US1741817A - Power-actuated brake mechanism for automotive vehicles - Google Patents

Description

Dec. 31, 1929.

c. s. BRAGG E1' AL POWER ACTUATED BRAKE MECHANISM FOR AUTOMOTIVE. VEHICLES Filed April 21, 1927 ..7/14 IZZ INVENTOR ATTORNEY Patented Dec. 31, 1-929` UNITED ysrarase?`lfrlfeNr [o1-*FICE ,CALEB s. ERAGG, OE Parnuk BEACH, FLORIDA, ANDVICTOR W, xLIEsRATm-OE :PORT WASHINGTON, NEWV YORK, assIGNoRs To BRAGG-:KLIESRATH CORPORATION, T'

ILONG ISLAND CITYNE-w YORK, A CORPORATION O E N Ewxonx rowER-ACTUATED BRAKE ianoHaNIsrfrron AUTOMOTIVE VEHICLES Application ledApril 21,\1927. SeraVNO. 185,469.

Ourinvention consists the novel features hereinafter described, reference being had to the accompanying drawing which` shows an embodiment of our invention select- 5 ed by us for purposes of illustration, and the said invention is fully lowingdescription and claims.

n`Our invention relates-to power actuated brake mechanism for automotive Vvehicles propelled by an inteinal combustion engine, having a suction passage for supplying the normal explosive charges to the engine` cylin- I ders, and having an air inlet aperture for the admission of atmospheric air which forms the larger part of such explosive charges, and; in which the rarefaction within the suction passagel upon which the operation of a suction 'actuated power vactuator connected with the brake mechanism of the vehicle depends, is

rendered effective by shuttingoif to a greater or less extent the admission of atmospheric air to the suction passage of the engine, as by suction passage, and the carburetorwhich iujects liquid fuel into the stream of atmospheric air drawn into said passage. The carburetor ordmarily comprlsesa fuel chamloer or reservoir provided with means, usually a float and float valve operated thereby for maintaining a predetermined liquid level of the liquid fuel in said chamber, which is'ordinarily termed the float chamber, said float chamber being connected with a jet or nozzle located within a vertical portion -of the suction passage, and 'dlschargmg vertically v thereinto at a-point approximately on a horizontal line with the predetermined liquid level in the reservoir or float chamber, the said suction passage being ordinarily slightly narrowed in diameter adjacent to the discharge aperture of the jet or nozzle, to form whatis ordinarily termed a Venturi tube or passage. vIn the case of ordinary carburetors, the space in the fuel chamber or float chamber above the liquid level is ordinarily.

in communication with theatmosphere by a suitable vent opening or openings, and when the engine" is not in operation the liquid in the jet will be subject also to atmospheric pressure within the Venturi passage, thus disclosed in the foltermed loading up. the

equalizing pressures at the discharge aperture of thej et and on thesurface ofthe liquid in the float chamber, which prevents the` fuel from being discharged from the jet and wasted. When the-engine is in operation and 'term herein the normal rarefaction. This reduction' ofpressure will increase somewhat with the opening of the throttle'and varia'- tion in the speed of the engine, which enables the atmospheric4 pressure on the surface of the liquid fuel in the reservoir to force or inject, or otherwise discharge portions of the liquid fuel into the current of atmospheric air, to produce the explosive mixture constituting the explosive charges for the engine.

4VVhere'me'ans are provided vfor Operating a a valve located between the air inlet'to the ated'device is connected to the suction passage' between such shut-off valve and the carburetor,the closing of this air inlet aperture more or less and the consequent creation of a supernormal degree of rarefaction in the Venturi passage, will cause lthe fuel in the reservoir float chamber of the carburetor to be expelled into'the suction passage far in excess of the normal proportion of fuel in the explosive mixture ldesired and normally furnished to the engine, and furthermore in excess of:

the quantities which can bevaporized by the restricted quantities of air passing through the closed or partially closed shut-off valve, and the result will be the enrichment of the mixture to such'an extent that it will not readily explode, and Imay eventually cause the engine to stall. This is ordinarily engine.

