US2085352A

US2085352A - Cruising accelerator

Info

Publication number: US2085352A
Application number: US746856A
Authority: US
Inventors: Roger A Cook
Original assignee: E H KEATOR
Current assignee: E H KEATOR
Priority date: 1934-10-04
Filing date: 1934-10-04
Publication date: 1937-06-29
Anticipated expiration: 1954-06-29

Description

June 29, 1937.

R. A. COOK CRUI'SING ACCELERAT'QR Filed Oct. 4, 193 4 IN V EN TOR.

Patented June 29, 1937 PATENT OFFICE 2,085,352 CRUISING ACCELERATOR Roger A. Cook, San Antonio, Tex., asslgnor oi one-hall to E. H. Keator, San Antonio, Tex.

Application October 4, 1934, Serial No. 746,856

12 Claims.

My invention relates to the control of the speed of an automotive vehicle, wherein a simple mechanical device locks the throttle of the engine in and unlocks it from any position so that any desired speed of the engine may be maintained.

The object of my invention is to provide a simple mechanical means, whereby a desired driving speed of an automotive vehicle may be instantly set, by a slight natural turning action of the foot,

and said speed maintained, with the foot removed from the accelerator; thus providing for greater ease to the driver, with less fatigue and attention, all of which is accomplished without change of the drivers normal driving habit, ex-

15 cept to relieve the driver of the arduous physical strain of keeping the leg and the foot in one position, as is now necessary.

A further object of my invention is to provide an improvement in an automotive vehicle accelerator, whereby the accelerator is used as is 20 now customary, but which in addition has a locking means whereby any desired speed may be instantly set by a slight natural turning action of the foot, and as is quickly unlocked by the slightn est touch of the natural returning action of the foot to the accelerator, or by the initial, or free,

action of the brake pedal.

A further object of my invention is to provide a simple, inexpensive mechanical device, which, in, adding to the comfort of driving, performs all the functions of the present dash throttle control with greater ease and convenience and allows the elimination of said dash throttle control and the accompanying attachments, at a less 35 cost.

45 nothing but the adaptation of old and tried devices applied in a new and novel manner to the control of an automotive vehicle through the accelerator pedal with its attachments to the carbureter.

The following is a description of my invention, with one accompanying drawing, in which similar characters represents similar parts in the various views.

Fig. 1 is a section on line l-i in Fig. 2.

Fig. 2 is a plan view.

Fig. 3 is a section on line 22 in Fig. 1.

Fig. 4 is a diagrammatic representation showing the location of the planes of inclination of the accelerator pedal to perform the various functions of my invention.

Fig. 5 is a partial section on line 2-2 in Fig. 1 showing an enlarged view of the slotted extension of the accelerator pedal.

Fig. 6 is the same as Fig. 5, except showing a ratchet construction. 7

An accelerator pedal I attached to the footboard 2 by a conventional attachment, such as hinge pin 3, held in bracket 4 with a hinge 5, which is preferably narrow in width, with vertical clearance between it and the pin 3. A conventional form of accelerator pedal has on its forward end a ring boss 6 in which the spring actuated throttle extension 1, which passes to the carbureter, is inserted. The spring actuated throttle extension 1 has a spring 1A, shown directly over the footboard 2, but which, in practice, is located between the footboard and the engine carbureter. A conventional brake pedal 8 is mounted on pin 9 as is the customary practice.

I have found that the present day design of automotive vehicles with the brake pedal located on the left of the accelerator pedal and operating in parallel vertical planes lends itself to the application of my improvement with no changes except the narrowing, in some cases, of the width of the accelerator pedal hinge 5 for reasons explained later.

In the normal action of the accelerator, the

movement is in a vertical plane about the axis of the hinge pin 3. In my invention I have narrowed the hinge 5 to easily attain a side tilting of the accelerator pedal l and also a side motion of said accelerator pedal I.

I have provided preferably on the side IB of accelerator pedal I an extension I0, with a slotted hole ll, through which passes a cramping or binding post [2 shown as round, but which may be of any desired shape, which is fastened in the foot board 2 of the automotive vehicle. The location of the extension ID on the side IB is preferable on account of the freedom from interference in the action of the foot, but the extension Ill may be placed on side IC, if desired, as shown by the dotted lines in Fig. 2. The extension l0 may have in practice a downward inclination at point IE to accentuate the binding action of extension II] on the binding post l2 upon the tilting action of the accelerator pedal I as shown in dotted lines in Fig. 5. I

have shown in Fig. 6 a modification of my bindmg post construction, in which I have used a ratchet form of binding post I2 and-a ratchet on the extension I0.

As before outlined, the accelerator pedal I may be operated in the present conventional manner and the binding post I2 function freely through the slot II in extension I0. When it is desired to maintain any given speed the side IBof the accelerator pedal I is depressed by a slight natural tilting action of the foot, which depresses the extension III on the binding post I2 bringing the points I! and HA in wedging contact with the binding post I2. The removal of the foot in the tilted position from accelerator pedal I leaves the extension I0 in a locked position on the binding post I2.

