US1545273A - Accelerator - Google Patents

Description

July 7, 1925. 1,545,273

- J. M. OCONNO'R ACCELERATOR Filed March 21, 1925 2 Sheets-Sheet 1 July 7, 1925.

J. M. OCONNOR ACCELERATOR Filed March 2l, 1925 2 Sheets-Sheet 2 v 0 gwoenloz v 0%12/702 Patented July 7, 1925.

UNITED STATES JOHN M. OCONNOR, OF LOOGOOTEE, INDIANA.

ACCELERATOR.

Application filed March 21, 1925. Serial No. 17,328.

and useful Improvements in Accelerators, of

which the following is a specification, reference being had to the accompanying drawings.

This invention relates to accelerators and more particularly to an accelerator particularly adapted for use in conjunction with a well known make of motor car.

An important object of the invention is to provide a device of this character which may be very readily attached to the vehicle without in any manner altering the present construction thereof with the exception of the formation of a small opening in the floorboards of the vehicle thereby enabling .its application by the average motor car operator.

A still further object of the invention is to provide a novel and improved connecting lever or link between the carbureter and the normal or hand operated throttle control lever having a construction such that the carbureter engaging end thereof may be shifted independently of the hand lever and in which the construction of the two sections of the rod and the manner of their connection is such'that the assembly of the parts of the accelerator is greatly facilitated.

A still further object of the invention is to provide a. novel and improved mounting for the foot controlled operating mechanism in which a single bolt suflices to support the entire mechanism. I

These and other objects I attain by the construction shown in the accompanying drawings, wherein for the purpose of illustration is shown a preferred embodiment of my invention and wherein:

Figure 1 is a side elevation of an engine having an accelerator constructed in accord ance with my invention applied thereto;

Figure 2 is a perspective view of the accelerator removed;

Figure 3 is a section on the line 3-3 of Figure 2; and i' Figure 4 is a perspective showing the head on the hand lever attached section of the accelerator. I

Referring now more particularly to the drawings, the numeral 10 indicates a hori zontal portion of a bracket having a vertical arm 11 at one end, the upper end of this arm being offset, as indicated at 12, and provided with an opening 13 adapted for the reception of a bolt forming a normal partof the engine construction to which the accelerator is to be'attached. At its opposite end, this horizontal bracket portion has secured thereto a second arm 14. Upon the horizontal bracket intermediate its ends, as at 15, is pivoted a lever 16 of such length that one end thereof comes into engagement with the arm 14 to limit movement of the lever in the direction'of the arrow on Figure 2. Movement ofthe lever in this direction is had and the lever is normally maintained with this end in engagement with the arm 14 by means of springs 17 and 18 connected to the lever at opposite ends thereof and to the arms 11 and lirespectively. The other end of the lever 16 has formed therein an opening19, the purpose of which will presently appear.

Secured to the arm 11 and extending rearwardly therefrom is a support 20, the rear end of which is bent outwardly, as indicated at 21 and provided with a notch 22 which forms spaced arms 23. The ends of these arms are formed to provide eyes 24L through which is directed a vertically extending bolt or keeper 25. The lever 16 has an angular arm 26 formed in its end with an eye 27 receiving the downturned forward 7 end 28 of a foot operated rod 29. This rod extends rearwardlythrough the notch 22 and is retained in this notch by the keeper bolt 25; Rearwardly of the arms, the rod has a washer 30 loosely mounted thereon against which abuts one end of a spring 21, the opposite end of which abuts a second washer 32 held against movement along the rod by a pin 33. The rear end of the rod is offset, as at 34, so that it will extend into the cockpit of the automobile (not herein shown). at a point approximately centrally thereof and is provided with a foot receiving head 35.

It will be seen that pressure applied to this foot receiving head will cause the lever 16- to be rotated and the eye 19 of the end of this lever to move outwardly. When pressure is released, the springs 31, 17 and 18 will tend to return the. lever to its normal position.

A connection between the usual control lever 36 and the carbureter valve arm 37 is provided comprising two sections 38 and r of which is reverted in spaced relation to the flange, as indicated at 45. The space provided between the reverted portion 5 and flange 4:4 is such that the rod section 38 may be received between the adjacent faces thereof. At its outer end and beyond the end of the reverted porti'on45, the flange 44lhasv "formed therein an opening 46 and the section 38 has a downturned end portion 47 which may extend through this opening and project th erebelow a considerable distance. This downturned end portion beneath the flange 44 engages through the eye 19 of the lever 16 and is held in positionby a cotter pin 5L8 or the like. i

It will be seen that the rod or section 38 may be engaged in position upon the connecting member 'l-3 by moving the rod at approximately right angles tothe connect-- ing section engaging the downturned end 47 in the opening 46' and then rotating the rod about this opening at the center until it lies beneath the flange. In this position, it may be secured by a cotter pin or the like, generally designated at 49. The section 39' has at itsouter end an upturned portion 50 adapted to be engaged in the throttle control lever 36. The rear end of this section is rearwardly bent, as at 51, for extension through the slot 4'3 and has a vertically extending head 52 of greater length than this slot. The width of this head is, however, less than the width of the slot so that the section may be extended through the slot and then rotated to its operating position and will be unremovable.