l The object of our preent invention is to overcome this difficulty, and .to this end we provide an equalizing passage between the carburetor ioat chamber above the liquid level therein and the rtion of the Venturi passage adjacent to t e discharge aperture of the fuel nozzle therein, and automatic valve mechanismfor controlling said equalizing passage and the air inlet or vent aperture or passage for the float chamber, said automatic valve mechanism being constructed to normally maintain the said equalizing passage closed and the air inlet or vent passage open, and to be operated by a supernormal rarefaction within the portion of the Venturi passage to which the equalizing passage is connected, to shift said va ve mechanism into position to open the equalizing passage and close the vent passage of the float chamber. It follows from this construction that when the air inlet aperture is closed to a greater or less extent for the purpose of producing an operation of the suction actuated device, this valve mechanism will be automatically actuated by the supernormal rarefaction produced in the Venturi passa e, and will immediately equalize pressures etween the surface of the liquid in the float chamber and the surface of the liquid in the nozzle adjacent to its discharge aperture, thus preventing the loading up of the engine in the manner described, and preventing the stalling of the engine upon the operation of which the rarefaction for effecting the operation of the suction actuated device depends, and also reventin the presence of excess unvaporize liquid uel in thesuction passage which might find its way into the suction actuated device and injure the packings and gaskets thereof.

In the accompanying drawing which illustrates one embodiment of our invention selected by us for purposes of illustration- Fig. 1 is a diagrammatic vview illustrating an installation in an automotive vehicle provided with an internal combustion en ine for propelleing the vehicle, and brake mec anism, of a suction actuated power actuator operatively connected with the brake mechanism and the suction passage of the engine', between the throttle valve and the air intake, and operative means for closing more or less the air inlet to the suction passage and embodying our presentinvention, the actuator being illustrated in section. l

Fi 2 is a detail sectional elevation drawn to a arger scale and showing the carburetor, the adjacent portions of the suction passage, and related parts illustrated in Fig. 1.

Fic. 3 is a detail sectional view of the valve chamhber showing a slight modification.

Referring to this drawing, it is to be understood Ithat Fig. 1 represents more or less diagrammatically an installation of power actuated brake mechanism of the kind previously referred to in` an automotive vehicle provided with an' internal combustion engine. The entire engine is not shown,'bu t is indicated in part by the intake manifold, 1, provided with a vertically disposed tubular portion, 2, constituting with the manifold the suction passageof the engine, the tubular portion, 2, being provided at its lower end with an inlet, 3, for atmospheric air to be mixed with liquid fuel above the carburetor nozzle and form the explosive mixture, or in other words the explosive charges for the engine cylinders. 4 represents the liquid fuel reservoir or float chamber of the carburetor, which is provided with a fuel supply pipe, 5, controlled by a. needle valve, 6, which is in turn controlled in this instance by a float, 7 and float actuated levers, 8, operatively connected with the stem of the needle valve, and pivotally supported in the usual manner for the purpose of maintaining a predetermined liquid level within the float chamber. Any suitable means may be employed for this purpose, and the particular means shown forms no part of our present invention. The carburetor float chamber is provided with a fuel pipe or tubular passage, 9, extending into the portion, 2, of the suction passage of the engine, below the throttle valve, where it is provided with a vertically disposed nozzle, 10, having a' discharge aperture, 11, at its upper enrl, the portion of the vertical pipe or passage, 2, being preferably reduced in diameter adjacent to the said discharge aperture, as by a sleeve, 12, to form the Venturi passage, 13, to surround the nozzle in the usual manner. The liquid fuel reservoir or float chamber, 4, as shown in Fig. 2, is in this instance provided with a valve chamber, 14, secured to the top plate, 4*, of the oat chamber, and provided with an air inlet valve chamber, 15, and an equalizing valve chamber, 16, provided with valve seats, 17 and 18, respectively, at opposite ends of a connecting passage, indicated at 19. This connecting passage is in communication, by a vertical passage, 20, with the float chamber above the liquid level therein, so that the float chamber may be placed in communication with either of the valve chambers, 15 or 16. 'lhe float chamber is otherwise air tight. The said valve seats are adapted to be engaged by an air inlet valve, 21, and an equalizing valve, 22, respectivel which are oppositely disposed, and re erably connected in such manner that w en one of said valves is seated, the other will be held open.

