VWGoA - Ex. 1003
`Volkswagen Group of America, Inc., Petitioner
`Case No. IPR2015-00276
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`U.S. Patent
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`Aug. 9, 1983
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`Sheet 1 of2
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`4,398,174
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`US. Patent
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`Aug. 9, 1983
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`Sheet 2 of 2
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`4,398,174
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`FIG.‘I
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`4,398,174
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`FUEL CONSUMPTION SIGNALLING SYSTEM
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`This is a continuation, of application Ser. No.
`027,614, filed Apr. 5, 1979.
`BACKGROUND OF THE INVENTION
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`In recent years, the rising cost of fuel has sharply
`increased the need for more efficient consumption of
`fuel. One well known, but little used method of efficient
`fuel consumption in a motor vehicle lies in the conscien—
`tious use of fuel saving driving techniques. In fact, a
`1978 United States government publication entitled
`“Driver Aid and Education Test Project” (DOE/CS-
`0043) and prepared for the U.S. Department of Energy
`states, on page 1, that it is “.
`.
`. not unusual to find a
`variation of 30 to 50 percent in fuel economy among a
`group of non-professional drivers operating under iden—
`tical and controlled test conditions
`. ”, the difference
`being attributable solely to individual driving tech-
`niques. Thus, it is clear that significant amounts of fuel
`could be saved by the widespread adoption of fuel effi-
`cient driving techniques by the motor vehicle operators
`of this country.
`To encourage the use of such efficient driving tech-
`niques, a variety of fuel consumption gauges and indica-
`tors have been provided by the prior art. Such prior art
`fuel consumption gauges have typically utilized a vac-
`uum operated sensor to monitor the manifold pressure
`of the engine, as the manifold pressure is one of the best
`over all indicators of efficient fuel use. A high vacuum
`pressure in the engine manifold indicates that the fuel is
`being burned in a fuel to air ratio which results in com—
`plete, and hence efficient, combustion. By contrast, a
`low vacuum pressure in the manifold indicates that the
`fuel is being burned in an overly rich fuel to air ratio
`which results in incomplete, and hence inefficient, com- '
`bustion. In operation, the vacuum operated sensor of
`typical prior art devices senses whether the pressure of
`the engine manifold is in a high or low vacuum state,
`and transmits this information to an indicator which in
`turn indicates to the driver whether or not the motor
`vehicle is being driven in a fuel efficient fashion.
`Unfortunately, each of the prior art fuel consumption
`indicators has, thus far, been attended by a variety of 45
`technical drawbacks which in tUrn has discouraged its
`general use among the motor vehicle operators of this
`country. For example, Polymeros U.S. Pat. No.
`2,666,197 discloses a vacuum operated signal device
`having a vacuum operated switch adapted to be
`mounted on the instrument panel of an automobile.
`However, the single pilot light of Polymeros’ invention
`only gives a visual indication of an inefficient fuel con-
`sumption condition in the engine which is easily over—
`looked by a driver observing the road. Further, the
`suggested location of the single pilot light of this inven-
`tion between other lights and indicators on the instru-
`ment panel of the automobile makes installation diffi-
`cult, and renders the single pilot light less perceptible to
`the driver than if the signal light were mounted away
`from the other lights and dials of the instrument panel.
`Finally, because the pilot light is actuated only during a
`fuel wastage condition in the engine, it is difficult to tell
`at any given time whether or not the invention is opera-
`tive.
`While Corsseu U.S. Pat. No. 2,683,782, Shuck U.S.
`Pat. No. 2,870,753, and Platt U.S. Pat. No. 2,692,980
`each disclose manifold pressure indicators utilizing two
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`separate signalling devices for signalling both efficient
`and inefficient fuel consumption conditions in an inter-
`nal combustion engine, they suffer from the drawback
`of utilizing relatively intricate and expensive single
`pole, double throw or dOuble pole vacuum operated
`switches. Additionally, each of these devices utilizes
`only a pilot light for indicating an inefficient fuel con—
`sumption condition which again can be easily over-
`looked by an operator with his full attention on the
`road.
