U.S. patent number 3,902,469 [Application Number 05/413,450] was granted by the patent office on 1975-09-02 for vacuum delay valve.
This patent grant is currently assigned to STP Corporation. Invention is credited to Milford M. Scott, Jr..
United States Patent |
3,902,469 |
Scott, Jr. |
September 2, 1975 |
Vacuum delay valve
Abstract
An improved engine spark timing control device that includes an
elastic valve disc cooperating with a valve seat, such elastic
valve disc having a fixed orifice therethrough. The control device
operates to control the rate of change of application of sparking
from the spark port to the servo means associated at the engine
distributor. Another aspect of the invention is the improved manner
of fabricating the elastic valve disc with a precise small area
opening therein.
Inventors: |
Scott, Jr.; Milford M. (Oak
View, CA) |
Assignee: |
STP Corporation (Ft.
Lauderdale, FL)
|
Family
ID: |
23637269 |
Appl.
No.: |
05/413,450 |
Filed: |
November 7, 1973 |
Current U.S.
Class: |
123/406.69;
123/146.5R |
Current CPC
Class: |
F02P
5/103 (20130101) |
Current International
Class: |
F02P
5/04 (20060101); F02P 5/10 (20060101); F02P
005/10 () |
Field of
Search: |
;123/117A,117R,146.5A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Argenbright; Tony
Attorney, Agent or Firm: Rothstein; Seymour
Claims
What is claimed is:
1. In a spark timing control system comprising an engine carburetor
having an induction passage containing a spark port located above
the idle speed position of a throttle valve controlling flow
through the induction passage and subject to the depression in the
carburetor as a function of the movement of the throttle valve from
its idle speed position, an engine distributor having a breaker
plate typically movable in opposite directions to advance and
retard the spark timing, vacuum-controlled servo means connected to
said breaker plate for moving the same, and slow-fast rate control
means between said spark port and servo means to control the rate
of change of application of vacuum from said spark port to said
servo means, said control means including faster flow rate means
operable in response to a change in the depression at said spark
port to a lesser depression than at said servo means to quickly
equalize the pressure level at said servo means to that at the
spark port, and slower flow rate means operable in response to a
change in the depression at said spark port to a greater depression
than at the servo means to delay the equalization of the pressure
level at the servo means to that at the spark port to delay the
spark timing change, said control means including conduit means
connecting said spark port to said servo means, said control means
comprising a vacuum delay valve in said conduit means having a
passage therethrough with an annular seat, said faster flow rate
means comprising an elastic disc cooperating with said annular seat
and said slower flow rate means comprising fixed orifice means in
said elastic disc, said fixed orifice means comprising at least one
opening through the elastic disc to provide a controlled delay in
pressure change to the servo means, said opening being
self-cleaning in use because of the resiliency of the elastic disc
and the movement thereof in use.
2. The mechanism of claim 1 wherein a filter is disposed in the
vacuum delay valve between the spark port and the elastic disc.
3. The mechanism of claim 1 including spring means for biasing the
elastic disc into engagement with the annular seat.
4. The mechanism of claim 3 wherein the spring means comprises
resilient plastic.
5. The mechanism of claim 3 wherein the spring means is disposed
between the elastic disc and the engine distributor.
6. The mechanism of claim 1 wherein the vacuum delay valve
comprises a housing comprised of a body and a cover, a filter in
the housing between the spark port and the elastic disc, and spring
means associated with the elastic disc for biasing the elastic disc
toward the annular seat.
7. The mechanism of claim 6 wherein the fixed orifice means in the
elastic disc comprises at least two fixed area openings the
openings being self-cleaning because of the movement of the elastic
disc and the resiliency thereof.
8. In a spark timing control system comprising an engine
distributor having a breaker plate movable in opposite directions
to advance and retard the spark timing and communicating with an
engine source of vacuum, vacuum-controlled servo means connected to
said breaker plate for moving the same, and control means between
said engine source of vacuum and servo means to control the rate of
change of application of vacuum from the engine source of vacuum to
said servo means, said control means including a conduit connecting
said engine source of vacuum to said servo means and a vacuum delay
valve in said conduit means having a passage therethrough with an
annular seat, an elastic disc cooperating with said annular seat
and movable toward and away therefrom to control flow through the
passage, and fixed orifice means of predetermined size in said
elastic disc, said fixed orifice means comprising an opening
through the elastic disc that is self-cleaning in use because of
the movement of the elastic disc and the resiliency thereof.
Description
BACKGROUND OF THE INVENTION
This invention relates to an engine spark timing control device,
and more particularly, to an improved engine spark timing control
device which incorporates an elastic valve disc cooperating with a
valve seat, such elastic valve disc cooperating with a valve seat,
such elastic valve disc having fixed area orifice means
therethrough.