For convenience of assembling, the air inlet valve, 21, is provided with a valve stem, 23, rigidly secured thereto, extending through the aperture, 19, and provided with a reduced portion, 24, extending through the equalizing valve, 22, thus forming a shoulder, and separating or spacing the valves the required distance apart. The reduced portion of the valve stem is provided with a securing nut,

25, for holding the equalizing-valve rigidly with respect to the stein, the stem being further reduced in diameter` to form asinooth bearing to guide the valves. The equalizing valve chamber, 16, is closed at its outer end by a cap, 26, containing a partition, 27, provided with an apertui'e to receive the outer end of the valve' stein, and a spiral spring. 2S. surrounding the valve stein is interposed between the partition, 27, and the equaliz/iing -valve, 22, holding the equalizing valve. closed, and the air inlet valve, 21, open, as clearly shown in Fig. 2. The cap, :'26, is provided wit-l1 a tubular outlet. 29, com-municating with the equalizing valve chamber, 16, by suitable apertures in the partition, 27, one of the which is shown, at 30. and said tubular outlet is connected by an equalizing pipe, 31, with the part, 2, of the suction passage between the throttle valve andthe air inlet, and preferably adjacent to and slightly above the discharge aperture, 11, of the carburetor jet or nozzle. The air inlet valve chamber, 15', is in communication with the atmosphere at all times. vIn this instance we have shown said chamber provided with a cap, 232, having a vent aperture, or passage, 83, therein. The spring, 28, is normally calibrated so that it will hold the valves in the positions indicated in Fig. 2, n'iaintaining a direct communication between the float chamber and the atn1osphere,and closing communication between the fioat chamber and equalizing passage at all times, except when the suction actuated device, hereinafter described, is operated.

In Fig. 1 we have represented diagrammatically at B, the brake mechanism of the vehicle, which may be of any desired type and may be applied to two or more wheels, as desired. In this instance, I), represents diagrammatically a lever, by means of which the brakes, B, may be applied, and s, represents diagraininatically the yielding retracting means or springs for returning the brake mechanism to normal position. P represents a suction actuated power actuator comprising in this instance a cylinder, 34, open to the atmosphere at one end, as indicated at 35, and provided with a piston, 3G, the piston rod, 37, of which is shown connected by linkage, in-

dicated at 38, with the brake mechanism, as

the brake operating lever, b. vThe forward end of the .actuator cylinder is shown connected by a pipe, 39, with the portion, 2, of the suction passage of the engine between the air inlet, 3, and the throttle valve for the engine. The pipe, 39, could be connected with the suction passage between the carburetor and thel throttle valve, but in such case the air withdrawn from the actuator when the latter is operated, would not receive Afuel from the jet and would tend to stall the engine. We prefer to connect the pipe, 39, between the air inlet or intake, 3, and the carburetor, as

shown, 'so that the air from the carburetor will be earbureted and will not materially interfere with the operation of the engine, vo1' stall it if idling. 7e have also shown the tubular portion, 2, of the suction passage between the point of connection of the pipe, 39, therewith, and the air inlet, 3 with a valve of the butterfly type, indicategd at 40, pivotally mounted therein, and provided with an actuating arm, 41, in this instance, connected by a link, 42, with a pedal, 43, pivoted to a stationary part of ,the vehicle at 44, and provided with a pedal, 45, and retracting spring, 46. Suitable stops are preferably provided foi' limiting the forward movement'of the foot lever in adirection to close the valve, 40, to provide suficientair to keep the engine running idle, whichis preferably 'an adjustable stop, and maybe applied either to the footlever itself or. the valve operating arm, 41. In this instance, we have shown a set screw, 47, for engaging the arm, 41, to limit the closing movement of the valve, 40, and we have also shown an adjustable stop, indicated at 48, and in this instance arranged to engage the foot lever, 43, to limit the return movemen-t of the foot lever, so as to hold the valve, 40, normally in wide open position.

