US1735632A - Apparatus for operating suction-actuated devices in connection with the suction passage of an internal-combustion engine - Google Patents

Description

Nov. '12, 1929.

.c. s. BRAGG ET AL 1,735,632 APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Original Filed Feb. 26. 1925 i I INVENTORj Ms W ATTORNEY.

Patented Nov. 12, 1929 UNITED STATES PATENT OFFICE CALEB S. BRAGG, OF PALM BEACH, FLORIDA, AND VICTOR W. KLI'ESRATH, OF PORT WASHINGTON, NEW YORK, ASSIGNORS TO BRAGG-KLIESRATH CORPORATION, OF

LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEIV YORK APPARATUS EOR OPERATING SUCTION-ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL-COMBUSTION ENGINE' original application filed February 26. 1925, Serial No. 11,683. Divided and this application filed June 11,

1926. Serial Our invention consists in the novel features hereinafter described, reference being had to the accompanying drawings, which illustrate several embodiments of the same, selected by us for purposes of illustration, and the said invention is fully disclosed, in the following description and claims.

In the operation of vacuum brakes for automotive vehicles, it is-extremely convenient to obtain the necessary suction or partial vacuum from a suction passage of the internal combustion engine, ordinarily employed for the propulsion of the vehicle, and located between the throttle valve for controlling the supply of mixture, and the cylinder. To this end, it is convenient and desirable to connect the vacuum brake mechanism with the intake manifold of the engine' It will be understood, further, that all the air exhausted. from the brake actuating mechanism and delivered into the intake manifold of the engine necessarily has a tendency to either prevent the drawing in of the proper quantity of liquid fuel from the atomizer by reduction of the partial vacuum in the suction passage, or to dilute the explosive mixture passing through the suction passage, and such dilution may in some instances bring about a mixture which will not readily ignite in the engine. For the proper operation of the vacuum brake mechanism of the vehicle, it is desirable that the air exhausted into the manifold shall be withdrawn from the brake actuating mechanism as rapidly as possible in order to insure quick operation of the brake mechanism, and if the connection between the brake actuating mechanism and the intake manifold is restricted for the purpose of avoiding the stalling of the engine, and delay in starting, the result will materially retard the operation of the brake mechanism.

According to our present invention, We 10- cate in the connection between the vacuum brake actuating mechanism and the intake manifold of the internal combustion engine of an automotive vehicle, means for supplying to the air withdrawn from the brake actuating mechanism, the proper quantity of fuel. so that this air when it arrives in the intake manifold, is in fact an explosive mixture which readily combines with the explosive mixture furnished by the main carburetor, and passes to the cylinders of the engine as part of the normal charges drawn into the same and ignited. The operation of the vacuum brake mechanism which results in delivering a quantity of air therefrom to the intake manifold, has no diluting effect on the normal explosive mixture passing from the engine carburetor and will not have the effect of slowing down or stalling the engine. If anything, it will tend ordinarily to increase the efficiency of the engine and speed it up rather than slow it down, so that it is in efiicient running condition to take up the load and propel the vehicle when the brakes are released.

It is well known that in the operation of most internal combustion engines, a greater amount of liquid fuel is drawn into the intake manifold from the atomizing nozzle of the engine carburetor, than is absolutely necessary for a complete combustion, and that at most times when the engine is in operation, particles of liquid fuel are deposited on the walls of the intake manifold and flow back toward the lower portion thereof, until they again come into the path of the inrushing mixture from the carburetor where they are again picked up and carried forward. According to one embodiment of our invention, we propose-to drain such deposited liquid particles from the intake manifold and introduce them into the air withdrawn from the brake actuating mechanism, for the purpose of carbureting the same, for example, by tapping the intake manifold at one or more low points, and forming connections with the suction pipe leading from the brake actuating mechanism to the suctionpassage of the engine, and locating in said pipe, a liquid trap into which such liquid particles are deposited, the trap being provided with a, downpipe from the portion of the pipe connected with the brake actuating mechanism extending to the bottom of the trap, to enable the air to pick up the liquid fuel so drained from the intake manifold.

According to another embodiment of, our invention, we may provide the intake manifold itself with pockets or traps at one or more low portions thereof into which the liquid fuel deposited on the walls of the manifold, and flowing back toward the carburetor, may be collected, the connecting pipe from the brake actuating mechanism being connected to said traps for the purpose of carbureting the air in the same before it enters the intake manifold.

In either case, the collected liquid fuel is retained in said trap, or traps, when the power actuator is not in operation and is prevented from flowing into the suction passage of the engine, or into the power actuator, but will be picked up by and fuelize the air withdrawn from the actuator whenever the latter is operated to apply the brakes.

