US1573417A

US1573417A - Engine-compression-brake apparatus

Info

Publication number: US1573417A
Application number: US734215A
Authority: US
Inventors: Harry H Nolen
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-08-26
Filing date: 1924-08-26
Publication date: 1926-02-16
Anticipated expiration: 1943-02-16

Description

Feb. 16 1926. 1,573,2117

H. H. NOLEN ENGINE COMPRESSION BRAKE APPARATUS- Filed August 26. 1924 Hfs/eey H NOLE/v.

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Patented Feb. 1e, 192e.

'UNITED sTATEs PATENT OFFICE.

HARRY H. NOLEN, 0F BAN' DIEGO, CALIFORNIA.

ENGINE-COMPRESSION-BRAXE APPARATUS.

Application vled Aulllt 26, 1924. Serial No. 734,215.

To all 'wluom t may concern:

Be it known that I, HARRY H. NoLEN, a citizen of the United States, residing at San Die o, in the county of San Diego and State of alifornia," have invented a certain new and useful Engine-Compression-Brake Apparatus, of which the following is a speciiication.

invention relates to engine-compression rake apparatus for vehicles, and the 9b- ]'ects of my invention are: First, to provide 'Y such an apparatus whereby the exhaust gases from the engine of the vehicle may be variously retarded in their flow when being discharged into the atmosphere, thus preventing the free revolution of the engine crankshaft when using the engine as a braking means; second, to'provide a valve, having a large inlet opening communicating with the atmosphere, in connection with the intake manifold of the engine, whereby a surplus amount of air is mixed with the fuel gases, thus reducin the vaporized fuel to a noncombustible uid and thus preventing backtire or an explosion in the exhaust pipe when using vthe engine asa-.brake meansl when coasting; third, to provide a valve means in the exhaust pipe or exhaust side of the en- 'ne to prevent free discharge of the exaust gases from the engine during the exhaust stroke of the various tlius materially increasing t ecompression and therefore the braking power when using the engine-compression as a brake means; fourth, to rovi e an apparatus of this class whereby t e auxiliary air valve in connection with the intake manifold or intake side of the engine is opened before the valve means in the exhaust e(pipe or exhaust side of the engine is clos thus reducing the va orized fuel to a non-combustible fluid be ore the exhaust pipe is closed; fifth, to provide a novelly constructed and arranged apparatus ofthis class, and sixth, to provide such an apparatus which is very simpleand economical of construction, durable, easy to install and operate, and which will not readily deteriorate or t out of order.

With these an other objects in view, as

will appear hereinafter, my invention eon- Asistsof certain no vel features of construction.

combination and arrangement of parts and portions, as will be hereinafter described in detail and particularly set forth in the a pended claims, reference' being had to t e stons thereof,v

accompan ing drawings and to the characters of re erence thereon, which form a part of this application, in which:

Figure 1 is a fragmentary plan view of an automobile chassis, showing my engine-compression brake apparatus in connection therewith; Fi 2 is an enlar ed side elevational view o the foot peda for operating mfy apparatus., with the view taken at 2"-2 o Fig. 1;' Fig. 3 is a transverse sectional view of the operating rod and one of its su ports, showing the means for limiting t e movement of the rod and foot pedal with the section taken at 3-3 of Fig. 1; Fi 4 is another transverse sectional view, linien through 4-4 of Fig. 1, showing the pivotal connection of the secondary exhaust valve operating arm with the o rating rod, and Fig. 5 is an enlarged side e evational view of the exhaust valve in connection with the exhaust pipe and the arm for operating the same, showing the exhaust pipe and operat- Lngarm fragmentarily.

ike characters of reference refer to similar parts'v and portions throughout the several views of the drawings.4

The engine 1, intake manifold 2, exhaust pipe 3, air valve 4, air valve operatingar-TnA Vhiclel frame 9, operating rod supporting bracket 10, stop pin 11, arm 12, tension spring 13, pin 14, secondary exhaust valve operating arm 15, connecting link 16, exhaust valve operating arm 17, exhaust valve '18, and the tension s ring 19, constitute the principal parts an portions of my enginecompression brake a paratus.