'In Fig. 1 the footlever is shown in its lowest posit-ion, the valve, 40, in closed position, and the power actuator piston at the -end of its power stroke, the brake mechanism being fully applied.A It will be seen that the closing of the valve, 40, to a greater or less extent, correspondingly shuts off the admission of atmospheric airto the tubular portion 2, of the suction passage, and when the engine is in opeiation, the suction of the' engine cylinders will necessarily produce a supernormal degree of rarefaction at the discharge aperture of the jet within the suction passage between the valve, 40, and the engine cylinders. The reduction of pressure in the said passage will be instantly felt in the equalizing passage, 3l, and valve chamber, 16, opening the equalzing valve, 22, and simultane` ously closing the air inlet valve, 21, thus equalizing pressures on vthe surface of the v fuel in the ioat'chainber, and in the suction passage above the nozzle, 10, and preventing the discharge of fuel by unequal pressures on the fuel Within the .float chamber and jet other than the normal rarefaction caused by the Venturi tube,.and permitting the. carburetor to function in the ordinary manner during the operation of the Vpower actuator. When thel brake mechanism is fully applied, there will be a reduction of pressure in the float chamber upon the surface of the fluid and the top of the iioat, which will be equivalent tovan increase of pressure in the fuel supply pipe. vIt will, therefore, require greater pressure to close the fuel inlet needle valve, and a correspondingly greater submerging of the float. Hence under these conditions there will be a slight rise of the liquid level in the float chamber, and the discharge aperture of the jet will be so located that this rise of liquid level in the iioat chamber will insure the'discharge from the jet of suilicient fuel to carburet the air passing through the Venturi tube under such conditions,iso that the engine will not stall if idling. It Will be seen that the degree of supernormal rarefaction' within the suction passage may be varied by moving the valve, 40, to a greater or less degree toward its closed position, and the operator may, therefore, control the degree of pressure exerted on the brake mechanism by the power actuator, by means of the foot lever, 43, the valve,

40, acting very much like the ordinary choke valve with which internal combustion engines are usually provided, to shut off more or less the admission of atmospheric air to'the enne When the pedal lever, 43, is released gy the operator, it will be returned to its normal position by the retracting spring, 46, and the valve, 40, will be wide open, restoring atmospheric pressure within the portion, 2, of the suction passage, and closing the equalizing valve and opening atmospheric valve and connecting the top of the float chamber with the atmosphere. The pressures on opposite faces of the piston, 36, of the power actuator, P, will be equalized, and the brakes will be immediately released, the brake mechanism and piston, 36, being returned to normal position by the retracting means, as springs, a, Our invention, therefore, presents a very simple construction in which the ower actuator can be operated to the desire extent b simply placing the foot on the pedal, 45, an depressing the foot lever, 43, to apply the brakes without danger of loading up the engine or stalling it, and the brakes may be instantly released by relieving the pressure of the foot on the pedal, 45, or removing the foot therefrom. It will be understood that suitable means are provided, indefpendent of the pedal lever, 43, and valve, 40,

or controlling the speed of the engine.v

We have illustrated, at, 50, the usual throttle valve for controlling the speed of the engine, which is operatively connected with theusual hand lever and foot accelerator, not shown, in any usual or desired manner, or which may be operated in any other desired way.

It will be understood that the equalizing passage and controlling valve mechanism herein described in connection with the carburetor and suction passage will be operated in preventing the loading up of the engine, when from any cause an abnormal degree of rarefaction exists in the suction passage, for example, when the ordinary choke valve which operates substantially like the valve, 40, to partially shut 0H the admission of air to the suction passage and carburetor to produce a richer mixture, as in starting the engine, is closed. In such case the equalizing passage and valve mechanism, as described, may be employed to prevent the abuse of the choke valve and the consequent loading up of the engine. It will also be understood that if the vent passage, 33, is made sufficiently minute so that even if open it will not prevent the equalization of pressures on the liquid in the float chamber' and discharge aperture of the nozzle, when the equalizing valve is opened, the vent valve may be dispensed with and the device would be entirely operative. We prefer, however, to provide the vent valve for closing the vent passage when the equalizing valve is opened, as shown and described herein.

Ve do not wish to be limited to a construction in which the automatic opening of the equalizing valve is accom anied by the closing of the vent for the car uretor fioat chamber. We have found that if a sufficiently minute vent aperture is provided for the iioat chamber, the device is operative without closing the vent aperture. In Fig. 3 we have/illustrated a slight modification of the valve chamber, in which corresponding parts are given the same reference characters as in Figs. 1 and 2, with 100 added, to avoidv repetition. In this gure the valve chamber, 114, connected with the suction passage in the same manner as previously described, and is provided with an equalizing valve, 122, held normally closed by the spring 128. The float chamber is provided with a very minute vent aperture, indicated at 133, which as herein shown, is formed in the ca 132, closing the outer end of the valve cham er, but it may be located wherever desired. This vent opening is always in communication with the atmosphere and with the fioat chamber above the liquid level therein, but is of such small diameter that when the equalizing valve is opened by the reduction of pressure in the suction passage, as previously described, the pressure upon the liquid in the iioat chamber will be equalized with that in the suction passage and the very small amount of air admitted through the vent aperture will not afect the operation of the device, and a rarefaction will be produced above the liquid in the iioat chamber, substantially equal to that in the suction passage at the jet nozzle.

