US2159405A

US2159405A - Speed limiting device

Info

Publication number: US2159405A
Authority: US
Inventors: Homer M Schubert
Original assignee: Individual
Current assignee: Individual
Priority date: 1938-02-25
Filing date: 1938-02-25
Publication date: 1939-05-23
Anticipated expiration: 1956-05-23

Description

May 23, 1939. H. M. SCHUBERT SPEED LIMITING DEVICE Filed Feb. 25, 1938 l "II-".1 V

I INVENTOR. Homer 50/906817 ATTORNEYS.

Patented May 23, 1939 UNITED STATES PATENT OFFICE 2 Claims.

This invention relates to'speed limiting devices and is particularly adapted for automobiles, trucks, busses and so forth.

The primary object of the invention is to limit the fuel supply to the'motor vehicle when said vehicle has reached a predetermined speed over the ground surface.

In my invention I do not alter any of the present mechanism, but I do add an auxiliary butterfly or throttle valve between the carburetor and manifold of the motor. This valve is controlled preferably by an electric magnet, said magnet being energized by an electric contact which is completed when the speedof the vehicle reaches a certain predetermined speed. Means are provided for adjusting this predetermined speed within the speedometer or other suitable governing device which would close an electric contact at a predetermined speed.

Another object of .my invention is to provide means for adjusting my auxiliary throttle valve at a predetermined time. I

These and other incidental objects will be apparent in the drawing, specification and claims to follow..

Referring to the drawing:

Figure 1 is a perspective side view of -my invention' consisting of an auxiliary throttle controlled by'an electric magnet, the same being re- 30. moved from the carburetor and manifold.

Figure 2 is a fragmentary side view of a manifold and a carburetor having my auxiliary control speed limiting device installed therebetween.

Figure 3 is a diagrammatical view of a speedometer or other suitable speed indicator employed in connection with any invention.

In the I is the manifold of the motor vehicle having my auxiliary control throttle assembly 2 mounted between the manifold and the carburetor 3. The main body of the auxiliary control throttle is shown at 4, having a housing 5 integral therewith. The auxiliary valve is shown at 9 mounted to the shaft I. An electric solenoid 9 is fixedly mounted within the housing 2 having a movable core 9. The core 9 works within the solenoid 9 and is connected to the arm III by the connecting link II. The arm I9 is fixedly mounted to the shaft 1 and revolves the auxiliary valve 9 within the main housing 4. A spring l2, having one end secured to the housing at l9, and its opposite end to the core'9 at H, normally holds the valve 6 inopen position. The amount of closing of u the valve 9 may be governed by the adjusting screw l5 and this adjusting screw may be sealed by a seal it.

The adjustment of this screw limits the travel of the end of the dash-pot and core 9 to a predetermined amount preventing the throttle 9 from 9 closing entirely but only to this predetermined amount, which coincides very closely to the speed that the vehicle is governed to run. The reason for adjusting the throttle in this way is to prevent entire closing of the fuel stream causing the 10 vehicle to operate more smoothly, the throttle 9 being wide open until the car reaches the predetermined governed speed. Then when the solenoid 9 is energized by the electric contact within the governor mechanism, the throttle will only 15 be closed sufiicient to prevent over-running the governed speed.

Referring to Figure 2, an adjustable electric contact I! is provided within the speed indicator or governor. When the contact arm l9 reaches :0 the contact ll electric energy will be supplied to the solenoid 9 by the conductor l9,

terminals

29, 2| and conductor 22 to the source of electric enersy, as the battery 29. The closing of this contact, within the speed indicator 39 and the en- 35 ergizing of the solenoid 9 pulls the core 9 to the right manipulating the arm I9 and revolving the shaft 1 and closing the auxiliary valve 9 till the speed has been reduced sufllcient to allow the contact arm I9 to disengage itself from the contact ll demagnetizing the solenoid 9. The spring l2 will then open the valve9 by pulling the core 9 to the left. During this auxiliary control action, the main throttle valve 24 need not be manipulated as it will come into play or action 96 as the valve 9 has been opened again; In order to prevent too rapid a closing or opening of the valve 9 a dash pot cylinder 29 may be employed having a piston 29 working therein and connected to the core 9 by the piston rod 21. Suflicient air 40 may pass through the bearing 29 or the opening 29 to allow proper action of the dash pot controlling the speed of the core 9 in either direction'.

It will be apparent from the above description that the setting of the contact I'I within the speed indicator 99 at any of the points it will determine the speed at which the auxiliary valve 6 will be manipulated or closed by the solenoid 9. The whole assembly within the housing 2 is closed and sealed by a cap or face plate 92.

I do not wish to be limited to the particular form of embodiment herein shown, as my invention is adapted to other mechanical combinau tions, still coming within the scope of the claims to follow.

vVVhat'is claimed to be new is:

1. A speed limiting control for motor vehicles and the like, including it I'll control valve arranged intermediate the normal throttle valve and intake manifold of the engine for controlling the e 0! gas to the intake manifold, an electric coil supported adjacent the valve, a core within and operated by the coil, a connection between the core and valve to operate the valve toward closed position in the movement of the core responsive to the energization of the coil, a dash-pot aligned with the coil and including a piston to the core, and a screw rod mounted for threaded movement relative to and serving to limit the moment of the piston.

2. A speedlimiting control (or motor vehicles and the like, including a gas control valve arranged intermediate the normal throttle valve and intake manii'ould or the engine for controlling the passage oigas to the intake manifold, an electric coil supported adjacent the valve, a

1 core within and operated by the coil, a connection between the core and valve to operate the valve toward cloaedposition in the movement of the core responsive to energlmtion oi the coil, a dashpot aligned with the coil and including a piston connected to the core, a screw rod mounted for threaded movement relative to and serving to limit the movement of the piston, and a spring connected to a fixed part oi the structure and to the core to move the core in opposition to its movement on energization of the coil.

1 norms. M. scnunnn'r.