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Патент USA US2115878

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May 3, 1938.
' 2,115,878
Filed April 24,‘ 1933
2 Sheets-Sheet 1
11 IO
HUGH Room/w,
' May 3, 1938.
Filed April 24, 1933
2_- Sheets-Sheet 2
BY 7021?}
Patented May 3,‘ 1938
Hugh Rodman, Chicago, Ill.
Application April 24, 1933, Serial No. 667,758
?claims. (0]. 192-—..01)
is directly associated with the drive shaft the
engine speed is regulated with relation to the
My'present invention, in its broad aspect, has
to do with the provision of means for automati
cally controlling the operation of the-carburetor
of a motor vehicle, and the consequent nature of
5 the resulting combustible charge delivered to the
cylinders. More particularly it is my purpose to
car speed. I Therefore on a car equipped with free
wheeling; if the car is coasting down a hill and is
going at a greater speed than the predetermined 5
set speed, the throttle valve will be closed and the
provide an actuating piston and cylinder or bel
lows assembly-in conjunction with an accelerator
of an automobile (or other) motor which is inter-'
1o polated in a'vacuum line associated with the in
take manifold of the motor, and with certain con
motor idling. As the car loses speed on the level
it will come back to the set speed and the auto
trol devices in conjunction with the speedometer
manual dial on the instrument board-which is
and brake or clutch, thereby to automatically con
calibratedin miles per, hour and geared to the
trol the formation of the combustible charge
15 through the carburetor to conform with the speed
of the motor and the circumstances of its opera
In attaining the various ends and objects-of my
invention, I provide in conjunction with the ac
20 celerator and carburetor throttle rod a piston and
' cylinder assembly. Associated with the cylinder
, is a vacuum line tapped into the intake manifold
so that under ordinary circumstances the suction
in the intake manifold will operate through the
25 vacuum line and cylinder to actuate the piston,
which' in turn operates the accelerator and
throttle actuating rod'of the carburetor. How
matic control will then be effective to open the
valve enough to hold the car'at its set speed. The 10
setting is accomplished ‘by the aforementioned
vacuum tube holder in the control to adjust the
same after the manner which will be hereinafter 15 ,
described in greater detail. a
My invention also contemplates the provision
of a unique control mechanism for use in con
junction with they speedometer; this includes _
means whereby the admission ofv air to the vac- '20
uum line is not only regulated by'the car speed,
but also manually by settingjat predetermined '. effective speeds.
My device is effective and simple in construc
tion and may be used either with or without free 25‘ _
wheeling, and with any conventional form of
speedometer or carburetor; and it is effective in
_ ever; I have provided means whereby the suction attaining better regulation of the combustiblev
developed in the vacuum line is automatically
30 controlled thereby to make the operation of the
accelerator and carburetor dependent upon cer
tain conditions of operation of the motor vehicle.
charge toythe end that motor operation is im
proved and a saving eifected in the .gasolene con- 30
sumption. Other and equally important advan
tages will be apparent as the description proceeds,
These means include an automatic control device but interpretation _ of the invention should _be
associated with the speedometer or actuating > made in the light of the claims.
35 mechanism similar to a speedometer whereby
In the drawings wherein is illustrated the pre- 35
more or lessair is'admitted to the‘ vacuum 'line 3 ferred form of my invention;'-Figure 1 is a diagrammatic or schematic view
‘dependent upon the speed of vthe vehicle, and in
cluded in said control device associated with the
of my control device and system applied to the
speedometer is a manualcontrol dial arranged on
conventional parts of a motor vehicle; , -
_‘ ,
‘40 the instrument board for setting the automatic , Figure 2 is a simpli?ed form thereof;
control to be effective at certain predetermined . Figure 3 is‘a front elevation of my control de
speeds. I also provide 'an electrically operated vice associated. with the speedometer;
device in conjunctionvv with the clutch or brake
pedal for controlling admission of air to the vac
' Figure 4 is a fragmentary perspective view of
the gear mechanism for manually setting _-the'
45 uum line, and there is a manually adjustable con-' - position of the vacuum line;
Figure 5 is a top plan view of ‘my control device
trol valve at the intake manifold to regulate the
effectiveness of the same on the vacuum line. It associated with a speedometer;
Figure 6 is a detail view of the vane used to con
is pointed out, of course, that the pressure or_
effective .force of the vacuum line is dependent trol intake of air to the vacuum line;
5o on-the extent of. vacuum created, which in 'turn
is dependent upon the ainount‘of outside air ad
mitted thereto to counteract the suction action of
the intake manifold.
