US2912082A - Accelerator control device - Google Patents

Description

Nov. 10, 1959 s. D. WOOTEN, JR 2,

ACCELERATOR CONTROL DEVICE 3 Sheets-Sheet 1 Filed Sept. 3, 1954 IN VENTOR SPENCER D. WOOTEN JR.

BY fi l,

QOPD mWFmE o o ATTORNEY Nov. 10, 1959 s. D. WOOTEN, JR 2,912,082

ACCELERATOR CONTRQL DEVICE Filed Sept. 3, 1954 3 Sheets-Sheet 2 BY Z043 RNEY Nov. 10, 1959 s. D. WOOTEN, J-R 2,912,082

ACCELERATOR CONTROL DEVICE Filed Sept. 3, 1954 3 Sheets-Sheet 3 INVENTOR L- SPENCER D. WOOTEN JR.

/ TTORNEY United States Patent O ACCELERATOR CONTROL DEVICE Spencer D. Wooten, Jr., Memphis, Tenn.; Cora S. Wooten, executrix of the estate of said Spencer D. Wooten, Jr., deceased Application September 3, 1954,Serial No. 454,056 13 Claims. (Cl. 192-3 This invention relates to accelerator control devices for automotive vehicles.

In present day automotive vehicles the control of fuel flow through the carbureter of the internal combustion engine is usually regulated'by means of a foot pedal connected by an operating linkage to the throttle valve of the carbureter. In order to maintain the vehicle in motion, the driver must continuously keep his foot on the accelerator pedal, maintaining a certain amount of pressure thereon in order to depress the pedal the required distance for the desired speed which the driver wishes to maintain. On long trips the necessity of maintaining constant foot pressure on the accelerator pedal canbecome tiresome and fatiguing to the driver.

.Accordingly, it is an object of this invention to provide a system and mechanism for maintaining a carbureter throttle valve at a predetermined opening without requiring the driver to maintain'his foot onthe accelerator pedal.

It is a further object of this invention to provide a mechanism for maintaining a predetermined desired opening of a throttle valve which is safe and reliable in its operation.

It is a still further object of this invention to provide a latching means for providing a predetermined opening of a carbureter throttle valve, with interlock means for insuring that the latching means is operative only at the will of the operator of the automotive vehicle and may not inadvertently be left in a latching position.

It is another object of this invention to provide an accelerator control device which maintains the throttle valve at a predetermined opening but which is interlocked with the brake pedal of the vehicle to unlatch the throttle valve latching device whenever the brakes are applied.

In achievement of these objectives, this invention provides an accelerator control system in which the operating linkage which controls the opening of the carbureter throttle valve is disposed in the path of an adjustable latch member which may be moved to various positions to provide latching of the control linkage at any predetermined position corresponding to various throttle openings. The movement of the latch means is controlled by an operating knob mounted on the dashboard of the automotive vehicle. An unlatching solenoid is disposed adjacent the operating linkage and is effective, when energized, to lift the operating linkage clear of the latching device so that the linkage may move freely without engaging the latch. The unlatching solenoid is in circuit with the ignition switch of the automotive vehicle and is energized when the ignition switch is closed so that the latching mechanism is normally in an inoperative or unlatched condition when the ignition switch is closed. A control switch for rendering the throttle valve latching means operative is provided in circuit with the unlatching solenoid. The control switch is interlocked with the igni tion switch in such manner that the control switch must bereset each time the ignition switch is turned on. This prevents the voperator from inadvertently leaving the control switch in a position which would cause the throttle latching mechanism to be operative. The'control switch may be moved to an actuated position in which the unlatching solenoid is de-energized thereby permitting the throttle valve operating linkage to move into the path of the latching device. The control switch can be deactivated by the operator at will, by pulling outwardly on the control switch knob without turning the ignition switch off, thus voiding the latching mechanism. A brake-operated switch is provided in circuit with the unlatching solenoid when the control switch is in its actuated position so that depression of the brake pedal momentarily energizes the unlatching solenoid to again move the throttle valve operating linkage clear of the latching device, thereby assuring that the operating linkage is unlatched whenever the brakes of the automotive vehicle are applied.

