US2802553A - Automatic throttle control apparatus for internal combustion engines - Google Patents

Description

Aug. 13, 1957 E. o. ROGGENSTEIN ETAL 2,802,553

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES '6 Sheets-Sheet 1 Filed March 1, 1955 Jay Ii l N V E N TO RS Edwin QRqgg e nsiu'n, 20 Cos fans 11 vyemnos ATTO R N EY "Au 13, 1957 E. o. ROGGENSTEIN ET AL 5 AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL. COMBUSTION ENGINES Filed much 1, 19.55 s Sheets-Sheet 2 INVENTORS Eda/a1 .0. gen tan COSHIZS P0208 BY 5?? WM 0114/ ATTORNEY Aug. 13, 1957 E. o. ROGGENSTEIN ETAL 2,802,553

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES 3 Sheets-Sheet 3 Filed March 1, 1955 yen gia'n C os Zas fiqelw n o s 44, ATTO R N EY lNVENTOR-S. Ida/a1 0. R06

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES Edwin O. Roggenstein, Stamford, and Costas Avgerinos, East Norwallr, Conn.

Application March 1, 1955, Serial No. 491,438

7 Claims. (Cl. 192-3) This invention relates to automatic throttle control apparatus for internal combustion engines.

As manufactured today, most automobiles and trucks no longer are equipped with hand set means for feeding gas to an internal combustion engine but instead rely entirely upon a foot-operated gas feeding pedal. During long or sustained periods of driving an operators foot has a tendency to become cramped or otherwise fatigued from constantly applying pressure to the gas feeding pedal, particularly when driving at constant speeds on the open highways more so than when driving in heavy or congested trafiic.

The present invention is therefore particularly desireable and intended for long distance driving and its principle object is to relieve the drivers of motor vehicles and the like from the necessity of manually feeding gas for long periods of time.

The invention further contemplates the provision of certain safety features which enable a driver to stop the vehicle faster than heretofore since the reflex and foot motion time is substantially reduced in applying the brakes.

Other objects of the present invention are to provide a throttle control for internal combustion engines which is automatically disengaged whenever the vehicle brake pedal is operated; which is simple and rugged in construction; safe and reliable in its operation; economical to manufacture; and which can be quickly and conveniently installed upon various sizes and types of. internal combustion engines without altering the engines or the throttle linkage of such engines in any manner.

Other objects of the invention will be pointed out in the following description and claims, and illustrated in the accompanying drawings, which disclose, by way of example only, the principle of the invention and the best modes, which have been contemplated, of applying that principle.

In the drawings:

Fig. 1 is a fragmentary side elevational view of an internal combustion engine the throttle linkage of which has one embodiment of the invention connected therewith.

Fig. 2 is a wiring diagram of the electrical circuit for the throttle control mechanism illustrated in Fig. 1.

Fig. 3 is a. side elevational view of one form of the actuator unit and its relation to the ratchet pin which is carried by a part of the throttle linkage.

Fig. 4 is an end elevational view of Fig. 3.

Fig. 5 is a detail isometric view of the three arm ratchet audits release stud.

Fig. 6 is a side elevation of a modified actuator unit in which only one 'electro-magne't or electrical actuator is employed.

Fig. 7 is a horizontal section of the actuator unit illustrated in Fig. 6 taken on a plane indicated 'by the line 7-7 of Fig. 6.

Figs. 8 and 9 are-elevationa1 views of opposite ends of the actuator shown in Fig. 6.

nitecl States Patent 0 Fig. 10 is a wiringdiagram of the electrical circuit for the throttle controlunit shown in Fig. 6, and,

reasons presently made clear.

2,802,553 Patented Aug. 13, 1957 Figs. 11, 12 and 13 are side, plan and end views respectively of a modified ratchet in sector form.

