U.S. patent number 3,699,937 [Application Number 05/169,002] was granted by the patent office on 1972-10-24 for solid state controlled automatic choke.
Invention is credited to Peter S. De Petris.
United States Patent |
3,699,937 |
De Petris |
October 24, 1972 |
SOLID STATE CONTROLLED AUTOMATIC CHOKE
Abstract
An electrical heating means for the bimetallic thermostatic
spring controlling a carburetor automatic choke valve is in series
with a negative temperature coefficient thermistor which senses
engine and/or ambient air temperature to open the choke valve in a
more efficient manner and thus reduce air pollution and improve
engine performance during warm-up. The electrical heating means may
be either a conventional resistance heater or a positive
temperature coefficient thermistor.
Inventors: |
De Petris; Peter S. (Niagara
Falls, NY) |
Family
ID: |
22613881 |
Appl.
No.: |
05/169,002 |
Filed: |
August 4, 1971 |
Current U.S.
Class: |
261/39.6;
261/39.1 |
Current CPC
Class: |
F02M
1/12 (20130101) |
Current International
Class: |
F02M
1/00 (20060101); F02M 1/12 (20060101); F02d
011/08 (); F02m 001/10 (); F02m 023/04 () |
Field of
Search: |
;261/39B,39A,39C,39R
;123/119F |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Burns; Wendell E.
Claims
I claim:
1. In an engine having a carburetor choke valve, temperature
responsive thermostat means for holding said choke valve closed at
low temperatures and for opening said choke valve at higher
temperatures, and a source of electric power, the improvement
comprising:
electrical heating means adjacent said thermostat means for heating
said thermostat means;
a negative temperature coefficient first thermistor positioned to
be responsive to the temperature at a preselected location relative
to said engine; and
circuit means electrically connecting said heating means and said
thermistor in series with each other and said source of electric
power.
2. The improvement defined in claim 1 wherein said electrical
heating means comprises a positive temperature coefficient second
thermistor.
3. The improvement defined in claim 2 wherein said thermostat means
comprises a bimetallic spring arranged to comprise a portion of
said circuit means.
4. The improvement defined in claim 1 including a housing
surrounding said thermostat means, a heat conductive support in
said housing supporting said thermostat means, said heating means
being in heat conductive relation to said support.
5. The improvement defined in claim 4 wherein said heating means is
positioned in a recess in a wall of said housing and in supporting
relation to said support.
6. The improvement defined in claim 5 wherein said heating means
comprises a portion of said wall of said housing, said support
being mounted thereon.
7. The improvement defined in claim 1 wherein said first thermistor
is mounted on a selected portion of said engine, closely adjacent
thereto to be responsive to the temperature thereof.
8. The improvement defined in claim 7 wherein said first thermistor
is electrically connected to said portion of said engine and in
heat conductive contact therewith, said portion of said engine
comprising a portion of said circuit means.
9. The improvement defined in claim 8 wherein said first thermistor
is secured in heat conductive and electrical contact with a support
member which in turn is secured in heat conductive and electrical
contact with said portion of said engine.
Description
BACKGROUND OF THE INVENTION
This invention is in the field of automatic choke valves for
carburetors, and particularly choke valves controlled by solid
state devices.
It is conventional in internal combustion engines to provide a
carburetor having a choke valve therein controlled by a bimetallic
thermostatic spring whereby the choke valve is held closed when the
engine is cold. As the engine warms up heat is directed to the
thermostatic spring causing the same to expand and to open the
choke valve until, at normal operating temperatures, the choke
valve is substantially fully open. Many ambient conditions affect
the operation of such bimetallic springs and they do not normally
open the choke valve at a rate to hold emissions and air pollution
to a minimum. During the warm-up period, such engines normally
cause excessive air pollution due to improper combustion.
SUMMARY OF THE INVENTION
The present invention contemplates solid state control means for a
thermostatically controlled choke valve wherein an electrically
operated heating means provide heat for the thermostatic spring.