Most automobile engines are today provided with a vacuum mechanism
for automatically controlling the advance or retard setting of the
engine distributor breaker plate as a function of the carburetor
spark port vacuum so as to provide good engine performance, as well
as fuel economy during the different operating conditions of the
vehicle engine. The vacuum mechanism or servo comprises basically a
housing divided into an atmospheric pressure chamber and a vacuum
chamber by a flexible diaphragm operatively connected to the
distributor breaker plate. The flexible diaphragm and the
distributor breaker plate are normally spring biased to the lowest
advance or retard spark timing setting, and the carburetor spark
port vacuum will normally urge the diaphragm in a spark timing
advance direction upon opening of the carburetor throttle valve to
increase engine speed.
During rapid accelerations, the drop in vacuum at the carburetor
spark port permits atmospheric pressure acting on the opposite side
of the servo diaphragm to quickly move the distributor breaker
plate to a lower advanced setting to meet engine performance
requirements. On the other hand, upon return to normal operation
and gradual re-acceleration or deceleration of the engine, an
increase in vacuum at the carburetor spark port causes an immediate
return movement of the vacuum servo diaphragm to a higher engine
spark timing advance setting. This provides a longer burning time
for the fuel mixture before the optimum top or near top dead center
position of the piston is obtained, generally providing the most
desirable operation. However, this longer time permits a built-up
to high combustion temperatures and pressures, which are
undesirable insofar as the production of nitrogen oxides and other
undesirable pollutant elements are concerned.
In the Gropp et al U.S. Pat. No. 3,606,871 there is disclosed an
engine spark timing control device that is disposed between the
spark port of the carburetor and the vacuum servo of the
distributor. Such control device includes a one-way check valve in
parallel flow circuit with sintered metal flow restrictions or
plugs. The one-way check valve consists of a flapper movable
forward or away from relatively large ports in a wall of the
housing of the control device. The sintered metal plugs consist of
randomly oriented metal particles compacted together under pressure
so as to provide openings for fluid flow. The Gropp et al. patent
recognized the problems of providing a conventional orifice of a
small flow capacity in place of the sintered metal flow
restrictions and comments that such could not be feasibly made
under production conditions. Gropp et al indicated that a small
flow size orifice made in a conventional manner by merely providing
a reduced diameter passage would be easily plugged by dirt.
An object of the present invention is to provide an improved engine
spark timing control device wherein the disadvantages and
deficiencies of prior known constructions are obviated.
Another object of the present invention is to provide an engine
spark timing control means incorporating an elastic disc having
fixed orifice means therein that are readily and inexpensively made
in production.
A further object of the present invention is to provide an improved
engine spark timing control means comprising a vacuum delay valve
with a housing having an elastic valve disc therein provided with
fixed orifice means therethrough that is self-cleaning in use due
to the resilience of the elastic valve disc and which seals against
its seat without the need for additional seals.
Yet another object of this invention is to provide an improved
method of making an elastic valve disc having a small area opening
therein.
These and other object of the present invention will become more
apparent hereinafter.
BRIEF DESCRIPTION OF THE DRAWING
There is shown in the attached drawing presently preferred
embodiments of the present invention wherein:
FIG. 1 is a perspective view of an engine incorporating the engine
spark timing control arrangement of the present invention;
FIG. 2 is a schematic view of the engine spark timing control
arrangement showing the vacuum delay valve in cross section;
FIG. 3 is an enlarged cross-sectional view of the vacuum delay
valve showing the elastic disc therein in a different operating
position from that in FIG. 2;
FIG. 4 is a plan view of the elastic disc in the vacuum delay valve
of FIGS. 2 and 3; and
FIG. 5 is an enlarged cross-sectional view of a modified vacuum
delay valve .
DETAILED DESCRIPTION OF THE PRESENT INVENTION
Referring to FIGS 1 and 2, there is illustrated an engine 10
embodying the engine spark timing control arrangement 12 of the
present invention. The engine, being of conventional design, is
shown somewhat schematically. Engine 10 incorporates the usual
block 14, carburetor 15, air filter 16, and distributor 18. The
engine spark timing control arrangement 12 incorporates the
distributor vacuum line means 20 that communicates the carburetor
15 to the diaphragm 54 of the servo means 21 of the distributor 18
and the slow-fast rate control device 22 disposed within the vacuum
line means 20 to control the rate of change of application of
vacuum from the spark port of the carburetor 15 to the servo means
21 of distributor 18.
In FIG. 2 there is better illustrated the engine spark timing
control of the present invention. The carburetor 15 (shown
schematically) is of the down draft type which includes the usual
air-fuel induction passage 24 with an atmospheric air inlet 26 at
one end and connected to the engine intake manifold 28 at the other
end. Passage 24 contains the usual fixed area venturi 30 and a
throttle valve 32. The throttle valve 32 is rotatably mounted on a
part of the carburetor body across the passage 24 in a manner to
control the flow of the air-fuel mixture into the intake manifold
28. Fuel would be inducted in the usual manner from a nozzle (not
shown) projecting into or adjacent the venturi 30 in a known
manner.
