US2692980A - Engine condition signal arrangement for automotive vehicles - Google Patents

Description

O ct. 26, 1954 E. c. PLATT ENGINE CONDITION SIGNAL ARRANGEMENT FOR AUTOMOTIVE VEHICLES 2 Sheets-SheetI l Filed March 29, 1952 es/t' Oct. 26, 1954 E, c, PLATT 2,692,98()

ENGINE CONDITION SIGNAL ARRANGEMENT FOR AUTOMOTIVE VEHICLES Filed March 29, 1952 2 Sheets-Sheet 2 Patented Oct. 26, 1954 UNITED STATES i-ATENT OFFICE ENGINE CONDITION SIGNAL ARRANGE- MENT FOR AUTOMOTIVE VEHICLES Claims. l

This invention relates to automotive vehicle engines and, in particular, to automobile carburetor controls for such engines.

One object of this invention is to provide an automatic carburetor control for automotive vehicle engines operated at varying speeds, whereby the operator is enabled to operate his foot throttle pedal in the normal Way but is warned by encountering an increased resistance to depressing the pedal when he attempts to depress it at a rate which causes the engine to operate in a manner which is wasteful of fuel.

Another object is to provide an automatic caru buretor control of the foregoing character wherein the Warning resistance encountered in operating the engine outside of its economical range is interposed in response to a drop in the intake manifold vacuum below a predetermined manifold vacuum at low operating speeds, and Wherein the Warning resistance is interposed at high speeds in response to an increase in the Water pressure from the Water pump.

Another object is to provide an automatic carburetor control of the foregoing character Wherein the aforesaid Warning resistance is interposed according to the composite and resultant effect of the simultaneously operating influences of intake manifold pressure and cooling water pressure, as set forth in the object immediately preceding, so that the resulting effect is a straight line function of the manifold vacuum and speed in miles per hour, even though the individual effects of manifold vacuum and cooling Water pressure are not straight line functions, the variation in one effect compensating for the variation in the other effect to produce straight line action.

Another object is to provide an automatic carburetor control which will enable the operator to maintain a relatively high manifold vacuum indicative of economical engine performance merely by paying attention to the pressure which he feels upon his foot as he depresses the accelerator or throttle pedal, hence does not need to take his eyes off the road in order to Watch a dial or gauge for this purpose.

Another object is to provide an automatic carburetor control of the foregoing character which is especially Well adapted for use with engine carburetors equipped with so-called enrichment jets which supply additional fuel to the engine at high speeds for increased performance or for use with multiple barrel carburetor-s for the same purpose, both being exceedingly wasteful of fuel when operated improperly, the operator being instantly warned by increased pressure upon his foot in depressing the accelerator pedal too rapidly for economical operation of the engine.

Another object is to provide an automatic carburetor control of the foregoing character which is also useful in the same manner to Warn the operator of an automotive vehicle equipped with an automatic transmission when he operates the vehicle uneconomically for obtaining a quick get away by a too rapid depressing of the accelerator or carburetor throttle pedal, the operator being similarly warned by increased resistance to fur ther depressing the throttle pedal when he at tempts to depress it too rapidly for economical operation.

Another object is to provide an automatic car buretor -control of the foregoing character which warns the operator when he is operating the vehicle in an uneconomical manner, as stated above, but which enables him to override the Warning device in the event that he desires exceptional performance regardless of Wastefulness in fuel consumption.

Another object is to provide an automatic carburetor control of the foregoing character which not only interposes a Warning resistance to the too rapid depressing of the throttle pedal to maintain a constant speed on an approximately level road, but also interposes a Warning during accelerating speed conditions where excessive fuel consumption occurs because of enrichment jets or additional carburetor barrels or venturis coniing into operation to employ excessive fuel.

Another object is to provide an automatic carburetor control of the foregoing character Wherein a visible signal is operated When the operator attempts to operate the vehicle in a manner which is wasteful of fuel.

Another object is to provide an automatic carburetor control for automotive engines operated at variable speeds wherein the control mechanism actua-tes the carburetor throttle Valve or butterfly valve directly and independently of the operator to counteract or at least partially correct the uneconomioal operation thereof by the operator and smooth out irregularities of accelerator pedal motion.

Another object is to provide regulated acceler ator pedal control on level road driving to discourage the operator from excessive up-and-dovvn motion of the accelerator pedal which in the con- Ventional carburetor operates a carburetor accelerator pump to inject a charge of gasoline into the intake manifold every time the operator depresses the pedaly Other objects and advantages of the invention will become apparent during the course of the following description of the accompanying drawings, wherein:

Figure l is a diagrammatic side elevation, partly in central longitudinal section, of an automatic carburetor control device according 'to one form of the invention;

Figure 2 is a fragmentary horizontal section taken along the line 2-2 in Figure l;

Figure 3 is a side elevation, partly in section, of a modified automatic carburetor control device;

Figure 4 is an approximately vertical section taken along the line 4 4 in Figure 3;

Figure 5 is a central vertical section through a link expanding arrangement used in connection with the device in Figure 3;

Figure 6 is an enlarged fragmentary vertical section taken along the line 6 6 in Figure 4; and

Figure '7 is a side elevation, partly in section, of a further modiedautomatic carburetor control device.

General arrangement Modern engines used in modern automotive vehicles operated at varying speeds can be, and frequently are, extremely wasteful of fuel when they are operated in a manner which causes the manifold vacuum to drop below an eicient operating pressure. This is particularly true of engines having carburetors equipped with devices for obtaining exceptional performance in getaway or speed, suchas, for example, engines equipped with so-called enrichment jets which come into operation above a certain speed, such as 50 miles an hour, in order to provide increased fuel for high speed operation. This is also true of engines equipped with so-called multi-barrel carburetors wherein additional ventiuis come into operation above a certain operating speed or under conditions where abnormal getaway is demanded by the operator. This is likewise true in the case of Vehicles equipped with automatic transmissions, particularly those employing fluid couplings or uid torque converters which can also be operated in a wasteful manner resulting in excessive consumptionV of fuel.

