US2071695A

US2071695A - Control mechanism for carburetors and the like

Info

Publication number: US2071695A
Application number: US49277A
Authority: US
Inventors: Robert B Hyde
Original assignee: Individual
Current assignee: Individual
Priority date: 1935-11-11
Filing date: 1935-11-11
Publication date: 1937-02-23
Anticipated expiration: 1954-02-23

Description

Feb. 23, 1937. R. B. HYDE 7 CONTROL MECHANISM FOR CARBURE-TORS AND THE LIKE Filed Nov. 11, 1935 2 Sheets-Sheet 1 Feb. 23, 1937. R. B. HYDE CONTROL MECHANISM FOR CARBURETORS AND THE LIKE Filed Nov. 11, 1955 2 Sheets-Sheet 2 Patented Feb. 23', 19a? rfren orr ce CONTROL MEOANISM FOR CARBURETORS THE LIKE Robert B. Hyde, Syracuse, N. if. Application November 11, 1935, Serial No. 49,277

19 Claims.

This invention appertains to speed control mechanism and the like, and more particularly, to a carburetor control mechanism especially applicable to motor vehicles.

According to conventional practice at the present time, most motor vehicles are equipped with two control instrumentalities by which the feed of fuel from the carburetor to the cylinders of the motor may be adjusted or regulated. One of these is known as the hand-throttle and comprises a pivoted lever on the steering column, or a push-pull knob or other device on the instrument panel or dashboard. The other of these control instrumentalities is known as the footthrottle or accelerator pedal, usually located on the floor adjacent to the brake and clutch pedals. Both of the control devices are connected with a throttle valve forming a part of the carburetor, the former usually by means of a relatively stiff wire or .cable, and the latter through a rod or link and associated levers, the details of which vary somewhat in vehicles of dilferent manufacturers.

For the most part, the controlled by the accelerator fuel feed is primarily pedal, and it is only occasionally that the hand-throttle is used, as for example, during starting of the motor, or when setting the vehicle in motion up a grade or an incline, following stopping of the vehicle at the foot of or part way up the incline. The usual throttle valve ,controls are therefore not very well adapted to aifordthe best comfort to the driver or operator of the vehicle, particularly on long trips, as in driving the vehicle, one foot must be kept in a more or less fixed position on the accelerator pedal, which, of course, is quite tiring at times. On the other hand, the hand-throttle may be relieve the driver and enable him' to remove his foot from the accelerator pedal so as to rest the foot and limb. Inasmuch as the throttle valvewill remain fixed for any given adjustment of the hand-throttle, it will be readily understood that repeated adjustments of the hand-throttle are required under these conditions, which, of

course, is very inconvenient with the conventional control mechanisms now employed, especially if the speed of the vehicle must be reduced suddenly or the vehicle brought to a sudden stop.

One of the primary objects of the present invention is to provide an improvedcarburetor control mechanism whereby the throttle valve of the carburetor may be manually set to any predetermined position, preferably by means of the conventional hand-throttle, and manually tripped usuallyfound on motor templated that my novel adjusted temporarily to tachment for the motor installed at any time, as desired.

to restore the control mechanism, for conventional operation, preferably incident to depression of theclutch and/or brake pedal. In other words, it has been my aim to aiford a means for conveniently adjusting the throttle valve of the carburetor so that the speed of the vehicle will be maintained more or less constant on a relatively level highway, with the further provision for quickly and conveniently restoring the control mechanism for conventional operation, as by means of a manually operable tripping mechanism, preferably controlled by the foot of the vehicle operator.

Another object of the invention is to provide a carburetor throttle valve control mechanism whereby the throttle valve may be manually adjusted to any desired set position, the mechanism including suitable provision for tripping the same at will to restore the throttle valve to its idling position without affecting the set position of the manually adjustable setting" means, and having further provision for returning the throttle valve to the original set position without necessitating any readjustment of the manual setting means.

It is a further object of the invention to provide a novel latch means or disconnectible coupling in the throttle control lever system, through means of which the aforementioned objects are attained.

Another object of the inventionis to provide a carburetor control mechanism capable of accomplishing the aforementioned ends, without requiring any material modification of the conventional control mechanisms of the various types vehicles of the .present day manufacture. In this connection, it is conmechanism may be installed at the factory during the manufacture of the vehicle, or may constitute an auxiliary atvehicle, adapted to be Other and further objects and advantages of the invention will be hereinafter described, and the novel features thereof ed claims.