Further objects and advantages of the invention will ecome apparent from the following description taken in conjunction with the accompanying drawings in which:

Fig. l is a schematic diagram of the accelerator cont-rol system ,of the invention, including the electrical circuit arrangement;

Fig. 2 is a side elevation view of the operating mechanism for the accelerator control;

Fig. 3 is a side elevation view of the throttle control mechanism viewed'from the opposite side as compared to Fig. 2;

Fig. 4 is an enlarged detail view of the latch positioning means and of the control switch means both intended for mounting on the dashboard of the automotive vehicle;

Fig. 5 is an enlarged fragmentary side elevation'view of the latching mechanism of the accelerator control device; and

Fig. 6 is a view in vertical section along line 66 of Fig. 5.

Referring now to the drawings, the general arrangement of the acceleration control mechanism and system in accordance with the invention may best be understood by reference to Fig. 1 which shows a carbureter throttle valve generally indicatedat 10 whose opening is controlled by a link 12 operated from the accelerator pedal 14 of the automotive vehicle, The link 12 is connected to an operating lever 16 the movement of which is controlled by the accelerator pedal 14 through an operating link 18. Operating lever 16 is biased by spring 17 in a direction tending to close throttle valve 10. A control rod 2% is connected to the outer end of the operating lever 16 and cooperates with a latching device generally indicated at 22 which latches the control rod ,20," and hence the operating link 12 of the throttle valve in any redetermined position. The control rod 20 may be moved out of the path of the latch 22 bymeans offan unlatching solenoid generally indicated at 24. The position of latch 22 which determines the speed at which latching. occurs may be adjusted by means of a flexible wire 62 which passes through a flexible sheath 27 and which is operated by means of a pull-out control knob 28 mounted on the dashboard 30 of theautomotive vehicle. A manually operated control switch generally indicated at 32 and having an operatingknob 33 is provided at dashboard 30 to render the latching means 22 efiective by dc-energizing unlatching solenoid-242 'A sealing-in or holding solenoid 34 'is provided for control switch 32. A switch 36 operated by brake 37'is provided to cause energization of the unlatching solenoid 24 whenever the brakes of the automotive vehicle areapplied.

The specific construction of an operating embodiment of the invention will be seen by reference to Figs. 2-6 inclusive. The operating link 12 which controls the opening of the throttle valve of the carbureter is pivotally connected at point 38 to the operating lever 16 which in turn is pivotally supported at point 40 which is stationary with respect to the internal combustion engine. The opposite end of operating link 12 is connected to the crank arm 42 which controls the opening and closing of the butterfly-type throttle valve 10. The throttle valve 10 and its operating linkage are so arranged that open ing of valve 10 is effected by moving operating link 12 to the left with respect to the views shown in Figs. 1 and 2. One end of the control rod 20 is connected to an extension 44 mounted at the outer end of the operating lever 16. The control rod 20 is supported adjacent its opposite or outer end by a vertically extending slotted arm 45 (Fig. 6) carried by the armature 46 -of the unlatching solenoid 24. Slotted arm 45 provides a slight lost-motion action between the armature 46 of the unlatching solenoid 24 and the control rod 20. Control rod 20 is pro vided with a latch-engaging abutment in the form of a sliding abutment 48 of relatively short axial length which is adapted to slide between two fixed spaced abutments 50 and 52 carried by the upper surface of rod 20 and which serve to limit the movement of sliding collar 48. As will be explained hereinafter, the sliding abutment 48 requires an over-acceleration beyond the desired latching speed in order to provide latching at a given throttle valve opening.

The latch 22 is a vertical generally rectangular-shaped member having beveled ends 54 of which the upper end is adapted for engagement with the sliding abutment 48. The provision of beveled ends 54 at each of the opposite ends of latch 22 makes the latch 22 reversible so that if the end 54 being used becomes worn, the latch may be reversed, permitting use of the other beveled end 54. Latch member 22 is provided with two passages trans- .verse of its longitudinal axis through which a pair of at its outer end to the pull-out control knob 28 mounted on the dashboard of the vehicle.

The guide rods 56 and 58 are provided with a roughened or frictional surface in order that the latch member 22 will tend to remain at a given adjusted position to which it has been moved by the control knob 28 connected to the control wire 62. The frictional nature of the surface of the guide rods 56 and 58 should be such as to maintain the latch 22 in a given adjusted position despite normal vibrations of the vehicle which might tend to displace the latch from its adjusted position, but should permit relatively easy movement of the latch .under the influence of the control wire 62.

includes a plurality of spaced fixed contacts 88, 90, 92,

94, 96 and 98, and a shaft member 35 which carries a pair of sliding contact members 84 and 86. Shaft 35 is of magnetic material and constitutes a core member which is adapted to cooperate with the sealing-in or holding solenoid winding 34. Shaft 35 is normally biased in an outward direction by means of a spring 39 to the position shown in full line in Fig. 1 in which the sliding con- 4 tact 84 bridges the fixed contacts 88 and 90 and the sliding contact 86 bridges the fixed contacts 94 and 96.