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`Finally, although the manifold pressure indicator
`disclosed in Australian Pat. No. 114,535 suggests the use
`of an audio signal to signal an inefficient fuel condition,
`this device, like the Polymeros invention, is capable of
`signalling only an inefficient fuel consumption condi-
`tion. Additionally, no suggestion is made as to how to
`conveniently mount this device in the cockpit of a con-
`ventional motor vehicle.
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`Clearly the need exists for a conveniently installable,
`simple, effective and inexpensive fuel consumption sig-
`nalling system which has at least two separate signalling
`devices for positively signalling both efficient and inef—
`ficient fuel consumption conditions.
`SUMMARY OF THE INVENTION
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`The invention relates to a fuel consumption signalling
`system which is conveniently installable within a con-
`ventional motor vehicle and which has two separate
`signalling devices for signalling both efficient and ineffi-
`cient fuel consumption conditions in the engine of a
`motor vehicle without any of the drawbacks associated
`with prior art devices of this type. Basically, the signal—
`ling system comprises an alarm circuit for indicating an
`inefficient fuel consumption condition which is con-
`nected in series with an indicator circuit for indicating
`an efficient fuel consumption condition. The alarm cir-
`cuit includes an alarm light, a resistor, and a time delay
`circuit having an audio alarm generator, each of which
`is connected to the other in parallel. The indicator cir-
`cuit includes an indicator light and a normally open
`vacuum operated switch connected together in parallel.
`The vacuum operated switch is pneumatically con—
`nected to the engine manifold of the motor vehicle. A
`source of electrical potential sufficient enough to actu-
`ate the alarm circuit, but insufficient to actuate both the
`alarm circuit and the indicator light of the indicator
`. circuit is applied across the series connected alarm and
`indicator circuits.
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`the vacuum operated switch closes
`In operation,
`when the manifold pressure attains a value indicative of
`inefficient fuel consumption, thereby shunting the entire
`electrical potential around the indicator light and across
`the alarm circuit. Thus,
`the indicator light
`is extin-
`guished and the alarm circuit is actuated, perceptibly
`illuminating the alarm light and triggering the time
`delay circuit. If the inefficient fuel consumption condi-
`tion lasts beybnd a preset amount of time, the time delay
`circuit then actuates an audio alarm generator.
`Both the series circuit and the vacuum operated
`switch are mounted in a box—like housing which is con-
`veniently installable either above or below the instru-
`ment panel of a conventional motor vehicle by means of
`simple brackets.
`Thus,
`the invention provides an easily installable,
`simple, effective and inexpensive fuel consumption sig-
`nalling device having two separate indicators for posi-
`tively signalling both efficient and inefficient fuel con-
`sumption conditions in an engine. The use of a simple,
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`single pole, vacuum operated switch in a dual signalling
`system instead of the intricate and more expensive mul-
`tipole vacuum switches frequently associated with the
`prior art devices significantly reduces costs while in-
`creasing reliability. More particularly, the use of a sim-
`ple, single pole vacuum switch in combination with‘an
`indicator light which serves the dual function of indicat-
`ing a fuel efficient condition while providing a voltage
`divider along the series circuit constitutes a significant
`improvement over the prior art, providing maximum
`performance with a minimum of parts.
`Finally, the use of a time delay circuit between the
`alarm circuit and the audio signal generator prevents
`the audio alarm from being prematurely actuated dur—
`ing necessary periods of inefficient fuel usage, such as
`those which occur during the emergency handling of
`the motor vehicle.
`The fuel consumption signalling system may also
`include an automatic throttle control for automatically
`eliminating inefficient fuel consumption condition. The
`automatic throttle control basically comprises a lever
`connected to the carburetor throttle blade rod of the
`motor vehicle engine, and a solenoid having an extensi-
`ble plunger for limiting the movement of this lever. The
`solenoid is actuated by a relay connected to the time
`delay circuit of the alarm circuit, so that the throttle
`control, like the audio alarm generator, becomes actu-
`ated only if the inefficient fuel consumption condition
`lasts beyond a preset amount of time.