The rate of heating the spring is controlled by a negative
temperature coefficient (NTC) thermistor. The thermistor is
positioned to sense the desired temperature conditions, whether
ambient air, engine block temperature or a combination thereof. As
the temperature of the thermistor increases, the current through
the heating means increases and thus heats the thermostatic spring
at the desired rate for smoother warm-up of the engine and to
minimize air pollution.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic sectional view through a portion of an engine
embodying one form of the present invention;
FIG. 2 is a perspective view of the thermistor and its mounting as
used in the form shown in FIG. 1;
FIG. 3 is a schematic fragmentary sectional view through a modified
form of the invention;
FIG. 4 is a perspective view of the thermistor mount of FIG. 3;
FIG. 5 is a vertical sectional view taken on the line 5--5 of FIG.
3;
FIG. 6 is a view similar to FIG. 3 but showing a further
modification of the invention;
FIG. 7 is a fragmentary partially sectional view of a still further
modification of the invention;
FIG. 8 is a view similar to FIG. 6 but showing another
embodiment;
FIG. 9 is a vertical sectional view taken on the line 9--9 of FIG.
8; and
FIGS. 10 and 11 are perspective views of alternative mounting means
for thermistors in accordance with this invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In the different embodiments to be described, the same reference
numerals are employed to designate identical or similar parts.
FIG. 1 schematically shows a portion of an engine block 2 with the
automatic choke portion of a carburetor 4 shown. The portion 4
defines a passageway 6 leading to the intake manifolds of the
engine and in which a choke valve 8 is pivotally mounted by means
of choke shaft 10 journalled in suitable bushings 12. The choke
shaft 10 is provided with an arm or link 14 turned outwardly at its
end 16. Numeral 18 designates a cover for the automatic choke
mechanism, which covers are conventionally formed of suitable
plastic material, which also constitutes electrical insulation.
Fixedly mounted in the cover 18 is a support shaft 20 having a slot
or groove 22 therein. A bimetallic spiral spring 24 is formed with
an inner end portion 26 (see FIG. 5) within the slot 22. The outer
end of the spring 24 is connected to the end portion 16 of arm 14.
The structure thus far described is conventional and, as is well
known, when the spring 24 is cold, it assumes a shape and position
holding the choke valve 8 substantially closed, that is, extending
across the passageway 6. When the spring 24 is heated it expands
and, through arm 14, rotates the choke valve 8 to an open position.
Conventionally, heat generally originating at the exhaust manifold
of the engine is conducted to the interior of the cover 18 to
provide the necessary heat for the spring 24 as the engine warms
up. However, such heat conducting means are subject to failure and
blockage and do not provide reliably efficient and proper response
of the spring 24.
As shown in FIG. 1, the support shaft 20 is fixedly secured to a
metal cup 28 securely and fixedly mounted in an opening 30 in cover
18. Also fixedly mounted to the cup member 28 is an electrical
heating device 32. As will be pointed out, the heating device 32
may be either a conventional electrical resistance element or a
positive temperature coefficient thermistor (PTC). As also shown in
FIG. 1, a suitable ground conductor 34 is electrically connected to
the shaft 10 and electrically connected to the metal portions of
the engine, constituting a "ground." Such grounding could be
provided by conductive bushings 12, conductive lubricants, or the
like.
Numeral 36 designates a negative temperature coefficient thermistor
brazed, soldered or otherwise fixedly secured to a pair of
contact-support members 38 and 40. The securement is such as to
provide good heat conductivity between the thermistor and its
supports and good electrical connection therebetween. The assembly
of thermistor 36 and its supports is shown in greater detail in
FIG. 2. As shown, one end of each element 38 and 40 is provided
with an opening 42 by which the assembly is mounted on the engine
block 2. As shown in FIG. 1, supports 38 and 40 are held to the
engine block by a bolt or the like 44 but are electrically
insulated from the engine block by suitable insulating spacers 46.
The other ends of the support members 38 and 40 are formed as
terminal lugs 48 and 50. The heating means 32 is also provided with
a terminal lug member 52 thereon in electrical contact therewith.
As shown, the terminal lug 52 is electrically connected to terminal
lug 50 and terminal lug 48 is electrically connected to one side of
a source of electrical power represented in FIG. 1 by battery 54.