It will be understood that this separate carbureting or fuelizing means for the air withdrawn from the suction actuated device is thus automatically responsive only to conditions arising in the suction pipe due to the operative or inoperative condition of the suction actuated device, and is in no sense a part of or an adjunct to the engine carburetor which is responsive to engine conditions and supplies the normal charges to the engine at all speeds and under all conditions of operation.

Our invention also comprises certain novel features of construction and combination of parts hereinafter fully disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings, in which we have shown several embodiments of our invention, selected by us for purposes of illustration.

Fig. 1 is a diagrammatic View showing an installation in an automotive vehicle, comprising an internal combustion engine, brake mechanism for the vehicle, and a vacuum operated power actuator for the brake mechanism, and having one form of our present invention embodied therein.

Fig. 2 is an enlarged View of certain parts illustrated in Fig. 1, showing the intake manifold, the main carburetor connected therewith, and the means for carbureting the air withdrawn from the power actuator before it is introduced into the intake manifold.

Fig. 3 is a view similar to Fig. 2, portions being illustrated in section, showing the manifold itself provided with traps for collecting deposited liquid fuel, the pipe leading from the vacuum brake mechanism being connected to said traps.

In Fig. 1 of the drawings, we have illustrated our invention in connection with an automotive vehicle propelled by an internal combustion engine, and having a vacuum or suction operated device for operating the brake mechanism of the vehicle. In this figure, 1, represents the cylinder of a power actuator of the kind illustrated in our former application for Letters Patent of the United States filed January 5, 1925, and given Serial No. 506, and also illustrated in our piston) connected with a piston rod, 5, which is in turn connected by a link, 7 3, to a brake lever, 72, for operating an ordinary brake mechanism, diagrammatically indicated in Fig. 1, and comprising in this instance a brake band, 71, and brake drum, 70, so that the movement of the piston in one direction applies the brake, and in the opposite direction releases the brake. It will be understood that the actuator is provided with reversing valve mechanism which may be conveniently located in the hub of the piston, and which is operated by a longitudinally moving valve actuating sleeve, 20, extending therethrougl'i, and projecting from the opposite end of the cylinder from the piston rod, 5, through a suitable stuiling box, said valve mechanism being so constructed as to place one end of the cylinder in communication with the suction line to the intake manifold of the engine,

and the other end of the cylinder in comthe purpose of a vacuum storage space and the piston is submerged in vacuum. This is accomplished in the present instance in our former application 11,683, by holding the suction valves open when the piston is in normal or idle position. The valve actuating sleeve is operatix'ely connected with a foot lever or other operator operated device, indicated at 574, provided with a retracting spring, 575. The specific details hereinhefore referred to are clearly set forth in the prior applications above noted and as they form no part of our present invention, they will not be more particularly described.

566 represents the main carburetor for the engine. 560, having the main air intake. 567, and fuel supply pipe, 5G8. 569 represents the usual throttle valve of the engine. 526 represents the suction pipe for withdrawing the air from the actuator or other vacuum operated device. In this instance the pipe. 526. is connected to the valve actuating mechanism of the actuator through the hollow sleeve. 20, to which it is connected by a flexible pipe section, 526, the other end of the pipe, 526, being connected to the intake manifold of the engine, indicated at 561. It is well known that in the operation of an internal combustion engine using liquid fuel, a considerable quantity of liquid fuel beyond the actual requirements of the engine is fed to the intake manifold and tends to collect on the walls of of higher velocity is deposited on the walls of the intake manifold at the points of decreased velocity. We therefore tap the bottom or lowest points of the manifold at such positions where the liquid fuel tends to collect and trap it, for the purpose of mixing it with the air obtained from the actuator. In Figs. 1 and 2, the manifold is shown as tapped at two points, on its lower side, on opposite sides of the central passage, 566 communicating with the carburetor, as indicated at 561 and 561 and these passages are connnected by pipes. 561 and 561 respectively with the suc tion pipe, 526 from the suction device of the actuator. In this pipe we prefer to locate a trap, indicated at 582, in which this liquid may collect, said trap being provided with a chamber or receptacle for this purpose and having a depending intake pipe, 582 communicating with the adjacent portion of the suction line, 526, so'that the air withdrawn from the actuator or other vacuum operated device will be passed through or in contact with the liquid fuel collected in said trap and the pipes leading thereto, thus forming an explosive mixture before reaching the intake manifold. It will be understood that the air passing through the pipe 526, will pick up particles of liquid fuel from any portion of the pipe, 526, or branch pipes, 561 and 561 which may adhere to the inner walls thereof. The intermittentuse of the brakes gives ample time for the fuel to collect in the trapping means.