What we claim and desire to secure by Letters Patent is 1. The combination with an internal combustion engine provided with a suction passage or supplying the explosive mixture to the cylinders having an air inlet for supplying air for the explosive mixture, and a shutoff valve for said air inlet, ofa carburetor provided with a liquid fuel chamber, means for normally maintaining a predetermined liquid level therein, and a jet nozzle discharging within the suction passage, said fuel chamber being provided above the liquid level structed to automatically open said equal` izing passage when said shut-off valve is suffieientl-v lclosed While the engine is running toproducc a degree of rarefaetion at the jet nozzle.

2. The combination with an internal combustionngine provided with a suction passage for supplying the explosive mixture to the cylinders having an air inlet for supplyingair for the explosive mixture, and a shutofir valve for said air inlet, of a carburetorl provi-ded with a liquid fuel chamber, means for normally maintaining a predetermined liquid level therein, and a jet nozzle discharging within the suction passage, said fuel chamber being provided above the liquid level therein with a vent passage for normally connecting it with the atmosphere, and an equalizing passage for connecting it with the suetion passage adjacent to the jet nozzle, and' means for normally closing said equalizing passage and opening said ventl passage, constructed to automaticallyopen said equalizing passage and close said vent passage when said shut-olf valve is sufliciently closed while v the engine is running to produce a degree of rarefaction at the jet nozzle.

3. The combination with an internal combustion engine provided with a vsuction passage for supplyingtlie explosive mixture to the cylinders having an air inlet-for supplying air for the explosive mixture, and ashutoifv valve for said air inlet, of a carburetor provided with a liquid fuel chamber, mean-s for normallymai'ntaining a predetermined liquid level therein, and a jet nozzle discharging with-in the lsuction passage, said fuel chamber being provided above the liquid level therein with a vent passage for normally connecting it with the atmosphere, and an equalizing passage for connecting` it with the suction passage adjacent to the jet nozzle, -a.

valve for controlling the said'equalizing pas-y sage, and yielding means for normally holding the said equalizing valve in closed position, and constructed to yield and permit the automatic opening of said equalizing valve when the degree of rarefaction in the suction passage exceeds that normally existing when the engine is running and the shut-oli' v'alve -is fully open, to prevent the discharge of fuel from said nozzle in excess of the quantities which can Vbe vaporized by the restricted quantities of air admitted tothe suction passage and to prevent the accumulation of unvaporized liquid fuel in the suction passage.

4. The combination with .an internal combustion engine provided with a suction pas- 5 sage for supplying the explosive mixture to the cylindersI having an air inlet for sup lying air for the ex )lesive mixture, and a s utoff valve for sai air inlet, ofa carburetor provided with a liquid fuel chamber, means for normally maintaining` a predetermined liquid level therein, and a jet nozzle discharging within the suction passage, said fuel chamber being provided above the liquid level therein with a. vent passage for normally connecting it with the atmosphere, and an equalizing passage for connecting it with the suction passage adjacent to the jet nozzle, a

valve for controlling the said equalizing passage, and yielding means for normally holding the said equalizing valve in closed position, and constructed to yield and permit the automatic opening of said' equalizing valve when the degree of rarefaction in the suction passage exceeds that normally 'existin when the engine is running and the shut-o valve is fully open, a normally open vent valve for said 'vent passage, and operative connections .between said valves whereby the said vent valve will be normally held open by said yielding device, and automatically closed by the movement of the equalizing valve to open position.

