A drag race is a race between two vehicles (typically cars or motorcycles) from a standing start to a finish line that is generally a quarter mile away down a straight race track. A drag race is started by a series of yellow lights mounted on a “Christmas Tree” which sequentially count down until a green light appears that starts the race. The cars are timed by an electronic unit that times how long it takes for each car to run the length of the race track from the starting line to the finish line. The amount of time required to traverse the race track is called the “Elapsed Time”, or more commonly, the “ET.”
In some classes of drag racing, such as “Bracket Racing”, “Super Class Racing”, and “Index Racing,” the driver, the race track officials, or the race sanctioning association selects the ET that the car should run. This is known as the “Dial In” in Bracket Racing or the “Index” in Super Class and Index Racing. The object of a racer is to get to the finish line ahead of his opponent without going quicker than his Dial In/Index. If the racer goes quicker than his Dial In/Index and his opponent does not, or if both racers go quicker than their Dial Ins/Indexes, the racer who goes furthest under the Dial In/Index gets disqualified and his opponent wins the race.
In Bracket Racing, or ET Racing, a slow car can race a fast car by having the racetrack handicap the fast car by permitting the slower car to start the race first. This is done using a Christmas tree that has a series of vertical lights for each car. The Christmas tree lights for the slower car are lighted a selected amount of time before the lights for the faster car. Handicapping allows the slower car to start first by an amount of time that is equal to the difference between the Dial Ins of the two cars (the handicap). In theory, if both cars leave the starting line exactly when their respective green Christmas trees lights turn on, and they run perfectly on their Dial In, they should cross the finish line at the same time.
In Super Class Racing and Index Racing, both cars are assigned the same Index and therefore, both cars leave the starting line at the same time. They race each other and try to finish first without going quicker than the assigned Index. In these types of racing, where the Index is assigned by the track or the race sanctioning body, the race car engines typically produce enough power so that the car can run quicker than the Index under track or weather conditions that cause a car to run slower than normal. A car having more power than required to run its Index can always run too quickly under normal conditions and so it must be slowed down to avoid disqualification for running under its Index.
Devices known as “throttle stops” were created to selectively limit the horsepower of racecar engines to prevent the car from completing the race with an ET that is less than its Dial In. Typically, these throttle stops partially close the throttle with blades or butterflies that partly obstruct the fluid flow passageway or air-fuel intake. Throttle stops are generally expensive and most are typically 51 mm, or more, thick. This can be problematic for many racecars that do not have the available clearance under the hood. Also, most types of throttle stops have an electronic activation assembly or actuator to activate the throttle stop mechanism. Examples of actuators are an electric solenoid, a pneumatic cylinder, or some kind of electrical motor that moves the throttle stop mechanisms, as disclosed by U.S. Pat. Nos. 5,642,712 and 7,487,758, for example. Electronic throttle stops generally restrict the fluid flow of the engine during a portion of the run and not for the entire duration of the run. In Super Class Racing, electronic throttle stops are usually allowed. However, in Index Racing, any type of an electronic power regulator is typically not allowed.
Known non-electronic throttle stops usually limit the horsepower of an engine through manual adjustments of a knob on the device, rather than an electronic actuator. Unlike electronic devices, these devices are not adjustable during the run. If the racer desires more restriction, he applies more turns to the knob prior to the run. Each turn applied to the knob, however, may not equate to the same amount of adjustment in power or ET. When the engine is restricted by a relatively small amount (i.e. the butterflies are more open than closed), a significant number of turns on the knob could be required to obtain slight power adjustments. In contrast, when the engine is restricted by a large amount (i.e. the butterflies are more closed than open), slight adjustments to the knob could result in substantial power adjustments. Therefore, with these devices, it is difficult to accurately and reliably make fine adjustments to the power of the engine. Also, once the amount of restriction has been changed, the user must remember the exact number of turns applied to the knob in order to achieve the desired and/or exact previous amount of restriction at a later date.
Other prior art of devices that limit the horsepower of racecar engines without the use of electronics includes a restrictor plate. This plate generally has a fixed orifice that restricts the flow to the engine and is rigidly mounted between the carburetor and intake manifold of an engine. This system does not allow for a quick change in the adjustment of horsepower because the air filter, carburetor, linkage, fuel lines, etc. have to be removed in order to change the plate or to run the motor without restriction. This is time consuming and also requires the use of several tools.