' The control device can be mounted on any ‘type
I 55 of speedometer or tachonietenand since,‘ either
Flgure? shows transverse views (A andB)‘ of‘ 50
the types of ori?ces preferred for admission of air
to the vacuum‘ line; and
Figure 8 is a view of the cam wire used to: actu
ate the air control vane in conformity with the
speedometer reading.
accelerator must be pressed to feed gas to the
carburetor. If, however, it is not necessary to
Figure 9 is a diagrammatic view of the valve
control mechanism associated with the brake and
clutch pedals.
press the clutch as-in some improved forms of
Figure 9A is a sectional view through the ?tting
vehicle control or where neither the brake nor
clutch pedals are depressed, the branch ‘I3 is
closed, and my invention becomes effective.
Accordingly it may be said that branch I3 is effec
and valve on the intake manifold.
In the drawings, like characters of reference
. refer to like or similar parts throughout the sev
tive to neutralize the action of my vacuum con
eral views.
trol of the carburetor when the brake and clutch
Referring now particularly to‘ Figure 1; the
10 numeral l designates the intake manifold of a
are in operation—in which case the car is under 10
standard control through the accelerator foot
conventional motor power plant, and 2 the car
buretor. The accelerator pedal is designated 3;
the brake pedal 4 or the clutch pedal and the
conventional speedometer by 5, while the car
.15 buretor or throttle control rod is shown at 6.
A simpli?ed control of branch I3 is shown 1
Figure 2 in which a ‘foot button 22 having a
spring 22a to hold it in normal position is utilized 15
All of these parts are conventional and form no
to actuate valve 22b in casing 22c to close branch Y
part of my present invention.
In carrying my invention into effect, I provide
Assuming now that neither the brake is actu
ated nor clutch disengaged, that is the car is
simply running along in the usual manner in
a main vacuum line (or pipe) designated 1 which
20 communicates with the intake manifold I through
a ?tting 3 having a suitable form of manual transit. In this case control of the vacuum isv
regulating valve 9. One end of the vacuum line through branch l2 in the manner 'which will now
communicates with a cylinder ll having a piston be described.
Branch‘l2 extends in proximity with the speed
ll working therein, and the other end has
25 branches l2 and I3; respectively leading to the ometer 5 where it terminatesin an L-shaped
speedometer 5 and to valve control mechanism tube connection 23 mounted on the plate 24 ex
l4 associated with the brake or clutch pedal 4. tending from the speedometer housing. The
Branches l2 and I3 are respectively intakes for plate 24 has a pair of brackets 25 each carrying
air, and their effective regulation controls the an adjustable bearing element 26. Between the
bearing elements 28 is mounted a shaft 21 carry~ 30
30 in?uence of the intake, manifold upon the vac
uum line and the piston H- in cylinder II. That ingan annular plate or disc 28 and a gear 23;
is, the maximum effectiveness of the suction the vacuum tube connection 23 is mounted onv
action of the intake manifold on the vacuum line both the disc 23 and gear 29, and the gear 23 is
is when both branches l2 and I3 are closed, in engaged by a'pinion 30 on a shaft 3| leading to a
35 which event the entire suction action is directed ‘ calibrated dial 32_ on the instrument board. 35
to the‘cylinder Ill/and piston II with the result
These parts are shown in detail in Figures 3, 4,
that the piston will be drawn forward and the
accelerator pedal down. As the quantity of air
admitted either to branches l2 and I3 increases,
40 the e?ective action of the intake manifold suction
is reduced in the vacuum line and cylinder‘ I0
until the minimum‘ effectiveness of the in?uence
of the suction in the intake manifold is reached
when either (or both) branches l2 and I3 are
45 fully open, at which point the accelerator pedal is
at its normal inoperative position and the motor
and 5. The dial is calibrated in miles per hour,
and by turning the dial the position of the vac
uum tube connection 23 can be adjusted on a
radius having'the shaft 21 as a center. The plate 40
24 also has another set of brackets 33 carry
ing adjustable bearing elements 34 in which is
mounted a, shaft 35.