`The system also includes a means for overriding the
`throttle control including a microswitch mounted under
`the gas pedal for breaking the connection between the
`relay and the time delay circuit when the gas pedal is
`pressed to the floor of the motor vehicle.
`Additionally, an electronic counter may be con-
`nected to the time delay circuit of the alarm circuit for
`counting and displaying the number of times a gas wast-
`age condition occured which lasted beyond the present
`delay period of the time delay circuit.
`BRIEF DESCRIPTION OF THE SEVERAL
`DRAWINGS
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`FIG. 1 is an electromechanical diagram of the circuit
`of the fuel consumption signalling system installed in a
`conventional motor vehicle;
`FIG. 2 illustrates a cross sectional side view of the
`vacuum operated switch of the fuel consumption signal-
`ling system;
`FIG. 3 illustrates a cross sectional side view of the
`microswitch of the throttle control override means as it
`would appear mounted in a conventional motor vehicle;
`and
`FIG. 4 is a schematic of the time delay circuit of the
`invention.
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`DETAILED DESCRIPTION OF THE
`INVENTION
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`With reference to FIG. 1, the system 1 basically com-
`prises an alarm circuit 3 connected in series with an
`indicator circuit.
`The alarm circuit includes an alarm light 5, a resistor
`7 and a time delay circuit 9 including an audio alarm
`generator 10, each of which is connected to the other in
`parallel as indicated.
`In the preferred embodiment,
`alarm light 5 comprises a red GE #18 miniature lamp
`having an electrical
`resistance of approximately 30
`ohms, resistor 7 has a resistance of approximately 75
`ohms, and time delay circuit 9 has a resistance of over
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`300 ohms, such that the entire alarm circuit has a resis-
`tance of about 20 ohms. Time delay circuit 9 serves'as a
`time delay switch delaying the actuation of the audio
`alarm generator 10, the counter 11 and the throttle plate
`control 40 for a period of about three seconds to allow
`for short, necessary periods of fuel wastage, such as
`might occur in emergency handling situations. Addi-
`tionally, time delay circuit 9 is preferably adjustable so
`that drivers driving in hilly terrain or other conditions
`which regularly demand unusually long periods of gas
`wastage may adjust the time delay for a period over
`three seconds. Time delay circuit 9 is described more
`particularly hereafter. A variety of prior art audio sig-
`nal generators may comprise the audio signal generator
`10 of the invention, such as the Mallory “Son Alert”
`(part number SC 628) or Edwards “Lumatone” (part
`number E 101). Finally, a number of prior art electric
`counters and display devices may likewise comprise the
`counter 11 of the invention, such as AMP thumbwheel
`switch number 0.300 (7.62), which is connected to the
`time delay circuit 9 and counts and displays the number
`of fuel wastage occasions lasting longer than the time
`delay of the time delay circuit 9.
`The indicator circuit 15 includes an indicator light 17
`connected in parallel to a normally open, vacuum oper-
`ated switch 20. In the preferred embodiment, indicator
`light 17 is a green, GE #73 light bulb having a resis-
`tance of approximately 30 ohms.
`A 12 volt source of potential difference is connected
`at points 12 and 18 of the series circuit, as shown. In the
`preferred embodiment this source of potential differ-
`ence comprises the ignition system of the vehicle, rather
`than the car battery, so that the system will automati-
`cally turn on and off with the engine of the vehicle.
`With reference now to FIG. 2, the normally open
`vacuum operated switch 20 of the system 1 includes a
`housing divided into two noncommunicating pneumatic
`chambers 28a, 28b by a resilient diaphram 27 as shown.