The other terminal of the battery is connected to ground (some
portion of the engine block or attachments). While a battery 54 is
indicated herein, it is to be understood that it represents a
suitable source of electrical power, which may include suitable
voltage control or regulating devices and/or current limiting
resistors. The electrical heating device 32 is shown as being
enclosed by a suitable protective material 56, such as an epoxy
resin or the like, as is true also of other embodiments.
In operation, assuming that the engine is cold and has just been
started, the spring 24 holds the choke valve 8 in its closed
position and thermistor 36 is cold so that very little current can
flow. However, as soon as the engine is started, voltage is
supplied to the electrical circuit just described and a small
current flows from battery 24 through thermistor 36, then through
heating means 32 to the support shaft 20, spring 24, arm 14 and
shaft 10, and conductor 34 to ground, to which the other side of
the battery is connected. Thus, a circuit is complete and when the
engine or surrounding air is cold, the thermistor 36 presents a
relatively high resistance to current flow. However, as current
continues to flow, the resistance of thermistor 36 and increasing
temperature of its surroundings causes it to warm up somewhat,
which results in a reduction in its resistance and increase in
current flow. The current flow through heater 32 produces heat
which is conducted directly to the spring 24, through support shaft
20, to cause the same to start expanding and to commence opening
choke valve 8. Since the thermistor 36 is mounted in close
proximity to the engine block, heat from the latter as the engine
warms up causes a further reduction in resistance of thermistor 36
and thus more rapidly increases current flow to heater 32 to
accelerate opening of the choke valve as engine temperature
increases. When the parts reach normal operating temperature,
current continues to flow through heating means 32 to thus hold the
choke valve open during engine operation.
It is contemplated that the contact between spring 24 and its
support shaft 20 and between the spring and arm portion 16 of arm
14 be good electrical contact to conduct current thereacross
without arcing. The conductor 34 is provided to ensure good current
conduction to ground without arcing. Any arcing present at the
aforementioned connections could cause the parts to stick and would
present a serious fire hazard, in view of the proximity to the
explosive gas-air mixture in the regions of the carburetor.
In the form of the invention thus far described and in the
additional modifications to be described, it is to be understood
that the total resistance of the circuit through the thermistor and
heating means to the battery shall have a value of from 1.0 ohm to
2,000 ohms when the engine is at normal operating temperature. This
ensures maintenance of the choke valve in open condition during
engine operation. In FIG. 1, the thermistor 36 is electrically
insulated from the engine block 2 and current through the heating
means 32 passes through spring 24 to ground. In FIG. 3, a
modification is shown wherein the choke valve shaft 10 and spring
24 are not used as part of the electrical circuit. As shown in FIG.
3, the heating means 22 is mounted in substantially the same manner
as described with reference to FIG. 1. However, the outer end of
spring 24 is electrically insulated from the portion 16 of arm 4 by
a suitable insulating bushing 58, (best seen in FIG. 5). The
thermistor 36 is mounted on a single support bracket 60 serving as
a support therefor and as a conductor for electrically connecting
the thermistor 36 to engine block 2. Bracket 60 is secured directly
to the engine block by means of a bolt 62. A terminal lug 64 on
thermistor 36 is electrically connected to the metal cup member 28
on which heating means 32 is mounted and the terminal lug 52 is
connected to the battery 52 in the manner shown in FIG. 3. It will
be obvious to those skilled in the art that the engine of FIG. 3
operates in identically the same manner as does the form of FIG. 1
but the spring 24 and choke valve shaft 10 are not employed as part
of the electrical circuit and the temperature response of
thermistor 36 is influenced by engine block temperature more than
in the form of FIG. 1.
The modification shown in FIG. 6 is quite similar to that shown in
FIG. 3 but differs in the manner of mounting the heating device 32.
