US3650358A - Decelerating system for touring vehicles - Google Patents

Decelerating system for touring vehicles Download PDF

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Publication number
US3650358A
US3650358A US858321A US3650358DA US3650358A US 3650358 A US3650358 A US 3650358A US 858321 A US858321 A US 858321A US 3650358D A US3650358D A US 3650358DA US 3650358 A US3650358 A US 3650358A
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Prior art keywords
engine
decelerator
driver
set forth
throttle member
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US858321A
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English (en)
Inventor
Pierre Etienne Bessiere
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Labavia SGE SARL
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Labavia SGE SARL
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Priority claimed from FR6907189A external-priority patent/FR2036420A5/fr
Priority claimed from FR6916401A external-priority patent/FR2044426A5/fr
Application filed by Labavia SGE SARL filed Critical Labavia SGE SARL
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Publication of US3650358A publication Critical patent/US3650358A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/78—Features relating to cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the engine is cooled by forced water circulation in a circuit comprising in series a pump, the engine and a radiator having a high heat dissipation capacity.
  • The'system comprises a hydraulic decelerator whose rotor runs permanently at a speed of at least the same order as engine shaft speed and whose diameter is less than 20 centimeters.
  • the decelerator is connected in parallel to a part of the engine cooling circuit by means of a three-way two-position valve which when in one position sends all the water it receives to said part of the circuit isolating the decelerator, while when in its other position the valve sends all the water it receives to the decelerator inlet, isolating said circuit part.
  • the invention relates to systems adapted to decelerate a moving vehicle by applying a decelerating torque to one of the rotating elements of the transmission line connecting the vehicle engine to the vehicle wheels; amongst such systems, the invention relates more particularly to those which are fitted to touring vehicles adapted to travel at high speeds corresponding to engine shaft speeds above 3,000 r.p.m., preferably above 5,000 rpm, and where the engine of the vehicle to be decelerated is normally cooled by forced circulation of water in a circuit comprising in series a pump, the vehicle engine and a radiator having a high heat dissipation capacity.
  • the invention also relates to vehicles fitted with such decelerating systems.
  • systems of the kind specified comprise: a hydraulic decelerator whose rotor runs permanently at a speed at least of the same order as engine shaft speed and whose diameter is less than 20 cm., preferably approximately 15 cm.; and means for connecting the decelerator in parallel to a part of the engine cooling circuit, the means comprising a three-way two-position valve which when in one position sends all the water it receives to the said part of the circuit, isolating the decelerator, while when in its other position the valve sends all the water it receives to the decelerator inlet, isolating the said circuit part.
  • decelerating systems of the kind specified use at least one of the following two features:
  • the power for operating the three-way valve is produced by the negative pressure in the engine induction pipe downstream of the adjustable throttle member therein when such member is at least partly closed; and driver-controlled means are adapted to use such power to operate the valve.
  • it also comprises a constriction disposed in the cooling circuit of the decelerator in the part between the decelerator outlet and its place of connection to the normal engine cooling circuit, the constriction being such that the flow cross section which it presents to the liquid varies automatically, either continuously or intermittently, in the same sense as the pressure of such liquid.
  • FIG. 1 is a view in axial section of a decelerator according to the invention, suitable for fitting to one end of the engine shaft of a touring vehicle;
  • FIG. 2 is a schematic view of a control circuit according to the invention for the decelerator shown in FIG. 1;
  • FIGS 3 and 4 are diagrammatic views to an enlarged scale of an embodiment of the three-way valve of the circuit and of the valve-actuating members, the same being shown in their two positions corresponding to the decelerator being cut out of and into operation;
  • FIGS. 5 and 6 are graphs which help to show the advantage of one of the features of the invention.
  • FIG. 7 is a view in axial section of an embodiment according to the invention of the constriction in a decelerator of the kind described;
  • FIG. 8 is a view in axial section of another embodiment according to the invention of such a constriction which in this case is in dual form, and
  • HG. 9 is a very diagrammatic view of a control system of use for a decelerating system according to the invention fitted with a dual constriction of the kind shown in FIG. 8.
  • decelerator capacity to be filled is a relatively large volume
  • decelerator response time is fairly slow, and this feature, although not a great disadvantage in the normal uses of such decelerators at low speeds and for long durations, would be a disadvantage for the braking of a vehicle travelling at very high speed, for a vehicle travelling at km./h. travels more than 40 m./sec.
  • the cooling water may boil, since the heat-removal capacity of the radiators normally used for heavy vehicles has no wide margins available for uses other than merely cooling of the engine, more particularly for dissipating heat evolved for a prolonged period of time by a heat source other than the engine.
  • the applicants have observed first that the very high speeds attainable by the engines of high-speed touring vehicles (engine speeds of more than 3,000 rpm. and possibly reaching and frequently exceeding 6,000 rpm.) are suitable for producing relatively high braking torques by means of even very small hydraulic decelerators provided that the high speeds are applied directly to the decelerator rotors. For instance, at a speed of 6,000 rpm. a braking torque of 15 m.kg. can be produced by a hydraulic decelerator having a rotor diameter of as little as 15 cm. Since small decelerators of this kind take up little space-and are therefore of reduced cost they can be fitted below the hoods of touring vehicles, inter alia at one end of the vehicle engine crankshaft.