Referring to the drawings in detail, and for the present particularly to Fig. 1, reference numeral 10 generally indicates a portion of any conventional internal combustion engine, 11 the engine block and 12 the engine head, the latter being secured to the block by the usual headed studs 13 in the conventional and well known manner. A mixture of air and gasoline is fed to the engine 10 in varying amounts, depending upon the desired speed or R. P. M. of the engine, by different settings of the usual butter-fly valve 14, and movement is imparted to this valve through the conventional throttle linkage indicated generally by reference numeral 15 and foot-operated accelerator or gas feeding pedal 16. The throttle linkage 15 is normally urged to move the valve 14 toward a closed or idling position by a spring 17, one end of which is attached to the bellcrank 18 forming a part of the throttle linkage and the'other end of which is secured to a pin or stud 19 mounted upon the frame or cowl 20 of the vehicle.

With this conventional throttle arrangement the footoperated accelerator or gas feeding pedal 16 must be depressed against the tension of spring 17 when feeding gas to the engine, and as above stated, during long periods of constant driving an operators foot has a tendency to become cramped or otherwise fatigued from constantly applying this pressure to the gas feeding pedal 16.

The automatic throttle control apparatus for eliminating the need for constantly applying pressure to the footoperated gas feeding pedal 16, during long periods of driving, will now be described in detail.

As illustrated in Figs. 3 and 4, one embodiment of the automatic throttle control apparatus comprises a sheet metal bracket 21 which serves as the support for two electro magnets or actuators 22 and 23. The bracket is suitably mounted upon any convenient part of the engine, for example, the engine head 12 by one of the headed studs 13 in close proximity to the throttle linkage 15, and particularly the rod 24 having one end pivotally connected to the bellcrank 18 and its other end pivotally connected to the crank 25 that moves the butter-fly valve 14 for reasons presently made clear.

The electro-magnet 22 will be hereinafter referred to as the set actuator and electro-magnet 23 as the release actuator. One end of the armature or plunger 26, for the set actuator 22, is slotted to receive the lower end of lever 27. This lever is pivoted between its ends upon a pin 28 which is carried by a stud 29 mounted on one arm of the bracket 21. The lower end of lever 27 is pivoted within the slot in plunger 26 by a pin 30, and the upper end of said lever is pivoted to release stud 31 by a pin 32 as best illustrated in Fig. 4. The reduced end 33 of release stud 31 projects through an opening in bracket 21 for cooperation with one arm 34 of a three arm ratchet 35. The ratchet 35 is formed to provide a second arm 36 and a third or intermediate arm or dog 37, and is pivotally mounted upon a stud 38 carried by the bracket 21, also clearly shown in Fig. 4. Rocking movement of ratchet 35, upon its pivot stud 38, is limited by a shoulder stud 39 on arm 34 operating in a slot 40 in bracket 21. The ratchet 35 is urged clockwise upon its pivot stud 38, as viewed in Fig. 3, by a spring 41. One end of spring 41 is anchored in a hole in arm 36 and its other end is connected to a spring stud 42 which projects sidewardly from the bracket 21. The lower end of arm 36 fits into the slotted end of plunger 43 and is forked or slotted at 36a to receive a pin 44 mounted in the plunger 43.

Referring now to Fig. 3 the top edge of arm or dog 37 is beveled as indicated at 45 for cooperative engagement withthe' teeth of a ratchet bar 46 in a manner and for The free end of ratchet bar 46 preferably terminates in a rounded or pointed nose 47 and its other end is threaded for connection with an car 48 on a clamping plate 49 by a nut 50. The clamping plate 49 is rigidly attached to rod 24 of the throttle linkage 15 for movement therewith by a clamping ,bar '51 and bolts 52 as best illustrated in Figs. 3 and 4.

Referring-now to Fig. 2, which shows a schematic wiring diagram of the electrical circuit for the throttle control mechanism of Fig. 3, reference numeral 53 indicates the conventional vehicle battery the positive side of which isconnected to ground by conductor 54. The negative lead from coil 55, of set actuator 22, isconnected to the negative side of battery 53 through con ductor 56, push switch 57, conductor 58, ignition switch 59 and conductor 69. The positive lead from coil 55 is connected to ground through conductor 61.