The binding post I 2, fastened to the footboard 2 of the automotive vehicle has on its upper end an adjustable knob I4 integral with the binding post I2 or threadably attached thereto to allow for a minimum speed adjustment of the engine and a convenient foot rest. The binding post I2 may be of cylindrical shape, as shown, or it may be square, rectangular, or any other desired shape and it may be curved to conform to the arcuate movement about hinge pin 3. In this case the slot II may be made round.

In Fig. 6 I show the binding post It2 with grooves 24 and a series of corresponding teeth 25 with keeper 26, on extension II] of accelerator pedal I. The tilting motion of the accelerator pedal I contacts teeth 25 with grooves 24 and holds said accelerator pedal .I in locked position. The same foot action as described frees teeth 25 from grooves 24 and releases the accelerator pedal I to the action of the foot.

I have provided a rod or lever I8 projecting from the side IC of the accelerator pedal I. This may be placed in any position in the length covered by the accelerator pedal I and may be an extension of the said hinge pin 3. The rod or lever I8 is preferably passed downward, as at I8A, through an opening I9 in the footboa-rd 2, and then in a horizontal direction as at I8B with a further downward extension to prevent hooking over brake pedal 8, as at I 8C. It will be clearly evident from Fig. 3 that in normal position the end I8D of lever I8 clears the point 8A of brake pedal 8 when the brake pedal 8 is in a depressed position, and the accelerator pedal I is not in a tilted and locked position.

Upon the tilting action of accelerator pedal I, by the turning action of the foot, in which the side IB is depressed, as above described, the lever I8 which is rigidly attached to the accelerator pedal I, is elevated as shown in an exaggerated position by dotted lines in Fig. 3 and the horizontal portion I8B is elevated. During this operation the point I8D of lever I8 passes from a clearance position with reference to-the point 8A of brake pedal 8 into the path of the point 8A of brake lever 8, but without direct contact between these parts, but with an actual clearance space 2I.

It will be also noted that I take advantage of the relative horizontal position of the accelerator pedal I with lever I8 attached, and the brake pedal 8, at 8A, in standard present day construction, to gain simplicity, which eliminates the necessity of any auxiliary system of levers although these may be used if necessary to accomplish the contact. It is to be clearly understood that it has been demonstrated that the binding action between the slot II and the smooth binding post I2 fixed, without regard to vi- -bration or the jarring action of uneven pavement.

Withthe axial mounting, of the accelerator pedal I the slightest touch of the foot applied to sides IE or IC in a natural manner releases the extension II! from the binding post I2 and returns the-accelerator pedal to the normal control of the foot. Should it be desired to disengage the bind-' ing' action between the extension III and the binding post I2 without touching the accelerator pedal I the depression of the brake lever 8 through the initial, or free acting, portion of the travel of the brake lever 8 brings the point 8A of the brake lever 8 into contact with the elevated point I8D of the lever I8 and the slightest touch of these two contact points frees the extension It from the binding post I2 andthe accelerator pedal I assumes the normal engine idling position, which due to the spring action exerted on the carbureter extension 1, raises the end IA of the accelerator pedal I and thus reduces the engine speed to minimum adjusted speed. I

It is clearly evident, from the above description, that with a slight practice, any position of the throttle control may be attained with my device with all the ease and correctness which is now attained by the throttle control placed on the dash. For this reason the dash control, which is a more expensive construction than the attachments hereinabove described, may be completely eliminated.

In Fig. 4 which is a diagrammatic illustration of the mountings of the accelerator pedal the point A represents the spring mounted throttle extension 1, line C-D represents the axis of hinge pin 3, C and D are the side contact points of hingei when the side IE or I C of the accelerator pedal I is depressed, and the point E is a junction point of the throtle extension I with the footboard 2, or any supporting point of the throttle extension I.

There are three separate movements of the accelerator pedal I in my invention, (1) the vertical depression of the pedal, in ordinary driving, about the line 0-D, ('2) the inclination of the plane of the accelerator pedal when the side IB is depressed, which is on the axis A-D. Should the extension I0 be placed on the side IC and the side IC depressed, this action will occur on .the axis A-C, (3) a slight side motion of the accelerator I is necessary to compensate for the arcuate travel of the slot II from the normal to the locked position; this is upon the axis DE or C-E with a slight arcuate movement of the line A-D or A-C. This latter action is slight and I take advantage of the production clearances of the manufactured parts, to compensate for this necessary movement.

I have shown and described a conventional design of automotive vehicle accelerator pedal with a rear hinged end as hinge 5 in bracket 4. This may be any form of hinge as desired. It is clearly evident that any accelerator pedal mounting with a triple movement of the accelerator pedal I regardless of the actual design is available for use in this invention.

It is also clearly evident from the above description that I have provided a simple inexpensive means for controlling and maintaining a fixed speed, under equal conditions, for an automotive vehicle which will relieve the driver from considerable physical strain and at the sametime preserves a safety condition for the car and the driver.