In Fig. 3 we have shown a modification of the arrangement shown in Fig. 2, for collecting deposited fuel from the intake manifold and using it to carburet the air withdrawn from the suction actuated device connected therewith. In this figure, 661, represents the manifold which is provided at one or more low points, preferably two points on opposite sides of the connection with the carburetor, 666, with vaporzing traps, indicated at 661 and 661. These traps are in the form of pockets or depressions in the bottom portion of the wall of the .manifold, and are conveniently providedeach with a deflecting lip, 661, extending downwardly toward the bottom of the pocket for deflecting the entering air from the actuator downward into intimate contact with the deposited liquid fuel so collected therein. These pockets or traps are connected by branch pipes, 661, with the suction pipe line, 626 the branch pipes being connected with the traps above the lowest points, 0

of the traps as shown, to prevent the collected liquid fuel from flowing into the suction pipe, and finding its way to the power actuator, where it would be likely to injure the same by destroying the packings, and otherwise, and possibly leading to an explosion in case of backfire. The operation of this construction will be just the same as that previously described with reference to Figs. 1 and 2, the

only difference being that the vaporizing 8 traps are formed directly in, or applied to the manifold itself.

It will be seen that in both forms of the invention herein shown, the collected liquid will be retained in the trap, or traps when the actuator is not in operation, and will be prevent ed from flooding the suction pipe lead ing from the power actuator to the suction passage of the engine, but will be picked up by and fuelize the air withdrawn from the actuator whenever the latter is operated, and air is actually flowing through the suction pipe from the suction actuated device to the suction passage.

The suction pipe is preferably provided with a portion indicated at 526*, which is carried to an elevation higher than its connection or connections with the suction passage of the engine, to prevent the possibility of collected liquid fuel flowing by gravity into the power actuator.

In reference to the forms of apparatus illustrated in Figs. 1, 2 and 3, it may be noted that the draining of the manifold of deposited liquid fuel would produce no injurious effeet, but on the contrary would be distinctly helpful to the operation of the motor, as it would insure the vaporizing of all the liquid fuel carried into the manifold before it reaches the engine cylinder, and as a matter of fact, would obviate the necessity of using hot spots or auxiliary heating means for insuring the vaporization of all the liquid fuel carried into the manifold and now used for that purpose by many manufacturers, in order to eliminate the collection of liquid fuel in the intake passage.

By means of the apparatus described in either of its forms, it will be seen that any air withdrawn from the suction actuated device connected with the intake manifold in the operation of such suction actuated device will be brought into intimate contact with liquid fuel collected from that deposited on the walls of the manifold from the explosive mixture drawn from the main carburetor, 566, or 666. and collected in the traps or contiguous portions of the suction pipe or its connections, so that the said air will be carbureted and will pass into the intake manifold as explosive mixture, or carbureted air, and will therefore combine with the mixture drawn into the manifold from the main carburetor and will thus avoid the dilution. of the explosive charge, or any interference with the delivery of explosive charges to the engine cylinder. Therefore, the operation of the suction actuated device will not have the effect of interfering with the operation of the engine by slowing down its operation, or stallingit if idling, or of delaying or otherwise interfering with the starting of the engine.

While we have shown our invention embodied. inan installation in which the suction actuated device operates the brake mechanism of an automotive vehicle, it is to be understood that it may also be employed in any installation in which a suction actuated device is operatively connected with the intake manifold or suctionpassage of an internal combustion engine as a source of suction and used for operating other mechanisms than brakes. I

\Vh at we claim and desire to secure by Letters Patent is 1. The combination with an internal coinbustion engine, provided with a suction passage, an engine carburetor opcratively connected therewith, and a throttle valve for said passage, of a trap for collecting liquid fuel deposited in said suction passage, a suction actuated device provided with controlling valve mechanism, a constantly open suction connection from said suction actuated device to the said trap and suction passage for passing the air withdrawn by the suction in said suction passage from the suction actuated device in contact with said trapped liquid fuel. to carburet the said air, before it enters the suction passage, of the engine, to prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

2. The combination with an internal combustion engine, provided with a suction passage having horizontally disposed portions. an engine carburetor connected with said suction passage, and a throttle valve for said passage, interposed between the carburetor and the horizontally disposed portions of said suction passage, a suction actuated device adapted to be operated by the suction in the suction passage of the engine controlling valve mechanism therefor, and a suction pip-e, constantly connecting the said suction actuated device with the lower side of a horizontally disposed portion of said suction passage, whereby liquid fuel deposited in said suction passage will be brought into intin'iate relation with the air withdrawn from said suction actuated device to carburet the same before it enters the suction passage. to pre vent interference with the operation of the engine and stalling it if idling. by the operation of the suction actuated device.

