United States Patent [191
`Krieger
`
`[54] GAS SAVING TACTILE DEVICE
`[76] Inventor: LaVerne M. Krieger, 7718 Julie
`Drive, Kalamazoo, Mich. 49002
`Dec. 6, 1974
`[22] Filed:
`[21] Appl. No.: 530,059
`
`[52] US. Cl ........................ .. 116/114 AE; 180/77 R
`[51] Int. Cl.2 ........................................ .. G01D 13/00
`[58] Field of Search ............................ .. 73/115, 116;
`116/114 AE, DIG. 17,138, 58 R, 67 R;
`340/60, 136; 123/103 C, 103 E; 180/103, 77
`R
`
`[56]
`
`References Cited
`UNITED STATES PATENTS
`7/1948 Palm ........................... .. 116/67 R X
`2,445,887
`12/1953 Worelm,
`......... .. 116/138
`2,661,713
`2,692,980 10/1954 Platt ......................... .. 340/60 X
`2,825,418
`3/1958 Kershman ................. .. 123/103 E X
`
`3,961,598
`[11]
`[45] June 8, 1976
`
`Primary Examiner-Jerry W. Myracle
`Attorney, Agent, or Firm-Woodhams, Blanchard and
`Flynn
`
`ABSTRACT
`[57]
`A sensing device adapted for attachment to a vehicle
`engine and responsive to the vacuum created in the
`intake manifold for transmitting a tactile sensation to
`the driver to indicate when the vehicle is being driven
`in an uneconomical manner. The sensing device in
`cludes a sensor which is responsive to the vacuum in
`the intake manifold and, when the vacuum falls below
`a preselected minimum, causes actuation of a vibrator
`associated with the throttle linkage The vibration is
`transmitted through the throttle linkage to the acceler
`ator pedal, which vibration is felt by the driver. The
`vibration is terminated when the vacuum in the intake
`manifold exceeds the preselected minimum, under
`which condition more economical usage of fuel is
`achieved.
`
`10 Claims, 5 Drawing Figures
`
`Samsung USP 7,973,773
` Exhibit 1018 Page 1
`
`

`
`Pat’entv June 8, 19.76
`
`3,961,598
`
`FIG. 1
`
`I3.
`
`THROTTLE
`LINKAGE
`
`AEP_
`
`M H)
`CRE o
`
`mmm o 2
`n M o
`_ (I 2
`R 2 3 L . o
`n ma
`BA @
`
`7 2
`
`4
`
`M R B V
`
`_
`
`_ .
`
`W F2
`
`Ill" 3 + 5 _ 7 . ,. _ 7 3\ m
`
`_ I. % El
`
`3\/ 3
`
`F
`3/; a
`
`8),F3
`
`I8 53 5| 54 56
`
`w
`7 5
`
`44 333' 2 7 59
`53
`54 56
`
`7
`
`58
`29
`
`/I6
`57
`
`58
`
`
`
`. . 6
`
`2 (I
`
`_ F
`m
`
`FIG. 3
`
`4. E F
`
` Exhibit 1018 Page 2
`
`

`
`1
`
`GAS SAVING TACTILE DEVICE
`
`3,961,598
`
`2
`particular, wherein the sensor incorporates a vibrator
`actuated by the pressure within the intake manifold.
`A further object is to provide a system, as aforesaid,
`which is deactivated when the accelerator is depressed
`into a fully open throttle position so that the sensor
`does not detract from the power output of the engine
`during situations requiring full throttle, such as during
`passing and the like.
`Another object is to provide a system, as aforesaid,
`which can be easily and economically installed on an
`existing vehicle, and which permits the driver of the
`vehicle to be warned in a relatively simple and nonirri
`tating manner as to when the accelerator pedal is being
`depressed in a manner which results in an uneconomi
`cal usage of gas, whereby the driver can then take
`corrective action to result in more economical usage of
`fuel.
`Other objects and purposes of the present invention
`will be apparent to persons acquainted with systems of
`this general type upon studying the following speci?ca
`tion and drawings.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 is a diagrammatical illustration of a sensor
`system according to the present invention and its coop
`eration with the throttle linkage
`of a vehicle engine.
`FIG. 2 illustrates a typical throttle linkage incorpo
`rating therein the sensor system of the present inven
`tion.
`FIG. 3 is a cross-sectional view of a sensor according
`to the present invention as disposed in its inactive (i.e.