`The upper surface of diaphragm 27 is placed in pneu-
`matic communication with the ambient atmosphere by
`aperture 24. The bottom surface of diaphragm 27 is
`placed in pneumatic communication with the engine
`manifold (not shown) by means of a vacuum line 21
`terminating in a “T” joint which is preferably conve-
`niently connected to the pneumatic circuit powering
`the intake manifold of the vehicle, although any point
`will do. A plunger member 29 having a pair of bimetal-
`lic electrical contacts 30a, b is biased against the lower
`surface of diaphragm 27 by means of coil spring 31. A
`complementary pair of contacts 330, b connected in
`parallel with indicator light 17 is placed above the
`contacts 30a, b. Adjustment screw 35 balances the
`spring biasing force exerted on the underside of dia-
`phragm 27 against the pneumatic force exerted on the
`top surface of diaphragm 27 by the atmosphere. More
`particularly,
`the adjustment screw 35 balances the
`spring and the pneumatic forces so that the contacts
`3011, b and 33a, [7 remain out of conductive engagement
`when a fuel efficient, high vacuum is present in the
`manifold, but come together in conductive engagement
`when a fuel wasting low vacuum is present in the mani-
`fold. For a V-8 engine, adjustment screw 35 is adjusted
`so that the contacts 30a, b and 33a, b do not come into
`conducting engagement until the manifold pressure falls
`to about seven inches of mercury. For six and four
`cylinder cars, the screw is adjusted to a setting corre-
`sponding to about six and three and a half inches of
`mercury, respectively.
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`In operation, a 12 volt potential difference is con-
`nected across the series circuit comprising alarm circuit
`3 and indicator circuit 15 at points 2 and 18 when the
`engine of the vehicle is started.
`If the vacuum pressure in the engine manifold is high
`enough to keep contacts 300, b and 330, b from coming
`into conductive engagement, the 12 volt potential is
`divided between the indicator light 17 of the indicator
`circuit 15 and the alarm circuit 3. The divided potential
`across the indicator light 17 is sufficient to perceptibly
`illuminate it. By contrast, the potential divided across
`the alarm circuit 3 is insufficient to either trigger time
`delay circuit 9, which does not become actuated before
`a certain threshold voltage is attained, or perceptibly
`illuminate alarm light 3, due to the effect of resistor 7 in
`dropping some of the potential across the incandescent
`element of light 5.
`However,
`if the manifold pressure falls below an
`appropriate preset value, the contacts 30a, b and 330, b
`come into conducting engagement, extinguishing indi-
`cator light 17 and shunting the entire potential differ—
`ence between points 2 and 18 across alarm circuit 3,
`actuating it. It should be noted in closing that indicator
`light 15 serves to provide a voltage divider between the
`source of electric potential and the alarm circuit 15 so
`that the latter is not actuated until the engine is operated
`in a fuel wasteful fashion, as well as an indicator for
`positively indicating when the vehicle is being operated
`in a fuel efficient manner. The indicator light 17 also
`serves as a positive indicator that the invention is func-
`tioning properly.
`With reference again to FIG. 1, the system may also
`include a throttle plate control 40 comprising a relay 12
`which is connected to time delay circuit for actuating a
`solenoid 42 having a plunger 44 for limiting the motion
`of a lever connected to the throttle plate rod of the
`Carburetor 50 of the engine of the motorvehicle. The
`throttle plate control also includes an override control
`comprised of a microswitch 13 for breaking the electri-
`cal connection between relay 12 and time delay circuit
`9, which in turn disconnects solenoid 42 from the igni-
`tion system of the vehicle, retracting plunger 44 from
`lever 46 and allowing free movement of the throttle
`plate 52 of the carburetor 50.
`, With reference now to FIG. 3, microswitch 13 com-
`prises a plunger 60 slidably mounted in a housing 61
`having a pair of contacts 62a, b normally biased against
`a pair of complementary contacts 630, b by a leaf spring.
`65. Leaf- spring 65 serves to bias contacts 62a, b against
`complementary contacts 63a, b such that relay 12 is
`normally electrically connected to time delay circuit 9.
`Leaf spring 65 also serves to provide an audible and
`tactile indicator of when the throttle plate control is
`overriden by providingvan audible and tactile “click”
`when the operator floors gas pedal 70 against plunger
`60 of microswitch 13, as is discussed in detail hereafter.