  • the internal volume of the decelerator is small, it can be filled rapidly, more particularly if, as will be assumed hereinafter, the entire water flow is forced through it to give a brief response time, and
  • the installed engine capacity per load unit is approximately 5-10 times greater in touring vehicles than in heavy vehicles.
  • FIG. 1 shows an embodiment of a hydraulic decelerator which is of use according to the invention but which does not limit the same.
  • the decelerator comprises a rotor forming a centrifugal pump and comprising a semitoroidal shell 1 whose base is open at a place 1 and which is braced by blades 2 which are radial or inclined in the direction of rotation to increase the braking effect.
  • the decelerator also includes a stator comprising: a semitoroidal socketedshell 3 disposed axially opposite the rotor; and a cover 4 around the rotor.
  • the rotor is rigidly secured to a shaft portion 5 disposed at the ends of the vehicle engine shaft, as a rule, the crankshaft; the shaft portion 5 is centered relatively to the engine frame 6 by a roller bearing 7 sealed by two cup seals 8, beyond which the shaft portion 5 overhangs.
  • a rotating gasket 9 sliding on a stationary ring 10 provides sealing-tightness between the rotor and the engine frame 6.
  • the sockets of the stator shell 3 are designed to collect the liquid streams emitted by the tips of the blades 2 and to re-inject such streams into the small-diameter zones of the blades 2 so as to produce vortices tending to brake the rotor.
  • the cover 4 comprises: a liquid inlet 11 which is offset from the rotor axis, so as to reduce the overall axial size of the decelerator; and an outlet 12 for the liquid which escapes radially between the blades 2 and the sockets 3 to an annular chamber 13 of the stator.
  • the cover inside surface extends very close to the external profile of the rotor so as to reduce leakages of liquid going directly from the inlet 11 to the chamber 13 without having passed through the toroidal enclosure (2, 3) where the decelerating torque is produced.
  • connection between the inlet 11 and such enclosure is by way of passages 2 bounded by the upstream tips of the blades 2 and extending through the open part 1,.
  • a decelerator of this kind does not require accurate machining operations and is rugged and cheap.
  • the decelerator As and when required, the same is supplied with the entire water flow used to cool the vehicle, such water normally being circulated by a pump in a closed circuit through the engine and a cooling radiator consecutively.
  • FIG. 2 shows the hydraulic decelerator 14, engine 15 of the vehicle and a radiator 16 cooled by a fan 17.
  • the water is moved by a pump 18 seriatim from the engine to the radiator, after heating, through a line 20, and from the radiator to the engine, after cooling, through a line 19.
  • the line 20 has a threeway two-position valve 21 which in one position completes the line 20 and which in the other position diverts all the flow through the valve to supply a decelerator inlet line 22.
  • a decelerator outlet line 23 is connected to the line 20 at a place 24 slightly downstream of valve 21. if that section of the line 20 which separates the valve 21 from the place 24 is given the reference 29, it can be stated that the decelerator 14 and its inlet and outlet lines 22, 23 are shunted across the section 29.
  • the line 23 joins the interior of the line 20 in the direction of normal water flow in the line 20.
  • other means could be used to achieve the same result, such as a non return valve or a second valve coupled with the first valve, but the suggestion made here is very rugged and economical.
  • the circuit also comprises: a narrow line 25 connecting the decelerator to the normal cooling circuit at a place 26 disposed upstream of the pump 18, the connection being such that the normal cooling water flow has an aspirator effect on the contents of the line 25 and thus helps to empty the decelerator when the valve 21 is in its normal nonbraking position; and a narrow line 27 connecting the decelerator to the top of an expansion tank 28-if the ordinary cooling circuit is a closed circuit and has an expansion tankto enable gas from the expansion tank to help drain the decelerator of water and to help fill the decelerator with water by removal from the decelerator of the gas therein to the expansion tank.
  • a circuit of this kind operates as follows: ,7
  • valve 21 When the valve 21 is in the position in which it completes the line 20, the water normally in a closed circuit through the radiator and the engine.
  • the aspirator effects set up at the places 24, 26 empty the decelerator completely so that the same produces no disturbing residual torque.
  • valve 21 is changed over to the position which is shown in FIG. 2 and in which all the cooling water goes through the decelerator so that the same is connected in series in the normal cooling circuit.
  • a control circuit of this kind has many advantages for small high-speed decelerators used in light vehicles. More particularly, the control response time is very short, for when the valve 21 is placed in its operative position the delivery from the circulating pump is compelled to flow through the decelerator, in contrast to systems in which the decelerator is just connected in parallel to the cooling circuit. Also, the cooling water delivery is maximum since it is driven not just by the ordinary circulating pump but also by the decelerator which is devised as a centrifugal pump. This maximum delivery (e.g., of theorder of from to liters/min.) always achieves production of the maximum decelerating torque corresponding to engine speed at the particular time concerned, and maximum heat removal.
