US3881461A

US3881461A - Automatic power cut-off device for vehicles

Info

Publication number: US3881461A
Application number: US385482A
Authority: US
Inventors: Stanislaw F Filip
Original assignee: Individual
Current assignee: Individual
Priority date: 1973-08-03
Filing date: 1973-08-03
Publication date: 1975-05-06
Anticipated expiration: 1992-05-06

Abstract

An automatic power cut-off device for use with a cable operated carburetor throttle valve. The device comprises a housing having a throttle control hand operable means secured thereto and spring biased against a first switch to maintain a normally closed switch contact condition. A throttle cable is connected at one end to the hand operable means for operating the throttle valve. A second switch is activated by the throttle cable upon displacement of the hand operable means. The first and second switches each have a stationary and a movable contact with their movable contacts electrically connected together. One of the stationary contacts is connected to a battery and the other to ground. The first switch is activated to an open contact condition prior to the activation of the second switch to a closed contact condition.

Description

FOR VEHICLES [76] Inventor: Stanislaw F. Filip, 15 Vicora Linkway, Don Mills, Ontario, Canada [22] Filed: Aug. 3, 1973 [21] Appl. No.: 385,482

[52] US. Cl...... 123/198 D; 123/198 DC; 180/82 R [51] Int. Cl. F02b 77/08 [58] Field of Search... 123/198 D, 198 DB, 198 DC; 180/82 R, 103; 200/161, 61.89

[56] References Cited UNITED STATES PATENTS 3,626,919 12/1971 MacMillan 123/198 DB 3,734,230 5/1973 Tanaka 123/198 DB X 3,789,938 2/1974 Hetteen 123/198 DB X 3,798,402 3/1974 Raab 180/82 R United States Patent 1 [111 3,881,461

Filip 1 May 6, 1975 AUTOMATIC POWER CUT-OFF DEVICE Primary ExaminerCharles J Myhre Assistant ExaminerW. Rutledge, Jr.

[57] ABSTRACT An automatic power cut-off device for use with a cable operated carburetor throttle valve. The device comprises a housing having a throttle control hand operable means secured thereto and spring biased against a first switch to maintain a normally closed switch contact condition. A throttle cable is connected at one end to the hand operable means for operating the throttle valve. A second switch is activated by the throttle cable upon displacement of the hand operable means. The first and second switches each have a stationary and a movable contact with their movable contacts electrically connected together. One of the stationary contacts is connected to a battery and the other to ground. The first switch is activated to an open contact condition prior to the activation of the second switch to a closed contact condition.

7 Claims, 3 Drawing Figures PATENTEDHAY 81975 SHEET 1 BF 2 MEGQM PATENTEDHAY' 61975 3.881.461

SHEET 2 [1F 2 AUTOMATIC POWER CUT-OFF DEVICE FOR VEHICLES BACKGROUND OF THE INVENTION a. Field of the Invention This invention relates to an automatic power cut-off device for vehicles wherein the carburetor throttle is controlled by a cable normally actuated by a hand lever.

b. Description of Prior Art Many accidents occur on vehicles in which the engine speed, and thus the vehicles speed, is controlled by a hand lever. The hand lever is normally secured to a handle bar and connects to an end of a carburetor throttle cable. Often, on vehicles operating under cold climatic conditions, the cable or carburetor throttle valve can freeze or jam and thus positioning the throttle valve in an engine accelerated position whereby the engine will rev rapidly when the engine is started. Such freezing often occurs when the engine is shut-off and ice has accumulated on the carburetor throttle mechanism. As the engine cools rapidly in cold weather the heat of the engine is not sufficient to melt the ice formed on the mechanism.

SUMMARY OF INVENTION One solution to this problem and particularly applicable to small recreational vehicles, such as the snowmobile, is to provide a manually operable cut-off switch which will bypass the battery to ground and remove the power supplied to the engines electrical system.