The throttle 32, shown in its engine idle speed position
essentially closing the induction passage 24, is rotatable to a
nearly vertical position essentially unblocking the passage 24. A
spark port 35 is provided at a point just above the idle position
of the throttle valve 32, to be transversed by the throttle valve
32 during its opening or part throttle movement. This will change
the vacuum level in the spark port 35 as a function of the rotative
position of the throttle valve 32, with the spark port 35
reflecting essentially atmospheric pressure in the air inlet 26
upon closure of the throttle valve 32.
The source of vacuum can be from the carburetor through a spark
port (as shown) or alternatively, there could be a carburetor
connection below the throttle valve or a connection directly from
the intake manifold to communicating line 20.
When communicating line 20 is connected directly from distributor
serve means 21 to intake manifold 28, the vacuum pressure in the
intake manifold willl be transmitted to the servo at a slow rate
when increasing and at a fast rate when decreasing. The result is a
delay in the application of higher vacuum to the servo means to
advance the spark timing, with no delay in the reduction of vacuum
in the servo to retard the timing when the vacuum decreases in the
intake manifold.
The distributor 18 includes a breaker plate 36 that is pivotally
mounted at 36 on a stationary portion of the distributor 18, and
movable with respect to cam 40. The cam 40 has eight peaks 42
corresponding to the number of cylinders in engine 10, each peak 42
cooperating with the follower 44 of a breaker points set 46 to make
and break the spark connection in a known manner, each one eighth
(in this case) rotation of cam 40. Pivotal movement of breaker
plate 36 is counterclockwise spark retard setting direction, or in
a clockwise spark advance setting direction, is provided by an
actuator 48 operatively connected to diaphragm 54 in the housing 23
of vacuum servo housing 21.
The vacuum servo 21 may be of conventional construction
incorporating hollow housing 23, whose interior is divided into an
atmospheric pressure chamber 50 and a vacuum chamber 52 by an
annular flexible diaphragm 54. The diaphragm 54 is fixedly secured
to the actuator 48 and is biased to the right as viewed in FIG. 2
to a retard direction by a compression spring 55. Chamber 50 has an
atmospheric or ambient pressure vent (not shown) while the chamber
52 is connected by a bore 56 to the line 20.
During engine-off and other operating conditions to be described,
atmospheric pressure exists on both sides of the diaphragm 54,
permitting the spring 55 to force the actuator 48 to the lowest
advance or a retard setting position. Application of vacuum to
chamber 52 moves the diaphragm 54 and the actuator 48 toward the
left as viewed in FIG. 2 to an engine spark timing advance
position, by degree responsive to the change in vacuum level.
Disposed within the line 20 is the vacuum delay valve 22 of the
present invention. The vacuum delay valve 22 comprises a housing
formed of two parts or cup-shaped portions 59 and 60 that are
preferably molded from plastic and bonded to one another. Extending
through the housing body part 59 is a passage 62 having a valve
seat 64 defined adjacent an end thereof. Disposed in the chamber 66
within the housing formed by the body part 59 and cover part 60 is
a resilient or elastic valve disc 68 that is adapted to seat
against the valve seat 64. The elastic valve disc 68 is biased
toward the closed seating position against valve seat 64 by spring
means 70, which as shown may be fabricated from polyurethane foam.
In this case, the spring means 70 would also function as a filter.
Disposed in the passage 62 between the spark port and the elastic
disc 68 is a filter 72, made from a suitable medium that will
filter out particles that might otherwise impede operation of the
vacuum delay valve.
Provided in the elastic valve disc 68 are orifice means of
predetermined fixed area. Whereas it has been suggested in the
prior art that an orifice means of a fixed small flow capacity
could not feasibly be made under production conditions, applicant
has discovered that utilization of a resilient valve disc having
fixed area opening means formed therein can be made under
production conditions in an economical fashion. Because of the
elasticity or resiliency of the disc it will properly seat against
the valve seat 64 and the flexibility thereof in use will help to
free or unclog particles that might otherwise tend to accumulate in
the fixed orifice mean therein.
In operation of the system, in engine-off, as well as engine idle
speed and deceleration conditions, the engine spark port 35 will be
at atmospheric pressure, as will both the chambers 50 and 52 of the
vacuum servo 21. Therefore, the distributor breaker plate 36 will
be placed in its lowest engine spark timing advance or retard
position by the servo spring 55 acting through actuator 48.