Ordinarily, an engine operates economically when the manifold vacuum lies between 14 and 18.5 inches of mercury. When, however, the manifold-vacuum drops below this range, the fuel consumption increases rapidly, and when the vacuum drops below 7 inches of mercury, the fuel consumption increases enormously, resulting in great waste. Such waste occurs, for example, when the operator, upon the change of lights at a traic signal, attempts an excessively quick getaway by forcing the throtle pedal rapidly to the floor. The opening of the butterfly or throttle valve in a carburetor exerts a very critical effect upon the consumption of fuel, and a difference in a few degrees in the throttle valve opening can sometimes mean a considerable difference infuel consumption. This excessive waste of fuel, moreover, does not always occur at high, speeds, for there is a similar wasteful range of` speeds below approximately 15 miles an hour, wherein an operator can also operate his automobile uneconomically even though he thinks he is operating it economically by running at a low speed.

The present invention provides a device which warns the operator when he is operating the vehicle wastefullv. by. interpcsing an increased. resistance to depressing the acceleratorof throttle pedal when the operator attempts to depress that pedal more rapidly than is conducive to economical operation of the engine. The invention operates generally in the manner set forth in the previously-stated objects of the invention and produces the results therein described. In particular, the invention provides what is in effect an expansible link connected to the linkage interconnecting the throttle pedal andthe carburetor throttle valve or butterfly valve, the expansion and contraction of this link being operated at low speeds in response to the rise or fall of the vacuum in the intake manifold, at high speeds in response to the increase in pressure of the cooling water coming from the water pump, and at intermediate speeds by a composite of the manifold vacuum and water pump pressure. These pressures operate diaphragm motors to swinga stepped or notched cam whi-ch determines the extent to which an expansible link can be expanded and consequently the extent` to which the throttle pedal can be operated before the pressure point or increased resistancey is applied and felt by the operators foot. A variable stop arrangement also cooperates with the expansible link and cam mechanism to warn the driver when he is exceeding the economical operating range in accelerating the vehicle in order to change its speed. Modications of the invention providey different mechanism for interposing the warning pressure and for operating the carburetor throttle or butterfly valve automatically in response to changes in the manifold vacuum and water pump pressure.

Expansible Zink mechanism with throttle control cam Referring to the drawings in detail, Figure l shows an automatic throttle control device, generally designated i, as applied to the control of a carburetor, generally designated Il attached to an automotive vehicle engine, generally designated I2, and shown only diagrammatically and in part. The engineA I2 is equipped with a conventional water pump I 3 having a shaft i4 driven from a rotating part of the engine in the usual way. The carburetor II, on the other hand, is` bolted or otherwise attached as at I5 to an intake manifold I6 in which, as is Well known, a partial vacuum occurs in varying amounts at varying speed and load conditions. The carburetor II and engine I2 are shown in a purely diagrammatic way and it will beunderstood that the invention is adaptable to substantially any form of internal combustion engine employing a carburetor and installed in an automotive vehicle. The carburetor I I is provided with a passageway H leading to the intake manifold passageway I8.

Extending across the carburetor passageway I'IV is ay shaft i9 carrying the usual throttle valve or butterfly valve 20. lThe intake manifold passageway or: chamber i8 leads to the intake valves of the various cylinders (not shown) as is well known tc those skilled in the automotive engine and vehicle art. In order to rock the throttle valve shaft I9 to and fro and consequently vary' the amount by which the throttle or butteriiy valve 20 closes the carburetor passageway I'I, a linkage and lever system, generally designated 2i, is provided. This varies in different installations in different vehicles, the arrangement shown being purely diagrammatic in order to show the operation of the'invention in a concise space. As shown, the system 2I includes an accelerator; pedal. or throttle` pedal. 22. pivotally mounted as at 23 upon a bracket 24 attached to the floor board 25, which continues upward in the usual bulkhead 25 between the engine compartment 2l and the operators compartment 2B. Pivctally connected as at 29 to the upper part of the throttle pedal 22 is a link 5I) which passes through a hole 5| in the floor board 25 and is pivotally connected as at 32 to the lower end of a lever 33. The lever 53 is pivotally mounted on a iulcrum 34 supported by a bracket or supporting plate 35 which is bolted as at 35 to the intake manifold I5 and is provided with elongated slots 3l for adjustment purposes, as explained below in connection with the operation of the invention.

Pivotally connected as at 38 to the upper end of the lever 33 is a link 39, the forward end or which is pivotally connected as at 4I) to the upper arm 4I of a T-lever 42 which is pivotally mounted as at 43 on a bracket 44 which is bolted or otherwise secured to the intake manifold I6. lever 42 has three arms, the second arm 45 being pivotally connected as at 45 to a link 4'I which in turn is pivotally connected as at 48 to a crank arm 49 mounted on the throttle valve shaft I9. As a consequence, when the accelerator or throttle pedal 22 is depressed to increase the speed of the engine by opening the throttle or butterfly valve 2i) within the carburetor passageway II, the link 36 swings the lever 33 in a counterclockwise direction around its fulcrum 34, pulling the link 35 in the direction indicated by the arrow adjacent thereto and consequently rocking the T-lever 42 around its fulcrum 45. This causes the arm 45 of the ''lever 42 to push upward on the link 4l and crank arm 49, rotating the throttle valve shaft I9 in a clockwise direction to increase the width of the opening between the throttle valve 25 and the walls of the carburetor passageway I?, and consequently increasing the speed of operation of the engine I 2.