`high manifold vacuum) position.
`FIG. 4 is a cross-sectional view similar to FIG. 3 and
`illustrating the vibration mass displaced, such as occurs
`during vibration of the sensor.
`FIG. 5 diagrammatically illustrates the forces as ap
`plied to vthe piston of the vibrator.
`Certain terminology will be used in the following
`description for convenience in reference only and will
`not be limiting. For example, the words “rightwardly”,
`“leftwardly”, “upwardly" and “downwardly” will refer
`to directions in the drawings to which reference is
`made. The‘ words “inwardly” and “outwardly” will
`refer to directions toward and away from, respectively,
`the geometric center of the system and designated parts
`thereof. Said terminology will include the words above
`speci?cally mentioned, derivatives thereof and words
`of similar import.
`
`5
`
`IO
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`20
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`25
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`35
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`45
`
`FIELD OF THE INVENTION
`This invention relates to a signalling system for a
`vehicle and, in particular, to a system which is capable
`of transmitting a tactile sensation to the vehicle driver
`to indicate when the vehicle is being driven in an un
`economical manner.
`BACKGROUND OF THE INVENTION
`Various devices have been devised to provide an
`indication or‘ warning when a vehicle is being driven in
`an uneconomical manner. One of the most commonly
`utilized indicators involves the use of a vacuum gauge
`which is mounted on the instrument panel of a vehicle
`and is connected to the intake manifold of the engine
`so as to sense the vacuum which is developed therein.
`While such gauges do accurately measure the pressure
`(the vacuum) within the intake manifold, nevertheless
`such gauges do not provide suf?cient indication to the
`driver so as to ensure that the vehicle is driven in the
`most economical manner. The prime disadvantage of
`vacuum gauges is that they require the driver to contin
`uously look .down at the gauge so as to visually inspect
`same, and this in turn requires that the driver’s atten
`tion be distracted from the highway. In many situations,
`the driver’s attention is directed to other matters and
`the warning indication which is registered on the vac
`uum gauge is accordingly not noticed by the driver.
`To overcome the disadvantages associated with the
`use of a vacuum gauge, other types of warning devices
`have been mounted on a vehicle to indicate the uneco
`nomical performance of the engine. One such device
`involves the use of a telescopic cylinder disposed within
`the throttle linkage, which cylinder collapses when the
`vacuum in the intake manifold falls below a predeter
`mined magnitude. However, devices of this type are
`undesirable since
`they can result in the creation of a
`dangerous condition, particularly if the cylinder should
`collapse when the accelerator is being depressed in an
`effort to substantially increase the power output of the
`engine, such as when passing another vehicle.
`Accordingly, it is an object of the present invention
`to provide an improved sensing system which can be
`mounted on a vehicle to indicate when'the engine is
`being operated in an uneconomical manner, which
`sensing system overcomes the above-mentioned disad
`vantages. Particularly, it is an object of the present
`invention to provide an improved sensing system which
`involves a tactile sensor associated with the throttle
`linkage of a vehicle for imposing a tactile sensation on
`the driver of the vehicle, such as through the accelera
`tor pedal, to indicate when the accelerator pedal is
`being depressed too rapidly.
`It is also an object of the present invention to provide
`an improved system, as aforesaid, which automatically
`warns the driver when the engine is being operated in
`an uneconomical manner but which does not require
`visual observation on the part of the driver.
`A further object is to provide a system, as aforesaid,
`which transmits a tactile sensation to the driver, as by
`imposing a vibration through the accelerator pedal
`onto the foot of the driver, whenever the vehicle is
`.being driven in an uneconomical manner.
`Still a further object is to provide a system, as afore
`said, wherein the sensor is responsive to the vacuum
`created in the intake manifold of the engine and, in
`
`SUMMARY OF THE INVENTION
`The objects and purposes of the present invention are
`met by providing a tactile-type sensor system adapted
`to be mounted on a vehicle engine in association with
`the throttle linkage for permitting a tactile-type warn
`ing to be transmitted to the driver whenever the vehicle
`is being driven in an uneconomical manner. The system
`includes a sensor which is responsive to the pressure,
`namely the vacuum, created in the intake manifold.