It is to be understood that I do not limit myself to the exact details of construction and the arrangement of different mechanical parts, as shown and described, since these may be varied, modified and rearranged in the further development or application of my invention to suit the specific requirements that may arise in such development and that such changes may be readily made without departing from the spirit of my 111* vention within the scope of the appended claims.

I claim:

1. In a device for maintaining the speed of an automotive vehicle, as described, an oscillatable accelerator pedal having a hinged vertical movement, an inclinable movement about a fore and aft axis and a lateral movement in approximately the plane of said pedal.

2. In a device for maintaining the speed of an automotive vehicle, an accelerator pedal with a hinged vertical movement, operating under the conventional up and down tilting action of the 'foot, for changeably controlling the speed of the engine, in combination with locking means consisting of an extension on said accelerator pedal cooperating with a binding post attached to the footboard of the automotive vehicle, a lever attached to said accelerator pedal, extending laterally, toward but not entering the plane of operation of the brake pedal, when said accelerator pedal is in a free moving, or unlocked position, but inclinable on the side-depressing-action of said accelerator pedal into the plane of action of the brake pedal and adjacent to, but not contacting, said brake pedal, until the depression of said brake pedal.

3. In a device for maintaining the speed of an automotive vehicle an accelerator pedal, tiltable about a fore and aft axis, an extension attached thereto, ratchet teeth on said extension and a ratchet binding post attached to the footboard; said ratchet on the extension and said ratchet binding post forming a clearance space during the free action of said accelerator pedal or when said pedal is in an untilted position.

4. In a means for maintaining a desired en- .gine speed of an automotive vehicle by the use of an adjustable accelerator pedal with a locking means, a laterally disposed lever attachable to said accelerator pedal, a point on said lever which approaches, but does not enter, the plane of action of an associated brake pedal, when said accelerator pedal is in an unlocked position, but which point enters the plane of action of said brake pedal when the accelerator pedal is in a locked position and said point is contacted by the brake pedal only upon the depression thereof.

5. In a device for maintaining the speed of an automotive vehicle, an oscillatable accelerator pedal having a hinged vertical movement, an inclined movement about a fore and aft axis, and a lateral movement in approximately the plane of said pedal, and means rendered effective by the pedal when moved to an inclined position for controllably retaining the pedal in any desired position of vertical movement.

6. In a device for maintaining the speed of an automotive vehicle, an accelerator pedal tiltable about a fore and aft axis, an extension having a slot attached to the pedal, a binding post received in said extension slot, a laterally extending arm cooperating with a conventional brake pedal, said arm lying without the plane of action of said brake pedal but movable into said plane and adjacent to but with clearance between it and said brake.

7. In a foot controlled throttle for regulating the engine speed of an automotive vehicle, a pedal, locking means operable by depressing one side only of said pedal by a tilting movement of the operators foot, said pedal remaining locked in any one of a plurality of desired positions until unlocked by restoring it to a normal level operating position.

8. In a foot controlled throttle for regulating the engine speed of an automotive vehicle, an accelerator pedal, locking means for said pedal operable by tilting the pedal about an axis extending longitudinally thereof, said accelerator pedal remaining locked in any one of a plurality of desired positions, and an attachable lever from said accelerator pedal extending into the plane of action of an associated brake pedal and upon the depression of said brake pedal said attached lever is actuated as an unlocking means for said accelerator pedal.

9. An engine speed control of the type described, comprising a pedal, means for supporting the pedal to permit movement thereof about a plurality of angularly arranged axes, a throttle control connected to the pedal to be operated by movement of the pedal about one of said axes, and locking mechanism, for retaining said pedal in any desired position of movement about said one axis, operable by movement of the pedal about a different axis.

10. An engine speed control of the type described, comprising a pedal, means for supporting the pedal to permit movement thereof about a plurality of angularly arranged axes, a throttle control connected to the pedal to be operated by movement of the pedal about one of said axes, locking mechanism, for retaining said pedal in any desired position of movement about said one axis, operable by movement of the pedal about a different axis, a control pedal, and means operated by said control pedal for actuating the first mentioned pedal to render said locking means inoperative to retain said first pedal in its adjusted position.

11. Engine speed control means comprising an elongated pedal, means for supporting the pedal to permit it to move about an axis extending transversely of the pedal and a second axis extending substantially longitudinally of the pedal, throttle mechanism actuated by the pedal during its movement about the transverse axis, and locking mechanism for retaining the pedal in any desired position of adjustment about its transverse axis, operated by movement of the pedal about said longitudinally extending axis.

12. Engine speed control means comprising an elongated pedal, means for supporting the pedal to permit it to move about an axis extending transversely of the pedal and a second axis extending substantially longitudinally of the pedal, throttle mechanism actuated by the pedal during its movement about the transverse axis, looking mechanism for retaining the pedal in any desired position of adjustment about its transverse axis, operated by movement of the pedal about said longitudinally extending axis, a brake control pedal, and means carried by the first mentioned pedal and movable into the path of movement of the brake pedal by movement of the first mentioned pedal about its longitudinal axis for rendering said locking means inoperative to retain the first mentioned pedal locked in a position of adjustment about its transverse axis.

ROGER A. COOK.

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