US1960481A

US1960481A - Regulation of brakes

Info

Publication number: US1960481A
Application number: US464065A
Authority: US
Inventors: Monge Gerard De
Original assignee: Magneti Marelli SpA
Current assignee: Industrie Magneti Marelli SRL; Marelli Europe SpA
Priority date: 1930-03-01
Filing date: 1930-06-26
Publication date: 1934-05-29
Anticipated expiration: 1951-05-29
Also published as: GB357520A; FR712246A; BE368223A

Description

May 29, 1934. DEMQNGE I 1,960,481

REGULATION OF BRAKES Filed June 26, 1930 2 Sheets-Sheet 1 Z I 5 I. F 1 I a I I i n .nn. w..."

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May 9, 34- G. DEMONGE 60,481

REGULATION OF BRAKES Filed June 25, 1930 2 Sheets-Sheet 2 2&1 2191 f i E BEES Y fiverrtor Gerard ark/70 7 6 Patented May 29, 1934 PATENT OFFICE REGULATION OF BRAKES Gerard de Monge, Liege, Belgium, assignor to Fabrica Italiana Magneti Marelli, Societa Anonima, Milan, Italy Application June 26, 1930, Serial No. 464,065

In Belgium March 1, 1930 4 Claims.

The invention relates to mechanism for regulating the degree of vacuum existing in a power chamber and created by the suction in the supply pipe of an internal combustion engine.

5 Such vacuum is produced in a power chamber by controlling a gaseous medium passing through an intermediate chamber which communicates with the power chamber; and by means of suitable connections, the effect of this vacuum can.

the intermediate chamber. In view of the fact that the invention obtains maximum braking by establishing communication between the intermediate chamber andthe intake manifold of the motor, the size of the passage for the admission of the air to the intermediate chamber is necessarily very slight. This small inlet has the advantage of increasing the rapidity of establishing the vacuum the power chamber and limiting, the air current which passes through the intermediate chamber, so that the latter causes practically no changes in the condition of carburetion during the braking.

A further object of this invention is to provide apparatus which. includes means for forming an intermediate chamber having communication with the atmosphere and a connection to the supply pipe of an internal combustion engine and containing a valve and a passage cooperating therewith of such relative shape that the degree of vacuum in the intermediate chamber produced by the connection to the intake manifold of the engine is approximately proportional to the extent of movement of the valve.

Another object of the invention is to provide mechanism for regulating the vacuum in a power chamber and comprising means for forming an intermediate chamber having connections as above'set forth and movably mounted in operative position.

The invention also provides that communication between the intermediate chamber and the suction manifold is established in such manner that the vacuum in the power chamber is proportional to the movement of the control member of the brake.

An embodiment of the invention is illustrated by way of example on the accompanying drawings in which:

Fig. 1 is a. diagrammatic section of the mecha" nism according to this invention:

. Fig. 2 is a partial section on the line II-II 0! Fig. 1,

Fig. 3 is a modification in section of a portion of the mechanism of Fig. 1,

Fig. 4 is a section of a further modification,

Fig. 5 shows diagrammatically a braking system utilizing the mechanism of Fig. 4.

In the apparatus shown on Fig. 1 the intermediate chamber 311 is adapted to be put into communication, on the one hand, with the open air through the port or passage 5s or constant area and the conduit 2d; and, on the other hand, with the suction manifold 2b of an internal combustion engine through a port 28 and the conduit 20. This intermediate chamber is also in con- 76 stant communication through a conduit 4 with a power chamber 4a. The internal combustion engine whose suction is utilized is the motor of the vehicle to be braked by the apparatus.

The passage 5s is formed between a rod 7a and 80 an aperture in a valve 5, subject to the action of a spring '5k which tends constantly to hold said valve on its seat 5g. Grooves, such as 5s1, are provided on the inner face of the aperture in the valve 5, to give the effect of baflies or deflectors inthe passage 53. The eddies created in the passage 5s by these grooves have an action equivalent'to that of a reduction in the cross section of said passage. Arranged on the control rodQ'la is a. closure member 6, adapted to move opposite the port 2s and to more or less uncover the latter so as to regulate the area of the communication between the intermediate chamber 3d and the conduit 20.

The rod 7a is moved for actuation of the brakes by operating the brake pedal (not shown) of the vehicle and is done in opposition to the action of a spring 5m. The spring 5m abuts against the outside of the atmospheric conduit 2d at one end and against the collar 5a on the rod 7a at the other. Thus the spring is compressed whenever the rod 7a moves the reciprocable valve 6 to open the port or passage 2s.