`The sensor controls a vibrator which can be mounted
`directly on the throttle linkage and, when actuated,
`imposes a vibration on the throttle linkage whenever
`the vacuum in the intake manifold falls below a prese
`lected magnitude. When the accelerator pedal of the
`vehicle is depressed too rapidly, resulting in sudden
`opening of the throttle plate, the vacuum in the intake
`manifold undergoes a substantial decrease which is
`sensed by the sensor, which in turn activates the vibra
`tor. The vibrator imposes a vibration on the throttle
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` Exhibit 1018 Page 3
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`

`
`3
`linkage which is transmitted to the accelerator pedal,
`which vibration is then felt by the driver of the vehicle.
`By easing up on the accelerator pedal, the throttle plate
`is partially closed and the vibration is thereby termi
`nated. In a preferred embodiment of the invention, the
`vibrator includes a pneumatic-operated piston disposed
`in ?uid communication with the intake manifold so as
`to be vibrated in direct response to the pressure of the
`gaseous mixture within the manifold.
`
`DETAILED DESCRIPTION
`
`FIG. 1 illustrates an intake manifold 11 as associated
`with an engine, such as an internal combustion engine
`as mounted on an automotive vehicle. The intake mani
`fold has a movable throttle plate 12 associated there
`with, which plate 12 is controlled in a conventional
`manner by a throttle linkage 13 which connects the
`plate 12 to an accelerator pedal 14 disposed within the
`passenger compartment of a vehicle.
`In accordance with the present invention, there is
`provided a tactile-type warning system 16 for transmit
`ting a signal to the driver when the vehicle is being
`driven in an uneconomical manner. The system 16
`includes a vacuum sensor 18 which communicates with
`the intake manifold 11 by means of an intermediate
`conduit 19, which conduit 19 communicates with man
`ifold at a location disposed downstream of the throttle
`plate 12. Vacuum sensor 18 in turn controls a vibrator
`17 which is associated with the throttle linkage 13 so
`that, when vibrator 17 is actuated by the sensor 18, a
`vibration is transmitted through the linkage 13 onto the
`accelerator pedal 14, thereby imposing a tactile sensa
`tion in the form of a vibration on the foot of the driver.
`The throttle linkage 13 is conventional and, as illus
`trated in FIG. 2, includes a push rod 21 which is nor
`mally spring-urged upwardly into engagement with the
`accelerator pedal 14 to maintain the pedal in its upper
`most or undepressed position. The push rod 21 extends
`through the ?oor board or ?rewall 22 of the vehicle,
`which wall 22 separates the passenger compartment
`from the engine compartment. The lower end of the
`push rod 21 is connected to an intermediate bell crank
`23, which in turn is connected to an elongated connect
`ing link 24, which has its forward end connected to a
`lever 26 associated with the throttle plate 12. The
`throttle linkage 13 is illustrated merely for purposes of
`convenience, but it will be recognized that the throttle
`linkage may take numerous other conventional con?g
`urations without departing from the present invention.
`The warning system 16, in the illustrated embodi
`ment, is mounted in direct association with the throttle
`linkage 13 and can be mounted directly on the con
`necting link 24, as by ring clamps 27. However, the
`warning system 16 may be connected directly to the
`accelerator pedal 14, particularly when rigid rod 24 is
`replaced by a ?exible cable.
`The warning system 16, in a preferred embodiment,
`has the vibrator 17 and sensor 18 incorporated into a
`single unit as illustrated in FIGS. 3 and 4. This unit
`includes a housing 29 having a piston assembly 31
`associated therein, which assembly 31 includes a pri
`mary bore 32 and a primary piston 33 slidably and
`sealingly supported within the bore 32. Piston assembly
`31 also has a secondary bore 36 formed in the housing
`29, and a secondary piston 37 is slidably and sealingly
`disposed within the bore 36. The bores 32 and 36 are
`coaxially aligned and in open communication with one
`another, and the secondary bore 36 and its associated
`
`3,961,598
`piston 37 are of substantially smaller diameter than the
`primary bore 32 and its associated piston 33.
`The primary and secondary pistons are rigidly inter
`connected by an intermediate cylindrical portion 38
`which is of smaller diameter than the secondary piston
`37. Intermediate portion 38 is spaced a substantial
`distance from the surrounding walls de?ning the bores
`32 and 36, whereby an intermediate annular chamber
`39 is formed between the pistons in surrounding rela
`tionship to the intermediate portion 38.