3. The combination with aninternal con r bustion engine, provided with a suction passage having horizontally disposed portions and a centrally located vertical portion, an engine carburetor operatively connected with said vertically disposed portion, of a suction actuated device, a suction pipe extending therefrom to said suction passage, and connected therewith at points adjacent to the lower side of the horizontally disposed portion, and on opposite sides of the vertical portions thereof, whereby deposited liquid fuel within said suction passage will be brought into' contact with the air withdrawn from the suction actuated deviceto carburet the same before it enters said suction passage, to prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

4. The combination with an internal combustion engine, provided with a suction passage, an engine carburetor operatively connectcd therewith, and a throttle valve for said passage, the wall of said suction passage being provided with a recess for receiving and retaining deposited liquid fuel, of a suction actuated device, a constantly open air connection from said suction actuated device to said recess for bringing the air withdrawn from the suction actuated device by the suc tion in said suction passage into contact with the liquid fuel collected in said recess to carburet the same, to prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

5. The combination with an internal combustion engine, provided with a suction passage having a horizontally disposed portion, provided with a downwardly extending recess forming a trap for receiving and retaining liquid fuel deposited in said passage, and

provided with a downwardly extending deflecting lip, a suction actuated device, a suction pipe constantly connecting sa-idsuction actuated device with said trap above the bottom thereof, and adjacent to said downwardly extending lip to deflect the air withdrawn from the suction actuated device into intimate contact with the liquid fuel in the trap and carburet said air before it reaches the suction passage, to prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

6. The combination with an internal combustion engine, provided with a suction passage having a horizontally disposed portion and a centrally arranged vertical portion. a carburetor operatively connected with the said vertical portion of said passage, said suc tion passage being provided on the lower side of its horizontal portion, on opposite sides of the said vertical portion with downwardly extending recesses forming traps for receiving and retaining liquid fuel deposited in said suction passage, a suction actuated device, and a constantly open suction pipe extending from said suction actuated device to said traps and connected thereto above the bottom portions thereof, to bring the air withdrawn from the suction actuated device by the suction in said suction passage into contact with the liquid fuel collected in said traps to carburet the same before it enters the suction passage of the engine, to prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

7. The combination with an internal combustion engine provided with a suction passage for supplying the normal explosive charges to the engine at all speeds, and a throttle valve controlling-said passage, of a suction actuated device, a suction connection therefrom to the suction passage, means for collecting liquid fuel deposited in the suction passage from the normal engine charges passing therethrough, and retaining it out of the path of the normal explosive charges and in the path of the air withdrawn from the suction actuated device, when the latter is operated to fuelize said air before it enters the suction passage, and prevent interference with the operation of the engine and stalling it if idling, by the operation of the suction actuated device.

8. The combination with an internal combustion engine provided with a suction passage for supplying the normal explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, comprising a cylinder, a piston therein, and controlling valve mechanism, a suction connection from the suction actuated device to the suction passage, means for collecting liquid fuel deposited in the suction passage from the normal engine charges and retaining it to prevent its passage to the suction actuated device and in,a position to be unaffected by the normal explosive charges, said means being in communication with the suction connection between the suction actuated device and the suction passage of the engine, whereby when the suction actuated device is operated, the air withdrawn therefrom and conducted to the suction passage by said suction connection will be fuelized before it enters the suction passage to prevent interference with the operation of the engine and stalling it if idling by the operation of the suction actuated device.

9. The method of operating a suction actuated device deriving its suction from the intake manifold of an internal combustion engine, which consists in collecting surplus liquid fuel from the normal explosive charges passing through said manifold to the engine, retaining such collected fuel in position to be unaffected by the passage of the normal explosive charges, and causing air withdrawn from said suction actuated device and delivered to the suction passage when the suction actuated device is operated to collect a sufficient portion of said fuel to properly carfrom the normal explosive charges and retaining said excess fuel in position to be unaffected by the passage of the normal explosive charges, and means for causing the air withdrawn from the suction actuated device to impinge upon the collected surplus fuel so as to carburet the same.

11. The combinationrwith an internal combustion engine provided with a suction passage for supplying the normal explosive charges to the engine, of a suction actuated device, traps connected tothe suction pasasge for collecting surplus liquid fuel from the normal explosive charges passing through the suction passage, said traps being arranged to retain said collected fuel so as to be substantially unaffected by the normal explosive charges passing through the suction passage, and a suction connection from the suction device to said traps constructed to convey all air removed from the suction actuated device and deliver the same to the traps whereby said air impinges against the collected fuel and is thus carbureted so as to prevent interference with the operation of the engine or stalling it if idling.

In testimony whereof-we aflix our signatures.

CALEB S. BRAGG. VICTOR W. KLIESRATH.

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