The negative lead from coil 62, of release-actuator 23, is connected to the negative side of battery 53 through conductor 63, brake stop-light switch 64, conductor 60a and conductor 61). One side of the conventional stoplight lamp 65 is connected to conductor 63 and the other side to ground through conductor 66. The positive lead from coil 62 is connected to ground through. conductor 67, switch 68 and conductor 61.

In order to describe the operation of the throttle control mechanism of Figs. 1, 3 and 4 let be assumed that arm 34 of ratchet 35 is being held in its counter-clockwise position beneath the reduced end 33 of stud 31 against the tension of spring 41, which is the normal or inactive position illustrated in Fig. 3. With ratchet 35 thus held in its counterclockwise position the beveled edge 45 of dog 37 is held clear of engagement with the teeth of ratchet bar 46, and the setting of valve 14 is completely under the control of the foot-operated gas pedal 16 through the throttle linkage in the conventional manner.

Assume now that the driver of a motor vehicle, the engine or which embodies the present invention, is driving at a speed of forty milesan hour and that he desires to maintain this engine speed without the necessity of maintaining the required pressure upon the foot-operated gas feeding pedal 16. This is accomplished by momentarily closing the pushbutton switch 57 which may be located on the instrument panel, steering column or any other convenient and accessible position near the drivers seat. When the manually operated pushbutton switch 57 is momentarily closed an electric circuit for the coil 55 of set actuator 22 is completed. This circuit can be traced from Fig. 2 as follows: from groundto the positive side of battery 53 through conductor 54. From the negative side of battery 53 through conductor 60, ignition switch 59, conductor 58, push switch 57, conductor 56, coil 55 and conductor 61 back to ground.

When coil 55 is thus energized its plunger 26 is drawn into the set actuator 22 causing the lever 27 (Fig. 4) to be rocked counterclockwise upon its pivot pin 28 which in turn withdraws the reduced end 33 of stud 31 from holding engagement with the free end of arm 34. When arm 34 is free or released by the stud 31, spring 41 acts to rock ratchet 35 clockwise (Fig. 3) to engage the beveled edge 45 of dog 37 with the ratchet pin or bar 46. This engagement of dog 37 with ratchet pin 46 maintains the set position of throttle valve 14 without the necessity of the operator maintaining pressure on the accelerator pedal 16 as the clamping plate 49 (which supports the ratchet pin) is rigidly mounted upon rod 24 of the throttle linkage 15. Should the operator desire to increase the driving speed from the assumed forty miles an hour to a higher speed, for example fifty miles per hour, he merely depresses the foot pedal 16 to further open the throttle valve 14 and when the desired speed is attained it will be automatically held by the engagement of the dog 37 and ratchet pin 46 since leftward (gas feeding) movement of rod 24 (Fig. 1) permits the dog to ratchet past the teeth on ratchet pin 46 in this direction but prevents the spring 17 from moving the pin 46 to the n'gh t uritil the dog 37 is released from the ratchet pin 46. Stating it another way, once the push switch 57 is momentarily closed dog 37 is operatively engaged with the ratchet pin 46 and rod 24 can thereafter only be moved in a direction to open the valve 14 until the dog is subsequently disengaged from the ratchet pin to permit the tension of spring 17 to move the rod to the left or in a direction to close valve 14.

As previously mentioned, application of the vehicle brakes causes the dog 37 to be released from holding engagement with ratchet pin or bar 46. This is accomplished by closing an electric circuit to the release actuator 23. By again referring to the wiring diagram of Fig. 2 this circuit can be traced asfollows: from ground to the positive side of battery 53 through conductor 54. From the negative side of battery 53 through conductors 60 and 60a, switch 64 (closed by brake pedal depression), conductor 63, through coil 62, conductor 67, switch 68 and through conductor 61 to ground. It should be noted here that switch 68 is normally open and that it is closed by the reduced end 69 of plunger 26 when coil 55 is energized to release ratchet 35 and held closed by arm 34 blocking the reduced end of release stud 31, as shown in Fig. 5, until coil 62 is energized by closure of the brake operated switch 64.