`In the warning system 16 illustrated in FIGS. 3 and 4,
`the piston assembly 31 includes opposed inner end
`faces 41 and 42 formed on the pistons 33 and 37, re
`spectively, which faces de?ne the opposite ends of the
`intermediate chamber 39. The face 41 has an area
`which is substantially larger than the face 42. The face
`41 is adapted to come into contact with a stop 43 which
`is ?xed to the housing 29 and projects into the interme
`diate chamber 39. The intermediate chamber 39 nor
`mally communicates with a passage 44 as formed in the
`housing 29, which passage 44 is connected to the inter
`mediate conduit 19. In fact, conduit 19 and passage 44
`continuously communicate with the intermediate
`chamber 39 whenever the piston assembly 31 is in its
`inactive position (i.e. high manifold vacuum position)
`as illustrated in FIG. 3. When in this inactive position,
`the secondary piston 37 is disposed so that the inner
`end of the passage 44 is partially uncovered as illus
`trated in FIG. 3.
`The primary piston 33 has an outer end face 46
`formed thereon and coacting with the surrounding
`housing walls to de?ne a primary end chamber 47 lo
`cated adjacent one end (rightward end in FIGS. 3 and
`4) of the piston assembly. The secondary piston 37 has
`a similar outer end face 48 which also coacts with the
`housing walls to de?ne a secondary end chamber 49
`which is disposed adjacent the opposite end of the
`piston assembly 31. Due to the difference in diameter
`of the pistons 33 and 37 , the end face 46 is of substan
`tially greater area than of the end face 48.
`Housing 29 also has passage means 51 formed
`therein for providing controlled communication be
`tween the chambers 39, 47 and 49. For this purpose,
`passage means 51 includes a ?rst passage 52 which
`continuously communicates with the secondary end
`chamber 49. First passage 52 communicates with a
`second passage 53 which extends longitudinally of the
`housing 29 and is connected to a third passage 54
`which extends radially inwardly so as to communicate
`with the primary bore 32. The third passage 54 commu
`nicates with the bore 32 at a location disposed in
`the
`vicinity of the interface between the bores 32 and 36,
`whereby the third passage 54 is normally closed by the
`primary piston 33 whenever same is in its inactive posi
`tion as illustrated in FIG. 3. However, when primary
`piston 33 is displaced from its normal inactive (i.e. high
`manifold vacuum) position into an activated (i.e. low
`manifold vacuum) position as illustrated in FIG. 4, then
`the inner end of the third passage 54 is disposed in open
`communication with the intermediate chamber 39.
`The passage means 51 includes a fourth passage 56
`which, in the illustrated embodiment, extends axially
`along and in open communication with the bore 32.
`The passage 56 extends from the inner end of passage
`54 and projects toward the other end of the bore 32.
`Passage 56 is of suf?cient length so that the end thereof
`(rightward end in FIG. 3) is in open communication
`with the primary end
`chamber 47 whenever the pri
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` Exhibit 1018 Page 4
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`3,961,598
`5
`mary piston 33 is in its normal inactive position. How
`spheric pressure, when multiplied by the area of the
`ever, as illustrated in FIG. 4, the passage 56 communi
`end face 46, results in imposition of a pressure force F‘
`acting leftwardly on the piston assembly 31 as illus
`cates with the bore 34 at a location which is spaced
`inwardly from the end thereof so that the passage 56 is
`trated in FIG. 5. The tension spring 58 also imposes a
`closed and isolated from the primary end chamber 47
`force F, on the piston, which force acts rightwardly on
`when the piston 33 is in its activated position.
`the piston but is of substantially less magnitude than the
`Housing 29 is provided with a further passage 57
`force F]. The atmospheric pressure in primary end
`which is in continuous communication with the pri
`chamber 47 also ?ows through passage means 51 so
`mary end chamber 47. Passage 57 is in continuous
`that secondary end chamber 49 is also subjected to
`communication with the surrounding atmosphere. A
`atmospheric pressure which, when multiplied by the
`conventional tension spring 58 is disposed within the
`area of the end face 48, results in a force F2 acting
`housing and has one end adjustably anchored to the
`rightwardly on the piston assembly 31 as illustrated in
`housing and the other end anchored to the piston as
`FIG. 5. This force F2 is obviously substantially less than
`sembly 31, whereby the tension spring 58 normally
`the force F1 in view of the substantial difference in the
`imposes a force on the piston assembly 31 tending to
`areas of the faces 46 and 48. A further pressure force
`urge same towards its active position (rightwardly in
`F3 acts on the piston assembly 31, which force F3 is
`developed by the gaseous mixture contained in the
`FIGS. 3 and 4)..The housing 29 also has a further stop
`59 associated therewith, which stop is disposed within
`intermediate chamber 39. Since chamber 39 communi~
`the primary end chamber 47 for limiting the advancing
`cates via conduit 19 with intake manifold 12, the inter
`movement (rightward movement in the drawing) of the
`mediate chamber 39 is thus subjected to the same vac
`piston assembly during the vibration or oscillation
`uum as exists in the intake manifold. This reduced
`thereof.