In the drawings:

Figure 1 is a side elevation of. the master latch unit which forms one of the principal elements of the carburetor throttle valve control, together with the manually operable rocker shaft for tripping the latch unit to restore the throttle valve to its idling position. In this view, the latch unit is shown in a position conf rming to a no-load or motor idling condition;

Figure 2 is a view generally similar to Figure 1,

defined by the appendv i being slightly displaced about from their normally assembled positions to better illustrate the" with the trip or rocker shaft omitted, the latch unit being in a position conforming to an adjustment of the hand-throttle to a predetermined position to set the carburetor throttle valve for a given speed; say for example, forty-five miles an hour;

Figure 3 is a view generally similar to Figure 2, but showing the latch unit at'the instant of tripping, through actuation of the rocker shaft, and before the control mechanism has had the opportunity to automatically return to the idling or no-load position;

Figure 3-A'is a view of the latch unit with the parts in their positions at the completion of the tripping action initially shown in Figure 3.

Figure 4 is a view generally similar to Figure 2, and illustrating the relative positions of the elements of the latch unit under a condition where the foot throttle or accelerator pedal has been depressed to open the carburetor throttle valve beyond the pre-set position of Figure 2, thereby increasing the speed of thevehicle above the forty-five mile per hour set speed, or-affording more power for climbing a hill than is afforded by the pre-set position of the handthrottle and control mechanism;

Figure 5 illustrates a position of the latch unit and associated parts under a condition such as where the vehicle is to be started up a hill or an incline from a standstill, under which condition, the brake and clutch pedals are normally depressed, thereby enabling the'hand-throttle to be used in accelerating the motor to start the vehicle into motion, and until the operators foot is available for operation of the usual accelerator pedal;

Figure 6 is an end elevation of the master latch unit with its parts in the positions illustrated in Figure l, certain of the parts being broken away and shown in section, and the view illustrating the manner of mounting the latch unit in a convenient position for connection with the carburetor throttle valve;

Figure '7 is a view of the latch unit or assembly generally similar to Figure l, but illustrating a slightly different arrangement of the parts of the assembly, and particularly, an arrangement wherein the master latch element is positioned at the outside of the unit, that is, superimposed upon the other elements of the unit;

Figure 8 is a detail view in perspective of the elements forming the latch unit, these elements details ,of the several elements;

Figure 9 is a detail view in end elevation of one suitable form of manually operable tripping mechanism for controlling the rocking of the rocker shaft, which in turn, controls the tripping of the latch unit, the tripping mechanism being illustrated as applied to the usual brake and clutch pedals for actuation of the same by the latter; 1

Figure 10 is a front elevation of the tripping mechanism shown in Figure 9, as viewed from a point in front of the tripping mechanism and looking rearwardly towards the dash of the vehicle,'on which the tripping mechanism is preferably mounted; and

Figure 11 is a fragmentary detail view of certain of the control arms for the rocker shaft, these arms being arranged in pairs, whereby the rocker shaft may be actuated by either the brake or clutch pedal and without interfering with the normal operation of-these pedals.

' 8" for receiving a tripping the latch unit and Like reference characters designate corresponding parts in the several figures of the drawings.

Referring first to Figures 1 to 6, inclusive, and Figure 8, my improved control mechanism embodies a latch or disconnectible coupling unit which is composed of a bell-crank lever, generally designated I, one arm 2 of which is adapted to be connected to the usual throttle valve lever arm 3 of the carburetor 4 as by means of a link or rod 5, and the other arm 6 of which is adapted to be connected to the usual accelerator pedal (not shown) as by means of a link or rod 1. This bell-crank lever is identical with, or similar to, one of the conventional elements of the accelerator control mechanism found on a number of motor vehicles of recent design, and includes a laterally offset portion 8 having an opening 8" therein registering with an opening stud or pin 9 therethrough on which the lever is adapted to be pivotally supported for purposes hereinafter described. This pin or stud 9 may in any convenient location, as for example, on the intake manifold ill of the motor, the pin servingas a pivotal axis on which the lever l is adapted to rock.

