US1492649A

US1492649A - Accelerator

Info

Publication number: US1492649A
Application number: US397925A
Authority: US
Inventors: Oldham William Henry
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-07-21
Filing date: 1920-07-21
Publication date: 1924-05-06
Anticipated expiration: 1941-05-06

Description

May 6', 1924.

' 1,492,649 w. H. OLDHA-M ACCELERATOR" Filed July 21. 1920 2 Sheets-Sheet 1 W. H. OLDHAM ACCELERATOR Filed July 21. 1920 2 Sheets-Sheet Patented May 5, 1924.

T T E S WILLIAM HENRY OLDHAM, F ELKTON, KENTUCKY.

ACCELERATOR.

Application filed July 21,

To all whom it may concern:

Be it known that I, lVILLIAM H. OLDHAM, a citizen of the United States, residingat Elkton, in the county of Todd and State of Kentucky, have invented a new and useful Accelerator, of which the following is a specification.

It is the object of this invention to provide an improved means foroperating the throttle of an internal combustion engine in combination with pedal means for controlling an auxiliaryair supply, the device being so constructed that the throttle may be operated by hand without bringing the auxiliary air supply and the foot accelerator into operation, the air supply and the fuel valve of the carbureter being operated together, only when pedal pressure occurs.

Another object of the invention is to provide a device of the kind mentioned which can be mounted on an engine without working extensive changes therein.

A further object of the invention is to provide novel means for operating and controlling th air and fuel spraying device for engines, shown in my Patent No. 1,220,674, granted on March 27, 1917.

It is within the province of the disclosure to improve generally and to enhance the utility of that type to which the invention appertains.

With the above and other objects in View, which will appear as'the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that, within the scope of what is claimed, changes in the precise embodiment of the invention shown can be made without departing from the spirit of the invention.

In the accompanying drawings Figure 1 shows in side elevation, diagrammatically, an engine of the sort used on a Ford car, th structure forming the subject matter of this application being applied thereto; Figure 2 is a plan showing the means whereby the throttle is connected to the fuel valve; Figure 3 is a cross section on the line 3-3 of Figure 2; Figure 1 is a plan showing the bracket; and Figure 5 is a fragmental elevation showing a modified form of the invention.

The numeral 1 denotes an engine of the kind used on a Ford automobile, the intake manifold appearing at 2 and the carburetor 1920. Serial No. 397,925.

being denoted by the numeral 3. The numeral-4 marks a head which controls the fuel valve. A rod 5 extends transversely of the engine and is connected at one end to the throttle (not shown), the other end of the rod being supplied with a finger 6 engaged in the head a. The numeral 22 designates an auxiliary air inlet mounted on the intake manifold 2, the air inlet being of any desired sort. The air inlet may embody the construction shown in my Patent No. 1,220,674, granted on the 27th day of March, 1917 and comprising a shaft 23 provided with a transverse arm 24. The numeral 8' designates certain bolts found on an engine of the sort above to.

In carrying out the invention there is provided a bracket including a body 7 and a flange 9 disposed at right angles to the body. The body 7 of the bracket is secured to the engine 1 by the bolts 8. The numeral 10 designates a bell crank lever fulcrumed at 11 on the flange 9 of the bracket to swing'horizontally. A retractile spring 12 extends be tween the lower portion of the bracket and the head 4, the spring 12 serving to keep the fuel valve closed. The bell crank lever 10 has an opening 15 in which is mounted one end of a spring 40, the other end of the spring 10 being connected to the body portion 7 of the bracket. The spring 10 tends to swing the lever 10 until the angle 16 of the lever abuts against the body 7 of the bracket, as shown in Figure 41-, the parts being in the positions mentioned, when the fuel valve is closed. The numeral 17 designates a push rod provided at its upper end with a foot plate 18, so that pedal pressure may be applied to the rod. The lower end of the push rod 17 is supplied with a finger 19 mounted in an opening 20 in one end of the belt crank lever 10 and held therein by a cotter pin 21.

A flexible element extends between an opening 26 in thelever 10 and the arm 24: of the auxiliary air inlet 22. A flexible element 27 extends between an opening 28 in the bell crank lever 10 and the head 4 which controls the fuel valve.

The numeral 29 has been used to mark a plate extended longitudinally of the rod 5, the plate having an elongated slot 30 wherein is received slidably, a lateral finger 31 formed on the rod 5, at the end of the rod which is opposite to the end which carries the finger 6. The plate 29 is supplied with a lateral wing 32 having an opening 33 in which the rod slides. The plate 29 is equipped with a. U-shaped ear 3%, a pin 35 being mounted in the ear and in the main portion of the plate, the pin having a hole 36 adapted to receive a cotter pin 37 to hold the pin 35 in place. The throttle connection (not shown) is mounted on the pin 35.

In practical operation, the throttle lever may be handled in the usual way, motion being transmitted to the pin 37, and, by way of plate 29 to the rod 5 and consequently to the head e and to the fuel valve. The operator may impart a thrust to the rod 17, the hell crank lever tilting on its fulcrum 11,

whereupon the springs 4L0 and 12 will be put under tension, the chain or flexible element 27 operating the head 4 and the fuel valve, the chain or flexible element operating the auxiliary air inlet 22-, by way of the arm 24 and the shaft 23. The construction is such that when the fuel valve is manipulated by the rod 17 to let in a larger quantity of mixture, and to accelerate the feed oi the engine, the air inlet 22 is manipulated, at the same time. However, owing to the fact that the plate 29 afi'ords a lost motion connection between the throttle mechanism on'the rod 5, the throttle mechanism adjacent to the steering wheel is not moved,

every time that the accelerator rod is put in to motion.

In Figure 5 of the drawing, parts hereinbefore referred to have been designated by numerals previously used, with the sufiix a. In this form of the invention, the auxiliary air inlet 22 and the flexible element 25 are omitted,

Having thus described the invention, what is claimed is The combination with the intake manifold of an internal combustion engine, a fuel valve of a carburetor, and an air inlet for the manifold, of a bracket and means for securing the same to an engine; a lever fulcrumed on the bracket; flexible connection between the lever and the air inlet, and between the lever and the fuel valve, a spring connecting the fuel valve with the bracket, a spring connecting the lever with the bracket; and a pedal pushrod connected operatively with the lever.

In testimony that I claim the foregoing as my own, I have hereto aliixed my signature in the presence of two witnesses.

' lVILLIAhl HENRY ()LDHAM. lVitnesses:

It. C. GORDON,

H. I. OLDHAM.