`pressure in the chamber 39 thus results in the force F3
`acting rightwardly on the piston assembly 31, which
`force F3 is obtained by multiplying the pressure of the
`air in the chamber 39 by the difference in the area
`defined by the faces 41 and 42. When the vacuum in
`the manifold 11
`exceeds the predetermined minimum
`(such as 8 inches of vacuum), the sum of the forces F2,
`F3 and F, is less than the force F1, so that the force Fl
`maintains the piston assembly in its leftwardmost posi
`tion as illustrated in FIG. 3, whereupon the piston as
`sembly abuts against the stop 43.
`When the throttle plate 12 is opened an additional
`amount, such as by a further depression of the acceler~
`ator pedal 14, this results in an additional decrease in
`the vacuum within the intake manifold. If the vacuum
`in the intake manifold drops below this preselected
`minimum (for example, below 8 inches), this ‘results in
`the absolute pressure as measured within the intake
`manifold and within the annular chamber 39 increasing
`so that the force F3 likewise increases. The combined
`rightwardly acting force created by F2, F3, and F, thus
`slightly exceeds the leftwardly acting force F‘ so that
`the piston assembly 31 is moved slightly away (right
`wardly in FIG. 3) from the stop 43. When the piston is
`moved through a small distance so as to assume the
`position indicated by dotted lines in FIG. 3, this results
`in the secondary piston 37 closing the passage 44, and
`substantially simultaneously therewith, the piston 33
`uncovers the inner end of the passage 54 so that the
`intermediate chamber 39 effectively communicates
`with the passage 56 and is subjected to the atmospheric
`pressure which exists in the primary and chamber 47.
`This flow of atmospheric pressure into the intermediate
`chamber 39 results in a substantial increase in the mag
`nitude of the pressure within this chamber, which in
`turn results in a substantial increase in the magnitude of
`the force F_-,. The combined rightwardly acting force,
`namely a combination of F2, F3 and F," thus suddenly
`exceeds Fl by a substantial amount so that piston as
`sembly 31 is rapidly moved rightwardly into the posi
`tion illustrated in FIG. 4, whereupon the primary piston
`33 impacts against the stop 59. This impact is then
`transmitted through the throttle linkage onto the accel
`erated pedal and is thereby sensed by the foot of the
`driver.
`When the piston assembly 31 is being moved into the
`position illustrated in FIG. 4, the advancing movement
`
`OPERATION
`The operation of the system according to the present
`invention will be brie?y described to ensure a complete
`understanding thereof.
`During operation of a vehicle engine, and particu
`larly during an idling condition, the throttle plate 12 of
`the engine is in a substantially closed orientation so that
`the pressure within the intake manifold 11 downstream
`of the throttle plate 12 is at a level which is substan
`tially below atmospheric. This reduced pressure level
`within the intake manifold 11 is normally measured
`relative to atmospheric pressure and
`is thus normally
`referred to as a vacuum. Under idling conditions,
`this
`vacuum within the intake manifold is normally in the
`neighborhood between 17 and 20 inches of mercury as
`measured relative to atmospheric pressure. However,
`during operation of the vehicle, the throttle is partially
`opened and the maximum fuel economy normally oc
`curs when the vacuum in the intake manifold is within
`the range of approximately 10 to 13 inches of mercury.
`However, when the accelerator pedal is additionally
`depressed, this causes a substantial opening of the
`throttle plate. This accordingly results ‘in additional
`?ow of air into the intake manifold so that a substantial
`decrease occurs in the vacuum within the intake mani
`fold. Under this situation, the vacuum in the intake
`manifold may decrease to a pressure level which is less
`than 8 inches of mercury and, in fact, the vacuum will
`decrease to substantially zero when the throttle plate is
`fully open.