Also pivotally or rockably 9 is a master latch member or plate H, having an elongated slot l2 therein through which the pin 9 extends. The plate II is provided with a laterally extending arm l3 which is adapted mounted on the pin to be operatively connected with the rod 1 of the accelerator control mechanism. For convenience, the arm l3 of the plate H, and the arm 6 of the bell-crank lever I may be provided with registering openings adjacent their outer extremities for receiving therethrough a laterally bent portion I4 on the end of the rod 1, thereby securing these arms to the rod, as will be clear from reference to the drawings. The main body portion I5 of the latch member II is substantially circular in form, and is provided adjacent its periphery, substantially opposite to the laterally extending arm l3, with an arcuate slot It. This slot l6 has the form of two branches l6 and IS", the former being radially offset respecting the latter so as to provide a shoulder l1 intermediate the opposite ends of slots l6" and I6". However, the slot It may be said to becontinuous from the and branch IE" to the end IQ of the branch i6.

Also pivotally mounted onthe pin or stud 9 and adjacent to the latch member H is a lever arm 20, to the outer extremity of which is suitturn be mounted atiii of ably connected the hand-throttle cable or wire 2|, as at 22. This lever arm 20 carries a pin 23 on a suitably formed extension pin 23 extending into the slot N5 of the latch member if] for purposes which will become more apparent as the description proceeds. This lever arm 20 is generally similar to that found on a number of vehicles of popular make, excepting that these conventional lever arms do not have any pin such as 23, nor is the extension or tongue 24 in the particular form required for the purposes of practicing my invention. However, only a very simple modification of the conventional lever arm is required to adapt the same to use in my improved control mechanism.

In the assembly of the bell-crank lever I, the latch member H and the lever arm 20, onto the pin 9, the member H may be and is preferably disposed intermediate'the members I and 20, as

24 thereof, the

' which is loosely In such an arrangement, the parts may be secured in their assembled position on the pin 9 simply by the use of a cotter pin and .without interfering with the operation of the difierent parts, and particularly, the operation of the member ll mounted on the pin by reason of the provision of the elongated slot 62 in this However, if desired, the assembly of the aforementioned parts, which 'for convenience I have designated the master latch unit, may be as particularly illustrated in Figure 7. In this modified arrangement, the member- H is outermost, and the bell-crank lever l and lever arm 20 are both behind the member ll with the lever arm 20 intermediate the member H and the bellcrank lever. Under these conditions, it will be obvious that the pin 23, carried by the lever 20, projects outwardly through the slot it, instead of inwardly as' in Figures 1 to 6. In each of the foregoing arrangements, the operation of the parts is the same.

The member l l is provided at one edge thereof with a laterally offstanding tongue or tab 26, the free extremity of which preferably overlies the outer end of the pin or stud 9' for reasons which will shortly become apparent. This tongue 'or tab 26 serves as an anchor for one end 2'? of a coil spring 28, which may be connected thereto, by hooking the end 21 through a suitable opening in the tab or tongue adapted to receive the same. The other end 29 of the spring 28 is anchored to the arm 2 of the bell-crank lever l,

as by hooking this end through an opening in the laterally bent extremity of the rod 5 which connects this arm 2 with the carburetor throttle valve arm 3.

pivot pin 9 so that the pin 9 abuts the end 3i of the slot l2. With the latch plate in this position, the slot I6 is so related to the pin 23 that the pin 23 can engage the shoulder I l, which may be recessed slightly if desired to form a seat for the pin and prevent the same from slipping off the shoulder. The position of the parts as just described is best illustrated in Figure 1, and this runs at idling speed. However, the throttle valve may be opened by the conventional method to speed up the motor or accelerate the vehicle. In other words, either or the foot-accelerator may be shown) pullsthe cable or wire 2i, connected at 22 to the end of the lever arm 20, and thus rocks' this lever arm in a counter-clockwise direction on the pin 9. Since the member H is normally held by the spring 28 in the position shown in Figure 1, with the end 3! of the slot with thepin 9, the shoulder H of the slot- I 6 is disposed in the path of movement of the pin 23, carried by the lever arm 20, thereby causing the member H to rotatably shift on the pin 9 in a .farther than its idle [2 in engagement counter-clockwise direction. This shifting of the member M in a counter-clockwise direction causes a corresponding shifting of the bell-crank lever l in a counter-clockwise direction on the pin 9 because these last mentioned elements have their respective arms Hand 6 fastened together, as at Hi. When the bell-crank lever l is rocked in a counter-clockwise direction as just described,

the rod 5 is shifted upwardly, being connected to the arm 2, and in turn, the motion of the rod 5 rocks the throttle valve arm 3 upwardly, thus opening the throttle valve.