Attention is now directed to a modified form of actuator unit illustrated in Figs. 11, 12 and 13 wherein a ratchet sector 146 is provided instead of the ratchet pin or bar 46 previously described in connection with Figs. 1, 3 and 5.

According to the present invention this sector is provided with a pivot pin 70 which projects outwardly from bracket 21 and an arcuate arm 71 adjustably mounted thereon by bolts 72. Arm 71 is provided with ratchet teeth 73 which cooperate with the beveled edge 45 of dog 37 when the set actuator 22 is energized in the manner previously explained. Provision is made for rocking the ratchet sector 146 clockwise regardless of the direction in which rod 124 of the throttle linkage 15 is moved when feeding gas to the engine. For example, if rod 124 moves toward the front of the car, when feeding gas to the engine as in Fig. 1, and the bracket 21 is mounted upon the cowl 20 with the sector disposed in a horizontal plane, end 74 of the ratchet 146 is then connected to rod 124 by a link 75 as shown in-Fig. 11. However, if the rod 24 moves in an opposite direction or towards the cowl 20 when feeding gas to the engine, then end 76 of the sector 146 is connected to rod 124 by the link 75 as will be obvious from Fig. 11.

One advantage of the ratchet sector 146 over the ratchet pin or bar 46 is that the relation of the teeth 73, relative to the dog 37, is the same regardless of where or how the bracket 21 is mounted, and this simplifies the mounting or installation of the actuator with respect to the rod 124.

Another advantage of the ratchet sector 146 over the ratchet pin 46is the adjustability of the arcuate arm 71 'which carries the teeth 73 for cooperation with the dog 37. It will be further apparent from Fig, 11 that the teeth 73 are omitted from approximately one half of the lower edge of arcuate arm 71 so that by shifting the position of the arm with respect to the sector 146 the relation of the teeth may be changed relative to the dog 37.

Assume that the setting of arm 71 on sector 146 (Fig. 11) is such that when the last tooth 73a engages the dog 37 the speed of the car will be forty miles per hour. With this assumption any higher speeds caused by manual depression of the gas feeding pedal 16 for the purpose of passing another car or climbing a steep grade will not be maintained by the sector but instead the highest speed automatically maintained for the assumed setting of the arcuate arm will be forty miles per hour or less. The top maintained speed may be raised or lowered as desired by adjusting or shifting the arcuate arm'71 upon the sector 146 as will now be clearly understood. a In Figs. 6 to .9 another modified form of actuator unit is illustrated wherein only one electro-magnet is employed. In this form of the invention the actuator preferably comprises a sheet metal bracket- 121 which serves as the support for the single electro-magnet 77. The bracket may be suitably mounted on the engine head 12 by one of the headed studs 13 in a manner identically to that above described in connection with the actuator shown in Fig. 1, so as to be close proximity to rod 2401? the throttle linkage 15. One endof the armature or plunger 78 is slotted to receive arm 136 of ratchet 135, and the arm is normally held against a cross pin 79 by a light compression spring 80, the latter being received in a bore 81 of the plunger. One end of spring 80 seats against the arm 136 and its other end seats against a second cross pin 82 as best shown in Fig. 7. A second spring 83, encircling the plunger 78, fits between the arm 64 of bracket 121 and a washer 85 held against the pin 79 by the spring. The forward end of plunger 78 carries a pin 86 which projects through the center of iron cap 87 of magnet 77 for cooperation with the switch blade 88 of switch 89 when the magnet is energized for reasons present ly described.

The wiring diagram shown in Fig. is for the actuator illustrated in Figs. 6 to 9 respectively. When the manually operated push switch 57 is momentarily closed an electric circuit to coil 155 of magnet 77 is completed. This circuit may be traced from ground to the positive side of battery 53 through conductor 54. From ground through conductor 54, push switch 57, coil 155, conductor 56, normally closed brake-operated switch 164, conductor 53, ignition switch 59 and conductor 60 to the negative side of battery 53.