5. The combination with an internal combustion engine, provided with a suction passage for supplying explosive mixture to thev cylinders having an inlet aperture for supplying air for the explosive mixture, and a shut-olf valve for. said air inlet, of a carburetorprovided with a float chamber, a liquid fuel supply under approximately yconstant pressure, a loat and float valve for maintaining normally a predetermined liquid level in said chamber, and a jet nozzle discharging within the suction passage and having its discharge aperture located substantially in horizontal alignment with said liquid level, said float chamber being provided above the liquid level therein with `a normally open vent passage communicating with the atmosphere, and an equalizing passage communieating with the suction passage 'adjacent to the jet nozzle, a valve ineehanisnri for normally controlling the equalizing passage and vent passage, and yielding means for normally holding said valve mechanism in posi- /tion to render said equalizing passage inoperative, and vent passage operative, whereby, when said shut-off valve is closed while the enginelis running, suiiciently to increase the degree of rarefaction in the suction passage adjacent to the nozzle, said valve mechanism will close said vent and open said equalizing passage, 'so that the pressures o'n the liquid fuel in the float chamber and in the discharge aperture of the nozzle will be equalzed, and a degree of rarefaction will be vproduced above the liquid in said float chamber, thereby insuring the discharge of only sufficient fuel Vfrom the jet to fuelize' the restricted quantity of air admted to the suction passa e.

li. The combination with an internal combustion engine provided with a suction passage having an air inlet aperture to supply the air for the explosive charges, means located adjacent to said air inlet aperture for shutting oifvthe admission of air therethrough to the suction assagc, a carburetor provided o with a liquid ucl chamber, means for maintaining a predetermined liquid level therein, and a fuel jet nozzle located in the suction passage between said air shut-oil means and the engine cylinders, a throttle valve located in said suction passage between said jet nozzle and the engine c linders, said ioat chamber beingprovided a )ovetheliquidleveltherein with a vent aperture communicating with the atmosphere, 'and an equalizing passage, zo forv connecting it with the suction passage j adjacent to the jet nozzle, cont-rolling valve mechanism for said passages normally mamtaining the equalizing passage closed and the vent passage open and operable when the said shut-off means is moved in a direction toward closed position sutliciently to produce a degree of rarefaction at the jet when the e n gine is running to automatically open said equalizing passage -and close the said vent passage, a suction actuated device, operatlvely connected with the suction passage between said throttle valve and said shut-off valve, and controlled by said shut-oft' valve, whereby when said shut-off valve is operated in a direction to close the air inlet and effect the operation of the suction actuated device, said valve mechanism will be automatically operated to equalize the pressures above the fuel in the float chamber and jet nozzle of said carburetor to prevent the discharge of fuel by atmospheric pressure in the fuel chamber in excess of the quantities which can be Vaporized by the restricted quantities of air admitted, and to prevent the accumulation of unvaporized liquid fuel in said suction passa e and in said suction actuated device.

7. 'he combination with an internal combustion engine provided with a suction passage having on air inlet aperture to supply the air for the explosive charges, means located adjacent to said air inlet aperture for shutting off the admission of air therethrough to the suction passage, a carburetor provided with a liquid fuel chamber, means for maintaining a predetermined liquid level therein, and a fuel jet nozzle located inthe suction passage between said air shut-oil' means and the engine cylinders, a throttle valve located in said suction passage between said jet nozzle and the engine cylinders, said float chamber being provided above the liquid level therein with a vent aperture communieating with the atmosphere, and an equalizing passage for connecting it with the suction passage adjacent to the jet nozzle, a vent said suction passage between the throttle valve and the shut off valve, and controlled by the shut-off valve, whereby when the shut-off is operated in a direction to close the air inlet and effect the operation of the suction actuated device, the said valves will'be automati- `-eally operated to close the ventpvalve and open the equalizing valve.

8; The combination with an internal combustion engine provided with a suction passage haviug-an air inlet aperture to supply the air for the explosive charges, means located adjacent to said air inlet aperture for shutting off the admission of air therethroughto the suction passage, a carburetor provided with a liquid fuel chamber, means for maintaining a predetermined liquid level therein, and a fuel jet 'nozzle located in the suction passage 'between said air shut-off means and the engine cylinders, a throttle valve located in said suction passage between said jet nozzle and the engine cylinders, said float chamber being provided above the liquid level therein with a vent aperture communicating with the atmosphere, and an equalizing passage for connecting it with the suction passage adjacent to the jet nozzle, valve mechanism including oppositely disposed valves for said passages connected for joint operation'to seat one of said valves and open the other by a movement thereof in either direction, a spring for holding said valves in opposition to close the equalizing passage and maintain the vent passage open, said spring being calibrated to overcome any normal degree of rarefaction in the suction passage When the engine is running and the shut-oif valve is open, a suction actuated devicel comprising a cylinder communicating with the suction passage between said shut-oif valve and the throttle valve, and a piston in said cylinder, means for holding said shut-olf valve normally in open position, and an operator operated part connected with said valve, whereby when said shut off valve is moved-toward closed position to effect the operation of the suction actuated device, the increase in the degree of rarefaction produced in the suction passage will automatically shift said valves to close the vent valve and open the equalizing valve, and eii'ect equalization of pressures between the float chamber and the jet nozzle.