If the foot-throttle or accelerator pedal is employed to open the carburetor throttle valve position shown in Figure 1, depression of the accelerator pedal actuates the rod 7 to advance the same and cause a counterclockwise shifting or rotation-of the bell-crank lever l, and hence an upward movement of rod 5, thereby opening the throttle valve to which the upper end of rod 5 is connected. During this actuation of the bell-crank lever l by the footthrottle or accelerator pedal, as just described, the member ll rocks counter-clockwise on the pivot 9 along with the bell-crank lever, but the lever arm 20 remains stationary, and hence the shoulder l'l moves away from. the pin 23. Such a condition can be best understood by reference to Figure 4, although in this figure the handthrottle has been adjusted so that the lever arm 20 and pin 23 occupy a position corresponding to aspeed in excess of idling speed.

It will be understood from the foregoing that the control mechanism, even though including the improved features of my invention, is capable of being operated in the usual manner of opera-- wire or cable 2i and rock the lever arm 20 in a counter-clockwise direction. In so doing, the operation of the parts and the result are substantially the same as previously described above in explaining the operation'of the latchunit when the hand-throttle is employed to 'open the carburetor throttle valve. The parts thus assume a position substantially as shown in Figure. 2,-

and so long as the hand throttle is allowed to remain in this set position, the throttle valve will remain set, and hence maintain the speed of the vehicle substantially uniform or constant,

assuming that the 'vehicle is traveling over a substantially level ground. On the other hand, if the vehicle tends to slow down, as it would do when an upgrade is encountered, the operator may return his foot to the accelerator pedal and depress the same further, and thus open the throttle valve further to afiord more power. In other words, the throttle valve may be opened beyond the position in which it was originally set by setting the hand-throttle as previously described. This condition is best illustrated in Figure 4. Of course; thethrottle valve may be opened wider by further actuation of the handthrottle, if desired, as will be obw'ous, and without requiring the operator to depress the accelerator pedal withhis foot. On the other hand, if the accelerator pedal has been depressed, so as to open the carburetor throttle valve wider than its initial setting by the hand-throttle con,- trol, as is the condition illustrated in Figure 4,

the mechanism will immediately return to the original set position, illustrated in Figure 2, as soon-as the operators' foot is removed from the accelerator pedal.

By reason of the particular construction and relation of the parts of my master'latch unit and associated controls, the carburetor throttle valve may be readily and quickly restored to idling position independently of and without necessitating restoration of the hand-throttle control to its idle position. producing this result, and the operation thereof, will now be particularly described.

Assuming that the control mechanism has been set for a predetermined speed, say forty-five miles an hour for example, by means of the handthrottle control, this being the condition illustrated in Figure 2, it will be understood that by shifting member II transversely on its pivotal axis 9, and against the action of the spring 26, the shoulder I1 will be withdrawn from engagement with the pin 23, as illustrated in Figure 3, permitting the member II and bell-crank lever I to rock in a clockwise direction on the pivot pin 9, under the influence spring 32, one end of which is suitably anchored I3 and 6, as by hooking the end 33 .through a suitable opening in the part I4, the other end of the spr'ng 32 being hicle, as for example, to the dashboard or floorboard. This disengagement of the shoulder I1 from the pin 23, is permitted provision of the elongated slot I2 in the member II, and home when the member II is shifted transversely or laterally respecting the pin 9,

the end 36 of the slot engages the pin and limits the transverse shifting movement'bf the ,member II.. The action just described'may be designated as a tripping action by reason ofthe fact that the member II is released from pin 23 and is allowed to direction, carrying the hell- I along to a position as illustrated in Figure 3--A, which is the idling position. However, as mentioned above, the lever arm 20 and the pin 23 remain in their pre-set position which has been assumed to be the posi-- are shown in Figure 2.