`Considering now the operation of the warning system
`16 during vehicle operation, reference is made particu
`larly to the structure illustrated in FIGS. 3-5. When the
`engine is operating under normal economical
`condi
`tions, the vacuum in the intake manifold 11 exceeds a
`preselected minimum, such as 8 inches of mercury for
`example. Thus, during idling or under normal vehicle
`operations, the vacuum in intake manifold 11 exceeds
`this minimum and accordingly the warning system 16
`remains in an inactive position substantially as illus
`trated in FIG. 3. >
`When the sensor 16 is in the inactive position illus
`trated in FIG. 3, atmospheric pressure exists within the
`primary end chamber 47 due to the communication
`with the atmosphere via the passage 57. This atmo
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` Exhibit 1018 Page 5
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`3,961,598
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`7
`ther air from being drawn into the intake manifold
`effectively closes off the for
`of the primary piston 33
`through the warning system 16, whereupon this permits
`ward end of the passage 56 so that the chambers 39 and
`49 are thus each isolated from the atmospheric pres
`a slightly richer mixture to be sent into the cylinders,
`whereby the engine can thereby develop maximum
`sure which' exists in the primary end chamber 47. At
`the same time, the secondary piston 37 again uncovers
`power in accordance with the usual design requirments
`the passage 44 so that the secondary end chamber 49
`when the throttle is in a wide or fully open position.
`thus communicates with the intake manifold 11 via the
`A further desirable advantage which results from the
`conduit 19. Intermediate chamber 39 also communi
`warning system 16, when same is vibrating, results from
`cates with the secondary chamber via the passages 52,
`the fact that some of the atmospheric air is periodically
`53 and 54. Since a vacuum still exists within the mani
`transmitted into the chambers 39 and 49, which atmo
`fold 11, which vacuum is still presumably below the
`spheric air is then drawn through the conduit 19 into
`preselected minimum (for example 8 inches), the air
`the intake manifold 11. This additional air under un
`within the chambers 37 and 39 will thus be partially
`economical driving conditions, results in further dele
`drawn through the conduit 19 and sucked into the
`tion of the rich mixture which is being supplied to the
`manifold 1 1, whereby the chambers 39 and 49 will thus
`engine.
`be subjected to a partial vacuum. This will thus result in
`While the warning system 16 desirably incorporates
`a substantial decrease in the forces F2 and F3 developed
`therein a ?uid pressure piston unit of the type illus
`in the chambers 49 and 39, respectively. At the same
`trated in FIGS. 3 and 4, particularly since same can be
`time, the force F, imposed by the spring 58 is also
`connected to and operated directly by the intake mani
`substantially reduced due to the contraction of the
`fold, nevertheless the warning system 16 of the present
`spring. The total of the forces F2, F3 and F, is thus
`invention may also assume other forms.
`substantially less than the leftwardly acting force F1
`For example, the vibrator 17 may comprise an elec
`created by the atmospheric pressure in the chamber 47,
`trical motor having an eccentric or unbalanced weight
`so that the force F1 thus rapidly returns the piston as
`mounted thereon for creating a vibrating force during
`sembly 31 leftwardly towards its original position and
`rotation of the motor, which motor can be pivotally
`causes the piston assembly to impact against the stop
`mounted on the throttle linkage so as to impact back
`43 upon reaching its original position as illustrated in
`and forth between a pair of stops. In this instance, the
`FIG. 3.
`motor would be controlled by means of a suitable con
`If the vacuum within the intake manifold is still below
`trol 61 as illustrated by dotted lines
`in FIG. 1, which
`the preselected minimum, then the piston assembly 31
`control may comprise a conventional electric switch,
`will continue to reciprocate back and forth within the
`housing 29, with the piston assembly alternately im
`which switch in turn would be controlled by a vacuum
`pacting against the stops 43 and 59, which impacts are
`sensor, such as by the vacuum sensor 18, which sensor
`transmitted through the linkage and impose a vibration
`may take the form of a diaphragm.
`on the foot of the driver. However, when the vacuum in
`As a further possible modi?cation, the vibrator may
`the intake manifold again exceeds the preselected mini
`comprise an electric solenoid mounted on the throttle
`mum, then the piston assembly will automatically re
`linkage and having a movable plunger designed to im
`turn to and remain within the position illustrated in
`pact against suitable stops, with the solenoid being
`FIG. 3.
`energized and de-energized by means of a vacuum-con
`In carrying out the present invention, and speci?cally
`trolled electric switch,
`which switch would be respon
`when utilizing a ?uid-pressure type vibrator as illus
`sive to the vacuum in the intake manifold.