As shown in FIG. 6, the metal cup 28 is not electrically connected
to the heating device 32. It is insulated therefrom by a layer of
electrical insulation 66 and a contact plate 68 is positioned
against the heating device 32, which contact plate is provided with
a terminal lug 70. In this form the current passes through only the
heating device 32, then to the thermistor 36. As in the form shown
in FIG. 3, insulating means 58 is provided between the spring 24
and the portion 16 of arm 14, but insulation 58 is not required if
insulator 66 is used. It may be desirable to omit insulator 66 for
better heat conduction to shaft 20.
In FIG. 7, numeral 72 designates a portion of the manifold of the
engine, having a well 74 therein and into which a portion of the
spring 24 extends. The spring support shaft 20 and heating means 32
are directly connected to a bracket 76. The bracket 76 is
electrically insulated from the manifold, by insulating means 78.
The contact member 52 is in firm electrical contact with the
heating means 32 and connected to the battery while bracket 76 is
connected to lug 64. Preferably, this form of the invention also
includes electrical insulation between the end of spring 24 and the
portion 16 of arm 14 and a housing or cover (not shown) is
provided.
In the form shown in FIG. 8, which is similar to those of FIGS. 3,
6 and 7, the cover 18 is provided with a large opening 86 in its
side wall and that opening is substantially filled by a plug or
wall member 88 formed of electrical resistance material. The spring
support shaft 20 is mounted directly in the wall portion 88 to be
in good heat conductive contact therewith. A metallic ring 90 is
embedded in the outer periphery of the wall portion 88 in good
electrical contact therewith and is further provided with a
terminal lug 92 connected to one side of the battery 54. The outer
end of spring support shaft 20 is provided with a terminal lug 94
electrically connected to the terminal lug 64 of thermistor 36. The
manner of operation of this form of the invention will be readily
understood from the description of the previous embodiments.
As stated previously, in some instances, it may be desirable to
employ a positive temperature coefficient thermistor for the
heating device 32 to modify the rate at which heat is produced. It
is to be noted that in all forms of the invention the heating
device is in direct heat conductive contact with the spring support
shaft 20 which in turn is in heat conductive contact with the
spring itself to thus enhance heating the same at the desired
rate.
FIGS. 3, 6, 7 and 8 all show the thermistor 36 (NTC) mounted on a
single bracket electrically connected to the engine block or
manifold, employing the latter as a part of the electrical circuit.
However, it is to be understood that the thermistor 36 (NTC) of any
or all of the embodiments may be mounted in the manner described
with reference to FIG. 1 wherein it is not electrically connected
to ground. In the forms of FIGS. 3, 6, 7 and 8, when a thermistor
is mounted in the manner shown in FIG. 1, the entire electrical
circuit will be insulated from the engine block and a complete wire
circuit to and from the battery is provided.
FIG. 10 illustrates a further form of thermistor mount wherein two
thermistors (NTC) 36 are secured to opposite faces of a bracket 96.
The remote end of bracket 96 terminates in a terminal lug 98 and a
generally U-shaped yoke 100 embraces the outer faces of the two
thermistors 36 and is electrically connected thereto. The yoke 100
is free of contact with the bracket 96 and constitutes a further
terminal lug for connection in the electrical circuitry described.
In this form two thermistors are arranged in parallel.
FIG. 11 illustrates a still further mounting for a thermistor 36.
In this form the thermistor is secured to the outer surface of a
threaded plug 102, which may be threaded into a corresponding
opening in any desired location on the engine block, water jacket
or manifold and provides for good heat conductive contact therewith
and electrical connection thereto.
As will be apparent to those skilled in the art the present
invention is readily applicable to automobiles presently on the
road by a simple alteration of the conventional cover 18 and
mounting of the described parts.
The bracket members 38, 40 of FIG. 1, 60 of FIGS. 3, 6, 7 and 8, 96
of FIG. 10 and 102 of FIG. 11 are preferably formed of copper or
the like to constitute an efficient heat conductor or "heat sink."
In some cases brass may be preferable.
It is understood that NTC 36 could also sense the air stream to the
carburetor to control the heater at shaft 20, or other type of
actuator for arm 14.
While a limited number of specific embodiments of the invention
have been shown and described herein, the same are merely
illustrative of the principles involved and other embodiments will
be apparent to those skilled in the art, within the scope of the
applicant's claims.
* * * * *