When the circuit just described is completed, the plunger 78 is drawn toward the iron cap 87 thus compressing spring 83 and closing the air gap 90 between the end of the plunger 78 and cap 87; Ratchet 135 is then rocked clockwise on its pivot 38 by spring 80 to engage the beveled edge 45 of dog 37 with the teeth of ratchet pin 46. Also, pin 36 on plunger 78 closes the switch89. As soon as the push switch 57 is closed the current passing through coil, 155 is strong enough to; compress spring 83, and when switch 89 is closed and switch 57 is opened the following holding circuit for coil 155 is established as follows: from ground to the positive side of battery 53 through conductor 54. From ground through conductor 91, switch 89, conductor 92, current limiting resistor 93, conductor 94, coil 155, conductor 56, switch 164, conductor 58, ignition switch 59 and conductor 60 to the negative side of battery 53.

The current passing through the holding circuit just described for coil 155 is sufiicient to overcome the tension of spring 83 and therefore the dog 37 is held engaged with ratchet pin 46 until such time as the brake pedal is depressed to open switch 164. As soon as switch 164 is opened, spring 83 rocks ratchet 135 counter-clockwise to withdraw the dog from holding engagement with the ratchet pin 46.

It may now be pointed out that the actuator just described does not rely upon electric current for releasing the dog 37 from holding engagement with the ratchet pin or bar 46, but instead operation of the brake pedal will open the normally closed witch 164 to stop the current flowing through the holding circuit. This permits the dog 37 to rotate counter-clockwise under the influence of spring 83 and out of holding engagement with the ratchet bar 46.

While we have shown and described several particular embodiments of our invention it will be apparent to those skilled in the art of automatic throttle control devices that numerous modifications and variations may be made in the form and construction thereof, without departing from the more fundamental principles of the invention. We therefore desire, by the following claims, to include within the scope of our invention all such similar and modified forms of the automatic throttle control apparatus disclosed, by which substantially the results of the invention may be obtained by substantially the same or equivalent means.

The invention claimed is:

1. In a throttle control apparatus for an internal combustion engine having a fuel throttle valve, an accelerator pedal, throttle linkage between said accelerator pedal and said throttle valve, and means for locking said throttle valve in any desired open position: the improvement which comprises an electro-magnetic locking device which includes a toothed member connected to and movable with said throttle linkage; a pivoted member biased toward said toothed member; an electro-magnet including means for normally holding said pivoted member disengaged from said toothed member; an electric circuit including said magnet; and a normally open switch in said circuit which when closed eliect's closure of said circuit to energize said electro-magnet and release said pivoted member for holding engagement with said toothed member substantially as described and for the purposes specified.

2. In a throttle control, apparatus for an internal combustion engine provided with a fuel throttle valve, an accelerator pedal, throttle linkage connecting said accelerator pedal and throttle valve, a brake pedal, and means for locking said throttle valve in any desired open position: the improvement which comprises an electro-mechanical locking device which includes a toothed member connected to and movable with said throttle linkage; a pivoted member adapted to be engaged with and disengaged from said toothed member; a set actuator for effecting engagement of said pivoted member with said toothed member including an electro-magnet; a release actuator for eifecting disengagement of said pivoted member from said toothed memberv including an electro-magnet; an electric circuit for the electro-magnet of said set actuator including a normally open manually operable switch; a second electric circuit for the electro-magnet of said release actuator including a pair of normally open switches, one of which is closed by the electro-magnet of said set actuator and the. other of which is closed upon depression of said brake .pedal substantially as described and for the purposes specified.

3. In a throttle control apparatus for an internal combustion engine having a fuel throttle valve, an accelerator pedal, throttle linkage between said accelerator pedal and said throttle valve, and means for locking said throttle valve in any desired position to which it is opened: the improvement which comprises an electromechanical locking device which includes a toothed ratchet bar connected to and movable with said throttle linkage; a pivoted dog, spring urged toward said ratchet bar; an electro-magnet including a locking stud for normally holding said pivoted dog disengaged from said ratchet bar; an electric circuit including said electro-magnet; and a normally open switch in said circuit under control of an operator and which, upon being closed, closes said circuit to energize said electro-magnet and release said pivoted dog for holding engagement with said ratchet bar and thereby lock said throttle valve in any open position to which it is set by said accelerator and throttle linkage.