  • the resulting decelerating torque is not limited by water temperature, because of the heat inertia of the total volume of circulating water, and in prolonged deceleration the decelerating torque is limited only by the heat removal capacity of the radiator and, as already stated, this capacity is very high in the case of touring vehicle radiators.
  • the valve 21 can be operated either by being directly coupled to a special control pedal or lever or to the conventional brake pedal or accelerator pedal.
  • the power source for this control in the preferred case in which the vehicle engine is an internal combustion engine, is the negative pressure in the engine induction pipe downstream of the throttle member or butterfly in such pipe, the bringing of this negative pressure into operation being dependent on a driver-operated control. Consequently, the decelerator comes into operation only when permitted to do so deliberately by the driver and when the negative pressure has a high enough absolute value, a factor presupposing a reduced fuel supply to the engine (butterfly valve closed completely or almost completely) and a high enough vehicle speed.
  • this particular form of control is very suitable for the purposes of the invention, since the main requirement is that the control be satisfactory at very high speeds.
  • valve 21 is controlled by a system 31 responding to the negative pressure in the engine induction pipe 51 at a place 53 downstream of throttle member 52, communication between system 31 and pipe 51 being by way of means 32 under the driver's control. More particularly, the system 31 is such as to cut in the decelerator, under the control of the means 32, only when the absolute value of such negative pressure exceeds a predetermined threshold corresponding to closure of the butterfly 52 and to an engine speed above a predetermined threshold.
  • the three-way two-position valve 21 has a chamber 34 in permanent communication with the'water supply line 20, the lines 29, 22 terminating in chamber 34 by way of coaxial seats 35, 36 respectively, the seats cooperating with respective lids 37, 38 mounted on a single rod 39.
  • the system 31 comprises a variable-volume chamber 40 bounded by a diaphragm 41 (or other movingor deformable member adapted to close the chamber 40 hermetically) connected to rod 39.
  • a cover 42 crimped to the' casing of chamber 40 clamps the periphery of diaphragm 41 and is formed with an aperture 43 via which atmospheric pressure is operative on that side of diaphragm 41 which is remote from chamber 40.
  • a spring 50 acting on rod 39 and/or diaphragm 41 opposes the action of the negative pressure in chamber 40.
  • the means 32 which comprise a nonretum valve 44 or some other moving closure member, are disposed in a line 45 adapted, when the valve 44 is open, to connect chamber 40 to place 53 (the direction of flow in induction pipe 51 is diagrammatically represented by an arrow in each of FIGS. 3 and 4).
  • the driver-controlled means 32 can be either entirely independent of any other vehicle control or can be subject to some other control such as the accelerator pedal operating the butterfly 52, the conventional brake pedal or the clutch pedal.
  • the means 32 can be such that the driver can operate the valve 44 directly by hand (or foot), e.g., via a push button (not shown) placed directly on the vehicle steering wheel- (in the commonest case of a road vehicle), so that the driver does not have to release the wheel to operate the valve 44.
  • the means 32 are so devised in both the cases hereinbefore set forth as to be operable by a solenoid valve in the form inter alia of an electromagnet 46 which operates valve 44 against the force of a return spring 47.
  • the circuit arrangement is such that the electromagnet 46, when energized by a power supply 48 via a contactor 49, opens the valve 44 and therefore connects chamber 40 to the place 53 in the engine induction pipe 51, whereas the spring 47 tends to isolate the chamber 40 when contactor 49 de-energises electromagnet 46.
  • the contactor 49 can be placed on the vehicle instrument panel so that the driver can permit or override operation of the electromagnet 46 and therefore of the decelerator.
  • a first suggestion is to embody the contactor 49 by a microswitch disposed near the accelerator pedal and adapted to energize electromagnet 46 only when the accelerator pedal is in a position corresponding to minimum opening of butterfly 52. Consequently, when the vehicle is running on level ground or down a slight downgrade, the driver retains the possibility of lifting his foot operating the accelerator pedal almost completely without cutting in the decelerator, for the contactor 49 is not then operated by the pedal, and so valve 44 stays closed and prevents the negative pressure from reaching the diaphragm 41. However, if the driver releases the accelerator pedal completely the decelerator cuts in, so that the line 45 is made continuous provided that engine speed is high enough for the negative pressure reaching the diaphragm 41 to be sufficient to overcome the force of the spring 50.
  • a second suggestion is to embody the contactor 49 by a microswitch placed near the ordinary brake pedal so that the contactor allows electromagnet 46 to be energized only when 6 the'driver operates the brake pedal, preferably duringthe dead part of the brake pedal travel prior to application of the ordinary brake. This is advantageous in the case of a vehicle in which the decelerator is required to operate only when the driver operates the brake pedal, inter alia for town driving so that gear-changing operations are not disturbed.
  • a third suggestion is to embody the contactor 49 as a microswitch controlled by the clutch pedal and adapted to deenergize the electromagnet 46 and therefore prevent the decelerator from operating, when the driver operates the clutch pedal.
  • At least two of the controls just outlined for energin'ng the electromagnet can be combined to form the means 49.