The axis of rotation of the
shaft 35 is the same as the axis of rotation of .
the shaft 21. On the shaft 35 is mounted a vane 45
36 and a hair spring 31. The vane 36 swings in
' the same plane as the ori?ce 23a at the end of
In order to attain effective and largely auto
matic control of the carburetor I provide means‘
50 in conjunction with the brake or clutch pedal
which includes a valve. l5 normally latched in a
closed position so that branch I3 is normally held
closed when the brake or clutch is in inoperative
the vacuum tube connection 23.
This ori?ce may
be slightly ?attened or otherwise as shown in
views A and B of Figure 7.
The vane has a 50
pin or stop 38 on its surface facing the ori?ce
and this surface is preferably ground to form a
closure over the ori?ce, either partial or com
55 lid and is T-shaped, with one arm'engaged by
plete depending on the position of the vane with
respect to the ori?ce in the vacuum tube connec
spring I‘! to normally press on the valve stem II
to force the valve in closed position against the
tion.‘ The shank or standard 39 of the vane is
partially screwthreaded to carry a counterbal
position. The latch designated I6 is pivoted at
, action of spring IS; the other arm of the latch is
engaged by a solenoid 23 which in turn is ener
60 gized from a switch 2| arranged to be actuated.
- _
ancing weight 43, and on the lower end ‘thereof
is a. pin 4|. The pin ‘4| rides inside of a wire
cam 42' which is mounted on the post 43 of the 60
speedometer to -move when the reading on the
after the manner shown in Figure 9, by the actu
ation of either the brake pedal 4 or the clutch. speedometer dial changes. The cam is formed of
pedal so that when pressure is applied to either, wire and is of the type giving a regularly increased
angular velocity—for instance an Archimedes
the switch 2l- having battery connections 2la
will be closed to energize the solenoid, which in cam has " been found satisfactory. The hair 65
spring 31 serves to move the shaft 35 to so posi
turn will throw the latch and the valve will be
tion the vane that the pin 4| at all times engages
forced open by the spring IS.‘ The switch 2|,
as shown in Figure 9, is of a conventional form the inner face of the cam.- There is provided an
having a spring pressed button engaged by the adjusting arm 44 for the hair spring 31. By
brake pedal 4,‘ or the-clutch pedal as the case may this means when the readings on the speedometer
be, to be-operative through the instrumentality
_ )
‘of the brake or the clutch pedal.
when the brake and clutch pedals are depressed
the vacuum line effectiveness is neutralized, and
75 the car is‘under conventional control; 1. e. the -v
increase the cam is moved to throw the vane to '
gradually uncover the ori?ce inthe vacuum tube
connection. The setting of the control mecha
nism is effected by manually adjusting the posi
tion of the vacuum tube connection by means of 75
the dial 32 so that the automatic control through
the instrumentality of the vane may be set to
' be e?ective at a certain de?nite number of miles
per hour.