The third arm of the T-lever 42 (Figure l) is connected by a ball and socket joint 5|, 52 to one end of a plunger 53 of a diaphragm motor, generally designated 54. The opposite end of the plunger 53 is connected as at 55 to the center of a exlble diaphragm 55 mounted in a casing 51 which is closed on one side by a cover 53 having an air opening or vent 59. The motor casing 5'I has an air-tight connection at its rim with the rim of the cover 58 so that the casing 5'I and diaphragm 55 enclose an air-tight vacuum chamber 65.

Leading from a port or opening 6| in the casing 5l is a branch pipe 62 connected to the main vacuum pipe 63, partly rigid and partly nexible, which in turn as one end leads to a connection 54 with the intake manifold chamber I8. A second branch pipe 55 leads from the pipe 53 to a port 55 in the casing 5l of a second diaphragm motor, generally designated 58, mounted on a bracket 53a connected to the diaphragm motor 54. The diaphragm motor 58 has a diaphragm 69 therein secured at its rim to the rim of the casing 6l in an air-tight manner to form an airtight chamber l@ therein. The diaphragm 55 is protected by a cover 'II having a vent 'i2 therein and also having a hole 'I3 in the center thereof for the passage of a stop plunger '|4, the outer end l5 of which is adapted to move into engagement with the outer end l5 of the plunger 53. The inner end of the plunger' i4 is connected as at 'II to the central portion of the diaphragm 69, and engages one end of a compression spring 8|), the opposite end of which is seated against the inner wall of the casing 51'.

The T- f Consequently,

6. when the vacuum in the diaphragm motor chamber 'I0 drops, the diaphragm 59 and plunger i4 move to the left under the inlluence of the expanding compression spring 80.

From its connection at 64 to the manifold chamber I8, the main vacuum pipe 53 runs to a coupling 8| which is seated in a port 82 in the casing 83 of a diaphragm motor, generally designated 84. The motor 54 is provided with a diaphragm 85 which with the casing 53 encloses a diaphragm motor chamber 85. The casing 55 and diaphragm 85 are sealed at their margins in an air-tight joint with a cover 5l secured as at 88 to a bracket or supporting plate 8E) which is pivoted as at 53 to the bracket plate 55. The cover 8T is provided with an air vent 5 I.

Mounted within the casing 83 is a compression spring 92 which engages one end 93' of a connecting rod 94 and normally urges it upward. The end 93 of the connecting rod 54 is attached to the center of the diaphragm 55 in the same manner as the plungers 53 and "I4 are connected to their respective diaphragms, and extends outward and upward through a hole 95 in the cover 31 and across the pivoted supporting plate 55, entering hole 95 in the cover SVI of a diaphragm motor, generally designated 98 and has its upper end 99 connected to the central portion of the diaphragm |55 within the casing 55| of the diaphragm motor 95. The cover 5l is provided with an air vent |52 and contains a compression spring |53 which urges the connecting rod 54 and diaphragm Ill!) upward. The cover Si of the diaphragm motor 53de mounted as at |55v on the pivoted supporting plate The diaphragm |55 and casing Il at their margins are connected to one another in an air tight joint and enclose a motor chamber |55. lThe casing IiIl is provided with a port |55 to which is connected a water pipe IlI leading to ie outlet or pressure port |55 or the cooling water pump I5, whereby cooling water under pressure varying with the speed of the motor I2 is supplied to the chamber |55 to act against the diaphragm |55 of the diaphragm motor 58.

The midporton of the connecting rod 94 is provided with an enlargement It containing an an nular groove I i I, the opposite sides of which are engaged by inwardly-projecting pins |52 (Figure 2) seated in the holes I I3 in the twin cam members ||4 of a rocking throttle control cam, generally designated Ii5. The cam members H4 are interconnected by a hub I I5 which is bored at i il to receive a pivot screw IIB. The latter is threaded into a hole I I9 in the pivoted supporting plate 89. The cam members I i4 are provided with arcuate cam arms |20 having roughened concave arcuate portions or contact edges I2I. The supporting plate S3 is enlarged at its free end |22 and is there provided with a bore |23 which slidably receives an inner tubular member |24.

The tubular member |24 is provided with a bore |25 which is closed at one end by a plug |25 (Figure 2) xedly secured therein. Extending laterally from the tubular member |24 at its rearward end is a pin I2'I positioned to frictionally engage the roughened arcuate portions I2! of the cam arm |20 when the accelerator pedal 22 is depressed but normally disengaged therefrom. The pin |21 extends'outward in opposite directions from the tubular member |24 (Figure 2) and, if desired, also extends through the plug |25. in order to retract the carburetor throttle linkage I 2|, a tension spring |21 vextends from the lowerv 7i end of the lever 33- to a bracket |28 beneath the iloor board 25.

The opposite ends ofa tension spring |3|f are attached to holes |30 and |32 inthe plugA |26 and ear |33 respectively, the latter being connected to the end wall of the diaphragm motor casing 51. The tension spring it-|- is less powerful than the compression spring4 80,. so that the latter may override the former. Also attached to,

the casing and extending rearwardly therefrom is an outer tubular member |34 which telescopes with the tubular member |24, having al bore |35 which slidably receives the tubular member |24.

Projecting fromthe inner tubular member. |24 intermediate its ends is an annular enlargement |36 which is adapted to engage the operating plunger |31 of aconventional single pole doublethrow switch |38 mountedon a bracket. |39 attached to the outer tubular-member |34. Electric current is supplied to thesingle pole double-throw switch |38 through the lug |40 from which awire |4I runs to one pole of an energizing switch |42,.

from the other pole of which a Wire|43 runs to a point of connection |44 to asource of electric current such as the storage battery of the vehicle. The switch |42 is mounted on the dash |45 of the .vehicle and is provided with an operating lever |45.