Two collars 7b and 7b1 are also arranged on the rod 7a. The distance which separates these collars-is equal to the movement of rod 7a during operation of the brake, that is to say, from minimum braking (application oi the brake bands to the brake drums) up to the practically maximum braking. The result of this arrange- 10 ment is that on maximum braking the collar lb closes the passage 5s because it has then moved up close to the end of this passage; and the port 2s is now fully uncovered by the valve 6; and that on rapid release the collar 7hr removes the valve 5 from its seat so as to produce free communication between the intermediate chamber 3d and the conduit 2d leading to the atmosphere. This result follows because the rod 7a now moves in the other direction bringing the collar 'Ibi against the other side of the valve 5.

In practice (see Fig. 1) the outside air enters into the intermediate chamber through the passage 5s and discharges into the suction manifold 2b of the motor through the port 2s whose efiec tive area is determined by the position of the closure member 6 and the rod 7a. The size of port 2s and passage 53 determines the extent of the vacuum in the intermediate chamber and hence in the brake power 4a.

The profile or outline of the above mentioned port 28 (see Fig. 2) is such that the vacuum in the intermediate chamber is proportional to the movement of the valve 6.

In case the rod 7a. is connected to the brake pedal through a floating lever, which is joined directly to the vehicle brakes, it is to be noted transmitting to the brakes the effort exerted by I the driver on the brake pedal. If, for example,

the total course or movement of the valve 6 is 10 mm., the first two of which permit the flow of ,air in the intermediate chamber between the '

conduits

2d and 2c and the last millimeter 01 Y which serves to actuate the collar 72), there remain '1 mm. for progressive operation of the brakes. I

In Fig. 3, the device which controls the communication between the intermediate chamber 3d and the conduit 2d terminating in the open air is formed by a cylindrical member 5b aflixed to the drive rod 7a and provided with a circular .flange' 5d and a valve 7d. The circular shutter is formed so as to move in the intermediate chamber 3d during the entire period of braking so as to leave a passage of constant area 58 between the conduit 2d and said intermediate chamber. The valve la is intended to close said communication when it engages a seat 8 during complete braking. The distance separating the valve 7d from the seat 8 is equal to the length of movementof the rod 7a during the entire period of braking, so that on complete release (produced by moving rod 7a in the direction of the arrow X) the flange Sdpasses out of the intermediate chamber andthus allows free entrance of air.

into the latter., The vacuum in the intermediate chamber is regulated in a manner similar to that of the case of Fig. l, by actuation of the closure member 6.

The device shown in Figs. 1, 2 and 3 can advantageously be made out of tubing oi! the proper size joined together; or in any other-manner.

through the passage 41'.

'or plunger 7e which has a close sliding fit with brake rods which are actuated when the bellows contracts. 7

In the construction shown in Figs. 3 and 4 the constant opening of small cross-section of the communication with the atmosphere is obtained by means of-a circular shutter 5d 0r 5dr sliding in a conduit 3d or 3dr of slightly greater diameter, so as to leave for the air fiow a reduced passage of constant cross-section independent of the movements of the shutter as well as of that 0 all the valves.

In the case of Fig. 5, the controller (an enlarged sectional view of which is shown on Fig. 4) has the form of a hollow casing 8a interposed directly between the brake pedal 15 and the lever 11 of the brake gear through the rods 9a and 9b. This lever 11 is connected rigidly to an arm 11b, connected by cables 110 and 11d to the brake organs proper. The brakes are shown as mounted upon arms or

levers

12c and 12d connected to the cables or links 110 or 11d respectively; and while the arm 11b and lever 11 are rigid with respect to each other, there is a common pivot at their point of connection about which these parts turn in unison. Lever 11 is also subject to 1 'the action of a retractile spring lla which tends to move it in a direction opposite that of the arrow Y toward the brake release position.

The intermediate chamber 3(11 in the casing 8a communicates with the power chamber 4m It may also be put in communication with the atmosphere through the conduit 2th, and with the motor intake through the conduit 21);. A passage is formed by the annular space left between the flange 5dr and 1 the inner surface of the intermediate chamber. Control of communication between said intermediate chamber and conduit 2hr is effected by means of a valve 61 having an approximately parabolic l'orm. This parabolic form is selected so 1 that the degree of vacuum in the intermediate chamber is approximately proportional to the movement of this valve.

To effect braking action, pressure is exerted on pedal lever 1550 as to transmit force to lever 11 through the spring 5mi' in the end of the casing 8a; the compression of this spring thus causes relative movement between the valve 61 and the casing 8a so as to produce communication between the intermediate chamber and passage 2b1. The degree of vacuum in this chamber increases with the effort exerted on the brake pedal.