`trated in FIGS. 3 and 4, the initiation of vibration of the
`While the frequency of vibration as imposed on the
`piston assembly 31 will be selected for each particular
`accelerator pedal may vary substantially, nevertheless
`engine according to a vacuum level in the intake mani
`it has been determined that a vibration in the range
`45
`fold which is considered to be the minimum magnitude
`approximately 10 to 15 cycles per second is most ac
`necessary to result in economical performance. When
`ceptable to the driver.
`this minimum desired vacuum has been determined,
`The present invention thus relates to a system which
`then the difference in area between the pistons 33 and
`can be easily mounted on an existing engine or incorpo
`37 can likewise be determined so as to permit proper
`rated into a new engine during manufacture thereof.
`reciprocation of the pistons when the intake manifold
`The device provides a tactile sensation which is not
`vacuum falls below the preselected minimum. Alter
`distracting to the driver but gives the driver adequate
`nately, the force characteristics of spring 58 can be
`warning that he is not driving under conditions which
`selected as necessary to provide the desired mode of
`result in the most economical usage of fuel. If the driver
`operation.
`heeds this warning, as by easing up on the accelerator
`moved
`In the present invention, when the throttle is
`pedal, the vibration will thus cease and the driver will
`to a fully opened position, the vacuum in the manifold
`again be driving under economical conditions.
`approaches zero so that the manifold thus experiences
`In the case of a multi-engine vehicle or an engine
`substantially atmospheric pressure therein. Under this
`operating in a noisy environment, the device could
`situation, a substantial balance of pressure exists across
`serve to warn the operator of an inoperative engine and
`the piston assembly 31 inasmuch as substantially atmo_
`at the same time tell which engine is inoperative. This
`spheric pressure exists in all of the chambers 39, 47 and
`is very critical in the operation of multi-engine aircraft.
`49. The spring 58 will thus cause the piston assembly
`Although a particular preferred embodiment of the
`31 to be moved into and maintained in the position
`invention has been disclosed in detail for illustrative
`illustrated in FIG. 4. The vibration under this wide
`purposes, it will be recognized that variations or modi
`open throttle condition will thus cease so that same will
`?cations of the disclosed apparatus, including the rear
`not distract the driver. When in the position illustrated
`rangment of parts, lie within the scope of the present
`in FIG. 4, the atmospheric passageway 57 is effectively
`invention.
`isolated from the conduit 19 so that this prevents fur
`
`60
`
`50
`
`55
`
`65
`
`25
`
`30
`
`35
`
` Exhibit 1018 Page 6
`
`

`
`l0
`
`5
`
`20
`
`25
`
`35
`
`3,961,598
`9
`10
`The embodiments of the invention in which an exclu
`disposed therein, ?rst conduit means providing
`sive property or privilege is claimed are de?ned as
`communication between said intake manifold
`follows:
`means and one side of said piston, second conduit
`1. In a vehicle having an internal combustion engine,
`means providing communication between the at
`an intake manifold means associated with said engine
`mosphere and the other side of said piston, and
`for supplying a fuel-air mixture thereto, and operator
`activating means coacting between said
`manifold
`engaging means disposed within the passenger com~
`means and said vibrator means for activating said
`partment of the vehicle and adapted to be engaged by
`vibrator means whenever the vacuum in said intake
`the operator of the vehicle, the improvement compris
`manifold means is less than a predetermined mag
`nitude.
`mg:
`'
`a tactile-type warning system coacting with said en
`5. A vehicle according to claim 4, wherein said acti
`gine for warning the operator when the engine is
`vating means includes a second piston connected to
`being operated in an uneconomical manner by
`said ?rst mentioned piston for movement therewith,
`said second piston being of substantially smaller diame
`imposing a tactile vibration on the operator, said
`warning system including vibrator means for gener
`ter than said ?rst-mentioned piston and controlling the
`ating a tactile vibration when an uneconomical
`opening and closing of said ?rst conduit means.
`operational condition exists, vibration transmitting
`6. A vehicle according to claim 5, wherein said first
`mentioned and second pistons are coaxially aligned and
`means connected between said vibrator means and
`said operator engaging means for transmitting said
`?xedly interconnected, said ?rst mentioned and second
`tactile vibration to said- operator to signal said un
`pistons coacting with the housing to de?ne therebe
`economical operational condition, and activating
`tween an intermediate annular chamber, and said first
`means coacting between sai