`In operation, the throttle plate control 42 is actuated
`by time delay circuit 9, which closes relay 12 a present
`time after alarm circuit 3 is actuated. Relay 12 connects
`solenoid 42 to the ignition system of the vehicle, which
`in turn forcibly extends plunger 44 to a position which
`limits the movement of lever 46. This action in turn
`obstructs the carburetor throttle plate from assuming an
`angular position which would lower the manifold vac-
`uum pressure and result in fuel wastage. If the operator
`of the vehicle needs to temporarily override the throttle
`plate control 40, as could occur in emergency driving
`conditions, the driver floors the gas pedal 70 of the
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`vehicle, thereby depressing plunger 60 into leaf spring
`65. The leaf spring 65 yields much the same way the
`metal blister structure on the bottom of a conventional
`oil can does, thereby disengaging contacts 620, b and
`63a, b with both an audible and a tactile click. The
`contact arm of relay 12 returns to its normal position,
`disconnecting solenoid 42 from the ignition system of
`the vehicle. Solenoid 42 then retracts plunger 44, which
`in turn frees lever arm 42.
`Referring finally to FIG. 4, the time delay circuit 9 of
`the invention comprises a series connected thermal
`element 88 and potentiometer 86 which in turn is con-
`nected in parallel with the alarm circuit 3 at points 82
`and 84. The thermal element 88 regulates switching
`contact points 890 and 89b. When the alarm circuit is
`actuated, the thermal element 88 expands after a time
`delay to close switching contact points 82 and 84,
`thereby actuating the audio signal generator 10,
`the
`electric counter 11, and throttle plate control relay 12.
`The duration of the time delay is controlled by potenti-
`ometer 86.
`All of the aforementioned components of the system,
`with the exception of the throttle plate control 40 and
`override switch 13, may be mounted in a single, conve-
`niently installable box-like housing (not shown) which
`may be attached either on the top or the bottom of the
`instrument panel by any suitable means, such as brack-
`6125.
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`Having particularly pointed out my invention in such
`full, clear, and concise and exact terms as to enable any
`person skilled in the pertinent art to make and use the
`same, I claim:
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`1. A fuel consumption signalling system for signalling
`both efficient and inefficient fuel consumption condi-
`tions in the engine of a motor vehicle, comprising:
`(a) an alarm circuit including, connected in parallel,
`an alarm light and a resistor, said alarm circuit
`being actuatable by a predetermined potential dif-
`ference;
`(b) an indicator circuit connected to said alarm circuit
`in series to form a series circuit, said indicator cir-
`cuit including, connected in parallel,
`(i) an indicator light for indicating an efficient oper-
`ating condition in the motor vehicle engine and
`for serving as a voltage divider for any potential
`applied across said series circuit, and
`(ii) a vacuum operated, normally open switch
`pneumatically connected to the engine manifold
`for shunting any electric potential applied across
`said indicator lamp around said indicator lamp
`when the manifold pressure closes said switch,
`and
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`(c) means for applying a potential difference across
`the series circuit,
`said applied potential being
`greater than the potential necessary to actuate the
`alarm circuit when said potential is shunted around
`the indicator light when the vacuum operated
`switch is closed, but less than the potential neces—
`sary to actuate the alarm circuit when the switch is
`open and the applied potential is divided between
`the indicator light and the alarm circuit.
`"
`2. The fuel consumption signalling system of claim 1,
`wherein said alarm circuit further includes, connected
`in parallel, a time delay circuit for actuating an audio
`alarm generator a preset time after said alarm circuit is
`actuated.
`3. The fuel consumption signalling system of claim 2
`further including a digital counting means connected to
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`said time delay circuit for counting and displaying the
`number of occasions the engine was run in inefficient
`fuel consumption condition for a period of time greater
`than the time delay of said time delay circuit.
`4. The fuel consumption signalling system of claim 3
`further including a relay connected to the time delay
`circuit for actuating a throttle plate control a preset
`time after said alarm circuit is actuated.