  • one such mixed control 49 comprises a first single control in the form first contactor connected to the a ccelerator pedal.
  • the second single control can comprise a second contactor in series with the first contactor and mountedon the instrument panel for direct driver operation; consequently, when driving in town'the driver can ensure that the decelerator does not operate whenever he raises his foot off the accelerator pedal.
  • the second single control can also comprise a second contactor in series with the first contactor and controlled, as previously mentioned, by the clutch pedal; 7
  • response time i.e., the time between operation of the three-way valve and production of an appreciable decelerating effect (this time is normally about 1 sec. in systems of the kind of interest here);
  • the pressure in the hydraulic cooling circuit (19, 22, 23, 20) decreases with'engine speed, and so the decelerator braking torque decreases very considerably when engine speed decreases.
  • One way of increasing the torque at low speeds would be to increase the pressure in the hydraulic circuit by the provision of a constriction at the decelerator outlet. Unfortunately, thisstep would systematically increase pressure even at high speeds, with the risk of producing decelerating torques in excess of the limits of adhesion of the braked wheels or the limits of clutch slip at high speeds.
  • a constriction 54 is provided at the output of the decelerator 14 and is so devised that the opening cross section which it presents to the flow of liquid varies automati cally, continuously or intermittently, in the same sense as the pressure of the liquid orwhich comes to the same thingas the rate of flow of such liquid once the operating condition has been established. Consequently, when there is no liquid in the decelerator the constriction has a minimum opening cross section, possibly zero opening cross section, and it fills very rapidly immediately after the corresponding actuation via the three-way valve; it is found that the presence of this downstream constriction can readily double the speed of decelerator filling. 1
  • the presence of the constriction increases the pressure of the volume of liquid disposed immediately upstream of the constrictioni.e., in the decelerator-in proportion as the opening cross section of the constriction is smaller; consequently, at high speeds, corresponding to a large opening cross section of the constriction, there is no risk of an excessive decelerating torque which might lock the vehicle wheels;
  • the decelerating torque produced at relatively low speeds is increased appreciably to an extent such that it becomes perceptible and effective, so that the facility works over a wide range of speeds and not just at very high speeds.
  • Curve 57 corresponds to a variable constriction according to the invention whose cross section decreases from 65 mm. to about mm. (circular orifice 5 mm. in diameter) simultaneously as thespeed drops from 5 ,000 to 2,500 r.p.m.; this curve shows clearly that the torque is still appreciable at 2,500 r.p.m., since it is still above 9 m.kg. (point C).
  • Another considerable advantage of having a variable constriction at the decelerator outlet is that it reduces the decelerator response time; when the decelerator is out of operation the water pressure therein is zero and the cross section of the constriction at the decelerator outlet is minimum, and so when the three-way valve is changed over to energize the decelerator, the same fills very rapidly and the discharge orifice opens gradually as filling proceeds.
  • the decelerating torque has risen to 16 percent of its rated value in the first case (point D) and to 40 percent of its rated value in the second case (point E)-a considerable advantage in cases in which the facility is required to decelerate a vehicle travelling at very high speed, since a fastmoving vehicle travels a considerable distance in half a second.
  • Another advantage is that increasing the constriction cross section helps to increase the water delivery and simultaneously to increase the rated torque and therefore the'braking power, so that water delivery is adapted to required power at all engine speeds. This feature cuts out temperature variations due to operation of the decelerator, an advantage for the engme.
  • the constrictions having an automatically variable cross section as hereinbefore described can be embodied in any appropriate fashion, for instance, as a calibrated-spring nonreturn valve or as a pivoted flap biased resiliently towards its closed position and so devised that the liquid pressure on the upstream side tends to open it.
  • Another possible form for such a constriction is a sliding lid whose position can vary in dependence upon the upstream pressure, the same acting on the lid through an appropriate sampling line; alternatively, the open- 7 ing of the constriction could be controlled directly not by the liquid pressure but by some other parameter, such as engine speed, varying in the same sense as the liquid pressure.
  • the constriction is embodied by means of a resilient diaphragm 60 (FIG. 7) made of rubber or some other elastomeric substance and pierced with a calibrated orifice 61.
  • the edge of the calibrated orifice has the general shape of a nozzle converging towards its downstream end.
  • the elastomeric substance must be able to undergo considerable stretch so that the orifice diameter can vary in operation from its ordinary size to three times its ordinary size or even more.
  • the material must be temperature-resistant (often, the temperature is near the temperature of boiling water) and must be able to withstand chemical attack by the cooling liquid and must be non-tearing.
  • the decelerating systems hereinbefore described can be adjustable instead of being just two-step action devices, for even if the vehicle is travelling very fast the driver may require only a relatively small decelerating torque, for instance, sufficient to keep vehicle speed constant on a downgrade or to brake the vehicle very gently and gradually.
  • variable constriction comprises a number-preferably two-of constrictions respectively associated with lines connected in parallel to the decelerator outlet, all the lines except one being adapted to be made inoperative by appropriate valves.