One disadvantage of such switch is that it requires the operator of the vehicle to react to the need of depressing the switch during an emergency situation. The operator is often distracted by a runaway vehicle and his attention is directed to steering and braking rather than activating a safety switch during such emergency situation.

It is a feature of the present invention to provide an automatic cut-off device which will substantially overcome the above mentioned disadvantages.

A further feature of the present invention is to provide an automatic cut-off device which will bypass the electrical supply when the accelerating or throttle lever is released by the operator when the vehicle engine is operating.

Accordingly, from a broad aspect, the present invention provides an automatic cut-off device comprising an automatic cut-off device for use with a cable operated carburetor throttle valve. The device comprises a housing having a throttle control hand operable means secured thereto and spring biased against a first switch to maintain a normally closed switch contact condition. A throttle cable is connected at one end to the hand operable means for operating the throttle valve. A second switch is activated by the throttle cable upon displacement of the hand operable means. The first and second switches each have a stationary and a movable contact with their movable contacts electrically connected to gether. One of the stationary contacts is connected to a battery and the other to ground. The first switch is activated to an open contact condition prior to the activation of the second switch to a closed contact condition.

BRIEF DESCRIPTION OF DRAWINGS A preferred embodiment of the present invention will now be described with reference to the accompanying drawings in which:

FIG. 1 is a schematic wiring diagram of the power cut-off system;

FIG. 2 is a fragmented side view of the cut-off device of the present invention, and

FIG. 3 is a fragmented rear view of the device of FIG. 1.

DESCRIPTION OF PREFERRED EMBODIMENTS Referring now to the drawings, and more particularly to FIG. 1, there is shown a schematic wiring diagram of the present invention. As shown the cut-off device includes a first switch 10, a second switch 20 and a manually operable cut-off switch 30. The cut-off switch 30 is considered herein as an optical item. These switches are secured within a housing 40 as shown in FIGS. 2 and 3 of the drawings.

.As shown in FIG. 1 the second switch 20 is in a normally open contact position, while, the first switch is in a normally closed contact position. The power from the battery 1 will flow to the engine electrical system 12 of a vehicle (not shown) when the contacts are positioned as shown in FIG. 1.

The first switch 10 comprises a stationary contact 13 and a movable contact 14. The movable contact 14 is biased in a normally closed contact position by spring biasing a switch engaging surface 15 formed on a pivotal lever 16, constituting a hand operable means, which is secured to the housing 40. As shown in FIG. 2, the movable contact 14 has a spring biased arm 17 which is moved outwardly of the housing and which is engagable by the engaging surface 15. As illustrated in FIG. 2 the first switch 10 is in an open contact condition. The hand-operated throttle lever 16 is biased by a suitable spring (not shown).

The second switch 20 comprises a cable activated lever 21 having a transverse pivotal connection member 26 secured in the housing 40 and extending transversely to the longitudinal axis of the lever 21. The upper portion of the lever 21 constitutes a feeler arm 22 whilst the lower portion of the lever 23 constitutes the movable contact 23 of the second switch. The stationary contact 24 of switch 20 is provided with the manually-operable cut-off switch which will be described later. A spring 25 spring biases the movable contact 23 away from the stationary contact 24, as illustrated in FIG. 3, and about the transverse pivotal connector 26. Both

movable contacts

14 and 23 are connected electrically by conductors 64.

Referring now more particularly to FIGS. 2 and 3 it can be seen that the feeler arm 22 is positioned to normally lie in the path of a cable receiving opening 27 provided in the housing and adapted to receive a cylindrical connector 28 therein and in alignment with a cable end receiving cavity 29 provided in the handoperated throttle lever 16. The connector 28 is secured to the housing by a lock washer 47. A throttle wire or cable 40 is located within a cable cover 41 which is secured in the end of the cylindrical connector 28. The cylindrical connector 28 has an inner tubular chamber 42 for slidingly receiving an elongated enlarged cable section 43 therein. Herein shown, the enlarged cable section 43 is a flexible tubular member having a tapered leading edge 44 and connected to the throttle lever 16 by means of a cable end connector 45 which is secured to the end of a short cable section 46 extending from the leading edge 44. Actually, the cable portion 46 is the throttle cable 40' extending through the enlarged section 43. The normal helical cable protective sheath 46 is provided inside the cable cover 41 about the throttle cable 40' whereby to protect the cable 40' from breakage and weathering.