The operating knob 33 of control switch 32 may be pushed inwardly against the force of spring 39 to the dotted-outline position in which sliding contact 84 bridges fixed contacts and 92 and sliding contact 86 bridges fixed contacts 96 and 98. Fixed contact 72 of ignition switch 70 is connected by conductor 76 to the ungrounded terminal of battery 80. Fixed contact 74 of the ignition switch 70 is connected by means of conductor 78, junction 99 and conductor 100 to the fixed contact 96 of control switch 32. Fixed contact 90 of switch 32 is connected by conductor-102 to one end of unlatching solenoid 24. The opposite end of unlatching solenoid 24 is connected to ground. Fixed contact 98 of switch 32 is connected by conductor 120 to one side of the holding or sealing-in solenoid winding 34, the opposite end of winding 34 being connected to ground.

The brake-operated switch 36 is provided with two terminals 106 and 108. Terminal 106 is connected by means of conductor 110 to conductor 76 at junction 77 and thence to the ungrounded terminal of battery 80. Terminal 108 of the brakeoperated switch is connected at junction to conductors 117 and 119. Conductor 117 is connected to the stop light 116, the opposite end of the stop light being connected to ground. Conductor 119 is connected to fixed contact 92 of the control switch 32. A resistance 118 is-interposed between the fixed contacts 90 and 94 of the switch 32 in order to reduce the voltage across unlatching solenoid 24, as will be explained hereinafter. A resistance 121, which may be about 30 ohms, for example, is connected in parallel with solenoid winding 24. Resistance 121 aids in preventing arcing at the contacts of the brake switch 36 when the brake switch contacts are opened to break the circuit through solenoid winding 24.

The operation of the throttle valve control system and mechanism will now be described.

Operation When the ignition switch 70 is open the control switch 32 is in the full-line position shown in Fig. l in which the contacts 88 and 90 are bridged by the sliding contact 84 and the fixed contacts 94 and 96 are bridged by the sliding contact 86. Switch 32 must be in this position when the ignition switch 70 is open since the sealing-in or holding solenoid coil 34 is in series with ignition switch 70. With holding coil 34 de-energized, spring 39 biases control switch 32 to the full-line position shown in Fig. 1.

When the operator of the vehicle closes ignition switch 70 to thereby bridge contacts 72 and 74, the unlatching solenoid 24 is thereby energized through the following circuit: from the ungrounded terminal of battery 80 through conductor 76 to ignition switch contact 72, through the ignition switch, from ignition switch contact 74 through conductor 78 to junction 99, through conductor 100 to fixed contact 96 of switch 32, through sliding contact 86 to fixed contact 94, through resistance 118 to fixed contact 90, through conductor 102 to one end of the unlatching solenoid winding 24, through winding 24 to ground. Solenoid 24 is thereby energized to raise the armature 46 and the slotted arm 45. Upward movement of slotted arm 45 raises control rod 20 above and out of the path of the latch 22 to the dotted outline position shown in Fig. 5. With control rod 20 out of engagement with latch 22, the lever 16 and link 12 which control the opening of the carbureter throttle valve may be freely controlled by the accelerator pedal 14 through the link 18.

If the operator of the vehicle should desire to place the throttle valve latching mechanism in operation so as to latch the throttle valve open at a predetermined opening, he pulls the control knob 28 on the dashboard to move the latch member 22 by means of control wire .62 to a predetermined setting along its'guide mods-"56 and 58 corresponding to the desired degree ofathrpt'tle opening. If desired, the latch member '22 may be left at the desired setting continuously iwith'out thenecessity of re-adjusting this setting each time .zthe device "is to be used. The operator then pushes ';the;contr o l knob 33 of control switch 32 inwardly :to cause :sliding contacts 84 and 86 to move from ,the-fullrline'position :shown in Fig. 1 tothe dotted-outline .po'sition inwhich the sliding contact 84 bridges .fixed-Iconta'cts 90 and 92 and sliding contact 86. bridges .fixed .contacts 96 and 98. Movement of the control switch 32 ttothe position .just mentioned causes the winding 24 of .theunlatching solenoid to be instantly, de-energized since slidingcontact86 no longer bridges fixed contacts 94 and 96 and therefore the energization circuit of winding '24 is opened. At the same time, the sealing-in ,or holdingso'lenoid winding 34 which maintains controlswitch 32 inlits actuated position is energized through the .following circuit: from the ungrounded terminal of battery ,80 through "conductor 76, through contacts 72 and 74 of the closedrignition switch, through conductor78 to junction99, through conductor 100 to fixed contact 96 :of switch 32, through sliding contact 86 to 'fixed contact 98, fromfixed contact 98 through conductor 120 to one side of :solenoid winding 34, through winding 34 and thence to ground. Energization of the sealing-in solenoid 34 attracts .the .magnetic shaft or core 35 of the switch 32 and holds the switch 32 in the actuated position :shown in dotted line in Fig. l in which sliding contact, 84 bridges fixed contacts .90 and 92 and sliding contact 86 bridges fixed contacts 96 and 98.