  • the constrictions can have opening cross sections which are either fixed or automatically variable in the manner hereinbefore described; in the case of fixed cross sections, the same regulating effect as previously provided continuously by a single variable constriction is obtained but intermittently, the bringing into operation of an increasing number of fixed-section constrictions having the same result as the progressive opening of a single constrictioni.e., increased water circulation.
  • the various constrictions can be cut into and out of operation by any appropriate mechanical, electrical, pneumatic or hydraulic means.
  • FIGS. 8 and 9 comprises two constrictions 54,, 54 connected in parallel to two lines 62, 63 respectively, the line 62 forming a part of the line 23 and the line 63 being closable by a valve 64.
  • the engine is an internal combustion engine and the power source for operating the valve 64 is the negative pressure in the engine induction pipe 51 at the place 53 downstream of the throttle valve 52; this negative pressure can close valve 64 by attracting a diaphragm 65 connected to valve 64 against the force of a return spring 66.
  • Energization can be achieved very simply by placing the handle 69 (FIG. 9) of a switch to the appropriate position; the three positions diagrammatically shown as a, b and c in FIG. 9 for the handle 69 correspond to zero decelerating torque, to a reduced decelerating torque (energization only of solenoid valve 32, corresponding to operation of the decelerator and two constrictions 54,, 54 and maximum deceleration torque (energization of the two solenoid valves 32, 67, corresponding to operation of the decelerator with closure of valve 64i.e., use solely of constriction 54,), respectively.
  • the two solenoid valves can be controlled by different members, the first being, with advantage, energized just by release of the accelerator pedal and the second being energized by initiation of operation of the brake pedal.
  • the system comprises: a hydraulic decelerator having a rotor which is adapted to be connected to the engine shaft so as to run permanently at a speed at least of the same order as engine shaft speed, the diameter of said rotor being less than cm., inlet and outlet means connecting the decelerator in parallel to a part of the engine cooling circuit, said means comprising upstream of said part of said engine cooling circuit a three-way two-position valve arranged when in one position to send all the liquid it receives to said part of the circuit, isolating the decelerator, and when in its other position to send all the liquid it receives to the inlet means, isolating said circuit part, and a constriction means in the
  • control means are operated by the end of the release of the accelerator pedal.
  • control means are operated by the beginning of the depression of the brake pedal.
  • the vehicle engine being an internal combustion engine including an induction pipe with an adjustable throttle member therein, said system further comprising power means for deriving power from the negative pressure in the engine induction pipe downstream of the adjustable throttle member therein when said throttle member is at least partly closed, and for using this derived power to operate the three-way valve.
  • said power means comprise a chamber connected via 'a line to a place in the engine induction pipe downstream of the throttle member, and a movable member mounted in said chamber to be moved by the pressure in said chamber, said movable member being operatively connected to said three-way valve; and said drivercontrolled means comprise a driver-controlled solenoid valve disposed in said line.
  • drivercontrolled means comprise a switch which is accessible to the driver and connected in the energizing circuit for the solenoid valve.
  • drivercontrolled means comprise an electric switch which is connected in the energizing circuit for the solenoid valve and whose operation is controlled by a driver control different from said previously mentioned switch which is accessible to the driver.
  • drivercontrolled means comprise at least two switches connected to two different control actions and connected in series in the energizing circuit for the solenoid valve.
  • the vehicle engine being an internal combustion engine having an induction pipe containing an adjustable throttle member wherein one of the two parallel-connected sections has a nonretur'n valve adapted to be operated, under driver control, by the negative pressure which exists in the engine induction pipe downstream of the adjustable throttle member therein.