In restoring the member II and bell-crank lever I to idling position, as just described, the pin 23 is received in the branch I6" of the slot I6. Stating this in another way, the branch I6" of the slotv I6 registers with the pin 23 when the latch plate is tripped to restore the throttle valve to idling position, and permits the restoration of the throttle 'valvethe influence of the tension spring 32. Assumhand throttle control is left in the throttle valve crank lever set position will remain hicle operator depresses the acclerator pedal or foot throttle to open the throttle valve, and as soon as the throttle valve has been opened to the spring 28 erally or transversely respecting the pin 9 to .the position with the end 3| of the slot I2, thus bringing the shoulder I1 back into engagement behind the pin 23, which is the set position, illustrated in Figure 2, which holds the throttle valve open the desired amount. I

Any suitable means may be employed to trip the latch unit'so as to permit restoration of the throt- The mechanism for by reason of the to idling position under pin 9 in engagement .with the tle valve to an idling position without necessitating adjustment of the hand throttle. A separate manually operable control lever, pedal, button, or the like, disposed within convenient reach of the vehicle operators foot or hand, might be utilized for this ,purpose as desired. However, I preferably employ a mechanism to effect this trippingg responsive to a very slight depression of the usual clutch and/ or brake'pedal. Ordinarily, the clutch and brake pedals may be depressed a substantial amount without materially affecting the parts which they normally control, and hence I am able to avail of this initial movement of the clutch and/or brake as a convenient control for tripping the member II. To this end, I'preferably provide 'a rocker shaft 40 rockably mounted within the motor compartment of the vehicle, as for example, by means of brackets 4I .having bearing portions 42 for receiving the rocker shaft.

, any convenient support, as for example, to the dash 43 or floor board 44, see particularly Figure 9. The rocker shaft carries a lever arm 45 which is secured thereto in any suitable manner, as by means of a set-screw rock with the shaft 40. Axial movement of the shaft 40 in the bearings 42 may be prevented in any desired manner, as for example, by means of ,one or more collars 41 adjustably secured to the shaft by the set-screw 48, and the laterally offset spacer 4 formed as a part of the lever arm 45. The free end of the lever arm 45 is yieldably connected with the member I I by means of a coil spring 50, one end 5| of which is connected to the end of the lever 45, and the other end 52 of which is connected with the free end of the tongue or tab 26 on the member II. This last mentioned connection between the end 52 of the spring and the tongue 26 is preferably concentric with the pin 8 so that the tension in spring 50 will be maintained uniform in practically all positions of adjustment of the member I I about the pin 9 as an axis.

The initial tension in spring 50 is practically nil, or at least, less than the tension in spring- 28, which acts upon member II in a direction substantially opposite to the force exerted by spring 5Ilwhe'n the lever arm 45 is rocked in a clockwise direction (Figures 1 to '7), or a counter-clockwise direction as viewed in Figure 9. The spring 50 is preferably relatively stiff, as compared with spring 28, so as to overcome the tension exerted by the spring 28 when the lever arm 45 and rocker shaft 40 are rocked as just mentioned, and thus insure the tripping of the member II, as previously described. Shaft 40 and lever arm 45 are normally ma'ntained by any suitable means in a position substantially as illustrated-in Figure 1, with no, or very little, tension exerted on spring 50. For this purpose, 1 preferably provide a coil.

spring 53, extending about the shaft 40 and having one end fixed thereto as by securing to the lever arm 45 or its set-screw 46. The opposite end 53 of the spring is extended as at 55, and is adapted to abut against the dash 43 or to urge the rocker shaft 40 and lever arm 45 normally in a direction to relieve the spring 50 of tension. Adjustment in the tension of spring 50 may be taken care of by adjusting the setting of the lever arm 45 on the shaft 40 through means of the set-screw 46.

Any suitable mechanism for actuating rocker shaft 40 may be employed, as desired. I have found that the arrangement now to be described works quite satisfactorily and is readily adaptable for use onvehicles of different make.

end 54 Fixed to the rocker shaft 40, are a pairof lever arms 56 Coacting respectively with these lever arms 56 and 51, are a pair of links 60 and 6!, the lower ends of the links being loosely fitted onto the shaft 80 so that the links are free to turn thereon. The links 60 and 6! are adapted to bear against the laterally offset

portions

62 and 63 respectively, formed on the-upper ends of the arms 56 and 57, whereby rocking motion of one or the other of the links in a counter-clockwise direction about the axis of the rocker shaft 40, as illustrated in dotted lines in Figure 9, will impart a corresponding motion to one of the lever arms 56 or 51, and hence resultin a rocking motion being imparted to the shaft 40 for tripping the member ii of the master latch unit, as previously described. The upper of these rods passing through suitable openings in the upper ends of the links 60 and ti, and the y from the link 60 which is lower ends of the rods passing through suitable openings in the pedal extension arms 66 and 61, the latter being secured to the respective brake and clutch pedals 68 and 69, as' by means of suitable clamping bands 70 and ll.

thereby, to the position illustrated in Figures 9 and 10, as soon as the clutch and brake pedals are released, and thereby conditions the mechanism for further actuation when the clutch and/or brake pedal is depressed. It will be understood that some other form of lost motion linkage may be substituted in lieu of the particular linkages illustrated in Figures 9 to 11.