The de-energization ,ofunlatching solenoid 24 causes control rod 20 to drop into the path of latch 22. If the accelerator pedal '14 is now depressed .sufiiciently to move the abutment sleeve or sliding collar 48 past the forward or higher end .of the bjeveledrsurface 54 of latch 22, the abutment sleeve 48 will :engagev the forward Iend of the beveled surface 54.and.latch the control .rod 20 and hence the operating link 12 for 'the throttle valve against reverse or speed-lowering movement. The accelerator pedal' can be depressed so as to move the rod 20 in a speed-increasing directioni'beyond the setting of the'latch 22 but the abutment sleeve 48 prevents a reverse movement'of therod 20 ina speed-reducing direction beyond the forward surface of latch 22.

Due to the provision of-an abutment in the form of a sliding sleeve 48 which moves between the two spaced fixed stop portions 50 and 52, it is necessary for the operator of the vehicle to over-accelerate the vehicle beyond the throttle valve opening corresponding to the latched position of rod 20. This is due to the fact that on the forward or speed-increasing.movement of rod 20 caused by motion of the accelerator pedal 14, sleeve'48 bears against and is carried forwardly by rear fixed abutment 52, this condition prevailing at the time'the sleeve 48 clears and passes beyond beveled end 54 of latchi22. When the operatortakes his foot off the accelerator pedal 14 after the latching point has been passed, the spring 17 retracts the control rod 20 in a speed-reducing direction until the forward abutment '50 on the upper surface of rod 20 abuts against .the forward end of sleeve 48. The back end of sleeve 48 then bears against the'forward surface of beveled end 54 of latch 22, preventing further movement of control rod 20 in a speed-reducing direction. It will thus be seen that due to the provision of sliding abutment 48 the control rod 20 must be drawn forwardly by the pedal-operated linkage beyond'the point at which it is finally latched, thereby requiring an overacceleration of the vehicle to obtain a desired throttle valve opening.

The circuit arrangement hereinbefore described also causes the automatic energization of the unlatching solenoid 24 whenever the brake pedal 37 is actuated, to thereby raise the control rod 20min of the path of latch 22. The actuation of the brake pedal 37 completes the following circuit: frorn the nngrounded terminal of battery 80, through conductor 76 to junction 77, -through conductor to terminal 166 of brake-operated ;switch 36, from terminal 1 08*of-switch-36 throughconductor 112 to junction 115, through conductor 119 to fixed contact 92 of control switch 32, through sliding contact 84 to=fixedcontaet 99, through conductor 102 to one side of the solenoidwinding 24 and thence to ground. Completion of this circuit results in the energization of the solenoid 24' and thereby causes control rod 20 to be raised to the dotted-outline "position shown in Fig. 5 in which it is clear of latch 22.. The-spring '17 will then move control rod 20 to the right, with respect-to the view shown in Fig. ,2, so that theslidable .abutment48 is disposed on the right-hand or unlatched side of latch 22. As soon as the brake pedal 37 is released the circuit just described'is opened and the-solenoid 24 again becomes de-energized. This again results in-the control rod 20 dropping into the path of the latch 22 but since the spring 17 has moved the abutment 48 to the ,righthand or unlatched side of latch 22, it is necessary to accelerate the-vehicle as hereinbefore described to relatc'h the control rod 20. i

I'f the'operator of the-vehicle should desire to discontinue the operationof the latching device at any time while driving, the control switch 33 may be manually deactivated by pulling outwardly on the switch knob-33 without turning the ignition switch off. This returns sliding contacts '84 and 86 to the 'fulllirie position-shown in Fig. 1 and results in the energization of unlatching solenoid .24 to maintain rod 20 clear of latch 22.