U.S. Pat. No. 5,947,085 discloses a complex device that contains automatic variable orifices in a restrictor plate. This device comprises several components and is used for achieving parity in several racing vehicles in the same race, such as a NASCAR race. Therefore, this device is not suitable for drag racing vehicles.
Other known non-electronic prior art includes a device that has adjustable sliding mechanisms that open and close like a shutter in several orifices. Once an adjustment is made, the adjustment cannot be locked in place. Additionally, once the amount of restriction has been changed, the user must remember the exact adjustment in order to achieve the same amount of restriction in the future, which can be problematic. Therefore, this device does not provide a consistent and reliable method of restriction. Also, this device was designed for use in circle dirt track racing and is thereby not suitable for drag racing.
Another known method of restricting the flow of an engine without using electronics in drag racing include mounting a bolt or screw behind the accelerator pedal or behind the throttle linkage to limit the opening of the throttle blades on the carburetor. The user changes the amount of restriction by changing the number of turns applied to the bolt. Similar to the non-electronic throttle stops, once the amount of restriction has been changed, the user must remember the exact number of turns applied to the bolt in order to achieve the desired and/or exact previous amount of restriction. This does not provide an accurate, reliable, or consistent method to reduce the horsepower to a desired and predetermined amount.
Accordingly, several advantages of one or more aspects are as follows: to provide a device for restricting the horsepower of an internal combustion engine that consists of a small number of stationary components, is relatively inexpensive, and provides consistent and accurate restriction to drag race vehicles that race in categories where electronic devices are not allowed. Other advantages are to provide a reliable and linear change in ET for drag race vehicles, as well as a method for an easy and quick change of the amount of restriction desired. These and other advantages of one or more aspects will be apparent from a consideration of the accompanying drawings and ensuing description.
In accordance with one embodiment, a restrictor device and method for controlling the air-fuel mixture drawn by an internal combustion engine, in which the device is rigidly mounted between the air-fuel metering device and the intake manifold of the engine. The device comprises a main body member, a slideably insertable restrictor plate, and a retaining/sealing cover. Several distinct plates can be made and the plate can be quickly and easily changed in order to change the amount of restriction desired. The device and method of one or more aspects can be applied to almost any motorized vehicle, especially one having an internal combustion engine, and to any motorized vehicle participating in motorsports, including, but not limited to, drag racing.
In the drawings, closely related figures have the same number but different alphabetic suffixes.
An engine (not shown) of a car requires or demands an air-fuel mixture for combustion. Referring to
The spacer shown in
Referring to
As shown in
Referring to
Referring to
Operation—
In operation, device 14 adjusts, varies, or restricts the air-fuel or fluid flow available for an engine. As shown in
Alternatively, studs (not shown) can be screwed into the intake and used to mount the spacer and the carburetor to the intake instead of bolts 24. When studs are used, the carburetor and the spacer are mounted over the studs and secured to the intake by placing a nut (not shown) on each stud. Once spacer 18 is mounted, air filter 10 is typically placed over carburetor 12, as shown in
Restrictor plates with varying bore holes can be made so that there is a linear progression of ET change with each plate. Thus, once spacer 18 is mounted, the user then determines the amount of restriction desired for the engine and accordingly selects the desired restrictor plate. Plate 40 is inserted into spacer 18 via slot 32 in side 28a of spacer 18. After inserting plate 40 into spacer 18, cover 48 is then attached to spacer 18 by aligning hole 58 over stud 38 and then pressing cover 48 to spacer 18 so that exposed side 54 of rubber 50 is adjacent to side 28a and slot 32. As shown in
After making a pass down the drag strip, the racer can quickly and easily change the plate if more or less restriction is needed in order to run the desired index or ET. To change the amount of restriction, nut 62 is removed from stud 38 and cover 48 is removed. The user then holds cover 48 up to plate 40, which is in slot 32 of spacer 18, so that magnet 60 on cover 48 is adjacent to edge 44d of plate 40. The user then pulls plate 40 out of spacer 18 by the magnetic force applied by magnet 60 on plate 40. Once plate 40 is removed, another plate (not shown), which is dissimilar to plate 40 (i.e. larger or smaller diameter bore holes, more or less number of bore holes, etc.), is inserted back into spacer 18 via slot 32. Cover 48 is placed over stud 38 and nut 62 is placed on stud 38 and tightened. This method allows for the amount of restriction on the engine to be changed quickly and easily. Fewer tools are utilized and less work is involved because the air filter, carburetor, linkage, fuel lines, and spacer remain in place on the engine. Thus, as compared to the time it would take to remove the air filter, carburetor, linkage, fuel lines, and spacer (several minutes), the plates can typically be changed in a relatively short amount of time (20-30 seconds).