The mechanism'is preferably so designed that if it is desired to use the hand-throttle in startin: up from a standstill on a hill, the vehicle operator may use the hand-throttle in the conventional manner, although it will be necessary to pull the,hand-throttle knob or lever farther than usual to open thecarburetor throttle valve. This condition is best illustratedin Figure 5. Assuming that the vehicle is at a standstill and the brake pedal is depressed to prevent the vehicle from rolling backwards, with or without the clutch pedal the lever arm 20 in a counter-clockwise direction on the pin 9 and move the pin ll through branch E6" of the slot H5 in member 5 i. As soon as the pin 23 engages the end iii of the slot (18", further 26 by manipulation of the hand throttle will shift the member ii in a counter-clockwise direction and carry the bell-crank lever i with it, thus opening the carburetor throttle valve, as will be foot-throttles in the ordinary manner of their However, my improved mechanism affords a great many advantages over the conventional mechanism, as has been previ ously explained.

The hand-throttle control may be adjusted to any speed or from any setting to. any other setting at any time. When the hand-throttle is latch unit for a given speed, it will remain so set, but it will be understood from the foregoing that the carburetor throttle valve may be practically instantaneously returned strumentalities which havebeen described. After having tripped the latch unit so as to return the throttle valve to idling position, the throttle valve need not be brought up again to the set speed, but may be actuated in the usual manner through the foot-throttle or accelerator pedal for any degree of adjustment below the set speed. However, as soon as the accelerator is depressed far enough to open the carburetor throttle valve to the extent for which the latch unit was originally or accelerator pedal, after the latch unit has been once tripped, this can be accomplished by returning the hand-throttle to idling positionso as, to permit the pin 23 to enage behind the shoulder 51 of the member H, hand throttle can be actuated to open the carburetor throttle valve again to any desired setting.

While the specific details of the invention have been herein shown and described, the invention is not confined thereto as changes and alterations may be made without departing. from the spirit thereof as defined by the appended claims.

- What I claim as new. and" desire to secure by Letters Patent, isp rocking movement of the lever arm means for closing actuatable by one of the control means for opening the throttle controlling the throttle valve of a carburetor or the like, manually operable means for opening the throttle valve, said means including means for maintaining the said throttle valve in open position, and means for rendering 1. In a device for said last-named means inoperative to; permit the return of the throttle valve to its idling position, said last named means permitting the throttle valve to be controlled without disturbing the means which normally serves to maintain the throttle valve open.

2. In a device for controlling the throttle valve of a carburetor or the like, manually operable valve, said means including means for maintaining the said throttle valve in open position, and means for rendering said last-named means inoperative to permit the return of the throttle valve to its idling position and for restoring the throttle valve to various open positions independently of said manually operable means.

3. In a. device for controlling the throttle valve .of a carburetor or the like, manually operable means for opening the throttle valve, said means including means for maintaining the said throttle valve in open position, means for rendering said last-named means inoperative to permit the return of the throttle valve to its idling position independently of said manually operable means, and separate manually operable means for restoring said throttle valve to the aioresaid open position independently of the first mentioned manually operable means.

4. In a device {or controlling the throttle valve of a carburetor or the like, manually operable control means for selectively opening and closing the throttle valve, said means including means for maintaining the said throttle valve in any desired open position, manually operable means for closing the throttle valve independently of the first-mentioned control -means, and means for controlling the throttle valve to an extent less than the desired open position normally maintained byv the manually operable control means aforesaid, and without being affected by the latter.

' 5. In a device for controlling the throttle valve of a carburetor or the like, manually operable control means for selectively opening and closing the throttle valve, said means including means for maintaining the said throttle valve in any desired open position, manually operable the throttle valve independently of the first-mentioned control means, and means independent of the last named means and of the means for maintaining the throttle valve in any desired open position for restoring the said throttle valve to the aforesaid open position according to the original setting of themanually operable control means.