In case of electrical failure in .any circuit, the latching V mechanism may bemanually rendered inetfectivefrom the dashboard of the vehicle by pushing the control knob 28 inwardly to thereby actuate the control wire 26 to move the latch 22 to theright with respect to the view shown iriFig. 2 or in'a' speed-decreasing direction. .If the knob 28 is pushed far enough it will push the'latch 22 'to a position in which it does not cause opening of the throttle valve. 7

It can be seen from the foregoing that there lSJPl'O' vided in accordance withthis invention a mechanism and system for providing a prederrnined throttle valve .opening for an automotive vehicle which is simple-and .reliable in operation and which is provided with interlock means which insures that the latching mechanism is rendered ineffective whenever the vehicle brakes are actuated. Furthermore, the mechanism and wiring circuit are soarranged that the throttle valve latching mechanismis automatically rendered inoperative when the ignition circuit is energized and does not become effective until the operator of the vehicle intentionally actuates a control switch-which permits the latching mechanism to take effect. The control switch which permits operation of the throttle valve latching device is interlocked with the ignition switch in such-manner that the control switch must be reset each time the ignition is turned on. This prevents the operator from inadvertently leaving the control switch in a position which would permit the throttle latching mechanism to be operative. The control switch may be operated at will by the operator to either engage or disengage the latching mechanism when the ignition switch is on. A further desirable feature is the provision of the sliding abutment on the control rod which requires that the operator of the vehicle over-accelerate beyond the throttle opening corresponding to the latch setting before latching occurs. In case of electrical failure in any circuit, the latching mechanism can always be manually rendered ineffective.

While there has been shown and described a particular embodiment of the invention, it will be obvious to those skilled in the art that various changes and modifications may be made therein without departing from the invention and, therefore, it is aimed to cover all such changes 7 and modifications asifall within the true spirit and-scope of the invention. i

What I claim as my invention is:

1. An accelerator control mechanism for an automotive vehicle comprising a carburetor throttle valve, an operating linkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, an electromagnetic means effective when energized to render saidlatch means inefiective, an electrical power source, ignition switch means, brake switch means actuable upon application of the vehicle brakes, control switch means operable in a first position to connect said electromagnetic means to said power source through said ignition switch means to energize said electromagnetic means when said ignition switch means is closed, said control means being operable in a second position to connect said electromagnetic means to said power source through said brake switch means to energize said electromagnetic means when the vehicle brakes are applied.

2. An accelerator control mechanism as defined in claim 1, including means requiring movement of said operating linkage beyond said predetermined position before latching can occur at said predetermined position.

3. An accelerator control mechanism for an automotive vehicle comprising a carburetor throttle valve, an operating linkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, an electromagnetic means effective when energized to disengage said linkage from said latch means, an electrical power source, ignition switch means, brake. switch means actuable upon application of the vehicle brakes, and control switch means operable in a first position to connect said electromagnetic means to said power source through said ignition switch means to energize said electromagnetic means when said ignition means is closed, said control means. being operable in a second position to connect said electromagnetic means to said power source through said brake switch means to energize said electromagnetic means when the vehicle brakes are applied.

4. An accelerator control mechanism comprising a throttle valve for controlling the flow of fuel through the carbureter of an automotive vehicle, an operating linkage controlling the opening of said throttle valve, an-adjustable latch means for latching said operating linkage in a predetermined position, manually operated means independent of said operating linkage for setting-said latch means at a predetermined latching position corresponding to a predetermined speed of said automotive. vehicle, means movable with said operating linkage and engageable in latching engagement with said latch means, a solenoid operatively connected to said linkage to render said latch means elfective When said solenoid is de-energized and to render said latch means inefiective when said solenoid is energized, an electrical power source, ignition switch means connected to said power source, brake switch means connected to said power source and actuable upon application of the vehicle brakes, a manually actuable two-position control switch having a first contact connected to said solenoid, a second contact on said control switch connectible to said first contact when said control switch is in one of said positions, said second contact being connected to said power source through said ignition switch means, and a third contact on said control switch means connectible to said first contact when said control switch is in the other of said positions, said third contact being connected to said power source through said brake switch whereby said solenoid is energized through said ignition switch means 'when said control switch is in said one of said positions, and said solenoid may be energized by application of the vehicle brakes when said control switch is in the other of said positions.