9. The combination with an internal combustion engine provided with a suction passage having an air inlet aperture to supply the air for the explosive charges, means lo` cated adjacent to said air inlet aperture for lloA buretor proidded with a liquid fuel chamber,l means for maintaining va predetermined liq\ uid level therein, and a fuel jet nozzle located Vin the suction passage between said air shutloil' means and the engine cylinders, a throttlel valve located in said suction 'passage betweensaid jet -nozzle and the engine cylinders, said float chamber being provided .with a' valve casing provided with separate valve cham-p bers, a connecting passage between said.v chambers communicatingwlth the floatA chamber above the liquid level therein, and oppositely disposed valve seats, o positely disposed valves in said casing, one o which is located in each chamber, a valve stem con'- necting said valves and holding them in such position that when one is seated the other is open, one of said valve chambers being in communication with the atmosphere at all times by avent passage, and the other valve chamber being connected by an equalizing passage with the suction passage adjacent to said nozzle, a spring normally holding said valves in position to maintain the valve controlling said equalizing passage closed, and the valve controlling the vent passage open, a suction actuated device comprising a cylinder communicating at one end with thev suction passage between said shut-off means and the throttle valve, and a piston 1n said cylinder, an operator operated device connected with said shut-oitl means, a retracting spr'ing therefor, and a stop for arresting the sluit-oil' means in open position, whereby when said shut-off means is moved toward closed position to elfect the operation of the actuator, the increase in the degree of rarefaction within the suction passage will shift said oppositely disposed valves to close communication between the float chamber and the atmosphere.

10. The combination with an internal combustion engine provided with a suction passage for supplying the explosive mixture to the lcylinders' having an air inlet for supplying air for the explosive mixture, and a shut-off valve for said air inlet, of a carburetor provided with a liquid fuel chamber, means for normally maintaining a predetermined liquid level therein, and'avjet nozzle 'discharging 'within the suction passage, said fuel chamber being provided above the liquid level therein with an equalizing passage for connecting it with the suction passage adjacent to the jet nozzle, and-means for normally closing said equalizing passage, constructed to automatically open said equalizing passage when the said shut-olf Valve is sufficiently closed While the engine is running to produce a degree of rarefaction at the jet-nozzle.

11. The combination with an internal conibustion engine provided witha suction passage for supplying the explosive mixture to the cylinders having an air inlet for supplying air for the explosive mixture, and a sluitoff valve for said air inlet, of a carburetor pric vided with 'a liquid fuel chamber, means for normally maintaining a predetermined liquid level therein, and a jet. nozzle discharging within the suction passage, said-fuel chamber being provided above the liquid level therein with an eqnalizingpassage for connecting itwith the suction passage adjacent to theg-jet nozzle, and :i1-normally closed valve for said "equalizing passage, eonstructedgto automatically open said equalizing'pass'ag VVwhen said l' shut-olf valve is suliiciently closed while the engirie is running,toproduce a degree of vrarefaction at the jet nozzle. v 12. The combination with an internal coinbustion engine provided with a suction passage for supplying the explosive mixture to the cylinders having an air inlet for supplying air for the explosive mixture, and a shutoil' valve for said air inlet, of a 'carburetor provided with a liquid fuel chamber, means for normally maintaining a predeterminedliquid level therein, and a Vjet nozzle discharging within the suction passage, said fuel chamber being provided above the liquid level therein with an equalizing passage for connecting it with the suction passage adjacent to the jet nozzle, a .valve for closing said equalizing passage, a spring holding said valve normally closed, and constructed to automatically open' said equalizing passage when said shut-off valve issuticiently closed while the engine is ruiming, to produce a degree of rarefaction at the jet nozzle.