It will, of course, be understood that any operation of the lever 36 will be imparted to the 'carbureter control arm 37 by engagement of the rearwar'dly directed portion 51 against the end of the slot 43, while movements imparted to the section 38 by the foot operated rod 29 will not be imparted to the section 39 or to the control lever 36. It will be seen that thisstructure may be very readily and cheaply produced and installed and that since the structure thereof is rugged and simple, it will have relatively long life and be dependable.

Since this structure is capable of a certain range of change and modification without materially departing from the spirit of my invention, I do not limit myself to such specific structure except as hereinafter claimed.

I claim:-

' 1. A throttle controlling means for in-. ternal combustion engines, comprising in combination with a throttle arm a hand controlled lever and a foot controlled lever, a connection between the hand controlled lever and the throttle arm formed in two sections, one in the form of a rod engaged at one end with the throttle arm and having mounted upon its opposite end a connector comprising'a substantially vertically extending plate having a horizontally extending flange, said flange being formed at one end with an opening, the rod having a downt-urned end projected into and through said opening and engaging in an opening of the foot operated lever, the flange having a reverted oortion overl in the rod in s aced relation to said opening and from which the rod may be removed by rotation about the opening as a center, means extending through the flange and reverted portions for maintaining the rod in engaged position, the other section having sliding engagement with said plate at one end and a fixed engagement with the hand operated lever at the opposite end. v

2. A throttle controlling means for internal combustion engines, comprising in combination with a throttle arm a hand controlled lever and a foot controlled lever, a connection between the hand controlled lever and the throttle arm formed in two sections, one in the form of a rod engaged at one end with the throttle arm and having mounted upon its opposite end a connector comprising a substantially vertically extending plate having a horizontally extending flange, said flange being formed at one end with an opening, the rod having a downturned end projected into andthrough said opening and engaging in an opening in the foot operated lever, the flange having a reverted portion overlying the rod in spaced relation to said opening and from which the rod may be removed by rotation about the opening as a center, means extending through the flange and reverted portions for maintaining the rod in engaged position,

the plate having a slot extending longitudinally thereof, the other section having a head of less width than said slot and of greater length than the slot at one end and at its opposite end an angular portion for engagement in an eye formed in the hand operated lever, said other section when engaged with said hand controlled lever having the head thereof with its greater dimension arranged transversely oi the slot so that it is unremovable therefrom,

3. In an accelerator including the usual two part rod, one end ofone section of which is adapted for engagement with the throttle and the opposite end of the other section of which is engaged with the usual hand controlled lever, a bracket, a lever pivoted to swing on the bracket and with which the other end of the first named section is engaged, a spring normally holding the lever in one position, the lever having an arm, the bracket having-an extension formed with a notch, a rod projecting through and guided by the notch and having its end engaged with the arm of the lever and a foot pedal on the end of said rod.

4. In an accelerator including the usual two partrod, one end of one section of which is adapted for engagement with the throttle and the opposite end of the other section of which is engaged with the usual hand controlled lever, a bracket, a lever pivoted to swing on the bracket and with which the otherend of the first named section is engaged, a spring normally holding the lever in one position, the lever having an arm, the bracket having an extension formed with a notch, a rod projecting through and guided by the notch, and having its end engaged with the arm of the lever and a foot pedal on the end of said rod, said notch forming on the extension a pair of spaced arms, the ends of which are formed with eyes and a retaining element directed through said eyes and retaining said rod within the notch.

5. In an accelerator including the usual two part rod, one end of one section of lever and a foot pedal on the end of said rod, said notch forming on the extension a pair of spaced arms, the ends of which are formed with eyes, a retaining element directed through said eyes and retaining said rod Within the notch, said rod in spaced relation to the extension of the bracket having a spring seat secured thereto, a second spring seat loosely mounted upon the rod and abutting the extension and a spring surrounding the rod between said spring seats.

In testimony whereof I hereunto affix my signature.

JOHN M. OOONNOR.

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