`5. The fuel consumption signalling system of claim 4,
`wherein said throttle plate control comprises:
`(a) a lever connected to the carburetor throttle blade
`rod of the engine of the motor vehicle, and
`(b) a solenoid actuatable by said relay and having an
`extensible plunger for limiting the motion of said
`lever when said solenoid is actuated, whereby the
`position of the throttle plate is automatically con-
`fined to an angular position consistent with effi-
`cient fuel consumption a preset
`time after said
`alarm circuit is actuated.
`6. The fuel cunsumption signalling system of claim 5,
`further including means for overriding said throttle
`plate control including a microswitch mounted under
`the accelerator pedal of the motor vehicle for electri-
`cally disconnecting said relay from said time delay cir-
`cuit when said accelerator is pressed to the floor of the
`vehicle,
`whereby said extensible solenoid plunger retracts to
`allow free movement of said lever connected to
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`said throttle plate rod.
`7. The fuel consumption signalling system of claim 6,
`wherein said microswitch includes a tactile indicating
`means for indicating when said switch is operated to
`disconnect said relay from said time delay circuit.
`8. The fuel consumption signalling system of claim 7,
`wherein said time delay circuit is adjustable to actuate
`said audio alarm generator, said counter, and said throt-
`tle plate control at a variety of times after said alarm
`circuit is actuated.
`9. A fuel consumption signalling system for signalling
`both efficient and inefficient fuel consumption condi-
`tions in the engine of a motor vehicle, comprising:
`(a) an alarm circuit including, connected in parallel,
`an alarm light, a resistor, and a time delay circuit
`having an audio alarm generator, said alarm circuit
`being actuatable by a predetermined potential dif-
`ference;
`(b) an indicator circuit connected in series with said
`alarm circuit to form a series circuit, said indicator
`circuit including, connected in parallel,
`(i) an indicator light for indicating an efficient oper-
`ating condition in the engine of the motor vehi-
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`cle and for serving as a voltage divider for any
`potential applied across said series circuit, and
`(ii) a vacuum operated, normally open switch
`pneumatically connected to the engine manifold
`of the motor vehicle for shunting any electric
`potential applied across said indicator
`lamp
`around said lamp when a predetermined mani-
`fold pressure indicative of a fuel waste condition
`closes said switch, and
`(c) means for applying a potential difference across
`the series circuit, said potential difference being
`greater than the predetermined potential difference
`necessary to actuate the alarm circuit when said
`vacuum operated switch is closed, but less than the
`predetermined potential necessary to actuate the
`alarm circuit when the switch is open and the po-
`tential difference is divided between said indicator
`light and said alarm circuit.
`10. The fuel consumption signalling system of claim 9
`further including a digital counting means connected to
`said time delay circuit for counting and displaying the
`number of occasions an inefficient ‘fuel consumption
`operating condition lasted in said engine for a time
`period greater than the present time delay period of said
`time delay circuit.
`11. The fuel consumption signalling system of claim
`10, further including a relay connected to said time
`delay circuit for actuating a throttle plate control a
`preset time after said alarm circuit is actuated.
`12. The fuel consumption signalling system of claim
`11, wherein said throttle plate control includes:
`(a) a lever connected to the throttle plate rod of the
`carburetor of the engine of the motor vehicle, and
`(b) a solenoid actuatable by said relay and having an
`extensible plunger for limiting the movement of
`said lever when said solenoid is actuated,
`whereby the position of the throttle plate is automati-
`cally confined to an angular position consistent
`with efficient fuel consumption a preset time after
`said alarm circuit is actuated.
`13. The fuel consumption signalling system of claim
`12, further including means for overriding said throttle
`plate control including a microswitch mounted under
`the accelerator pedal of the motor vehicle for electri-
`cally disconnecting said relay from said time delay cir-
`cuit when said accelerator is pressed to the floor of the
`vehicle.
`14. The fuel consumption signalling system of claim
`13, wherein said microswitch includes a tactile indicat-
`ing means for indicating when said switch is operated to
`disconnect said relay from said time delay circuit.
`*
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