The single pole double-throw switch |38 is provided with two alternately energized poles or lugs |41 and |48 from which wires |49 and |50 respectively run to one pole each of a pair of warning signal devices |5| and |52 from the opposite poles-of which a wire |53fruns to a point of connection |54 of electric current of opposite polarity to the point of connection |44 and connected to the same source of electricity such as the storage battery of the vehicle. The signal devices |5| and |52, like the energization switch |42, are mounted on the dash |45 of the vehicle and are distinguishable from one another in some suitable manner, as for example, by providing the signal device |5| with a red bulb and/ or lens, and the signal device |52 with a green bulb or lens.

Operation The op-eration of the automatic carburetor control device |0 of Figure 1 depends upon the principle that at ordinary speeds the fuel economy kof i' speed of the vehicle, heA admits anv excessA of-air'v through the carburetor passageway il, reducingv the vacuum in the intake manifold passageway I8. This results in a waste of fuel vwhich the engine is incapable of eiiiciently utilizingatA thatn particular moment. As a consequence, the oper'- ation of the automatic carburetor control 'device l0 of the invention at ordinary speeds, for example, up to approximately'45 to 50 miles per hour, is made to depend upon'and-beactuated' in response to the'variation intheintakemani'- `fold vacuum'and'also in aspeed sensitivefactor such as cooling liauid pressure.

As the speed of the vehicle increases, the manifold vacuum gradually drops while the pressureof the cooling water from the-cooling pump grad-VU Accordingly, at speeds of approxi-'- uall-y f rises; mately 30 to 40 miles per hour, the coolingwater pressure has'increased to the point'where it graduallytakes overcontrolof the-'device- Figure- 1f shows the positionsJ ofthe-parts while the-vehiclezis travelingl approximately 60 miles per hour,

withy the water' pressure holding the diaphragm |90 ofthe diaphragm motor 98 against the spring |03: and. with' the throttlevalve or butterfly valve 2|liwell open, At the same time, the cooling water pressurev has moved the diaphragm and plunger. 94:0fthe diaphragm motor 84, swinging the carni |15. in a clockwise direction so that the pin` |21. lies opposite the portions of the contact edges |2.|A toward the ends of the cam arms |29. Since the pin |27' is out. of contact with the cam arms 2B except when accelerating, the cam'arms I20rmovei freely to and fro in response to changes in the intake manifold-vacuum or coolingwater pressure 0fboth.

Let is be assumed that the engine has just been started, creating a highvacuum in the intake manifold i5', whereas the cooling water pressure is verylow. Accordingly, the device. i@

at low speeds and atv idling speedv is controlled substantially entirely by a high vacuum in the intake manifold passageway i3. causes the diaphragme 55 and 59 of the diaphragm motors 54 andv 6G andftheir. plungers 53 and 74. tobe retracted into the positions shown in 'Figure 1.

To increase the speed of the engine and vehicle, the'operator depresses the accelerator'v pedal 22 in the usual way, rocking the levers 33 and 42 in acounterclockwise direction,` thereby moving `the crank arml 45 and throttle valve shaft i9 inra clockwise direction,l and opening the throttle valveV 25. So long as the operator opens the throttle valve 2li. no faster than the engine is able to utilizethe fuel supplied to it and thereby to.

maintaina sui'ciently high vacuum in the intakemanifold I1 assageway B, the diaphragme 55, 53 and Bremainiin their advanced positions of Figure 1, and the telescoping tubular members |24 and |34 remain held together by the tension spring i3d and move as a unit inresponse to the counterclockwise rocking of the arm 5@ of the.

'lleverv 42. Since the switch E35 movesl bodily with the outer tubular member. itlby reason ofV its bracketv |39 :beingmounted thereon, its-operating. plunger |5`l remains in contact with the.

enlargement |36 on the innery tubular member' 24',.maintaining the-circuit closed betweenthe switch connections `|443 and |48 and consequently lighting the green signal lamp |52. Consequently, if the operator is depressing the accelerator pedal 22. at an. eihcient .rate so aste maintain a high manifold vacuum, he is notified of the eilicient and economical operation of his engine by the burning of the greensignal lamp |52 and by his feeling only the. normal resistance of the accelerator pedal 22.

if, however, the operator is-impatient and depresses the accelerator pedal too rapidly, so that the throttle valvev 264 opens faster than the engine is able .to absorb the'air coming through' the passageway il' `and the intake manifold vacuum consequentlyv drops; theV lowering of the vacuum in the chambers til, 76. and 86 of the diaphragm motors4 54, .Stranded causes the diaphragme 55,

engagement' with one'l another, and with their casingslfand 6'1" rigidly interconnected"by the" This vacuumv bracket 68a, they and the outer tubular member I 34 together with the switch bracket 439 and switch E33 move to the right as a unit as the operator further depresses the accelerator pedal 22. The inner tubular member lZil, however, is prevented from moving by the engagement of the sharp-edged pin i2? with the notches 12E of the cam arms E26, hence remains stationary momentarily. The cuter tubular member i3d moves relatively to the inner tubular member 221i together with the diaphragm motors 5d and tit and their interconnecting bracket Eta as the T-lever i2 rocks counterclockwise on its pivot d3, stretching the tension spring |31. The stretching of this tension spring Lil, which is already in a state of pre-tension, sets up an additional force which is felt by the operator in his foot as he pushes the pedal 22 downward. At the same time, the switch i3d and its plunger it? move to the right away from the enlargement 35, whereupon the plunger itl is free to inove downward, breaking the circuit between the switch connections litt and M8 and closing the circuit between the connections lil@ and itil. This action de-energizes the green signal light 52, causing it to go out, and energizes the red signal light itil, causing it to go on. The operator is thus warned both by the increased pressure encountered by his foot and by the burning or the red signal light i5! that he is attempting to open the throttle valve 2t more rapidly than the engine can utilize fuel.