During part throttle engine operations, during normal depression of
the vehicle accelerator pedal (not shown), rotation of throttle
valve 32 will communicate the vacuum in engine intake manifold 28
to the spark port 35 so that the passage 62 will be at a pressure
level lower than that on the opposite side of the elastic disc 68.
As the elastic valve disc 68 is seated, equalization of the
pressures between the opposite sides of the valve disc will be
obtained only through the fixed orifice means 69 in the valve disc
68. Thus, only a slow build up in vacuum will be transmitted to the
vacuum servo chamber 52, resulting in only a slow change in the
vacuum advance setting of the distributor breaker plate 36. This is
a slower response than the conventional engine spark timing control
system and the results in a lower advance setting than conventional
for the same vacuum level in spark port 35, thereby producing lower
peak combustion temperatures and pressures. The delayed ignition
also causes the mixture to continue burning into the exhaust system
and thereby provides more complete combustion. The end result is a
lower output of undesirable engine exhaust elements.
If the engine throttle valve is suddenly moved toward wide open
throttle position or rapid acceleration condition of operation, the
sudden decay in vacuum in the engine intake manifold 28 is
communicated immediately through the spark port 35 to the passage
62 to the left of the elastic valve disc 68. The vacuum level in
the line 20 to the right of the elastic valve disc 68 is at a
vacuum level previously attained at the spark port 35 and
therefore, is at a lower absolute pressure than that in the passage
62. This immediately unseats the elastic valve disc 68 (FIG. 3) and
allows a quick equalization of the pressures on opposite sides of
the disc valve. Accordingly, the immediate change in vacuum level
in spark port 35 is promptly communicated to the servo chamber 52
and the braker plate 35 is immediately pivoted to a lower advance
setting more appropriate to an accelerating condition of
operation.
As soon as equalization occurs, the slow increase in vacuum in the
spark port 35 permits the higher pressure in the chamber to the
right of the elastic valve disc 68 to seat the elastic valve disc
68 and provide continued advance at a delayed rate because of the
restricted flow through the orifice means 69. For each vacuum level
of an engine, there is a corresponding desirable engine spark
timing setting that is best for the particular engine to provide
optimum performance.
If the vehicle throttle valve 32 now is permitted to return toward
or to its idle speed position, from the rapid acceleration position
previously attained, the vehicle then begins driving the engine and
the spark port vacuum immediately decays to a lower value than
normal (a higher absolute pressure than previously and higher than
in the servo chamber 52). This immediately opens the check valve 68
and permits a quick equalization of the vacuum servo chamber 52
pressure to that of the spark port pressure level to reduce the
advance setting of the distributor to a lower engine operating
setting. Once the pressure levels are equalized, the check valve 68
will again be seated.
There has been provided by the present invention an engine spark
timing control arrangement incorporating a vacuum delay valve that
quickly and automatically provides the desired spark timing setting
for engine performance and yet reduced the output of undesirable
exhaust pollutants by delaying normal advance timing during gradual
part throttle engine accelerating conditions of operation.
In FIG. 4 there is shown a plan view of an elastic valve disc 68
incorporating a single fixed area opening 69. The opening 69 is
formed with precision and in one embodiment of the invention the
opening is on the order of 0.0025 inch in diameter. The opening 69
is preferably formed by tensioning or compressing the material of
disc 68 to reduce the effective thickness at the center thereof,
forming the hole (or holes) using an oversized punch, drill or
laser beam of predetermined size, and then releasing the tension or
compression to permit the disc material to return to its unstressed
state to provide a hole (or holes) of the desired area for the
particular engine requirements with which the vacuum delay valve is
used. Tensioning can be accomplished by clamping the edges
peripherally and drawing the edges outwardly. The disc material can
be compressed in dies and then punched, drilled, or lasered through
a suitable opening in a die. By use of oversized means for forming
the opening of predetermined size, greater precision is possible.
This method results in an elastic disc with a precision formed
small area opening that is able to be produced consistently in
production in an economical fashion.
With reference to FIG. 5 there is illustrated a modification of the
present invention, which functions in all respects like the
embodiment of FIGS. 2 and 3, but wherein the spring means 70 is in
the form of a conventional coil spring 170 rather than the
polyurethane spring of the embodiment of FIGS. 2 and 3.
Preferably the vacuum delay valve 22 of the present invention is
fabricated from inexpensive components, such as plastic, so that
after a predetermined operational use, the vacuum delay valve can
be discarded and a new valve substituted therefor.
One or more openings 69 may be provided in elastic disc 68. Further
a different sized fixed orifice (or orifices) 69 may be provided in
the elastic disc 68 to accomodate the requirements of different
engines. The method of manufacture described herein produces a
superior elastic disc product that can be made with consistancy and
uniformity in production.
While I have shown presently preferred embodiments of the present
invention, it will be obvious that other embodiments may be made
within the scope of the appended claims.
* * * * *