The effect of the vacuum produced in the in.- termediate chamber is transmitted to-the power chamber 4m. The movable bar 4a: of the latter acts to move lever 11 in the direction of the arrow Y. I

During complete braking the valve 7b: is pressed to its seat 81 and serves to directly transmit the force exerted on the pedal to the lever 11.

On rapid release rod 701 moves to the position shown on Fig. 4. The rod 7a; is rigid with respect to the valve 61, and this rod bears a collar the inside of the chamber 3dr; and forms a movable partition between one end of this chamber and a recess in the end of the casing 8a receiving the spring 51m. This recess has a closure 5m with an opening for the rod Ia and the collar 7e prevents leakage between the recess for the spring 51m and the chamber 3dr. Under the action of the air admitted into the power chamber 4m the lever 11 moves in the brake release direction,

which produces a movement or the rod 92) connecting lever 11 to rod 7m, to compress spring 51221. It is to be noted that when the controller is inoperative, it rests against a stop 10a in such a manner as to leave a slight communication between the intermediate chamber and the intake manifold of the engine as by causing the flange 7b: to engage its seat loosely at this time and to keep the flange 5111 in said intermediate chamber, so that there exists in thelatter and in the brake cylinder a slight vacuum to maintain the diiferent elements of the brake gear under tension.

The casing So can be made in any suitable manner to provide the chamber 3d1 and the passages which enable this chamber to communicate with the conduits 2b1, 2d and 41; and may comprise several pieces or sections as shown in Fig. 4 suitably united together; or in one piece, if preferred; with couplings and openings to connect .the conduits with the chamber 3d1.

What I claim is: 1. Controlling apparatus including means for forming a power motor, means for forming an intermediate chamber connected to the power motor, the intermediate chamber having a conduit for putting the same in communication with the intake manifold of an internal combustion engine, and a second conduit open tothe atmosphere, a slidable rod in said intermediate chamber, said rod having at one end a tapering valve to control communication through the intermediate chamber between the power motor and the first-named conduit, said rod carrying a second valve having a flange to restrict communication between the intermediate chamber and the atmosphere and to cut off said communication, said valves and the interior of said intermediate chamber having such shape that the inflow 01' air to said intermediate chamber from the atmosphere is substantially constant when the valves are moved to open the firstnamed conduit and the amount of air withdrawn from said chamber thru the first-named conduit is proportional to the degree of movement of said valves.

2. Controlling apparatus including means for forming a power motor, movably mounted means for forming an intermediatechamber connected to the power motor, the intermediate chamber having a conduit for putting the same in communication with the i takemanifold of an internal combustion engine, and a second conduit open to the atmosphere, the intermediate chamber also being connected to the power motor, a slidable rod in said intermediate chamber, said rod having at one end a tapering valve to control communication through the intermediate chamber between the power motor and the firstnamed conduit, said rod carrying a second valve having a flange to restrict communication between the intermediate chamber and the atmosphere and to cut off said communication, said valves and the interior of the intermediate chamber being of such shape that the inflow of air to the intermediate chamber is substantially conbrake member to be actuated and connections.

from said member to the power motor to enable the latter to operate said member when the intermediate chamber is in communication with said manifold.

3. Regulating mechanism comprising means for forming a power motor, movably mounted means for forming an intermediate chamber connected to the power chamber, the intermediate chamber having a conduit for putting the same in communication with the intake manifold of an internal combustion engine, and a second conduit open to the atmosphere, a slidable rod in said intermediate chamber, said rod having at one end a tapering valve fixed thereon to control communication through the intermediate chamber between the power motor and the firstnamed conduit said rod carrying a second valve fixed thereon having a flange to restrict communication between the intermediate chamber and the atmosphere and to cut off said communication, one end of said intermediate chamber being shaped to be connected with an actu- 4. Controlling apparatus including means for forming a power motor, means for forming an intermediate chamber connected to the motor, said chamber having a conduit for establishing communication with the intake manifold of an internal combustion engine, and a second conduit open to the atmosphere, a reciprocable rod in said chamber, the rod having a valve fixed thereon at one end to control communication through the chamber between the motor and the first-named conduit, said rod also having a second valve flxed thereon including a flange or collar to control communication between the intermediate chamber and the atmosphere and to cut on said communication, the intermediate chamber having passages of such shape relative to the valves that the inflow of air to said chamber from said atmosphere is substantially constant when the valves are'moved to open the first-named conduit, and the amount GERARD m: MONGE.