13. The combination with an internal combustionengine provided with a suction passage for supplying the explosive mixture to the cylinders having an air inlet for supplying air for theexplosive mixture, and a shutoff valve for said air inlet, of a carburetor provided with a liquid fuel chamber, means for normally maintaining a predetermined liquid level therein, and a jet nozzle discharging within the suction passage, said fuel chamber being provided above the liquid level therein with `anequali'zing passage for connecting it with the suction passage adjacent to the jet nozzle, and a vent aperture of smaller cross sectional area than the equalizing passage, and a normally closed valve for said equalizing passage constructed to automatically open said equalizing passage when said shut-off valve is sufficiently closed while the engine is running to produce a degree of rarefaction atv the jet nozzle, and effecting approximately the saine degree of rarefaction at the nozzle and within the float chamber.

14. In a brake system for automotive vchicles, the combination with an internal combustion engine for propelling the vehicles, having a suction passage, an air inlet for supplying the air for the explosive mixture, a

trolling the admission of air through said air inlet, a throttle valve in said suction passage located between said air restricting valve and the engine cylinders, and a carburetor for fuelizing said air, having a fuel nozzle discharging into said suction passage between the said air restrictng valve and the throttle valve, of a suction actuated device, provided with a movable pressure operated part operatively connected with brake mechanism, a tubular suction connection from said suction actuated device connected with said suction passage between said air restricting valve and said throttle valve, for establishing colnmunication between the suction actuated device and the suction passage independently of the air inlet, and operator operated means for said valves, whereby the closing of said air restricting valve will el'ect the operation of the suction actuated device to apply the brake mechanism. Y

15, The combination with the suction passage of an internal combustion engine and a carburetor having its fuel jet arranged within the suction passage, of a suction operated power actuator and a discharge connection from the power actuator to the suction passage which enters said suction passage on the side of the jet remote from the engine so that all air withdrawn from the actuator will be carbureted.

16. The combination with the suction passage of an internal combustion engine and a carburetor having its fuel jet located in the suction passage, of a suction operated power actuator' and a suction connection from said power actuator to the suction passage which enters said suction passage below the jet.

17. The combination with the suction passage of an internal combustion engine and a carburetor having its fuel jet located in the suction passage, of a suction operated power actuator and a suction connection from said power actuator to the suction passage which enters said suction passage at a point to one side of said fuel jet furthest removed from the engine cylinders.

18. The combination with the suction passage of an internal combustion engine havingan air inlet, a carburetor having a fuel jet or discharge nozzle arranged in the suction passage and a throttle for controlling carbureted air to said engine, of means for controlling the air entering said air inlet, a

-suction operated power actuator, and a discharge connection from said actuator to the suction passage between said controlling meansand the fuel jet.

19. The combination with lthe suction passage of an internal combustion engine having an air inlet and a throttle valve, of a carburetor having a fuel jet located in the suction passage between the air inlet and the throttle valve, a brake valve controlling the air entering said air inlet, and a suction operated power actuator connected to said suction passage at a point between the brake and throttle valves which insures the Carburation of air withdrawn from the actuator.

20. The combination with the suction passage of an internal combustion engine and a carburetor having a float chamber, and a discharge nozzle located Within the suction passage, of a power actuator, a suction connection from said actuator connected to the Suction passage at a point so that air withdrawn from said actuator will be carbureted in passing through the suction passage, means for regulating the rarefaction in said suction passage, suction connection and actuator to op# erate the actuator, and means for automatically producing a substantial equalization of pressures in the float chamber and suction passage adjacent the discharge nozzle.

21. The combination with the suction passage of an internal combustion engine and a carburetor having afloat chamber and a discharge nozzle within the suction passage, of a brake valve controlling the air admitted to said suction passage, a suction operated power actuator connected to said suction passage at a point between the brake valve and the discharge nozzle, said engine adapted to produce maximum rarefaction in the actuator to operate the same when said brake valve is closed, together with means for automatically producing a substantial equalization of pressure in the float chamber and suction passage about the discharge nozzle.

22. The combination with the suction passage of an internal combustion engine and a carburetor having a fuel chamber, and a discharge nozzle located within the suction passage, of an equalizing passage connecting the float chamber of the carburetor to the suction passage between the engine and the carburetor, al brake valve arranged on the opposite side of the discharge nozzle from the equalizing passage and remote from the engine for controlling the air entering said suction passage, and means within the equ alizin g passage acting to automatically open the same when a substantial rarefaction is produced in the suction passage by the closure of the brake .valve and to automatically close the same, and vent the fuel chamber to the atmosphere when the brake valve is open.

In testimony whereof we affix our signatures.

CALEB S. BRAGG. VCTOR W. KLIESRATH.

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