6. In a carburetor throttle valve control mechanism for automobiles having the usual brake and clutch control pedals and having a foot-operated control and a hand-operated control for the throttle valve, means operable by the hand control for selectively setting the throttle valve to any desired open position, said means being also pedals aforesaid the depression of the latter, whereby to return the throttle valve to idling position without affecting the hand-operated control, and means actuated by the foot-operated control for returning the throttle valve to the position set by the hand-operated control. '7. In a carburetor throttle valve control mechset position,

anism for automobiles having 'the usual brake and clutch control pedals and having a foot-operated control and a the throttle valve, means operable control for selectively setting5the to any desired open position, said means also actuatable by one of the control pedals aforesaid incident to the whereby to return the throttle valve to idling position without affecting the hand-operated control, and said means being operatively connected with the foot-operated control aforesaid whereby to enable the throttle valve to be controlled to a limited extent without being affected by the setting means aforesaid and for restoring the throttle valve to the aforementioned set position incident to actuation of the foot-operated control to a predetermined extent.

8. In a carburetor throttle valve control mechanism for motor vehicles, a manually operable pivotal member having a laterally projecting pin, a pivotal latchmember associated with said first member, said latch having an arcuate slot therein for receiving the pin of the first member and having an abutment shoulder interslot adapted to be ento cause pivotal movement of said latch member responsive to pivotal movement of said first member, and a third pivotal member operatively connected with the latch member and with the throttle valve whereby to open the throttle valve responsive to manual operation of said first pivotal member to a selectively set position.

9. In a carburetor throttle valve control mechanism for motor vehicles, a manually operable pivotal member having a laterally projecting pin, a pivotal plate member associated with said first member, said plate member having an arcuate slot therein for receiving the pin of the first member and having an abutment shoulder intermediate the ends of said slot normally adapted to be engaged by said pin ment of said plate member responsive to pivotal movement of said first member, a third pivotal by the hand throttle valve gaged by said member and adapted to be connected with the throttle valve valve to be'opened responsive to manual operation of said first pivotal member to a selectively and means for shifting said plate member so as to disengage the shoulder from said pin and permit return of the throttle valve to idling position while the manually operable member carrying the pin remains in the selectivelyset position aforesaid.

10. In a carburetor throttle valve control mech-. anism for motor vehicles, amanually operable pivotal member having a laterally projecting pin, a second pivotal member associated with said first member, said second member having an arcuate slot therein for receiving ber and having an abutment shoulder intermedi ate the ends of gaged by said pin so as'to cause pivotal movement of said second member responsive to pivotal rhovement of said first member, a third pivotal member operatively connected with the second with the plate sald slot normally adapted to be en-I hand-operated control for being depression of the latter,

the pin of the first memtion while the manually operable member carrying the pin remains in the selectively set position aforesaid, and said restore the throttle valve to the set position.

11. In a carburetor throttle valve control ently of said first-mentioned manually operablemember, and means for normally yieldably urging the latch member, bell-crank lever and throtthe idling position of the throtreceiving the pin of the first member, said arcuate slot being offset intermediate its ends to form an abutment shoulder, said latch member having an elongated slot therein through which said support extends and permitting transverse shifting movement of said latch member on its sup- =port, a bell-crank lever pivotally mounted on said support and having one arm. operatively connected with the latch arm operatively connected with the throttle valve, yieldable means intermediate the lasti mentioned arm of the bell-crank lever and the latch member for normally urging the latch member transversely respecting its support third member and second member pivotally mounted on member and the other whereby to dispose the abutment shoulder in the path of the aforementioned pin. and establish an operative connection between the manually operable pin-carrying member and the bell-crank lever to permit opening of the; throttle valve responsive to a manual pivotal, operation of said first member to a selectively set position, means for yieldably shifting said latch member transversely respecting its support whereby to disengage the abutment shoulder; from the pin, and yieldable means for pivotally actuating said latch member and .said bell-crank lever on the support when the abutment shoulder is so disengaged from the pin to restore the throttle valve to idling position.