4. In a throttle control apparatus for a vehicle provided with an internal combustion engine having a fuel throttle valve, an accelerator pedal, throttle linkage between said accelerator pedal and said throttle valve, a brake pedal, and means for locking said throttle valve in any desired open position to which it is set upon depression of said accelerator pedal: the improvement which comprises an electro-magnetic locking device which includes a supporting member mounted adjacent said throttle linkage; a toothed sector pivotally mounted upon said supporting member; means connecting said sector with said throttle linkage for movement therewith; a dog pivotally mounted on said supporting member and biased toward cooperative engagement with said sector; a set actuator mounted upon said supporting member including an electro-magnet; means controlled by said electro-magnet for normally holding said dog disengaged from said toothed sector; an electric circuit including the electromagnet of said set actuator and a normally open manually operable switch; a release actuator mounted upon said supporting member and including a second electro-magnet; and a second electric circuit including the electro-magnet of said release actuator and two normally open switches, one of which is closed upon energization of said set actuator electro-magnet, and the other of which is closed upon depression of said brake pedal to energize said release actuator electro-magnet and thereby automatically release said dog from holding engagement with said toothed sector.

5. In an automatic throttle control apparatus for an internal combustion engine having a fuel throttle valve normally urged toward a closed or idling position, an accelerator pedal, throttle linkage between said accelerator pedal and said throttle valve, a brake pedal, and means for maintaining said throttle valve in any desired open position to which it may be set through depression of said accelerator pedal; the improvement of an electro-mechanical locking device comprising a toothed member attached to and movable with said throttle linkage; means cooperating with said toothed member for holding said throttle linkage and throttle valve in any desired open position to which they are set through depression of said accelerator pedal; said last named means including a set actuator and a release actuator; an electric circuit for said set actuator including a normally open manually operablepush switch; and an electric circuit for said release actuator including a pair of normally open switches, one of which is closed by said set actuator and the other of which is closed through depression of said brake pedal.

6. In an automatic throttle control apparatus for a vehicle provided with an internal combustion engine having a fuel throttle valve, an accelerator pedal, throttle linkage between said accelerator pedal and said throttle valve, a brake pedal, and means for locking said throttle valve in any desired open position to which'it is set through depression of said accelerator pedal: the improvement of an electro-magnetic locking device comprising a toothed member attached to and movable with said throttle linkage; a pivoted member cooperating with said toothed member for holding said throttle linkage and throttlevalve in any desired open position to which they are moved by depression of said accelerator pedal; means for engaging said pivoted member with said toothed member including an electro-magnet; a first electric circuit for said electro-magnet including a normally closed switch and a normally open manually operable switch the latter of which upon being manually closed elfects closure of said first electric circuit to energize said electromagnet and engage said pivoted member with said toothed member; a second electric circuit for said electro-magnet including a normally open switch and a current limiting resistor; and means actuated by said ,electro-magnet to close said normally open switch in said second electric circuit whereby upon depression of said brake pedal the normally closed switch of said first electric circuit is openedto deenergize said electro-magnet and disengage said pivoted member from holding engagement with said toothed member.

7. In a throttle control apparatus for an internal combustion engine having a fuel throttle valve, an accelerator pedal, linkage between said pedal and throttle valve and means for locking said throttle valve in any desired open position; which comprises an electro-magnetic locking device which includes arcuate shaped segment composed of two members, one of said members being formed with teeth and being adjustable relative to the other member, said segment being secured to said linkage and circuit means for controlling said electro-magnetic locking device to engage said segment to retain said throttle valve in any position to which it is set by said accelerator.

References Cited in the file of this patent UNITED STATES PATENTS 815,321 Keith et al Mar. 31, 1906 2,136,295- Hausen Nov. 8, 1938 2,533,836 Patterson Dec. 12, 1950 2,643 747 Comstock June 30, 1953

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