In the one form o construction of the apparatus embodying my invention I have provided an air valve 4 in connection with and communicating with the interior of the intake manifold 2 of the gas engine 1. This valve 4 is provided with a large opening which, when open, permits additional air in variable quantitiesi to enter the intake manifold and mix with the vaporized fuel permitted to pass into the same from the carbureter. The mixing of the fuel gas passing through the carbureter, when thesame is throttled down, with an additional and large amount of air substantially reduces the fuel gas to an inert mixture, 'thus preventing the explosion of the gases within the engine c lin ers as well as in the exhaust line. 's valve 4 is preferably a butterfly valve and is the operatingl rod 8 which is rotatably sip- Y l rovided-with a pivotally mounted butterltally connected by means of a ball and socket ,joint with a connecting link 6, the other end of which link 6 is (pivotally connected by means of a ball an socket joint with the outer end of the arm portion of the foot pedal7, as shown best inFigSJl and 2. The hub portion of the foot pedal 7 is secured to ported `atone end by the vehicle frame 9. Nearthe other end of the rod 8 is provided. a bracket 10, which rotatably sup orts` said rod at said endfon a cross mem r of the vehicle frame. Said bracket is provided on one side with a longitudinally extending lug 10, which is adapted to 'be engaged by the pin 11 secured'to therod 8 when the foot ,pedal 7 is in a backward or non-brake-applylng position.J Said rod is provided,preferably intermediate its ends, -with a transversely extending armv 12, to the outer endof which is secured the one end of a .tenslon spring 13, the other end of which spring 1s secured to a stationary portion of the vehicle. Said spring is adapted `to normlally hold the pin 11 against the lug of the bracket 10, and is, therefore, adapted to hold the foot pedal in a non-brake-applying position.

At the one extended end of the operating rod 8 is pivotally mounted an arm 15 which is pivotally connected at its outer end, by means cfa connecting link 16, with the `extended end of anl arm 17 secured to the extended end of thefvalve member supportingl rod 18h of the valve 18, the link 16 being connected with the ends of the

arms

15 and 17 by means of ball and socket joints.

Intermediate the ends of the exhaust pipe 3 of the engine 1 is positioned the exhaust shut-ofil valve 18 which is preferably a butterliy vlalve and is provided with a butterfly valve member 18pivotally 'mounted therein and supported on a rod 18b extendlng through the valve casing., On the outside of the casin of the valve 18 is provided a lug 18 w ich is adapted to be engaged by a pin 18cl secured to the 'valve member supporting rod 18". `Near the extended end of the arm 15 is secured the one end of a tension spring 19, which is connected at its other end with the stationary ortion of the vehicle and is adapted to ho d the pin 181 against the lug 18 of the valve, and is, therefore, adapted to hold the butterfly' valve in an open position.

On the one side of the hub portion'of the arm 15 is provided an arcuately cutaway portion 15n through which the pin 14, se-

cured to the rod 8, extends. This arcuately cutaway pgrtion of the arm 15l permits the rod 8 rotated a slight distance before the arm 15 is rotated .against the tension of a spring 19, and, therefore, permits the valve .4. to be opened a short time before the valve 18 is closed or artially closed. Thus, it wil be seen that when the valve 4 is opened before the valve 18 is closed the fuel will be sulficientl mixed with air as to form a non-combusti le fluid, thereby preventing'backre and possibility of blowing out the valve member of the valve 18, the exhaust pipe or' other arts of the engine.

It is obvious from t is construction, as illustrated in lthe drawings and ldisclosed in the foregoing specification, that there is provided an engine-compression brake apparatus as aimed at and set forth in the objects of the invention, and though I have shown and described a particular construction, ccnbination and arrangement of parts and portions, I do not wish to be limited to this particular construction, combination and arrangement, but desire to include in the scope of my invention the construction, combination and arrangement substantially as set,

forth vin the appended claims. A

Having thus described my invention, what I claim as new and desire to secure by Letl ters Patent, is:

1. In an engine-compression brake -apparat-us for vehicles, an air intake valve in connection with the intakemeans of the engine.

of said vehicle for admitting air to said intake means, said air intake valve 'being disconnected and operable independently from the conventional throttle valve of the engine, an exhaust shut-off valve positioned in the exhaust line of said engine, andmeans in connection with said valve for slightly opening said air intake valve prior to the unitary means connected with said shut-olf valve means and said a1r valve for simulta- A neously openi said shut-off va ve.

3. In an apparatus of the class described, the combination with an internal combussaid air valve and closing tion engine, of a shut-off valve means positioned in the exhaust line of said engine, an air valve in connection with the intake means of said engine for admitting air thereto, a unitary valve control pedal, lever means connected with said control pedal for opening s'aid air valve, land other lever means also connected with said control edal for closing said shut-olf valve after sald air valve has bee-n partially opened.

4. In an apparatus of the class described,

the combination with an internal combustion engine, of alarge intake air valve connected with the intake means of said engine whereby the vaporized fuel is reduced to a nonwith said air valve for operating the same, 10

combustible state, and manual means for aoand lever means connected with said foot tuating said air valve. pedal for shutting o the valve positioned in 5. In an a paratus of the class described, the exhaust pipe after the air valve has been 5 the combination with an internal combustion slightly opened.

engine, of a valve positioned in the exhaust In testimony whereof I have hereunto set 15 pipe of said engine, an air intake valve conmy hand at San Diego, California, this 14th nected with the intake manifold of 'said enday of August, 1924. gine, a foot pedal means pivotally connected HARRY H. NOLEN.