With the hand operable means or throttle lever 16 in its normally spring biased position (that is with the switch engaging surface 15 biased against the movable arm 17 of contact 14 of the first switch the enlarged section of the throttle cable 40' normally rests inside the inner tubular chamber 42 of the cylindrical connector 28. Thus, only the short cable section 46 protrudes from the open end 48 of the connector 28. In this position the feeler arm 22 of lever 21 is biased against the short cable section 46 and lies along the plane 49, as illustrated in FIG. 3. This movement is caused by the action of the spring 25 acting on the lower portion 23 of the lever 21, thus biasing the movable contact 23 away from its associated stationary contact 24. When the throttle lever 16 is displaced outwardly of the housing 40, that is displaced on its pivot point 60 and away from the housing 40, as illustrated in FIG. 2, the enlarged section 42 of the cable moves outwardly of the cylindrical connector 28 from its free end 48 and the feeler arm 22 will be displaced by the leading edge 44 and the sidewall of the enlarged section 43 which displaces the lever 21 to a position as indicated by the plane 50 (see FIG. 3), thus causing the movable contact 23 to engage the stationary contact 24 and obtain a closed contact position.

As shown in FIG. 3, the

stationary contacts

13 and 24 of the first and second switch, 10 and 20, respectively, are provided on the manually-operable cut-off switch 30 although these can be conveniently permanently secured to the housing 40, if the switch 30 is not provided. Referring to FIGS. 1 and 3, the manual switch 30 comprises a spring bias contact arm 52 being biased away from the

stationary contacts

13 and 24 by means of a spring 54 secured about a shaft 53 between a removably securable disc 55 and a switch button 56. The disc 55 has an annular groove 57 thereabouts and adapted to fit in a wall opening 58 provided in a side wall of the housing 40. As can be seen more clearly in FIG. 1, by depressing switch button 56 the contact arm 52 will bridge the

stationary contacts

24 and 13 bypassing the battery 11 to the ground connection 59.

In operation, the switch housing 40 is secured on the handle bar of a vehicle by sliding handle bar receiving bore 62, provided in the housing 40, over the handle bar. The throttle cable 40' is then connected to the throttle valve (not shown) of the engine carburetor (not shown) with the cable in a taut condition. In this position the switch engaging surface 15 of the lever 16 is spring biased against the arm 17 of the movable contact 14 causing a normally closed contact condition between

contacts

14 and 13. The feeler arm 48 of the second switch 20 is biased against the short cable section 46 in front of the enlarged cable section 43 and causing a normally opened contact condition between the movable contact 23 and the stationary contact 24 of the second switch 20. Thus, with reference to FIG. 1, it can be seen that the battery 11 will supply power to the engine electrical system 12 whereby to permit the engine to be started.

As soon as the lever 16 is displaced arcuately by the operator to cause the engine to accelerate, the switch engaging surface 15 will move outwardly releasing the arm 17 and causing the first switch 10 to assume an open contact condition. Thereafter, as the enlarged section of the cable 20 moves out of the cylindrical connector at its open end 48, the feeler arm 20 will be displaced sideways causing the movable contact arm 23 to move into contact with stationary contact 24. However, an open contact condition still exists between