If the operator wishes to continue to operate his engine economically, he relaxes his pressure on the foot pedal 22, permitting the throttle valve El) to close slightly, causing the vacuum to rise in the passageway it ci the intake manifold l5. This re-actuates the diaphragm motors 5ft, 68 and Bil, causing the plungers 53 and lt to return to the positions shown in Figure l, whereupon the outer tubular member i3d and switch B33 slide toward the left along the inner tubular member i251, re-engaging the switch plunger itl with the enlargement E3B. This breaks the circuit between the switch connections iti and lilo and closes the circuit between the switch connections iil and lilik, de-energizing the red signal light li and re-energizing the green signal light 52. During the foregoing action, the bracket till supporting the moving parts of the device lil pivots on the pivot pin llt mounted on the bracket 35, as the lever arm 5t swings to and iro.

lf, however, the operator disregards the above warnings, he can override the increased pressure due to the tension spring itil and obtain increased periormance even if that performance is wasteful of fuel. This is particularly true in the case of vehicles equipped with automatic tran,"- missions, where excessively quick getaway at a traffic signal is usually accomplished at the eX- pense of economy of operation. The cam H5 is swung to and fro by the diaphragm motor Sli in response to the change in the vacuum conditions in the intake manifold, so that the pin l2? engages the notches lil at different locations along the arcuate arms H20, and hence positions the inner tubular member 22d at correspondingly diiferent locations.

When the vehicle speed rises above approximately 30 to 40 miles an hour, the manifold vacuum normally drops, even with eiiicient operation of the engine, Meanwhile7 however, the pressure of the cooling water delivered through the pipe ll from the water pump i3 has been steadily rising and exerting its force against the diaphragm it@ of the diaphragm motor $38. At

low speeds, this force is too weak to greatly affect the operation of the vacuum diaphragm motor Svi, but at the above higher speeds it takes over the operation of the cam H5 from the vacuum diaphragm motor 84. Accordingly, at these high vehicle speeds, the water pressure diaphragm motor t3 shifts the rod Sil to and fro and consequently swings the control cam H5 to and fro around its pivot pin H8 to engage the cam .notches l2! with the sharp-edged p-in 27 on the end of the inner tubular member IM, in the same manner as is accomplished by the Vacuum diaphragm motor 84 at lower operating speeds.

The diaphragm motors 54 and 84 operate to control the carburetor l l under road load or level driving conditions at speeds which do not vary greatly during normal running operation. The stop 11i and the vacuum diaphragm motor 6B which operates it, however, come into play to eX- ert their maximum effect during accelerating conditions, such as starting the vehicle in motion or in passing other vehicles on the road. It is especially operative under vacuum manifold pressures of approximately 7 inches of mercury or less where the waste of fuel is highest under accelerating conditions.

The eiiect oi the Water pressure upon the diaphragm motor 98, of course, does not occur suddenly but builds up gradually as the speed of the vehicle increases and the vacuum in the intake manifold it gradually diminishes. The resultant action and reciprocation of the rod 901 and consequently the swinging of the notched control cam H5 is a composite or the combined action of the vacuum diaphragm motor M and the water pressure diaphragm motor 9S, the cooperative action oi these motors resulting in an approximately straight line action over the entire speed range of the vehicle.

The operation of the carburetor control device lil is particularly beneficial not only in connection with theuse of vehicles equipped with automatic transmissions, as mentioned above, but also with those having carburetors equipped with .so-called enrichment jets or with multiple barrel carburetors, as previously mentioned. rhe device ID warns the driver when he is operating the vehicle wastefully, yet permits him to override the warning, if he so desires, in order to obtain excessive performance from a powerful engine.

Modified automatic carburetor control device The modified automatic carburetor control device, generally designated itil, shown in Figures 3 to 6 inclusive, is-similar in principle to the carburetor control device Ill shown in Figures 1 and 2 but diiers in construction and also lacks the automatic stop arrangement G8 shown at the right-hand end of Figure 1. The modified carburetor control device il is shown with substantially the same construction for the engine i2, carburetor Il, water pump i3, intake manifold it, and foot pedal 22, and designated with the same reference numerals. The dash M5 is also equipped with the same switches and signal devices connected in the same manner and designated with the same reference numerals and having the saine circuit leading to the single pole double-throw switch, also designated with the same reference numerals.

The crank arm t9 of the carburetor throttle valve shaft le, however, is connected'to the foot pedal 22 by a somewhat different linkage, generally designated 15E. This consists of a lower rod H52 pivoted at its lower end H53 to the foot il throttle pedal arm |80 and connected at its upper end |55 (Figure 5) to the center of the diaphragm |85 of a diaphragm motor, generally designated |81. The latter vhas a casing |08, the rim of which cooperates with a washer or gasket |89 to form an air-tight connection and to enclose and air-tight chamber |10. A port |1| is formed in the wall of the casingr |68 and receives the pipe coupling |12 from which a pipe |13, preferably flexible, runs to a coupling |14 leading through the wall of the intake manifold l into the intake manifold passageway I8. A compression spring |15 is mounted within the casing |88 and normally urges the diaphragm |85 and casing |68 outwardly in opposite directions, and consequently moves upward an upper rod |16 pivoted at |11 at its upper end to the carburetor crank arm t9.