  • edge of the orifice has the shape of a nozzle converging in the downstream direction.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Braking Arrangements (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US858321A 1968-09-17 1969-09-16 Decelerating system for touring vehicles Expired - Lifetime US3650358A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR166527 1968-09-17
FR6907189A FR2036420A5 (fr) 1969-03-13 1969-03-13
FR6916401A FR2044426A5 (fr) 1969-05-20 1969-05-20

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US3650358A true US3650358A (en) 1972-03-21

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US858321A Expired - Lifetime US3650358A (en) 1968-09-17 1969-09-16 Decelerating system for touring vehicles

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US (1) US3650358A (fr)
JP (1) JPS4838668B1 (fr)
BE (1) BE738889A (fr)
DE (1) DE1946167A1 (fr)
ES (1) ES371817A1 (fr)
GB (1) GB1271444A (fr)
NL (1) NL6913276A (fr)
SE (1) SE377714B (fr)

Cited By (34)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3774734A (en) * 1970-04-18 1973-11-27 Daimler Benz Ag Hydrodynamic brake for vehicles, especially motor vehicles
USB358939I5 (fr) * 1972-05-26 1975-01-28
US4004660A (en) * 1973-12-18 1977-01-25 British Railways Board Control system for hydrokinetic brakes
WO1992016767A1 (fr) * 1991-03-20 1992-10-01 Skorodoff, Ivan Systeme de frein hydraulique pour vehicules
DE4408349A1 (de) * 1994-03-11 1994-10-06 Voith Turbo Kg Antriebseinheit mit einem Motor und einem Retarder
DE4440163A1 (de) * 1994-11-10 1995-07-06 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
DE4440162A1 (de) * 1994-11-10 1995-07-20 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
EP0707140A1 (fr) 1994-10-12 1996-04-17 VOITH TURBO GMBH & CO. KG Unité d'entraînement à moteur et ralentisseur hydraulique
EP0711692A1 (fr) 1994-11-10 1996-05-15 VOITH TURBO GMBH & CO. KG Unité d'entraînement avec un moteur à combustion interne et un ralentisseur hydrodynamique
EP0718166A2 (fr) 1994-12-23 1996-06-26 Voith Turbo GmbH Unité d'entraînement à un moteur à combustion interne et un ralentisseur hydrodynamique
US5613472A (en) * 1994-11-10 1997-03-25 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
DE19641557A1 (de) * 1996-10-09 1997-06-26 Voith Turbo Kg Antriebseinheit mit einem Motor, einem Getriebe und einem Kühlmittelkreislauf
EP0719683A3 (fr) * 1994-12-30 1997-08-13 Voith Turbo Kg Installation de freinage à ralentisseur hydrodynamique, notamment pour automobile
US5657838A (en) * 1994-03-11 1997-08-19 Voith Turbo Gmbh & Co. Kg Drive unit and method for operating a drive unit
EP0794326A1 (fr) * 1996-03-08 1997-09-10 Voith Turbo GmbH & Co. KG Unité d'entraînement à moteur et ralentisseur hydraulique
EP0835991A2 (fr) 1996-10-08 1998-04-15 Voith Turbo GmbH & Co. KG Groupe motopropulseur, notamment pour un véhicule automobile
EP0835992A2 (fr) 1996-10-08 1998-04-15 Voith Turbo GmbH & Co. KG Groupe motopropulseur, notamment pour un véhicule automobile
WO1998016414A1 (fr) * 1996-10-14 1998-04-23 Voith Turbo Gmbh & Co. Kg Procede de reglage des etats de fonctionnement du ralentisseur d'un vehicule et systeme de commande du systeme de freinage d'un vehicule equipe d'au moins un ralentisseur
US5743232A (en) * 1996-04-25 1998-04-28 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
US5794588A (en) * 1996-04-25 1998-08-18 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
US5829562A (en) * 1994-12-16 1998-11-03 Voith Turbo Gmbh Drive unit
US5873342A (en) * 1995-01-23 1999-02-23 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
US5924337A (en) * 1995-11-28 1999-07-20 Voith Turbo Gmbh & Co. Kg Drive unit with a hydrodynamic retarder and transmission
US6223718B1 (en) 1996-04-25 2001-05-01 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
US6561324B2 (en) 1996-03-08 2003-05-13 Voith Turbo Gmbh & Co. Kg Drive unit including a motor and a retarder
US20040077461A1 (en) * 2000-11-17 2004-04-22 Bernhard Reisch Method for increasing brake efficiency
US20050205682A1 (en) * 2004-02-26 2005-09-22 Sanger Jeremy J Vehicle supplemental heating system
US20080060375A1 (en) * 2006-09-08 2008-03-13 Sanger Jeremy J Vehicle supplemental heating system
US20100031297A1 (en) * 2008-07-31 2010-02-04 Broadcom Corporation SYSTEMS AND METHODS FOR PROVIDING A MoCA POWER MANAGEMENT STRATEGY
US20110315097A1 (en) * 2009-01-19 2011-12-29 Voith Patent Gmbh Vehicle cooling circuit having a retarder or a hydrodynamic clutch
CN102575564A (zh) * 2009-11-27 2012-07-11 沃依特专利有限责任公司 冷却系统、特别是机动车的冷却系统
US8469283B2 (en) 2008-07-29 2013-06-25 Ventech, Llc Liquid heat generator with integral heat exchanger