5. An accelerator control mechanism for an automotive vehicle comprising a carbureter throttle valve, an operating linkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, said operating linkage having a first and a second alternative path of movement, said linkage being engageable with said latch means in one of said paths but not in the other of said paths, an electromagnetic means eifective when actuated to move said operating linkage'to said other path, said linkage moving to said one path when said electromagnetic means is de actuated, an electrical power source, ignition switch means, brake switch means actuable upon application of the vehicle brakes, and control switch means operable in a first position to connect said electromagnetic means to said power source through said ignition switch means to energize said electromagnetic means when said ignition switch means is closed, said control means being operable in a second position to connect said electromagnetic means to said power source through said brake switch means to energize said electromagnetic means when the vehicle brakes are applied.

6. An accelerator control mechanism for an automotive vehicle comprising a carbureter throttle valve, an operating linkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, manually operated means independent of said operating linkage for setting said latch means at a predetermined latching position corresponding to a predetermined speed of said automotive vehicle, said operating linkage having an abutment, said latch means lying along a path of movement of said abutment, an electromagnetic means effective when actuated to remove said abutment from said path, an electrical power source, ignition switch means, brake switch means actuable upon application of the vehicle brakes, and control switch means operable in a first position to connect said electromagnetic means to said power source through said ignition switch means to energize said electromagnetic means when said ignition switch means is closed, said control means being operable in a second position to connect said electromagnetic means to said power source through said brake switch means to energize said electromagnetic means when the vehicle brakes are applied.

7. An accelerator control mechanism as defined in claim 6, in which said abutment is slidably movable on said operating linkage between two limiting positions.

8. An accelerator control mechanism as defined in claim 1 including means biasing said control switch to said first position, and means actuable upon movement of said control switch to said second position for maintaining said control switch in said second position against the action of said biasing means.

9. An accelerator control mechanism for an automotive vehicle comprising a carburetor throttle valve, an operatinglinkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, an electromagnetic unlatching means effective when actuated to render said latch means inefiective, an electrical power source, ignition switch means, brake switch means actuable upon application of the vehicle brakes, control switch means operable in a first position to connect said electromagnetic means to said power source through said ignition switch means to energize said electromagnetic means when said ignition switch means is closed, said control means being operable in a second position to connect said electromagnetic means to said power source through said brake switch means to energize said electromagnetic means when the vehicle brakes are applied, and electromagnetic holding means actuable by said control switch means upon movement of said control switch means to said second position for holding said control switch in said second position.

10. An accelerator control mechanism for an automotive vehicle comprising a carburetor throttle valve, an opcrating linkage for-"controlling fuel flow through said valve, an adjustably movable latch means controlled from the dashboard of the vehicle for latching said operating linkage in a predetermined position, said operating linkage having a first and a second alternative path of movement, said linkage being engageable with said latch means in one of said paths but not in the other of said paths, and electromagnetic means interlocked with both the ignition and braking systems of said vehicle for controlling the path of movement of said operating linkage.

11. An accelerator control system as defined in claim 10 in which said latch means may be manually adjusted by a control means on the dashboard of the vehicle to a position in which said latch means is ineffective to latch said linkage.

12. An accelerator control mechanism for an automotive vehicle having a carburetor throttle valve, comprising an operating linkage for controlling fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, said operating linkage having a first and a second alternative path of movement, said linkage being engageable with said latch means in one of said paths but not in the other of said paths, an electromagnetic means effective when actuated to move said operating linkage to said other path, and a brake-controlled switch means for actuating said electro magnetic means to move said linkage to said other path.

13. An accelerator control mechanism for an auto= motive vehicle comprising a carburetor throttle valve, an operating linkage for controlling 'fuel flow through said valve, a latch means for latching said operating linkage in a predetermined position, manually operated means independent of said operating linkage for. setting said latch means at a predetermined latching position corresponding to a predetermined speed of said automotive vehicle, said operating linkage having an abutment which is slidably movable thereon between two limiting positions, said latch means lying along a path of movement of said abutment, an electromagnetic means effective when actuated to remove said abutment from said path, and brake-controlled switch means for actuating said electromagnetic means to remove said abutment from said path.

References Cited in the file of this patent UNITED STATES PATENTS 2,509,358 Krieg May 30, 1950 2,658,591 Medlar Nov. 10, 1953 2,799,373 Wagner July 16, 1957 2,802,553 Roggenstein Aug. 13, 1957

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