.14. In a carburetor throttle valve control mechanism for motor vehicles, a support, a man- :ually operable member pivotally mounted on said support and carrying a laterally projecting pin, a latch member pivotally mounted on said support and having an arcuate slot therein for receiving the pin of the first member, said arouate slot being offset intermediate its ends to form an abutment shoulder, said latch member having an elongated slot therein through which said rying member and the bell-crank lever to permit opening of the throttle valve responsive to a manual pivotal operation of {said first member to a selectively set position, means for yieldably shifting said latch ing its. support whereby to disengage the abutment shoulder from the pin, means for pivotally actuating said latch member and said bell-crank lever on the support when the abutment shoulder is so disengaged from the pin to restore the throttle valve to idling position, and manually operable means for restoring the interengagement between the abutment shoulder and the pin and consequently restoring the throttle valve to the aforesaid open position corresponding to the selectively set position of the manually operable pin-carrying member.

member transversely respect- 15. A carburetor throttle valve control mecha- I nism for automobiles as claimed in claim 13,

wherein the yieldable means for shifting the latch member transversely respecting the sup-- port to disengage the abutment member from the pin comprises a rocker shaft, 2. support therefor, a lever armfixed to said rocker shaft, a spring interposed between the rocker shaft lever arm and the latch member, and manually operable means for actuating said rocker shaft.

16; A carburetor throttle valve control mecha-' nism for automobiles as claimed in claim 13, wherein the yieldable means for shifting the latch member transversely respecting the support to disengage the abutment member from the pin comprises a rocker shaft, a support therefor, a lever arm fixed to said rocker shaft, a spring having one end connected with the rocker shaft lever arm, and its other end operatively connected to the latch member at a point subport to disengage the abutment stantiaily concentric with the axis of the support on which the latch member is pivotally mounted, and manually operable means for actuating said rocker shaft.

1'7. A carburetor throttle valve control mechanism for automobiles as claimed in claim 13, wherein the yieldable means for shifting the latch member transversely respecting the supthe pin comprises a rocker shaft, a support therefor, a lever arm fixed to said rocker shaft, a spring interposed between the rocker shaft lever arm and the latch member, manually operable means for actuating said rocker shaft, said lastnamed means including a lever arm, fixedly mounted on said rocker shaft, a link loosely mounted on said rocker shaft and operatively engageable with said last-mentioned lever arm intermediate its ends, and means adapted to be attached to one of the brake or clutch pedals and having operative connection with the free end of said link whereby to rock said link on said rocker shaft and impart a rocking motion to said rocker shaft pursuant to engagement of said link with its associated rocker shaft lever arm responsive to depression of the aforesaid pedal.

18. A carburetor throttle valve control mechanism for automobiles as claimed in claim 13, wherein the yieldable means for, shifting the latch member transversely respecting the support to disengage the abutment member from the a rocker shaft, a support therei for, a lever arm fixed to said shaft, a spring inthe rocker shaft lever arm and the latch member, manually operable means for actuating said rocker shaft; said last-named pair of laterally spaced lever terposed between arms fixedly mounted on said rocker shaft, a pair of links loosely mounted on said rocker shaft and laterally spaced apart so as to respectively coact with the last-mentioned lever arms for import, said member carrying a as to enable transverse shifting parting rocking motion thereto responsive to rocking movement of the respective links, and means adapted to be attached to the usual brake and clutch pedals of the automobile, and operatively connected with the aforesaid links whereby to selectively impart a rocking motion to the latter responsive to depression of ,one or the other of the aforesaid brake and clutch pedals, and consequently produce ,a rocking of said rocker shaft.

19. An, attachment for carburetor throttle valve control mechanisms in motor vehicles, comprising a manually operable member having provision for pivotally mounting the same on a suplaterally projecting pin, a plate member also having provision for pivotally mounting the same on the support so of the same on rotative shifting about member being provided the support as well as the support, said plate with an arcuate slot therein for receiving the pm of the first member, said arcuate slot being offset intermediate its ends to form an'abutment shoulder, a bell-crank lever having provision for pivotally mounting the same on the support and having 'one arm disposed for tion with the plate member, and the other arm adapted to be operatively connected with the throttle valve, yieldable means intermediate the last-mentioned arm of the bell-crank lever and the plate member for normally urging the plate member transversely shifted respecting its support whereby to dispose the abutment shoulder in the path of the aforementioned pin and establish a releasable operative -;.connection between the manually operable pin-carried member and the bell-crank lever, and means operable at will for shifting said plate member transversely respecting its support to prevent engagement of the shoulder with the pin.

' ROBERT B. HYDE.

operative connec-