US20160251998A1 (en) * 2013-10-24 2016-09-01 Scania Cv Ab Cooling system in a vehicle
US9841211B2 (en) 2015-08-24 2017-12-12 Ventech, Llc Hydrodynamic heater

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6238294A (ja) * 1985-08-09 1987-02-19 Morito Hasegawa 螺旋状微生物担体
DE19623680C2 (de) 1996-06-14 1998-03-19 Voith Turbo Kg Retarder
DE19641558A1 (de) * 1996-10-09 1998-04-16 Voith Turbo Kg Verfahren und Steuerung zur Regelung des Kühlkreislaufes eines Fahrzeuges mittels einer thermisch geregelten Wasserpumpe
DE19822225A1 (de) 1998-05-18 1999-12-02 Voith Turbo Kg Bremsanlage, insbesondere für ein Kraftfahrzeug
DE19853830C1 (de) 1998-11-21 2000-03-02 Voith Turbo Kg Bremsanlage mit einem hydrodynamischen Retarder, insbesondere für ein Kraftfahrzeug
DE102012208244A1 (de) * 2012-05-16 2013-11-21 Zf Friedrichshafen Ag Fahrzeuggetriebe mit einem hydrodynamischen Retarder

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US2044999A (en) * 1934-02-21 1936-06-23 Glen W Smith Brake system
US2170128A (en) * 1936-05-12 1939-08-22 Parkersburg Rig & Reel Co Brake mechanism for motor vehicles
US2287130A (en) * 1941-02-26 1942-06-23 Parkersburg Rig & Reed Company Hydrodynamic brake mechanism
US2460407A (en) * 1945-12-10 1949-02-01 Orrin E Andrus Washer for garden hose couplings
US2772833A (en) * 1951-09-28 1956-12-04 Dole Valve Co Fluid mixing device
US2786552A (en) * 1952-03-20 1957-03-26 Parkersburg Rig & Reel Co Hydrodynamic brakes
US2941544A (en) * 1955-09-27 1960-06-21 Renault Fluid control devices and elastic pressure-responsive valves
US3024876A (en) * 1960-04-25 1962-03-13 Borg Warner Vehicle retarder
US3270838A (en) * 1963-03-14 1966-09-06 Maybach Motorenbau G M B H Fri Control of the brake power of a hydrodynamic brake

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US1915547A (en) * 1929-03-28 1933-06-27 Scammell Lorries Ltd Brake for road vehicles
US2044999A (en) * 1934-02-21 1936-06-23 Glen W Smith Brake system
US2170128A (en) * 1936-05-12 1939-08-22 Parkersburg Rig & Reel Co Brake mechanism for motor vehicles
US2287130A (en) * 1941-02-26 1942-06-23 Parkersburg Rig & Reed Company Hydrodynamic brake mechanism
US2460407A (en) * 1945-12-10 1949-02-01 Orrin E Andrus Washer for garden hose couplings
US2772833A (en) * 1951-09-28 1956-12-04 Dole Valve Co Fluid mixing device
US2786552A (en) * 1952-03-20 1957-03-26 Parkersburg Rig & Reel Co Hydrodynamic brakes
US2941544A (en) * 1955-09-27 1960-06-21 Renault Fluid control devices and elastic pressure-responsive valves
US3024876A (en) * 1960-04-25 1962-03-13 Borg Warner Vehicle retarder
US3270838A (en) * 1963-03-14 1966-09-06 Maybach Motorenbau G M B H Fri Control of the brake power of a hydrodynamic brake

Cited By (55)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3774734A (en) * 1970-04-18 1973-11-27 Daimler Benz Ag Hydrodynamic brake for vehicles, especially motor vehicles
USB358939I5 (fr) * 1972-05-26 1975-01-28
US3924713A (en) * 1972-05-26 1975-12-09 Labavia Vehicle braking devices
US4004660A (en) * 1973-12-18 1977-01-25 British Railways Board Control system for hydrokinetic brakes
WO1992016767A1 (fr) * 1991-03-20 1992-10-01 Skorodoff, Ivan Systeme de frein hydraulique pour vehicules
DE4408349A1 (de) * 1994-03-11 1994-10-06 Voith Turbo Kg Antriebseinheit mit einem Motor und einem Retarder
US5657838A (en) * 1994-03-11 1997-08-19 Voith Turbo Gmbh & Co. Kg Drive unit and method for operating a drive unit
US5779008A (en) * 1994-10-12 1998-07-14 Voith Turbo Gmbh & Co. Kg Drive unit with engine and retarder
EP0707140A1 (fr) 1994-10-12 1996-04-17 VOITH TURBO GMBH & CO. KG Unité d'entraînement à moteur et ralentisseur hydraulique
EP0711691A1 (fr) 1994-11-10 1996-05-15 VOITH TURBO GMBH & CO. KG Unité d'entraînement avec un moteur à combustion interne et un ralentisseur hydrodynamique
US5758619A (en) * 1994-11-10 1998-06-02 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
DE4440162C2 (de) * 1994-11-10 1997-03-13 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
US5613472A (en) * 1994-11-10 1997-03-25 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
US5819697A (en) * 1994-11-10 1998-10-13 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
EP0711690A3 (fr) * 1994-11-10 1997-08-06 Voith Turbo Kg Unité d'entraînement à un moteur à combustion interne et un retardateur hydrodynamique
EP0711692A1 (fr) 1994-11-10 1996-05-15 VOITH TURBO GMBH & CO. KG Unité d'entraînement avec un moteur à combustion interne et un ralentisseur hydrodynamique
DE4440162A1 (de) * 1994-11-10 1995-07-20 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