The foot pedal arm |54 is urged toward the engine I2 by a vtension spring |80 connected thereto at one end and to an anchorage or I-bolt |8| on the engine I2 at its other end. Pivotally connected as at |82 to the foot pedal arm |84 is a rod |85 which passes through a suitably apertured guide bracket |88 on the engine |2 past the switch |98 and through a hole or notch |85 (Figures 4 and 6) in the lower end portion |85 of the lower arm |81 of a T-lever |88, Also mounted on the arm |81 and swinging with it is the bracket |39 carrying the single pole double-throw switch |38 previously mentioned in connection with Figure l. 'I'he notched end |85 of the lower arm |81 is provided with arcuate cam surfaces or edges |89 engaged by a washer |90 mounted on the rod |83 and held in position by a pin |9|. The pin |9| projects only slightly beyondthe opposite sides of the rod |83 so as tov hold the washer |90 in place, and is shorter than the width of the notch |85 so as not to collide therewith. lThe pin |9| is selectively insertable in any one of a series of holes |92 in the rod |83 (Figure 6) so as to provide different adjustments. Thev washer |90 is engaged by the operating plunger |31 of the single pole double throw switch |38 so as to operate the latter in response to the swinging of the arm |81 of the T-lever |88, as explained in connection with the operation. A compression spring |93 disposed on the rod |88 between the washer |90 and a stop collar |94 urges the washer |90 against the pin |9|. The collar |95 is threaded upon the threaded outer end portion .|95 of the rod |83 and is held in place by a set screw |96 for retaining it in its adjusted position so as to enable adjustment of the force of the spring |93.

In addition to the arm |81, the T-lever |88 has a cross arm 200 pivoted as at at substantially its mid-portion to a downwardly-projecting arm of a T-shaped bracket 202 which is bolted or otherwise secured to the engine |2. Mounted on the T-shaped bracket 202 are the cup-shaped covers 208 and 204 of two diaphragm motors 205 and 200 having casings 201 and 208 and diaphragms 209 and 2| 0, respectively. As before, the casings and diaphragms are joined to one another at their rims in an air-tight connection. Secured to the centers of the diaphragms 209 and 2|0 respectively are plungers 2|| and 2|2 pivoted as at 2|8 and 2 |0 to the opposite ends of the cross arm 200 of the T-lever |88. The covers 203 and r204 and bracket 202 are bored with excessively large clearances around the plungers 2| and 2|2 in order to provide air vents. A compression spring 2| 5 is mounted on the plunger 2| so as to urge it downward away from the bracket 202 and consequently rock vthe T-lever |88 in a clockwise direction .around its pivot 25|. The diaphragm motors 205 and 206 are provided with operating chambers 2|6 and 2 |1 respectively having ports 2|8 and 2|!) connected b-y pipes 220 and 22| to the intake manifold passageway |8 and water pump outlet or discharge connection 222 respectively.

The automatic carburetor control operates under similar principles and in response to the same action of intake lmanifold vacuum and water pump pressure, as the automatic carburetor control |.0 described in ,connection with Figures l and 2, hence requires only a brief 'description. The diaphragm motors 205 and 200 of Figure 3 correspond to the .diaphragm motors 84 and 98 of Figure l in that they are .operated by manifold vacuum through the pipe 220 and water pump pressure through the pipe 122| respectively. The plungers 2|| and 2|`2 of the two motors 295 and 205 lare interconnected by the rockingy T- lever |88 vto interpose the cam vportion |89 of the lever end into or out of the way of the springpressed washer |80. When the intake manifold vacuum is high, indicating economical and efli- `cient operation of the engine, the diaphragm 208 of the motor 205 is pulled upward,` rocking vthe lever |88 counterclockwise and puling the lever end |86 and switch |38 away from the washer |90, which is restrained from moving further by the pin |9| on the rod |83 (Figure 6). The operator can therefore manipulate the accelerator pedal 22 without encountering any abnormal resistance, and the green signal lamp |52 remains burning.

If, however, the operator desires excessive performance, even at the expense of fuel economy and in so doing depresses the accelerator pedal 22 too rapidly for efficient operation of the engine, the manifold vacuum drops in the manner previously described, relaxing the upward pull on the diaphragm 209 of the motor 205 and permitting the spring 2|5 to rock the lever |88 in a clockwise direction, pushing the cam |88 on the lever end |81 toward and into engagement with the spring-pressed washer |90, as shown in Figure 8, actuating the switch |38. If the operator continues to depress the accelerator pedal 22, his foot experiences not only the normal resistance of the springy |80 but also the additional resistance of the pre-compresed spring |93, as the washer slides to the left along the rod |88 toward the collar |98. This action also extinguishes the green signal light 52 and illuminates the red signal light |5| to warn the operator visually of uneconoznical operation.

The carburetor control system shown in Figure 3 contains an additional vacuum diaphragm motor |81 interposed between the carburetorv throttle rods |62 and |15 so as to cause the assembly |6| thereof to act as an expansible and compressible link. When the manifold vacuum is high under eii'icient operating conditions, the link 0| is in its shortened condition because the rod |62 is pulled toward the rod |18 (Figure 5) by the vacuum in the chamber |10 of the motor |61 acting upon the diaphragm |86. When, however, the operator depresses the foot pedal 22 too rapidly for economical operation, the vacuum in the chamber |10 drops, causing the spring |15 to push the rod |82 away from the rod |16, and consequently lengthening the -composite rod assembly |8I. Since the operator has presumably not moved his foot on the accelerator pedal 22 at that particular moment, the rod |62 momentarily remains stationary, hence the rod H6 moves upward slightly, swinging the arm 4S and throttle valve shaft I9 clockwise and slightly closing the throttle valve 29 to achieve more economy.

Further modified carburetor control device The further modified carburetor control device, generally designated 23% shown in Figure 7, is for the most part similar in construction to the modification shown in Figures 3 to 6 inclusive, and similar parts are similarly designated. The modification 23!! differs principally from the modication itil in that the bracket 222 with the diaphragm motors 295 and Zi and their connected parts, including the T-lever 18s and switch 438 are mounted in an inverted position upon the intake manifold I6. The connections of these parts are, however, substantially the same and hence require no repetition of description.

