery circuit and in series with the contacts 17 and 18 of the relay switch 16 and the accelerator pedal switch 12. It is only when the battery circuit is closed that the solenoid will be actuated to close the idler needle valves. This condition can occur only when the relay arm 15 is being held in its operative position by the magnetised core 14. The solenoid 11 may be mounted on the dashboard since its operative connection to the needle valves is through a flexible Bowden wire. Although as described above the switch contacts 52, 53 are engaged at the extreme low speed position of the accelerator pedal it is within the scope of the invention to effect such an engagement at any other predetermined position of the accelerator pedal. In the construction illustrated in Fig. 18 the spring contact arm 57a has affixed thereto the screw 126. By retracting the adjusting nuts 128 to a predetermined rear position as shown in Fig. 18 the arm 57a can be brought into engagement with the contact 52 before the pedal has been fully released. The resistance 22 (Fig. 1) may be a variable resistance.