US5657723A (en) * 1994-11-10 1997-08-19 Voith Turbo Gmbh & Co. Kg Drive unit with internal combustion engine and hydrodynamic retarder
DE4440163A1 (de) * 1994-11-10 1995-07-06 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
US5829562A (en) * 1994-12-16 1998-11-03 Voith Turbo Gmbh Drive unit
US5762582A (en) * 1994-12-23 1998-06-09 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
EP0718166A2 (fr) 1994-12-23 1996-06-26 Voith Turbo GmbH Unité d'entraînement à un moteur à combustion interne et un ralentisseur hydrodynamique
EP0718166A3 (fr) * 1994-12-23 1997-08-20 Voith Turbo Kg Unité d'entraînement à un moteur à combustion interne et un ralentisseur hydrodynamique
US6167993B1 (en) * 1994-12-30 2001-01-02 Voith Turbo Gmbh Braking system with a hydrodynamic retarder
EP0719683A3 (fr) * 1994-12-30 1997-08-13 Voith Turbo Kg Installation de freinage à ralentisseur hydrodynamique, notamment pour automobile
US5873342A (en) * 1995-01-23 1999-02-23 Voith Turbo Gmbh Drive unit with internal combustion engine and hydrodynamic retarder
US5944160A (en) * 1995-11-28 1999-08-31 Voith Turbo Gmbh & Co. Kg Drive unit with a hydrodynamic retarder and transmission
US5924337A (en) * 1995-11-28 1999-07-20 Voith Turbo Gmbh & Co. Kg Drive unit with a hydrodynamic retarder and transmission
US6561324B2 (en) 1996-03-08 2003-05-13 Voith Turbo Gmbh & Co. Kg Drive unit including a motor and a retarder
WO1997033077A1 (fr) * 1996-03-08 1997-09-12 Voith Turbo Gmbh & Co. Kg Unite d'entrainement a moteur et a ralentisseur
EP0794326A1 (fr) * 1996-03-08 1997-09-10 Voith Turbo GmbH & Co. KG Unité d'entraînement à moteur et ralentisseur hydraulique
US6223718B1 (en) 1996-04-25 2001-05-01 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
US5794588A (en) * 1996-04-25 1998-08-18 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
US5743232A (en) * 1996-04-25 1998-04-28 Voith Turbo Gmbh & Co. Kg Drive unit with an engine and a retarder
EP0835992A2 (fr) 1996-10-08 1998-04-15 Voith Turbo GmbH & Co. KG Groupe motopropulseur, notamment pour un véhicule automobile
EP0835991A2 (fr) 1996-10-08 1998-04-15 Voith Turbo GmbH & Co. KG Groupe motopropulseur, notamment pour un véhicule automobile
US5996762A (en) * 1996-10-09 1999-12-07 Voith Turbo Gmbh & Co. Kg Drive unit with engine transmission and coolant circuit
DE19641557A1 (de) * 1996-10-09 1997-06-26 Voith Turbo Kg Antriebseinheit mit einem Motor, einem Getriebe und einem Kühlmittelkreislauf
WO1998016414A1 (fr) * 1996-10-14 1998-04-23 Voith Turbo Gmbh & Co. Kg Procede de reglage des etats de fonctionnement du ralentisseur d'un vehicule et systeme de commande du systeme de freinage d'un vehicule equipe d'au moins un ralentisseur
US20040077461A1 (en) * 2000-11-17 2004-04-22 Bernhard Reisch Method for increasing brake efficiency
US6910989B2 (en) * 2000-11-17 2005-06-28 Zf Friedrichshafen Ag Method for increasing brake efficiency
US8302876B2 (en) 2004-02-26 2012-11-06 Ventech, Llc Vehicle supplemental heating system
US20050205682A1 (en) * 2004-02-26 2005-09-22 Sanger Jeremy J Vehicle supplemental heating system
US20080060375A1 (en) * 2006-09-08 2008-03-13 Sanger Jeremy J Vehicle supplemental heating system
US8113440B2 (en) 2006-09-08 2012-02-14 Ventech Llc Vehicle supplemental heating system including spool valve manifold
US8162233B2 (en) 2006-09-08 2012-04-24 Ventech, Llc Vehicle supplemental heating system including pressure relief diaphragm
US8480006B2 (en) 2006-09-08 2013-07-09 Ventech, Llc Vehicle supplemental heating system
US8469283B2 (en) 2008-07-29 2013-06-25 Ventech, Llc Liquid heat generator with integral heat exchanger
US20100031297A1 (en) * 2008-07-31 2010-02-04 Broadcom Corporation SYSTEMS AND METHODS FOR PROVIDING A MoCA POWER MANAGEMENT STRATEGY
US20110315097A1 (en) * 2009-01-19 2011-12-29 Voith Patent Gmbh Vehicle cooling circuit having a retarder or a hydrodynamic clutch
US8800504B2 (en) * 2009-01-19 2014-08-12 Voith Patent Gmbh Vehicle cooling circuit having a retarder or a hydrodynamic clutch
CN102575564A (zh) * 2009-11-27 2012-07-11 沃依特专利有限责任公司 冷却系统、特别是机动车的冷却系统
US20160251998A1 (en) * 2013-10-24 2016-09-01 Scania Cv Ab Cooling system in a vehicle
US10156181B2 (en) * 2013-10-24 2018-12-18 Scania Cv Ab Cooling system in a vehicle
US9841211B2 (en) 2015-08-24 2017-12-12 Ventech, Llc Hydrodynamic heater

Also Published As

Publication number Publication date
JPS4838668B1 (fr) 1973-11-19
ES371817A1 (es) 1971-11-16
GB1271444A (en) 1972-04-19
BE738889A (fr) 1970-02-16
DE1946167A1 (de) 1970-05-14
DE1946167C3 (fr) 1975-11-27
SE377714B (fr) 1975-07-21
NL6913276A (fr) 1970-03-19

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