stationary contacts

24 and 13 as the movable contact 14 is disengaged from the stationary contact 13. If, the carburetor throttle valve does not completely close upon release of the lever 16, the cable 40' and the enlarged section 42 will not be completely retracted within the cylindrical connector 28 and thus preventing the engine revolutions to slow down to idle speed. However, because the lever 16 is spring biased against the housing 40, upon release of the lever it will be urged towards the housing whereby the switch engaging surface 15 will displace the arm 17 of the movable contact 14 inwardly of the housing causing it to engage with stationary contact 13. Because the enlarged section 42 of the cable 40' does not fully retract, the second switch 20 is still in a closed contact condition and it can be seen that because both movable contacts are connected together by connection 64, the battery 11 will be bypassed to the ground connection 59 thus bypassing the supply to the engine electrical system and causing the engine to stall. The battery can also be bypassed to the ground connection 59 in another manner, and namely by pushing the switch button 56 of the manually operable cut-off switch 30, causing the contact arm 52 to bridge

stationary contacts

24 and 13 and connecting the battery 11 to the ground connection 59.

It is within the ambit of the present invention to include any obvious modifications to the preferred embodiment as described hereinabove. For instance, it is foreseen that the automatic cut-off device substantially as herein described may be connected to a throttle handle which is rotatable on a handle bar of a vehicle such as a snowmobile, motorcycle or any other vehicles of this general class. Furthermore, as described above, the

stationary contacts

13 and 24 need not be provided on the manually operable cut-off switch 30 which is an optional item and which is described herein only in combination with the swtiching arrangement of the present invention.

I claim:

1. An automatic power cut-off device for use with a cable operated carburetor throttle valve, said device comprising a housing having a throttle control hand operable means secured thereto, said hand operable means being spring biased against a first switch to maintain a normally closed switch contact condition, said first switch having a stationary and a movable contact, a throttle cable connected at one end to said hand operable means for operating said throttle valve means, said throttle cable being provided with an elongated enlarged section located a predetermined distance from its connected end to said hand operable means, a second switch having a stationary contact and a movable contact, said movable contact of said second switch being resiliently biased against said throttle cable so that axial movement of said cable by displacement of said hand operable means will cause said movable contact to be displaced by said enlarged section and assume a closed contact condition with its associated stationary contact, said first switch being activated to an open contact condition prior to said activation of said second switch to a closed contact condition, said movable contact of said first and second switches being electrically connected together, one of said stationary contacts being connected to a battery and the other to ground whereby to bypass said battery to ground when both said switches are closed.

2. An automatic power cut-off device as claimed in claim 1 wherein said movable contact of said second switch is a lever having a transverse pivotal connection along its longitudinal axis, said lever having an upper portion above said pivotal connection constituting a feeler arm which is spring biased against said throttle cable, said lever having a lower portion below said pivotal connection to constitute said movable contact of said second switch, said feeler arm being displaced on said pivotal connection by said enlarged cable section.

3. An automatic power cut-off device as claimed in claim 2 wherein said enlarged cable section is of substantially uniform cross-section and has a tapered leading edge.

4. An automatic power cut-off device as claimed in claim 1 wherein said hand operable means is a hand lever pivotally secured to said housing and having a switch engaging surface which is spring biased against said movable contact of said first switch to maintain said normally closed contact condition.

5. An automatic power cut-off device as claimed in claim 4 wherein said hand lever is provided with a cable receiving cavity coaxially aligned with said throttle cable to receive said enlarged section therethrough.

6. An automatic power cut-off device as claimed in claim 1 wherein said throttle cable is received within a cylindrical connector secured to said housing in' alignment with said hand operable means, said cylindrical connector having an inner tubular chamber for slidingly receiving an elongated enlarged cable section therein.

7. An automatic power cut-off device as claimed in claim 1 wherein there is further provided a manually operable switch having a contact arm biased in a normally open contact condition across said two stationary contacts of said first and second switch.

Claims

6. An automatic power cut-off device as claimed in claim 1 wherein said throttle cable is received within a cylindrical connector secured to said housing in alignment with said hand operable means, said cylindrical connector having an inner tubular chamber for slidingly receiving an elongated enlarged cable section therein.