In the modification 232, however, the rod 183 instead of being connected to the accelerator pedal or foot throttle 22 is pivoted as at 23E to the solid end portion 232 of a tubular member 233 having a bore 231i in its interior at the opposite end from the solid end portion 232. The carburetor throttle crank arm 49 is pivoted as at 235 to the solid end portion 232 so that it is rocked directly in response to the motion of the rod E 83, consequently swinging the throttle valve or buttery valve 29 of the carburetor I6. Reciprocably mounted within the bore 234 of the tubular member 233 is the head 235 of a rod 231, the tubular member 233 and the rod 237 being resiliently interconnected by a tension spring 23S attached at l one end to an anchorage pin 239 extending across the bore 234 of the tubular member 233 and attached at its opposite end to a lug 248 on the head 233. rI'he head 236 and tubular member 233 are further interconnected by a pin 24! on the head 235 slidably engaging an elongated slot 262 in the tubular member 233.

The operation of the automatic carburetor control device 239 of Figure 7 is generally similar to that of Figure 3 and operates upon similar principles. The stop end 86 is of the rocking lever 18S moves into and out of engagement with the spring-pressed washer 195i in response to the change in manifold vacuum as in Figure 3, consequently operating the switch or removing it from operation, as described in connection with Figure 3. In Figure '7, however, the device 2t!) operates the throttle directly through its connection at the pivot 235 of the throttle crank arm 9. The foot throttle rod 231, being connected resiliently through the pin and slot connection and spring 258, actuates the tubular member 233 and crank arm 439 directly during economical operation only when the stop portion E89 of the rocking lever it is withdrawn from contact with the spring-pressed washer |92 so that the pull of the spring 238 is sufficient for this purpose.

Under wasteful operation for excessive performance, the stop portion 189 is interposed in the path of the spring-pressed washer i90 so that the operator must pull the throttle rod 231 against the tension of the spring 238 until the pin 213| engages the right-hand end of the slot 242 and must then overcome the additional thrust of the pre-compresed spring |93 before he can rock the crank arm d and shaft I9 of the throttle valve 2li to obtain increased performance. The switch 133 in Figure "I operates in the same manner as the switch 138 in Figure 3, and requires no additional description.

In the foregoing specification, the term "auto-'- motive vehicle will be understood to mean a self-propelled land vehicle which is operable at variable speeds, such as automobiles, including passenger cars and trucks, tractors for farm, industrial and engineering uses, and military vehicles such as tanks, armored cars, earth-moving equipment and self-propelled guns. The manner of mounting the carburetor control devices shown in Figures 1, 3 and 7 is shown merely for illustrative purposes and not by way of limitation, as it will be obvious that these devices may be mounted upon different parts of the engine than the parts shown, and by the use of differently constructed brackets or supporting structure. It will also be understood that the contour of the arcuate portions |2| of the cam arms |20 in Figure 1 will vary somewhat when applied to different engines due to varying characteristics of manifold vacuum and Water pump efciency in different engines. It will be further understood that the plunger 'I4 of the vacuum-operated motor 68 of Figure 1 serves to interpose further resistance to the operation of the accelerator pedal when the vacuum in the intake manifold drops below a predetermined value where it indicates excessively wasteful operation, for example, below a vacuum corresponding to seven inches of mercury. This occurs, for example, when the accelerator pedal is depressed so suddenly that the intake manifold vacuum is broken by the sudden influx of air, at which time the depresing of the accelerator pedal also operates a carburetor accelerator pump which injects a charge of gasoline into the throttle valve passageway of the carburetor, giving improved performance but wasting gasoline.

What I claim is:

1. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element and consequently respectively increasing and decreasing the force required to be exerted by the onerator to move said manual controller manually, a pressure-responsive motor operatively connected to said other element to move the same, and a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein.

2. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller and having a pump-fed liquid cooling system, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element and consequently respectively increasing and decreasing the force required to be exerted by the operator to move said manual controller manually, a pressure-responsive motor operatively connected to said other element to move the same, and a conduit connecting said motor to said cooling system for operating said motor in response to the variation in liquid pressure therein.

3. A warning signal arrangement for indicating l the operating condition of Aan automotive vehicle internal vcombustion engine having an intake manifold with a 'carburetor regulated by a manual controller and having a pump-fed liquid cooling system, said arrangement comprising a resilient Warning signal element, an abutment element, one cf said elements being operatively connected to 'said controller and movable therewith, vand the other element being movable into and out of en'- gagement with said one element, a pair of pressure-responsive motors operatively connected to said other element, `a conduit connecting 'one of said motors to said intake :manifold for operating one motor in response to the variation in vacuum in said intake manifold, 'and a second conduit connecting the other motor to saidcooling system for operating said other motor in Iresponse to the variation Iin liquid pressure in said cooling system.

4. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller and having a pump-fed liquid cooling system said arrangement comprising a pair of circuit-closing elements, an electric circuit connected to said elements and including an electrically-actuated signal device, one of said elements being operatively connected to said controller and movable therewith, 'and the other element being movable into and out of circuitclos'ing engagement with said one element, a pair of pressure-responsive motors operatively connected to said other element, a conduit connecting one of said motors to said intake manifold for operating said one motor in response to the variation in manifold vacuum in said intake manifold, and a second lconduit connecting the other motor to said cooling system for operating said other motor in response to the variation in liquid pressure in said cooling system to close said circuit and energize said signal device.