The user could also easily run two different classes in the same race by utilizing one restrictor plate corresponding to a first index and another restrictor plate corresponding to a second index. At future races, he can simply select the plate that corresponds to the desired index.
Should a user wish to run the engine with no restriction, she can also use the device with no plate inserted in spacer 18, as long as cover 48 is placed on the device to prevent any additional air from entering the engine via slot 32.
If desired, the user can also run the engine with additional items (not shown) mounted above or below the device, such as additional spacers, nitrous oxide plates, etc.
At present, I believe that this embodiment utilizes a more efficient manufacturing process, but the other embodiments are also satisfactory.
Several alternative embodiments of the device and its parts will now be discussed.
In addition to the plates that are generally made so that the total cross sectional area of the bore holes is less than that of the outlet of the carburetor,
Operation of Tab Version—
Referring to
Referring to
Operation of Spacer Notch Version—
Referring to
Although spacer 18 has notch 68, cover 48 remains unaltered because once the device is mounted on the engine (not shown), it is sealed above by the carburetor (not shown) and below by the intake (not shown). The slot remains sealed by cover 48.
Operation of Spring Version—
As shown in
Operation of Alternative Plate Shape—
Referring to
Instead of a slot, a portion of a planar surface 78 along sides 34a, 34b, 34c of spacer 18 is cut out or machined uniformly to make a groove 80, as shown in
Operation of Two Spacers—
Advantages
From the description above, a number of advantages of some embodiments of my restrictor device become evident:
(a) The device consists of minimal, generally readily available, and stationary components, thereby making for an economical and simple manufacturing process.
(b) This device and method allows for a drag racer to reliably and consistently slow his car down in order to run a specific dial in or index in a category where electronics are not allowed.
(c) The device is relatively less expensive than other restriction devices.
(d) The device, through the use of multiple distinct plates, allows for a linear progression of ET change. This allows a drag racer to accurately and reliably slow her car down as needed to achieve the desired ET or index, thereby enabling her to be more competitive in Index Racing.
(e) Using this device and method, a drag racer could alter his ET in order to race in several different classes in the same race. For example, the racer could have the opportunity to run under maximum power (without restriction) in one ET class and then insert a plate into the device to slow the car down to run in a slower ET class. Or the racer could run two different index classes, utilizing two distinct plates.
(f) Using this device and method, a drag racer can easily recall which plate was previously used to run a specific ET.
(g) The device provides a quick change method of reducing the air-fuel intake of the engine because the user does not need to spend the time to remove the air filter, carburetor, linkage, fuel lines, or spacer in order to change the amount of restriction desired.
(h) The device provides an easy method of changing the amount of restriction desired because a minimal amount of tools are needed in order to change the restrictor plate.
It is understood that the device and method can be applied to almost any motorized vehicle, especially one having an internal combustion engine, as well as different kinds of vehicles that participate in various motorsports.
Accordingly, the reader will see that at least one embodiment of the restrictor device provides a more consistent and reliable, quicker and easier, yet economical means to reduce the air-fuel intake of an internal combustion engine. Furthermore, the device has the additional advantages in that:
it permits a relatively easy and cost effective manufacturing process;
it provides the racer with a linear, dependable, accurate, and consistent means of reducing horsepower and slowing the car down in order to be more competitive in Index Racing or to be able to run in different classes in the same race;
it permits the user to alter the amount of restriction to the engine easily and quickly without the use of several tools or the need to remove additional parts from the engine.
While the above description contains many specificities, these should not be construed as limitations on the scope of any embodiment, but merely as exemplifications of various embodiments thereof. Many other ramifications and variations are possible within the teachings of the various embodiments. For example, different materials can be used for most of the components; different sizes, shapes, and number of bore holes can be cut into the plate in order to achieve the desired amount of restriction into the engine; the slot in the spacer can be of various thicknesses and be cut into any other side of the spacer; the slot, plate, and cover can be of a shape other than that shown and described in the above description. Also, some of the various embodiments could be used in conjunction with one or several other embodiments described herein.
Thus, the scope of the embodiments illustrated should be determined by the appended claims and their legal equivalents, rather than by the examples given.
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Entry |
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