in the vacuum line, means connecting the valve
with the clutch to open the valve when the clutch
is actuated, and a control device in "the vacuum
line connected with the, speedometer whereby
The operation of my control is as follows;—
Assuming that a car is coasting down a hill, and
by reason of free-wheeling the vehicle has a
greater speed than the engine speed; the throttle
valve being shut off the engine will idle. As the
when the speedometer readings vary, more or '
less air will be admitted to the vacuum line. _
3. The combination in a'motor vehicle and
power plant assembly, a cylinder and piston unit
connected with the accelerator and carburetor,
10 vehicle loses speed on the level it will come back
a vacuum line communicating with the cylinder
to the set speed in which case the control will
and intake manifold to actuate the accelerator
and throttle of the carburetor upon increase of
come into action and open the throttle valve
enough to hold the car at set speed. The set
suction in the vacuum line, a valve in the vacu
ting is accomplished by means of the dial 32
which is set at the desired number of miles per
hour, and the stop 38 lies against the side of the
ori?ce when the speed is set and when the car
speed is lower than the engine speed. When the
car speed reaches the engine speed or set speed
um line, means for normally holding the valve
closed, means connected with the brake for open
ing the valve, and a control device in the vac
20 the cam engages the pin and the-vane is moved
~4.-The combination in a motor vehicle and
over the mouth of the ori?ce thereby letting in
power plant assembly, a cylinder and piston unit
connected with the accelerator, a vacuum line
communicating with the cylinder and intake
manifold to actuate the accelerator upon in;
air, thereby in turn permitting the throttle-to
close enough to bring the car to set speed.’ Ex
plaining. now the operation with respect to the
several parts. The dial 32 is turned to ?x the set
speed at so many miles per hour. This setting
of_ the dial 32 moves the vacuum tube connection
uum line having a valve device for admitting air
to the vacuum ‘line as the speedometer reading
crease of suction in the vacuum line, a valve in
the vacuum line, means connecting the valve
with the clutch to open the valve wher'rthe'clutch
23 through instrumentality'of pinion 30 and gear
is actuated, a control device in'the vacuum line
connected with the speedometer whereby when
29 and the movement of the vacuum tube con
30 nection in turn causes the wall of the ori?ce 23a. 4 the speedometer readings vary, more or less air 30
to engage the stop 38‘ on the vane 36 so that the will be admitted to the vacuum line, and means
vane and the orifice are aligned with each other for setting the control device so that it will be
and no air is admitted through the ori?ce into ine?‘ective except at certain predetermined
the vacuum tube connection. In this case the speeds of the speedometer. '
5. The combination with the. intake manifold,
pin M at the end of- the vane is slightly moved I
away from the cam 42. The cam will not engage carburetor and speedometer of a motor vehicle,
the pin again until the speedometer reading is a vacuum line communicating with the intake
equivalent to the miles-per-hour (set speed)' manifold and having a pressure responsive de
reading of the dial 32; when the speedometer
40 reading reaches or passes the dial reading the
vice interpolated therein and connected with the
carburetor to regulate the explosive charge, and 40
a control device in the vacuum line and connect
moved away from the ori?ce to let in air to the , ed with the speedometer; said control device
comprising’ an opening in the vacuum line, and
vacuum line.
a vane movable to open or close the openingta
From the foregoing it is believed that the op
eration' and construction of my invention will ‘be cam connected with the speedometer, and means 45
on the vane engaging the cam to adjust the vane
apparent, but since changes may be made in de
tails to conform to varying conditions of prac- _ andthe admission of air to the vacuum line in
pin 4! ,isre-engaged with the cam and the‘ vane
tice, without departing from my inventivev con
cept, emphasis is again laid upon the fact that
50 interpretation of the scope of my invention‘
should only be conclusive'when made in the light
of the subjoined claims.
I claim;—
l. The combination in a motor vehicle and
accordance with the reading on the speedometer.
6. The combination with the intake manifold,
carburetor and speedometer of a motor vehicle, 50
a, vacuum‘ line communicating with the intake
manifoldand having a pressure responsive de
vice interpolated therein and connected with the,
carburetor to regulate the explosive charge, and
55 power plant assembly, a cylinder and piston unit ‘ a control device in the vacuum line and connect 55
connected with the accelerator, a vacuum line‘ ed with the speedometer; said control device
communicating with the cylinder and with the ‘comprising an opening in the vacuum line,_and
intake manifold, and having branch connections ' a valve mechanism controlling admission of air
leading‘ to. the speedometer and to a relief valve, ‘to the opening, a cam associated with the speed- .
ometer, and means connected with the valve and
means in conjunction with the brake for con
trolling the relief valve to admit air' to the vac ' engaging the cam so that the valve will be actu
uum line when the brake is pressed, and means -
atedgin accordance with the movements of the
speedometer, and setting means including an ad
in conjunction with the speedometer for auto
matically admitting air to the vacuum line when justable mounting for the vacuum linevadjacent
' the opening therein, and manually operated to 65
65 certain predetermined speeds are reached.
2. The combination .in a motor vehicle and adjust the position of the vacuum-line with re
power plant assembly, a cylinder and piston unit spect to the valve device to cause the same to
connected with the accelerator, a vacuum line function'up'on predetermined speed readings on
communicating with the cylinder and intake
70 manifold to actuate the acceleratorupon in
crease of suction in the vacuum. line, a valve.
the speedometer.
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