5. A Warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient Warning signal element, an abutment element, one of said elements being operatively connected to said controlled and movable there- With, and the other element being movable into and out of engagement With said one element and consequently respectively increasing and decreasing the force required to be exerted by the operator to move said manual controller manually, a lpressure-responsive motor operatively connected to said other element to move the same, and a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold Vacuum therein, said other element including a cam member operatively connected to said motor and movable thereby into and out of engagement with said one element.

6. A Warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient Warning signal element, an abutment element, one of said elements being opera-tively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element and consequently respectively increasing and decreasing the force required to be exerted b'y the i6 operator to move said manual -controller mar-1- ually, a pressure-responsive motor operatively connected to said other element to move the same, and a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein, said other 'element including a pivotallymounted cam member operatively connected to said motor and swingable thereby into and out of engagement with said one element.

'7. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold With a carburetor regulated by a manual controller, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement With said one lelement and consequently respectively increasing and decreasing the force required to be exerted by the operator to move said manual controller manually, a pressure-responsive motor operatively connected to said other element to 'move the same, and a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein, said resilient element including an expansible member having a pair of relativelymovable parts and a resilient member interconnecting said parts.

8. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller and having a pump-fed liquid cooling system, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one velement and consequently respectively increasing and decreasing the force required to be exerted by the operator to move said manual controller manually, a pressure-responsive motor operatively connected to said other element to move the same, and a conduit connecting said motor to said cooling system for operating said motor in response to the variation in liquid pressure therein, said resilient element including an expansible member having a pair of relatively-movable parts and a resilient member interconnecting said parts.

9. A Warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient Warning signal element, an abutment element, one of said elements being operatively connected to said controller and moveable therewith, and the other element being movable into and out of engagement With said one element, a pressure-responsive motor operatively connected to said other element, a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein, and a vacuum-operated auxiliary motor communicating with said intake manifold and having a stop plunger movable into the path of travel of said controller-connected element in response to a decline in intake manifold vacuum below a predetermined vacuum.

10. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element, a pressure-responsive motor operatively connected to said other element, a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein, said resilient element including an expansible member having a pair of relativelymovable parts and a resilient member interconnecting said parts, and a vacuum-operated auxiliary motor communicating with said intake manifold and having a stop plunger movable into the path of travel of one of said parts in response to a decline in intake manifold vacuum below a predetermined vacuum.

11. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connested to said controller and movable therewith, and the other element being movable into and out of engagement with said one element, a pressure-responsive motor operatively connected to said other element, a conduit connecting said motor to said intake manifold for operating said motor in response to the variation in manifold i vacuum therein, said resilient element including an expansible member having a pair of relativelymovable parts and a resilient member interconnecting said parts, and a pair of vacuum-operated auxiliary motors communicating with said intake manifold, one of said auxiliary motors being connected between one of said parts and said controller and the other auxiliary motor having a stop plunger movable into the path of travel of said one auxiliary motor in response to a decline in intake manifold vacuum below a predetermined vacuum.

l2. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller and having a pump-fed liquid cooling system, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element, a pair of pressure-responsive motors operatively connected to said other element, a conduit connesting one of said motors to said intake manifold for operating one motor in response to the variation in vacuum in said intake manifold, a second conduit connecting the other motor to said cooling system for operating said other motor in response to the variation in liquid pressure in said cooling system, each of said motors having a movable plunger, and a movable member connecting said plungers to each other and to one of said elements.

13. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion yengine having an intake manifold with a carburetor regulated by a manual controller and having a pump-fed liquid cooling system, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element, a pair of pressure-responsive motors operatively connected to said other element, a conduit connecting one of said motors to said intake mam'- fold for operating one motor in response to the variation in vacuum in said intake manifold, a second conduit connecting the other motor to said cooling system for operating said other motor in response to the variation in liquid pressure in said cooling system, each of said motors having a movable plunger, and a pivotally-mounted rocking lever connecting said plungers to each other and to one of said elements.

14. A warning signal arrangement for indicating the operating condition of an automotive vehicle internal combustion engine having an intake manifold with a carburetor regulated by a manual controller, said arrangement comprising a resilient warning signal element, an abutment element, one of said elements being operatively connected to said controller and movable therewith, and the other element being movable into and out of engagement with said one element and consequently respectively increasing and decreasing the force required to be exerted by the operator tomove said manual controller manually, a pressure-responsive motor operatively connected to said other element to move the same, a conduit connectingl said motor to said intake manifold for operating said motor in response to the variation in manifold vacuum therein, said controller including a pair of elongated members slidably engaging one another, and a resilient element interconnecting said elongated members.

15. An automatic carburetor control arrangement for an automotive vehicle internal combustion engine having an intake manifold with a carburetor having a throttle valve regulated by a manual controller, said control arrangement comprising a driver-operated control member, a first reciprocable motion-transmitting element opera-tively connected to said throttle valve, a second reciprocable motion-transmitting element operatively connected to said control member, and a vacuum-operated reciprocating motor interconnecting said motion-transmitting elements said motor operatively communicating with said intake manifold and constituting a vacuum-operated collapsible link reciprocating to shorten and lengthen the connection between said motion-transmitting elements in response to variation of intake manifold vacuum, said motor being responsive to a decline in intake manifold vacuum to move said elements relatively to one another to shift said valve toward its closed position.

References cited in the fue of this patent UNITED STATES PATENTS Number Name Date 2,059,410 Straub et al. Nov. 3, 1936 2,131,950 High Oct. 4, 1938 2,156,116 HOWard Apr. 25, 1939 2,224,600 Howard Dec. 10, 1940 2,253,425 Garland Aug. 19, 1941 2,260,576 Mayback Oct. 28, 1941 2,450,199 Leibing Sept. 28, 1948 2,582,483 Hallerberg Jan. 15, 1952

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